Ref: CGW 0001 Date / Month of Page I of 16 No.RDSO/2007/CG/CMI-O I(ReyA) Issue: Nov 2007

INDIAN RAILWAYS

PROCEDURE FOR CONVERSION OF DEMU COACHES

PROVIDED WITH ROOF MOUNTED RADIATOR (RMR) TO SIDE

MOUNTED RADIATOR (SMR)

S.No. Month / Year of Revision / Page No. Reason forIssue Amendment Amendment

1. November '2007' Nil -

ISSUED BYRESEARCH DESIGNS AND STANDARDS ORGANISATION

MANAK NAGAR LUCKNOW - 226011

Ref: CGW 0001 Date I Month of Page 2 of 16 No.RDSO/2007/CG/CMI-0 I(RevAl Issue: Nov 2007

TABLE OF CONTENTS

S.No. Description Page No.1 Introduction 032 Salient Design Features 033 Remedial Procedure 04(i) Placement of the shell in a proper support 04(ii) Checking camber of the salebar 04(iii) Stripping of the equipments 05Civ) Stripping of the relevant panels and furnishings 05(v) Inspection of under frame solebar for 05

crack/damage/corrosion(vi) Replacement of damaged solebar 05(vii) Replacement of damaged cantrail 08(viii) Re-cambering and Strengthening of the underframe 09(ix) Welding of carlines in the dished portion of the roof 09(x) Welding of roof-sheets in the dished portion of the roof 10(xi) Welding of supports and mounting brackets in both the 10

side wall for fitment of radiator and other accessories(xii) Fitment of radiator, radiator fan and provision of water 11

connections pipes in the radiators(xiii) Fitment of stripped equipments 114 Drawings Enclosed 115 Recambering of DEMU Coaches (Annexure - 1) 12I Introduction 1211 Method of Measurement of Recamber 12III Recambering Procedure 13IV Welding Sequence 16

IRef: CGW 0001 Date I Month of Page 3 of 16 No.RDSO/2007/CG/CMI-01(RevAl Issue: Nov 2007

1. Introduction:

ICF started manufacturing DEMU coaches during the year 1992-93.The initial DPC coaches were provided with side mounted radiator (SMR)type of design. Subsequently ICF started manufacturing DPCs with roofmounted radiator <RMR) type of design. From 2000 onwards ICF revertedback to the SMR type of design. At present 18 nOs of DEMU/DPC coacheswith RMR type of design are operating on N.Rly. It is observed that RMRtype coaches are developing cracks in the body side panels, door cornersand solebar. The panels are also opening from the joints and collapsing.Distortion noticed in the coach body, panel filters and in the partition wall.Loss of camber also noticed in the solebar.

2. Salient Design Features

> Side Mounted Radiator (SMR):

Two nos. of radiators are provided in both the sidewall of theRadiator room. The sidewall has been cut to suitable size 0300 X 1000)and louvers provided. The cut portion of the sidewall has been providedwith proper framework. Proper support and mounting blocks are providedfor the fitment of the radiators. The framework and the radiator frame is

.contributing additional strengthening of the sidewall.The roof portion above the radiator Fan has been cut with a circular

opening of 1250 mm in diameter. The area around the circular cut hasbeen provided with framework as per ICF drawing no. DMU/DPC-1-6­006.

> Roof Mounted Radiator (RlMR):

Two no. radiators mounted on the roof are provided. This area ofthe roof has been dished for a length of 3300 mm.

The sidewall has been cut to suitable size 0300 X 1000) andlouvers provided. The cut portion of the sidewall has been provided withproper framework. No additional support has been provided in the cut outportion. The additional static load of the radiators in the roof along withthe dynamic/vibrational interference of the radiator fan (provided in theRMR itself) and the engine may create a resonance and cause detachmentof the i) side wall/pillar ii) pillar/cant rail joints in the long run leading tosubsequent failure.

Ref: CGW 0001 Date I Month of Page 4 of 16 No.RDSO/2007/CG/CM1-0(RevA) Issue: Nov 2007

3. Remedial Procedure

To avoid the failure of the shell structures, one of the solutions is toconvert the DPC from RMR type of design to SMR type design. The stepsto be followed for converting the same are as follows.

