report -jklu copy

Faculty Guide Submitted By

Dr. Sandeep Kumar Tomar Pramit Kumar Munshi

Deeptanshu Keshote

Rajesh Kumar Sah

Report on Practice school 1

AT

Carriage & Wagon Workshop

New Bongaigaon, Assam

N.F. Railway

JK LAKSHMIPAT UNIVERSITY 2

Certificate

This is to certify that the Practice School-1 project work entitled “Summer Training at

Carriage & Wagon Workshop ” submitted by Pramit Kumar Munshi

(2013BtechMe027), Diptanshu Keshote (2013BtechMe008), Rajesh Kumar Sah

(2013BtechMe033), towards the partial fulfilment of the requirements for the degree of

Bachelor of Technology in Mechanical Engineering of JK Lakshmipat University,

Jaipur is the record of work carried out by them under my supervision and guidance. In

my opinion, the submitted work has reached a level required for being accepted for

Practice School-1 examination.

------------------------------- -----------------------------------

Dr. Sandeep Kumar Tomar Ramkumar Agarwal

Supervisor and Associate Professor Assistant Professor & Head

Department of Chemical Engineering Department of Mechanical Engineering

Institute of Engineering & Technology (IET) Institute of Engineering & Technology (IET)

JK Lakshmipat University, Jaipur JK Lakshmipat University, Jaipur

Date of Submission:

Prof. Dr. – Ing. Anupam Kr. Singh

Director

Institute of Engineering & Technology


Acknowledgement

We would like to express our sincere gratefulness and profound

gratitude to NORTHEASTERN FRONTIER RAILWAY and JK

Lakshmipat University for providing an opportunity to undergo our

Practice School 1 in C & W WORKSHOP, NEW BONGAIGAON.

It is always pleasure to remind our faculty guide Dr. Sandeep

Kumar Tomar for his sincere guidance we received to uphold our

practical as well as theoretical skills during our training period.

We gratify in conveying our gratitude to Mr. D.S Kunwar, Chief

Workshop Manager and Mr. M.L. Deb, Dy. Chief Mechanical

Engineer, C & W Workshop, New Bongaigaon for their kind

supervision and suggestion during the training period. we bear

immense pleasure in expressing our gratitude and thanks to all the

SSE of respective shops for their honest teaching, practical

demonstration, guidance and suggestion in respective shops.

Furthermore, we would like to acknowledge with much appreciation

the crucial role of the staffs, who gave us the permission to use all

required equipment and the necessary materials to complete our

Practice School 1 at C & W Workshop, New Bongaigaon.

Special thanks to all our Guides, Indian Railway Employees and

Dr. Sandeep Kumar Tomar whose guidance and support was

inevitable.

Sincerely Yours

Pramit Kumar Munshi (2013BtechME027)

Deeptanshu Keshote (2013BtechMe009)

Rajesh Kumar Sah (2013BtechMe033)


Abstract

All bachelor degree students are required to undergo a 4-5

weeks industrial training as a part of curriculum to complete

their 4 year course for the Bachelor of Mechanical

Engineering. During our 5 weeks period of training, we were

supervised and monitored by two nominated supervisors.

For our Practice School-1 we went to Carriage and Wagon

Repair Workshop, New Bongaigaon, Assam. It is an Indian

state owned enterprise, owned and operated by the

government of India through the Ministry of Railways. The

Carriage & Wagon Workshop, New Bongaigaon was

conceived in the year 1960, soon after the formation of

Northeast Frontier Railway. The workshop has been

delivering an output of POH of 60 BG Coaches, 3.4 of BG

Coaches 70 nos. per month are delivered to Division. The

Workshop also manufactures about 1170 prs. of wheels per

month for supply to Divisions and Shops.

We were assigned to the workshop section under our

supervisor Mr. Hitesh Kalita and our academic supervisor Dr.

