CAIR converts complex commercial and operating rules into guided workflows. It does not merely generate documents—it analyses the underlying railway data first, decides the applicable action, and then prepares the correct output.
Checks destination, validity, shipment date, quantity, SWIFT details and booking-specific conditions.
Risk PreventionReads the complete rake and distinguishes commercial overload from operating action.
Core EngineUses applicable route/JPO gross-weight thresholds to identify only the wagons that warrant load adjustment.
OPEN • TESTINGProduces ST-5 and monthly commercial reports from mapped Freight, Cash and Demurrage sources.
MappedRecognises wagon family, full 11-digit wagon identity, owning railway, tare and permissible carrying data.
Master DrivenRailway Receipt intelligence from demand to generation.
Recognises RR evidence and connects related operational records.
Policy-led checks with source context preserved.
Connects circulars, tariffs, manuals, route rules and later court judgments into a single answer.
Knowledge BaseWarns Railway users and customers before actions that can create avoidable financial or procedural consequences.
New Design PrincipleRules • Evidence • Department-wise working • Field decisions — explained in simple railway language while keeping the underlying authority visible.
Real field logic presented through CAIR — detailed reasoning, an improved weighment view and a focused exception-wagon list.
The load-adjustment decision starts with evidence, not with a charge.
Use the authorised wagon identity, designed tare, applicable route/traffic PCC and the notified loading tolerance. The commercial overload test is built from these inputs.
First compare the rake’s aggregated payload with its combined carrying capacity. That rake-level result changes how punitive weight is treated.
A wagon may be commercially overloaded without automatically becoming a physical LA wagon. Route/JPO/gross-weight instructions decide the operating action separately.
Where LA is done at origin, the punitive-charge consequence differs from an en-route detection followed by LA at another point. CAIR therefore preserves the detection point and LA point as separate facts.
What does the weighment mean commercially, and what must be recorded or recovered?
Wagon condition can create evidence that the commercial calculation alone cannot explain.
Commercial reckoning uses the prescribed designed tare. If nominally empty wagons repeatedly show substantial apparent net, CAIR should flag a tare-variance pattern without silently changing the commercial tare.
The route has a physical capacity independent of the commercial charging benchmark.
Commercial PCC answers the chargeability question.
Engineering/Operating limits answer the physical movement question.
Every recovery needs the correct authority, quantity, period and charge head.
Check that a charge is actually attracted by the facts of the case — not merely because the head exists.
Where Railway locomotive, shunting, detention, wharf or Railway unloading is used for load adjustment, the applicable authorised recovery can arise.
Keep calculation basis, times, distances, wagon count and supporting memo/evidence traceable so the charge can be independently checked.
The audit focus is not only whether a charge exists, but whether it was assessed, recovered at the correct stage and supported by the record.
Verify that punitive charges for overloading are recovered at the latest applicable prescribed rates.
Verify whether detention charges arising from detention of wagons/rake for load adjustment of overloaded wagons were recovered.
Verify that assessed punitive charges are collected before the rake is released from the station/siding, where the rule requires such recovery.
Recurring cases of overloading are to be viewed seriously; CAIR should preserve repeat-case evidence rather than treat every rake as an isolated event.
CAG findings show where a valid rule can fail in implementation because assessment, system capture or recovery happened too late.
Audit finding: detention charges for load correction of overloaded wagons were not realised from five coal companies for the period May 2008 to May 2016.
Do not merely calculate a valid charge. Record when it becomes due, where it must be captured, and before what event recovery must occur.
Keep the applicable charge head and supporting rule visible. A correct amount under the wrong system treatment can still create recovery and audit problems.
CAIR brings the departmental streams together without mixing their individual decisions.
Direct access to CAiR railway decision-support tools.
Eastern Railway is visible by default. Other zones are built into the CAIR hierarchy but remain hidden unless a Super Admin deliberately switches them on.
PAN-INDIA READYChoose the Railway activity. Freight contains the mapped GSS / CWS structure. Coaching station information is open and does not require a GSS password.
Howrah Division: GSS/RJG and GSS/CTR are active. Other configured GSS locations remain visible but inactive until activation.
Secure Railway login. Credentials are validated by CAIR on the hosting server; passwords are not stored in this page.
Files • Folder • ZIP. Known FOIS/CAIR source families are identified automatically. ZIPs are securely unpacked. Server PHP limits must also permit the selected batch size.
Open Records after login to load authorised data.
Previous-day operational closing position. Current-date demands are excluded from the closing ODR view.
CAiR reads the closing demand position and ignores demands registered on the current date.
Use the file when available; otherwise CAiR accepts the manual previous-day fallback below.
Primary periodic return: ST-5. Periods are 1–10, 11–20 and 21–month end, with previous-year comparison from the same reporting period.
For historical periods where a structured register is not available: extract → review/edit → save → preview the frozen ST-5.
Authenticated source hierarchy: Freight Register first, then RR-wise weighment and overloaded-wagon details where required. Station/siding and GSS-combined views remain distinct.
Use authenticated monthly database records; keep source readiness visible before final output.
Station/siding and combined views are selected according to the authorised serving-location mapping.
Maximum reliable detail from authenticated records, adaptive to the available source set.
Use the same source scope as the tabular monthly profile to avoid figure mismatch.
Available only to CAIR ADMIN. Existing Zone → Division → Location hierarchy remains intact; operational GSS/CWS activation follows the Serving Station and authenticated EIMWB mapping.
Enter the authorised Global Code and registered credentials to continue.
For a four-axle wagon, route capability can first be understood as permissible axle load × 4 = gross route reference. PCC remains a separate notified figure resolved from the exact wagon type, commodity, route class and applicable current corrigendum.
As gross weight rises beyond the 91.60 T CC+8 four-axle reference, movement conditions progressively tighten. CAiR keeps this operating/safety test separate from commercial PCC and loading tolerance.
Start typing a normal wagon designation. CAiR connects Designed Tare → commodity applicability → route-wise PCC → applicable note/condition. Automobile carriers have their own search below.
| WAGON TYPE | DESIGNED TARE | FIXED BANGLADESH PCC (T) | CONDITION / NOTE |
|---|---|---|---|
| BCN | 27.20 T | 57.00 | Fixed Bangladesh PCC |
| BCNA / BCNAHS | 24.60 T | 59.50 | Fixed Bangladesh PCC |
| BCXN | 27.01 T | 58.00 | Fixed Bangladesh PCC |
| BCNHL | 20.80 T | 63.00 / 58.00 | 63 T for specified commodity groups; 58 T for all other commodities |
| BOXN | 22.48 T | 57.80 | Fixed Bangladesh PCC |
| BOXNHL | 20.60 T | 59.68 | Fixed Bangladesh PCC |
| BOXNLW | 20.60 T | 59.68 | Fixed Bangladesh PCC |
| BOXNR | 21.20 T | 59.08 | Fixed Bangladesh PCC |
| BOXNHA | 23.17 T | 57.11 | Fixed Bangladesh PCC |
| BOXNLWM1 | 20.41 T | 59.87 | Fixed Bangladesh PCC |
| BOXNEL | 22.10 T | 57.18 | Fixed Bangladesh PCC |
| BOXNM1 | 22.53 T | 57.80 | Fixed Bangladesh PCC |
| BOXNHS | 22.51 T | 57.80 | Fixed Bangladesh PCC |
| BOXNCR | 22.48 T | 57.80 | Fixed Bangladesh PCC |
| BOXNHSM1 | 22.53 T | 57.80 | Fixed Bangladesh PCC |
| BTPN | 27.00 T | 54.28 | Based on Bangladesh Railway permissible axle load 20.32 T |