\. Placement of the shell in a proper support.ii. Checking camber of the solebar

iii. Stripping of the equipments.iv. Stripping of the relevant panels and furnishings.v. Inspection of under frame & solebar for

crack/damage/corrosionvi. Replacement of damaged solebar

vii. Replacement of damaged cantrail.viii. Re-cambering of the under frame Cif needed).ix. Welding of carlines in the dished roof portion.x. Welding of roof sheet in the dished roof portion.xi. Welding of supports and mounting brackets in both the side

wall for fitment of radiator.xii. Fitment of radiator fan, fitment of water connections pipes in

the radiators.Xlll. Re-fitment of stripped equipments.

i. Placement of the shell in a proper support.

:l> Bring the coach inside shed area:l> Run out the bogies.~ Keep trestles of equal heights below the body bolsters on level

ground and place the shell above it.:l> Keep trestles of equal heights also below the solebar at lifting

pad location.:l> For checking and repairing the camber, the coach shall be rigidly

connected with the rail at four locations of (two on either side)the bottom of body bolster.

ii. Checking camber of the salebar.

~ Check the camber of the underframe/sotebar.:l> For measuring camber refer annexure-J:l> Record the camber measurement in a register.

Ref: CGW 000 I Date I Month of Page 5 of 16 No.RDSO/200?/CG/CMI-O 1(RevA) Issue: Nov 2007

iii. Stripping of the equipments.

>- Remove the radiators and radiator fan from the radiator room.}.> Remove the engine and other accessories from the engine room.

iv. Stripping of the relevant panels and furnishings.

>- Remove the framing for fitment of the roof-mounted radiatorfrom the dished roof.

:> Remove the cover/closing sheet from either side of dished roof.>- Remove the louvers from either side of the sidewall.}.> Inspect the sidewall sheet around the louver and if found

damaged, cut and remove the damaged sidewall portion.» Cut and remove the bottom of sidewall sheet up to a height of

300mm from the floor.

v. Inspection of under frame solebar for crack/damage/corrosion

:> Examine the solebar and body pillars in the bay, under andadjoining the body side doorways and engine & radiator roomvisually from below and sides of the coach with properillumination and torchlight.

» If signs of crack / damage /corrosion is seen, the solebar shouldbe thoroughly checked and damaged portion of the solebar shallbe cut. removed and a new solebar piece shall be welded as perprocedure described in para vi.

vi. Replacement of damaged solebar

A. Replacement of damaged solebar at body bolster location.

» Support coach body on the body bolster, where solebar is not tobe attended to.

» Support coach body on wooden trestles on both the sides ofbolster, where sole bar is to be replaced.

>- Support the superstructures of the coach body through thewindows/cant-rail, where solebar is to be cut as shown in sketchCG-K7124.

l> Cut off sidewall sheets to a height of about 300 mm from thefloor and sidewall pillars to a height of 250 mm in the area wherethe solebar is under replacement.

Ref: CGW 000 I Date I Month of Page 6 of 16 No.RDSO/2007/CG/CMI-01(RevA) Issue: Nov 2007

}> Tack weld temporarily mild steel stays to the body bolster andsolebar as shown in sketch CG-K7123. The location on thesolebar should be reasonably far from the point where it is to becut for replacement.

~ Cut the cross bearer, if any, attached to the so\ebar portion to berenewed.

» Cut-of( the trough (joor to a distance of 350 mm from sole barand to a length of 1800 mm in the bolster area as shown.

}> Cut the solebar to a distance of approximately 200 mm awayfrom the joint of replacement and prepare the edges for 'V' buttweld joints as shown at Section 'CC' in sketch CG-K7123. Careshould be exercised so as not to damage the body bolster whencutting the salebar. Carefully grind the body bolster edge withoutdamaging it.

};> Keep ready a new piece of solebar as a replacement to thecutout solebar and weld the lifting tackle fixing bracket to thenew solebar.

};> Tack weld the new piece of solebar whose edges are similarlyprepared for a 'V' butt weld.

» Weld the solebar on either side after ensuring straightness andoverall alignment.