Sandeep Kumar Tomar. During the first week, we learned

about the basic operations used during Carriage and Wagon

repairs. Then in the following weeks, we were assigned to

Wheel Repair Shop, Machine Shop, Bogie Repair Shop, Air

Brake Section, Carriage Lifting Shop and Corrosion Repair

Shop.


List of Figures

Fig. 3.1.1: Train Wheels 17 Fig. 3.1.2: Wheel Turning Lathe 19

Fig. 3.1.3: Wheel Press Machine 20 Fig. 3.1.4: CNC Surface Lathe 21 Fig. 3.1.5: Vertical Turret Lathe 21 Fig. 3.2.1: Boring Machine 25 Fig. 3.2.2: Universal Horizontal Boring Lathe 26 Fig. 3.2.3: Slotting Machine 27 Fig. 3.2.4: Centre Lathe 27 Fig. 3.2.5: Turret Lathe 28

Fig. 3.2.6: Super Cut Centre Lathe 28 Fig. 3.2.7: CNC Lathe 29 Fig. 3.2.8: Shaping Machine 30 Fig. 3.2.9: Radial Drilling Machine 30 Fig. 3.2.1: Bogie 34


Contents

Certificate 2

Acknowledgement 3

Abstract 4

List of Figures 5

1. Introduction 7

1.1 Training Objectives 9

2. Company Profile 10

2.1 History of Workshop 11

2.2 Activities of the Workshop 15

3. Shop Floor 16

3.1 Wheel Turning Shop 17

3.2 Machine Shop 23

3.3 Bogie Repair Shop 33

3.4 Air Brake Section 36

3.5 Carriage Lifting Shop 39

3.6 Corrosion Repair Shop 42

4. Summery & Conclusion 47

4.1 Summery 48

4.2 Conclusion 49


Chapter 1:

Introduction


Indian Railways is an Indian state owned enterprise, owned and

operated by the government of India through the Ministry of

Railways. It is one of the world’s largest railway networks comprising

115,000km of track over a route of 65,436km and 7,172 stations.

Railways were first introduced to India in the year 1853 from Bombay

to Thane. In 1951 the systems were nationalized as one unit. The

Indian Railways becoming one of the largest networks in the World.

It also owns locomotive and coach production facilities at several

places in India and are assigned codes identifying their gauge, kind of

power and type of operations. Indian Railways is the world’s seventh

largest commercial or utility employer by number of employees with

over 1.307 million employees.

Railway first entered Assam in 1881 when the Assam railway and

trading company began the construction of a 65km long meter gauge

(MG) line from Dibrugarh to Makum Collieries in Margherita for the

sole purpose of transporting tea and coal. The Northeast Frontier was

formed on 15TH January 1958 with the aim to give greater impetus to

the development of Northeast with its HQ at Maligaon. The NF

railway is under the administrative charge of the general manager

who reports to railway board assisted by head of department. It is

divided in 5 divisions viz. Alipur division, Lumding division, Rangiya

division, Katihar division and Tinisukia division.


1.1 Training Objectives

Objective 1: To understand the working of corporate world.

Objective 2: To observe and learn various real life applications of the

curricula and develop an understanding of vast

engineering operations.

Objective 3: To apply the theoretical technical knowledge on real

industry applications.


Chapter 2:

Company Profile


1.1 History of the Workshop & General

Data

The Carriage & Wagon Workshop, New Bongaigaon was conceived in the year 1960,

soon after the formation of Northeast Frontier Railway. It is situated in an eco-friendly

environment, about 2 km to the west of New Bongaigaon Railway Station. The main

civil township of Bongaigaon is about 4 km to the East of the Workshop.

The project work for this workshop for undertaking repairs to carriage & wagon stock

of this Railway, was sanctioned in 1961-62, at an estimated cost of Rs.6.85 crores.

The work was completed and the workshop was commissioned in April 1965.

The initial planned capacity of the workshop was for undertaking periodic overhauling

(POH) of 10 units (FW) of MG coaches & 50 unit (Four wheeler) of MG wagons per

month, with staff strength of about 600. The capacity was subsequently augmented in

phases.

