How are freight wagons classifed by Indian Railway ?

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How are freight wagons classifed by Indian Railway ?

June 29, 2019, 12:28 PM

The following codes are used now for classifying freight wagons . The classification scheme is not entirely systematic. Older wagons especially have codes that are not easily explained in this way. But in general an optional gauge code is followed by a type code which is followed by an indication of the coupler and whether the wagon is air-braked.

Gauge code
M : (prefix) MG
N : (prefix) NG
Wagon type code
B : (prefix) Bogie wagon (sometimes omitted)
BV : Brake van
V : Brake/parcel van (see above for brake van codes)
O : Open wagon (gondola)
C : Covered wagon (boxcar)
F : Flat car
FK : Flat car for container transport
FU : Well wagon
LA : Low flat car with standard buffer height
LB : Low flat car with low buffer height
LAB : Low flat car, one end with low buffers, the other with high buffers
R : Rail-carrying wagon
T : Tanker (additional letters indicate material carried)
U : Well wagon
W : Well wagon
K : Open wagon: ballast / material / refuse transport (older wagons)
C : Centre discharge
S : Side discharge
R : Rapid (forced) discharge, bottom discharge
X : Both centre and side discharge
X : (also?) High sided
Y : Low (medium?) side walls
L : Low sided
H : Heavy load
The ‘B’ indication is sometimes omitted as all new wagons are bogie stock.

Following the type code in the classification code a letter may denote the type of coupler, nowadays optional, as all new freight cars are fitted with centre buffer couplers (CBC). An ‘N’ suffix is for ‘pneumatic’, or air-braked wagons. Most newer stock that is air-braked also has CBC couplers, so the ‘C’ is usually dropped. E.g., BOXN for air-braked BOX wagons, not BOXCN. Almost all the older stock is vacuum-braked.

Coupler, brake, and other suffixes:
C = Centre buffer coupler (CBC)
R = Screw coupling only
T = Transition coupler (CBC with additional side buffers and screw coupling)
N = Air-braked
M = (suffix) Military
Most wagons are made of steel, except for a few special-purpose wagons. Some specialized wagons have been made with stainless steel or special steel alloys to reduce corrosion. Some Recently [12/04] with the rising price of steel IR has been looking into using steel substitutes, and plans have also been drawn up for the production of aluminium-body wagons (see BOBNAL, BOBRAL below). It is thought that about 750 aluminium wagons will be built in 2005-2006. Interestingly, some of these are said to be of a 4-wheel design. The tare weight is expected to be reduced by about 4.2 tonnes. A few aluminium wagons are already in use on a trial basis. Aluminium wagons besides being of a lower cost and having a lower tare weight, also have the advantage of suffering less corrosion in many circumstances. A typical rake with aluminium wagons instead of steel ones would carry almost 240t more goods.

As seen in the permanent way section, many BG routes have rails that allow axle loads of up to 25t, or in many cases 22.5t. However, normal operating procedures on IR restrict BG wagons to 20.3t of axle load. Now it has been proposed that this be raised to 23t.

Source – IFRCA.org

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