» Weld body bolster to the new sale bar.» In case of damage to the edges of the body bolster or if any part

of the body bolster near the solebar is to be replaced forcrack/damage/corrosion, the following procedure maybeadopted:-a. Cut-off the trough floor. Cut the top plate, bottom plate of the

body bolster.b. In case the body bolster edge is damaged and the length of

the body bolster is reduced to make good the damaged edge,weld a packing piece of suitable thickness in the new solebarpiece in the body bolster joint location. Tal:k weld the twowebs & top and bottom plates of the body bolster to the newsolebar having the packing piece. Weld the stiffening ribs forthe lifting tackle bracket to the sale bar

c. In case any part of the body bolster is damaged and to bereplaced, cut and remove the portion of the body bolster. Thecutting line should be at an angle of 602 as shown in sectionA-A of sketch CG-K7123 and sufficier.tly away from thedamaged area. Prepare a new piece of body bolsterdimensions matching with the removed portion

Ref: CGW 0001 Date I Month of Page 7 of 16 No.ROSO/2007/CG/CM1-0 I(RevA) Issue: Nov 2007

d. Tack weld the web of the body bolster piece with the newpiece of solebar after proper alignment. Tack weld the topand bottom flanges of the body bolster with the salebar.

e. Full weld the body bolster piece with the new piece ofsolebar.

f. Tack weld the solebar piece on both sides and check forstraightness and overall alignment of the solebar and bodybolster web pieces.

g. Carryaut full welding the soJebar piece on either side. Thewelding shall be done with proper edge preparation as shownin section X-X of sketch CG-K7123.

h. Carryout full welding the body bolster web. top & bottomplates as shown at section 'AA' of sketch CG-K7123.

» Weld the trough floor.» Weld new body pillar parts and sidewall panel.

Note:-(i) If solebars are to be replaced on both side of the bodybolster. the joints should be staggered and both ends of the bodybolster should not be attended simultaneously.

(ii) Renewal of the salebar near the body bolster should betaken at the last stage after renev·,ting the solebar-,'. i~ so needed atother locations.

B. Replacement of damaged solebar at doorway location.

» Support coach body on wooden trestles on both the sides ofdoorway, where solebar is,' to :Jbe replaced as shown in sketchCG-K7124.

>- Support the superstructures of the coach body through suitablecutouts in sidewall, where solebar is to be cut as shown insketch CG-K7124.

>- Provide additional wooden supports on either side of the solebarto be cut for replacement as shown in sketch CG-K7124.

» Cut off sidewall sheets to a height of about 300 mm from thefloor covering a length of 200 mm on either side of the solebar isunder replacement.

>- Cut the door pillars to a height of 250 mm in the area where thesolebar under replacement.

>- Cut the cross bearer, if any, attached to the solebar portion to berenewed.

IRef: CGW 000 I IDate / Month of

(RevA) Issue: Nov 2007Page 8 of 16 No.RDSO/2007/CG/CMI-0I]

}> Open out the floor and cut the trough floor to a distance of 400mm from the solebar and to a length of about 1500 mm as shownat detail 'X' of sketch CG-K7I24.

~ Cut the existing damaged solebar to a distance of approximately150 mm away from the joint of replacement and prepare theedges for 'V' butt weld joints as shown at section 'BB' of sketchCG-K7I24.

>- Tack weld a new piece of solebar whose edges are similarlyprepared for a 'V' butt weld.

;;.. Weld the solebar on either side after ensuring straightness andoverall alignment.

;;.. Carefully weld the cross bearers, if any to the new solebar.» In case of damage to the edges of the cross bearer or if any part

of the cross bearer near the solebar is to be replaced forcrack/damage/corrosion. the following procedure maybeadopted:-a. Cut-off the trough floor to a distance of 400 mOl from the

salebar and to a length of about 2000 mm. Cut the top &bottom flanges and web of the cross bearer to the dimensionshown at detail 'Y' of sketch CG-K7I24. Prepare a new pieceof cross bearer with dimensions matching with removedportion.

b. Weld the web piece to the solebar and then the top & bottomflanges.

c. Tack weld salebar piece on both sides and check forstraightness and overall alignment of the salebar 2,nd crossbearer.

d. Carryout full welding the solebar piece on either side.e. Weld the cross bearer web piece to the web of the existing

cross bearer at an angle of 60· as shown at detail 'V' ofsketch CG-K7124.

f. Weld the bottom & top flanges of the cross bearer to theexisting cross bearer as shown at detail 'Y' of sketch CG­K7I24.

}> Weld the trough floor carefully.}> Weld new body pillar parts and sidewall panel.

vii. Replacement of damaged cantrail.

~ Check thoroughly the cantrail for damage.