The workshop was remodelled during 1983-84 for undertaking POH & Corrosion

repair of BG coaches. Further, “Modernization of workshop” was sanctioned by

Railway board in 2004-05 at a cost of Rs.17.87 crores, towards augmentation of

capacity for POH of BG Coaches from 31 to 54 vehicle units (VU) and 20 VU BG

Wagons per month.

POH of MG Wagons was gradually phased out and the released capacity devoted to

POH of BG Wagon. Likewise, POH of MG Coaches was also phased out (except

target of 1 coach POH per month fixed in 2012-13) and released capacity devoted to

POH of BG Coaches. The rationalization has improved the working & productivity of

the workshop.

The workshop has been delivering an output of POH of 60 BG Coaches, 3.4 DEMU

Coaches and 120 BG Wagons per month. In addition to that, Bogies for IOH of BG

Coaches 70 nos. per month are delivered to Division. The Workshop also

manufactures about 1170 prs. of wheels per month for supply to Divisions and Shops.

Due to gauge conversion at LMG Division all the activities of MG Coach & Wagon

have been stopped w.e.f. October 2014

This workshop has the distinction of being one of Indian Railway

Workshops which produce BG, MG & NG Wheels of all rolling

stock and motive power (except NG Steam Loco).


History of Workshop in Chronological

Order:

Work Sanctioned In 1961-62 at an estimated outlay of

Rs.6.85 Crores

Year of Establishment April, 1965

POH of coach & Wagon (MG) Started From July-1965

Corrosion Repair of MG coach Started From July-1980

Year of foundation laying for BG Coach

POH facilities

2nd June’1980

1st BG coach POHED On 07-12-1984

1st BG AC coach POHED On 13-02-1988

1st MG AC coach POHED On 16-09-1989

Vacuum Brake in BG coach converted to

Air Brake system

From June-1997

1st BG Wagon POHED On 23-06-2003

1st BTPN Wagon POHED On 26-06-2004

Post of CWM upgraded to SAG From 30-06-2004

ISO-9001 Certificate Accredited From 02-07-2004

1st Rehabilitation of MG Coach On 16-08-2004

1st JANA SATABDI COACH POHED On 29-10-2004

1st DBKM wagon POHED On 17-02-2005

Screen Painting ( Lettering & Numbering)

of coaches Started

From March-2005


General Data:

Provision of SS Trough floor Started From March-2005

1st BOBYN Wagon POHED On 31-03-2005

1st BCNA Wagon POHED On 10-10-2005

1st BG Coach IOHED On 03-07-2009

1st WDP4 Wheels Turn out On 31-10-09

1st WDG4 Wheels Turn out On 03-11-09

1st POH and Dual Brake conversion of MG

Wagon

On 15-12-10

1st Complete Renewal of Power Car for

Garib Rath

On 13-02-12

1stPOH of DEMU Coach On 14-12-12

1st DRDO Coach POHED On 23-07-2014

Boundary Area 8.47 Lakhs Sqm.

Covered Area 0.46 Lakhs Sqm.

Boundary Wall Length 3.98 KM.

Track Kilometre inside Boundary BG-10.225 KM

Track Kilometre under Cover Shed. BG-2.090 KM

BG/MG-1.823 KM

2


1.2 Activities of the Workshop

COACH

POH of BG AC, Non-AC and DEMU Coaches.

Repair of Accident involved damaged Coaches and Special Repair Coaches.

Modification as recommended by Railway Board & RDSO to improve the reliability

of safety and better passenger’s amenities.

Refurbishing /Rehabilitation of BG Coaches.

Conversion of conventional air brake coaches to Bogie Mounted Air Brake coaches.

WAGON

POH of BTPN, all types of BCN Wagons, DBKM, BRN, BOBYN and Brake Van.

