Sections 1003b and 1003c both specify: "The wheel press should be equipped with a dial pressure gauge and pressure recording gauge with graphs to record mounting pressure diagrams for each assembly."

While not explicitly stated in a single sentence, the cage's function in any roller bearing is to maintain even spacing between the rollers, prevent them from contacting each other, and guide them in the unloaded zone of the raceway.

Section 1009b lists "Hot axle box" as the very first defect for which a coach should "invariably be detached from service."

Section 1.3 of the UT appendix states that if the axle body is in forged condition, it is advisable to use an adequate quantity of grease as coupling media to compensate for the rough surface.

Sections 1003b and 1003c both mention: "A radius of 2.5 mm is provided on the hub to facilitate mounting. It must be made after the finishing cut."

Sections 1003b and 1003c both explicitly state: "If any taper does exist, the small diameter must be outside ends of the hub a reverse taper is not allowed."

Table 10.6 (defects and remedies) clearly states that improper, excessive, or inadequate grease can lead to excessive temperature, seizing, or complete failure of the roller bearing.

Table 10.2 shows that the journal portion requires a surface finish of 0.8 microns, which is the finest (lowest number) compared to the wheel seat (1.6) and middle portion (3.2).

Section 1001c(a) states: "This measurement should be taken at three locations apart with the help of an adjustable pi gauge."

Section 1002c lists "There is a rejectable defect as per CMI- K003" as a primary reason for a wheel set to be categorized as an RD wheel, requiring replacement of the discs.

The text accompanying Figure 10.11 in section 1005e(viii) states: "The width of the box should be 216 + / - 0.1 mm between faces."

Section 1009b clearly lists a coach involved in an accident or derailment as one that must be "invariably detached from service" for a thorough inspection.

Section 1009a(iii) point 2 describes that spreading of the rim is usually accompanied by a flattening of the tread, which may or may not have cracks.

Table 10.6 (point 8) specifies that end locking screws must be tightened with a torque wrench at the specified torque value.

Section 1005e(i) states that if a tapped hole is worn out, a helical thread insert can be fitted to allow the use of the same size bolt. The old practice of drilling a new hole is discouraged.

Section 1006b warns that overheating or rapid heating may result in dimensional instability or changes in material properties due to microstructural changes, which can initiate cracks later on.

In bearing nomenclature, "C3" indicates that the bearing has greater than normal internal radial clearance, which is suitable for applications involving interference fits and temperature variations.

Section 3.2 of the UT appendix states that all low-angle perspex wedges should be regularly checked at 6-month intervals.

The table in the "Choice of Couplant" section specifies using the same lubricant grease as recommended for the bearings for far-end and near-end low-angle scanning to avoid contamination.

The explanation for the stamping code states that "MM/YY" in the code stands for the month and year of testing.

The UT section (point iv) explains: "This technique is a confirmation test of low angle scanning."

The Ultrasonic Testing section (point iii) states: "In this technique, the area which cannot be tested by far end scanning i.e. raised portion or shadow zone (wheel seat) is tested by low angle."

Section 1009a(iii) point 5 explains that heat checks are fine superficial cracks from normal braking cycles and do not require wheel withdrawal, unlike the more severe thermal cracks.

Section 1009a(iii) point 4 states that if a thermal crack becomes visible on the outer flange face, the wheel should be withdrawn from service and sent to the workshop.

Section 1009a(iii) point 3 defines shelled tread as pieces of metal breaking out of the tread surface, often between fine thermal checks.

Section 1009a(ii) clearly references a Railway Board letter stating the limit for permissible maximum flat surfaces on the tread is 50 mm.

Section 1007 states: "Only cotton cloth free from fluff should be used for cleaning of bearings. Cotton waste should never be used."

Section 1006b explicitly describes induction heating as "a quick, safe, energy saving and environment friendly process."

Section 1006b, under "Mounting of Spherical Roller Bearing," states that a temperature range of 100 to 120°C gives sufficient expansion for easy mounting. It must not exceed 120°C.

Section 1006b, under "Mounting of Labyrinth Ring," clearly states: "Heat the labyrinth ring upto a temperature of 100° C max."

Section 1005e(vii) clarifies, referencing an RDSO letter, that while the "as cast" height may be 61 mm, the height of the shoulder from the face should be 60 ± 0.1 mm.

Section 1005e(vi) specifies that the new felt ring should be soaked in warm oil (40-50°C) for 30 minutes before being smeared with grease and fitted.

Section 1005e(ii) states: "End locking plates should be replaced every time its folds are opened to unscrew bolt." This is a critical safety practice.

Table 10.5 in section 1006a provides the limits. The maximum permissible clearance for SKF is 0.33 mm. (FAG/NORMA is 0.27 mm, NBC is 0.295 mm).

Section 1005d and Figure 10.8 describe the method: a long feeler gauge is inserted between the outer ring and the unloaded rollers over both rows at the same time.

Section 1005d lists rejectable defects. Minor scratches on the non-critical outer surface are not mentioned as a rejectable defect, whereas pitting, cracks, and heat discoloration are.

Section 1005a clearly defines the periodicity: all bearings should be dismounted every alternate POH or 2 lakh km, whichever is earlier.

Section 1001b(iii) and 1005a state that the bearing has a 130 mm parallel bore on the inner ring.

Section 1001b(iii) and 1005a both specify that ICF coaches use Spherical Roller Bearings, specifically bearing No. 22326/C3.

Section 1003c explicitly states that for an ICF 16t axle with the given diameter, the pressing pressure should be between 71 and 108 tonnes.

Section 1003b describes the lubricant mixture as a combination of basic carbonate white lead paste and boiled linseed oil in a specific proportion (1.2 kg paste to 1 litre oil).

Sections 1003b and 1003c both specify that when inspecting a re-bored wheel disc, the variation in measurements must not exceed 0.05 mm to ensure roundness and absence of taper.

Table 10.2 in section 1003b prescribes the surface finish values. The wheel seat portion must have a finish of 1.6 microns. (Journal: 0.8, Middle: 3.2).

Section 1003a states that if wheels are sent for re-profiling without dismounting bearings, special protective covers should be fitted to avoid the entry of chips, dust, or damage during machining.

Section 1001c(b) mentions that while a trammel gauge with a 0.5 mm least count is used, a gauge with a least count of 0.1 mm is recommended for more accurate measurement.

Section 1002b lists "Axles found flawed in the ultrasonic flaw detection test" as a primary condition for a wheel set to be categorized as an "RA" wheel, requiring axle replacement.

Table 10.1 clearly lists the "Min. Shop issue" size for an ICF solid wheel as 836 mm. The new wheel diameter is 915 mm.

Section 1001c(b) states that the difference in tread diameter of the two wheels on the same axle should not exceed 0.5 mm after tyre turning.

Section 1001c(i) clearly specifies that the wheel gauge should be 1600 mm with a tolerance of +2 mm on the upper side and -1 mm on the lower side.

The note in section 1001b states that the Railway Board decided that only 16.25t axles would be used for new wheel sets, even those going under 13t bogies.