Ref: COW 0001(RevA)

Date I Month ofIssue: Nov 2007

Page 9 of 16 INO.RDSO/2007/CO/CMl-Ol I;,. Remove the inside and outside paneling at the vicinity of the

damaged cantrail.> Provide additional supports on the cantrail as shown in sketch

CG-K7]24.» Cut carefully the carline-cantrail joints falling in the zone of

damage in excess of 150 mm on either side and withoutdamaging the carline edge.

}o> Remove the damaged portion of the cantrail.» Weld a new piece of cantrail with the existing cantrail ensunng

straightness and proper alignment.,... Weld the carlines with the new cantrail.» Provide panels as per requirement.

viii. Re-cambering and Strengthening of the underframe.

» Check the measured readings of the available camber and if thereadings are not within the prescribed limit. recamber the coachunderframe as per procedure described in Annexure-I.

~ The CAl issued by ICF regarding strengthening of solebar as perdrg. No. ICF/SK-1-1-40] & ICF/SK-]-]-402 has to be carriedout after recambering.

ix. Welding of carlines in the dished portion of the roof.

~ Weld 4 nos of carlines to ICF drawing no. T-]-6-706 at thedished portion of .the roof matching locations to ICF drawing no.DMU/DPC-1-6-001.

;;. Suitable cut-out should be provided in the carline coming in thelocation of radiator fan to accommodate the radiator fan openingas shown in section B-B of ICF drawing no. DMU/DPC-1-6-001.

~ Weld/provide the following items as per ICF drg no. DMU/DPC­]-6-001.

.. Item no 38 Channel to ICF drg no. DMU/DPC-]-6-006(item 4).

ll. Item no 39 Frame arrgt. for radiator opening.lll. Item no 40 Flat.IV. Item no 41 Rubber packing.v. Item no 42 Spring washers M6.

vi. Item no 43 Cheese head screw.vii. Item no 45 Fixing bracket.

viii. Item no 46 Flat

IRef: CGW 0001 IDate I Month of Page 10 of 16 NO.RDSO/2007/CG/CMI-OIJfRevA) Issue: Nov 2007

>x. Item no 47 Flat to ICF drg no. ICF/STD-1-6-006 (item84).

x. Item no 49 Flat to ICF drg no. ICF/STD-I-6-006 (item97).

x. Welding of roof-sheets in the dished portion of the roof.

>- Provide roof sheets above the welded carlines at the dishedportion of the roof and weld properly to match with the existingroof sheets to ICF drawing no. DMU/DPC-I-6-004 and DMU/DPC-I-6-001.

» Make suitable cutout in the roof sheet and provide the followingitems of ventilators as per section D-D of ICF drg no.DMU/DPC-I-6-001.

\. Item no 26 Channel to ICF drg no. WLLRM4-1-6-.j]2(item 3).

II. Item no 27 Ventilator grill to ICF drg no. WLLRM4-1-6­411.

Ill. Item no 28 Ring complete to ICF drg no. WLLRM4-1-6­412.

XI. Welding of supports and mounting brackets in both the side wall forfitment of radiator and other accessories.

:> Check whether the following items as per reF drawing noDMU/DPC-6-4-002 have been provided in the radiator room andin case of missing, provide the same for fitment of radiator andother accessories.

\. Item no 9 Support frame for radiator to ICF drgno.DMU/DPC-6-4-012 in the both side wall.

II. Item no 14 Support frame for fluid tank to ICF drgno.DMU/DPC-6-4-012 in the both side wall.

111. Item no 16 Support frame for Expansion tank to ICF drgno.DMU/DPC -6-4-012 in the both side wall.

IV. Item nos. 6 and 23 Deflector to ICF drg no.DMU/DPC-6­4-012 in the both side wall.

v. Provide the remaining items (item nos. 3,4,5,7,8,10,11&12)of ICF drawing no DMU/DPC6-4-002 required for fitmentof the supports of equipments in the radiator room.

IRef: CGW 0001fRev.41

Date I Month of IPage 11 of 16Issue; Nov 2007

No.RDSO/2007/CG/CMI-Ol

xii. Fitment of radiator. radiator fan and provision of water connectionspipes in the radiators.

>- Provide the following items/equipments as per lCF drawing noDMU/DPC-6-4-002 required to be fitted in the radiator room.

I. Item no 1 Radiator to KCL drg no.3877004 in the both sidewall

II. Item no 2 Radiator fan to KCL drg no.3876060.III. Item no 13 fluid tank to KCL drg no.3877073.IV. Item no 15-expansion tank to KCL drg no.3873032.v. Provide remaining item nos (17 to 22) of ICF drg no.