MANUFACTURING & REPAIRING

Manufacturing and fabrication of components and subassemblies of BG Coach and

Wagon.

Manufacturing of new wheel set for BG & NG Rolling stock and motive power.

Heat treatment, reclamation and testing of critical safety items like screw coupling,

bolster suspension hanger, draw gear equipment and testing of chain and Rope.

Shot Blasting, Magnaflux testing to detect crack and load testing of all types of C&W

springs.

Phosphating of In-house manufactured component like Long beam, Bottom side wall

sheet etc.

METALLURGICAL & CHEMICAL LABORTORY

Non-destructive testing including ultrasonic testing of axles & wheels.

Hardness testing of wheel.

Chemical analysis, micro & macro analysis and physical testing of ferrous and non-

ferrous components and materials.

Testing of oils, paints, lubricant, varnishes, coal etc.

MAINTENANCE

The workshop undertakes in house preventive maintenance and brake down attention

of machinery, plants and equipment both for Electrical and Mechanical.

Power supply for workshop and colony.


Chapter 3:

Shop floor


3.1

Wheel Turning

Shop


Train Wheels

Most train wheels have a conical geometry, which is the primary

means of keeping the train’s motion aligned with the track. Train

wheels have a flange on one side to keep the wheels, and hence the

train, running on the rails, when the limits of the geometry based

alignment are reached, e.g. due to some emergency or defect.

A train wheel or rail wheel is a type of wheel specially designed for

use on rail tracks. A rolling component is typically pressed onto an

axle and mounted directly on a rail car or locomotive or indirectly on

a bogie, also called a truck. Wheels are cast or forged (wrought) and

are heat-treated to have a specific hardness. New wheels are trued,

using a lathe, to a specific profile before being pressed onto an axle.

All wheel profiles need to be periodically monitored to insure proper

wheel-rail interface. Improperly trued wheels increase rolling

resistance, reduce energy efficiency and may create unsafe operation.


Machines available in the Wheel Turning Shop:

1) Wheel Turning Lathe (MG).

2) Wheel Turning Lathe (BG).

3) Axle Journal Turning and Burnishing Lathe (MG).

4) Axle Journal Turning and Burnishing Lathe (BG).

5) Centre Lathe (Super Cut Centre Lathe).

6) Vertical Turret Lathe.

7) CNC surface wheel Lathe (BG).

8) Surface Wheel Lathe.

9) CNC Wheel press machine (500t).

10) Wheel Press Machine (500t).

11) Universal axle Journal Turning and Burnishing Lathe.


Description of some of the Machines used in the

Wheel Shop:

A) Wheel Turning Lathe:

A lathe machine for turning wheel set

having a common axis, comprising two

headstock fitted with one four jaw

hydraulic chuck on each headstock. It is

a special type of lathe. It has two tool

posts for holding two tools for turning

the two disc on the wheel set

simultaneously. It has two control

panels which facilitates to control the

two tool post separately. The machine is

hydraulically operated.

Work done: Turning of wheel set.

Tool used: Carbide tip tool.

B) Axle Journal Turning and Burnishing Lathe (AJTB Lathe):

It is a rigid machine capable of turning and burnishing of inboard and

outboard journal of axles of wheel set. The machine is built on rigid

cast iron bed with fixed cast iron tailstocks on either ends. One or two

tool posts in cast construction is provided for turning and burnishing

operation. Wheel set is held between heavy duties, precision

revolving centers and is driven by suitable infinitely variable speed

try.

Work done: Turning and burnishing of wheel set journal.

Tool used: Carbide tool.


C) Wheel Press Machine:

It is used for removing wheels that are

already fitted to axles and also for fitting

wheels in axles whose wheel seat

diameter is greater than wheel bore

diameter. For easy fitting of axle with

wheel, a mixture of linseed powder

molybdenum bi-sulphate is smeared on

the wheel seat diameter of axle. For

different axle types different force for

pressing is needed.

Work done: Demounting of disc from axles.

D) CNC Surface wheel Lathe:

It is an extremely rigid and fully automatic

machine for simultaneous profiling of new

or worn out wheels of Railway Wheel Set-

Equipped with dial CNC tool post. The

machine is fully flexible to turn any wheel

profile. It is equipped with CNC control

pre and post measurement system for

economical depth of profile selection. It is

also capable of machining inside and

outside face of wheel as well as break disc

with automatic loading and unloading of

wheel set.


E) Vertical Turret Lathe:

It is the same machine as that

mentioned in machine shop; only

difference is that here the rotating

table are bigger in size to hold the disc

of all size of the wheel set. It has the

facility of Programmable Logic

Control (PLC).

Work done: Boring of bore diameter

on the wheel disc.

Tool used: Square tip tool.


3.2

MACHINE

SHOP


Machines available in Machine Shop:

1) Planner Machine.

2) Vertical Turret lathe /Boring Machine.

3) Universal Horizontal Boring Machine.

4) Slotting Machine.

5) Centre Lathe.

6) Turret Lathe.

7) Heavy Duty Milling Machine.

8) Medium Duty Universal Milling Machine.

9) Copy Lathe.

10) Radial Drill Machine.

11) Gap Bed All Geared Head Lathe.

12) Computer Numerical Control (CNC) Lathe.

13) HYT Drilling, Tapping, Centring and Milling Machine.

14) Power Hacksaw.

15) Shaping Machine.

16) Profile Cutting Machine.

17) Capstan Lathe.

18) Gang Drill.


Operations Done in Machine Shop:

1) Turning of various semi-finish axles and axel end drilling and

tapping.

2) Conversions of various axels viz. BG wagon to MG wagon, BG-

DSL to MG-DSL, fpicon to MG.

3) Machining of rear cover and front cover (MG and BG) 9”×4(1/2)”

bearing.

4) Machining of buffer face plate, body and the frame headstock.

5) Manufacturing of various items required for carriage and wagon

POH.

6) Manufacturing of various items as per divisional work order.

Tools Used in Machine Shop:

1) Measuring tools-

a) Scale.

b) Outside Calliper.

c) Inside Calliper.

d) Oddleg Calliper.

e) Trisquare.

f) Bevel Protractor.

g) Vernier Scale.

h) Micrometre.


2) Machine tools-

These include all the machines in the Machine Shop.

3) Cutting tools-

a) Nose tool.

b) Radius tool (concave/convex).

c) Parting tool.

d) Right/left side cutting tool.

e) Turning tool.

f) Facing tool.

g) Knurling tool.

h) V-shaped tool.

Description of some of the machines in the Machine Shop:

A) Vertical Turret Lathe/ Boring Machine

Vertical Turret Lathe is one

which allows the headstock to seat

on the floor and the face plate to

become a horizontal rotating table,

analogous to a huge potter’s wheel.

This is useful for the handling of

large, heavy, short work pieces. It

consists of an all gear, heavy duty


headstock with a great range of spindle speeds. The turret is

mounted on a saddle, which in turn is sliding on the bed. When the

saddle moves on the bed during the return stroke, it automatically

index to next tool position, thus reducing the ideal time of the

machine. Vertical lathes are also called “Vertical Boring Mills”

or simply “Boring Mills”.

Work done: Turning of face plate of the buffer body plunger.

Tools used: Side cutting tool, V-tool and Square tool.

B) Universal Horizontal Boring Machine

A Horizontal Boring Machine or

Horizontal Boring Mill is a machine tool

which bores holes in a horizontal

direction. It has its work spindle parallel

to the ground and work table. The table of

horizontal bore machine has accurate

guide ways to move the table in two

perpendicular directions (X-Y in

horizontal plane). This machine is further

modified in the Machine Shop for

performing horizontal tapping.

Work done: Horizontal drilling, boring and tapping of axel ends.

Tools used: Drill bid of size 6mm to 50mm can be used.