DMUlDPC-6-4-002.

Xlll. Fitment of stripped equipments.

}> Provide all the equipments stripped before recambering thecoach as per the standard practice.

4. Drawings Enclosed

1. Sketch No.CG-K71232. Sketch No.CG-K71243. Sketch No.CG-K71254. Sketch No.CG-K71265. Sketch No.CG-K71276. Sketch No.CG-K71287. Sketch No.CG-K71298. Sketch No.CG-K7143

•••••

IRef: COW 0001

fRevA)Date / Month ofIssue: Nov 2007

Page 12 of 16 NO.RDSO/2007/CO/C~~

ANNEXURE-I

RECAMBERING OF DEMU COACHES

I. Introduction:Northern Railway has reported the loss of camber on 700HP DEMUpower car along with other failures. It is suggested that theavailable camber under tare condition on the DEMU!DPC coaches bemeasured before undertaking heavy repairs and in case the negativecamber at the center of the coach exceeds lOmm, Recambering ofthe coach should be under taken simultaneously along with heavyrepairs. The method indicated applies equally to other types ofDEMU coaches as well.

II Method of Measurement of Camber:i) Camber on a coach can be measured either with its bogies in

position or if bogies have been removed, then by placingtrestles of equal height on level ground below 1ehe bodybolsters to ensure that the two trestles bear equal weight ofthe coach body.

iD Plates of equal height having a slot as shown in fig (a) ofsketch no.CG-K7125 are welded vertically on the bottom ofthe sole bar at the location of the centerline of the bodybolster. A piano wire of requisite length with its two endssecured to 1000101 long hexagonal head screws M 10provided with wing and check nuts alongwith washers is thenplaced in position as shown in fig (b) of sketch no.CG-K7125and the height of the screw is so adjusted with the stringadequately tightened that the distance between the top of thestring and the bottom of the body bolster is the same for boththe body bolsters, Let this distance be 'x', The sl~ring is thenfinally tightened by rotating the wing nuts without disturbingthe position of the string vertically so that the string is tautand straight. The vertical distance between the bottom of thesale bar to the top of the string at the coach center is thenmeasured (Jet this distance be 'y'), The camber of theunderfrarne can then be calculated as y-x as shown in sketchno.CG-K7125. in case the bottom of the sole bar is not at thesame level as the bottom of the body bolster (at the locationwhere body bolster is fitted. in case of the 700 hp DMUIDPC

•

Ref: CGW 0001 Date I Month of IPage 130f16 No.RDSO/2007/CG/CMJ-0 1(Rev.4l Issue: Nov 2007

the level of difference between the bottom of body bolsterand bottom of solebar is 77 mm ), due cognizance ha"s to begiven to this fact and the extent of the camber calculatedabove has to be suitably adjusted to arrive at the properfigure. Hence in case of DMU/DPC the proper camber in thecentre of underframe shall be y-(x -77) after takingcognizance of 77 mm in height difference between bottom ofsole bar and bottom of body bolster at the location of joint.Where the level of solebar and body bolster bottom at thejoint is same the camber shall be y-x.

Ill. Recambering Procedure:j) Take the initial camber readings under tare conditionfollowing the procedures indicated above. Run out bogies if thesehave not been fun out already and support the coach body on levelground by placing trestles of equal height under both the bodybolsters.

jj) Support both the headstocks of the coach body by placingsturdy \vooden props at the center of the headstock between theground and the bottom of the headstock.

iii) Place channels across the track below both the body bolstersand weld the same to the track. A pipe of 50mm dia. bore or moreis then placed vertically between the top of the channel and thebottom of the body bolster at four locations and the pipe is weldedboth to the body bolster and the channel as shown in sketchno.CG-K7126.

iv) Four jacks are then placed on the extremities of the crossmembers on either side of the transverse center line of the coachand a fifth jack is placed at the center of the underframe crossmember (coinciding with the transverse center line of the coach) asshown in sketch no.CG-K7127. The required positive camber isthen set by lifting the underframe simultaneously with the help ofthe five jacks. The provision of props and clamps as indicated insketch no.CG-K7126 would ensure that the level of the underframeat the headstock portion as well as the body bolster portion remainsundisturbed during this process. As lifting of the underframe aloneby means of jacks is likely to induce extra stresses in the roofportion and may result in buckling of the pillars, especially at the

Ref: CGW 000 I Date / Month of Page 140fl6 NO.RDSO/2007/CG/C(RevAl Issue: Nov 2007

portion where these are corroded/parted, it would be necessary tosupport the doorways/cantrail and lift the roof simultaneously alongwith the underframe by means of wooden beams placed across thedoorways/cantraiJ below which fOUf jacks supported on trestles ofsuitable height have been arranged. These fouf jacks should besimultaneously lifted alongwith the five jacks meant to lift theunderframe. The arrangement of supporting and lifting the roof atthe doorways/cantrail is indicated in sketch no.CG-K712'7. Thecamber at the center of the coach is measured during the process oflifting of the underframe/roof till a positive camber of about 30mmin the case of power car and about 20mm in the case of trailercoach is achieved with jacks in position. In case the initial negativecamber of the coach under tare is rather high, it may be necessaryto set the camber on the power/trailer coaches to a figure higherthan 30/20mm. The exact camber to which the coach is set withjacks in position should be recorded at various places as indicatedin sketch no.CG-K7128.

v) With all the jacks In positIOn, heat treatment of theunderframe is to be carried out as follows:

a) Mark tdangular areas on the sole bars as indicated infig Ca) of sketch no.CG-K7129 at locations A, B. C, D and E.

b) Using the oxy-acetylene torch Cneutral flame), heat thebottom flange of the sole bar at location A till it becomes redhot. Shift the flame slowly to the web of the sole bar andstart heating the triangular area starting from the base of thetriangle and slowly going up. The flame should at intervals beapplied to the flange of the sole bar at the marked portion toavoid its becoming cold. When the triangular portion on theweb of the sale bar and the rectangular portion at the flangeof the sale bar at location A are red hot, further heatingshould be stopped. This area should be allowed to cool in air.Immediately after this area has been heat-treated, heattreatment should be done at locations B, C, D, and E. It isnecessary that both the sole bars are heat treatedsimultaneously at the same location.

c) After the heat treatment of the solebar is over, the heattreatment for the longitudinals provided below the engine

•

Ref: COW 000 I Date I Month of Page 15 of 16 No.RDSO/2007/CO/CMI-OI(RevA) Issue: Nov 2007

room for supporting the engine should be taken up startingfrom both the inner longitudinals subsequently to both theouter longitudinals.

Note:-

(i) The heating zones indicated in sketch no.CG-K7129and position of jacks indicated in sketch no.CG-K7126 are forguidance. Suitable heating zones and locations of jacks maybe decided for other types of DEMU stock ensuring thatheating is done on the 50\e bars midway between crossmembers.

OJ) The temperature to which the sale bars are to beheated will depend upon the loss of camber on the coach.The higher the camber loss, the higher will be thetemperature. The temperature could vary between dull redheat to red heat depending upon the extent of loss of camber.

(vi) Check the camber at various locations after heattreatment. This camber would in the normal course be morethan the camber to which the coach body was set earlier withthe help of jacks (Para 3 (iv)).

(vii) Release the five jacks supporting the underframesimultaneously with the four jacks supporting the coach roof.Remove the wooden props below the headstocks and measurethe cambers at various locations along the length of the solebar. If this camber is of the order of + 30mm for power coachand + 20mm for trailer coach, no further heat treatment isnecessary. If this camber happens to be. less, then furtherheat treatment at places adjacent to the places where the heattreatment had earlier been given would be required after thejacks are set suitably to conform to the earlier setting as perpara 3 (vi).

(viii) Having ensured that the camber with jacks removed isnormal. boxing of the sale bar should be carried out bywelding a stiffener as per fCF drawing no. ICF/SK-1-1-402.The proposed stiffening of sale bar should be done from bodybolster to body bolster with suitable closing plates.

Ref: CGW 000 I Date / Month of Page 16 of 16 No.RDSO/2007/CGICMI-01(RevA) Issue: Nov 2007

ix) Heavy repairs including repairs to pillars andreplacement of other members should then be carried out.Lastly, the trough floor and the body side panel should bereplaced as is normally done in corrosion repairs.

IV. Welding Sequence:

The sequence of welding to be adopted while boxing the sole bars.welding the pillars and other members is shown in sketch no.CG-K7143.Simultaneous welding on both sides of the coach should be carried out forthis purpose.

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