C) Slotting Machine

This is a reciprocating machine in which the ram holding the tool

reciprocates in the vertical axis and the cutting

action of the tool is only during the downward

stroke. It is also known as vertical axis shaper. The

work piece that cannot be held conveniently in

shaper can be machined in slotting machine. The

stroke of the ram is smaller in slotting machine than

in shaper.

Work done: Machining of equalizing beam i.e. to

flatten the two adjacent sides at the end of the

equalizing beam. One side is normal to the common

edge and the adjacent side makes a curve of

approximately 48mm radius centre hole located at the end of the

beam.

Tool used: Bottom tool.

D) Centre Lathe

The centre lathe is used to

manufacture cylindrical shapes from a

range of materials, including steels

and plastics. This lathes may be

operated directly by people (manual

lathes) or computer control lathes

(CNC) that have been programmed to

carry out a particular task.

Work done: Thread cutting.

Tool used: Side cutting tool.


E) Turret Lathe

This lathe consists of a three jaw

chuck and a hexagonal turret which

is capable of holding six different

tools at a time. This lathe is mainly

used for machining heavy duty

jobs.

Work done: Machining of linen

bush.

Tool used: Side cutting tool.

F) Super Cut Centre Lathe

It is similar to other centre lathe but has some additional features. The

various features are-

a) Four jaw self-centring chuck.

b) Universal face plate.

c) Rapid traverse for

carriage and cross slide.

d) Two speed gear box for

tailstock.

e) Combination centre tailstock in lieu of standards tailstock.

f) Tapper turning attachments.

g) Splash guard.

h) Chuck guard.


i) Rear tool post.

j) Cross feed stops.

k) Square turret tool post.

l) Guard rant gears for DP/Module threads.

Super cut lathes are the centre lathe which are used for machining

heavy duty jobs.

Work done: Axel turning.

Tool used: Side cutter.

G) Computer Numerical Control (CNC) Lathe

Computer numerical control (CNC) lathes are rapidly replacing the

older production lathe due to their ease of setting, operation,

repeatability and accuracy. They are designed to use modern carbide

tooling and fully used modern processes. The part may be designed

and the tool paths programmed by the CAD/CAM process or

manually by programmer. This lathe has a three jaw hydraulic chuck

with a turret cutter which can hold twelve cutters at a time. This

machine is mainly used for production.

Work done: Axel turning operation is done.

Tool used: Carbide tip tool.


H) Shaping Machine

In this machine the tool is clamped to

the tool post mounted to a dapper box

which in turn is mounted to a

reciprocating ram. The ram, while

under taking the cutting stroke, pushes

the cutting tool through the work piece

to remove the material. Here the quick

return mechanism is employed.

Work done: Making of centre pin

cross cutter by radius tool.

Tool used: Radius tool.

I) Radial Drilling Machine:

In this machine, the drill head can be moved

along a horizontal arm that radiates from the

machines column as a result this machine can

be operated over a large area by moving the

drill head on the arm without repositioning of

the work on the table which saves time.

Work done: Drilling of buffer face plate.

Tool used: drill bid of 29mm.


J) Power Drill Machine:

It is used for handling medium sized

work piece, heavy medium speed,

available both power and hand feeding

arrangement. It is a upright drilling

machine in round type where the column

is round in section. It is of 360 degree

arrangement of rotation about the column

under the spindle. It can drill up to 50

mm diameters.


3.3

Bogie Repair

Shop


Bogie

A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is

a chassis or framework carrying wheels, attached to a vehicle, thus

serving as a modular sub assembly of wheels and axels.It is under a

long vehicle as an independent unit and is usually mounted on two

pairs of wheels.

The bogies being currently manufactured by ICF/RCF have been

accepted as standards of the Indian Railways are of an all welded light

weight construction. Helical coil springs are used in both the primary

and secondary stages. The axle guide device provides viscous

damping across the primary springs while hydraulic dampers are

provided across the secondary stage. Dampers are protected against

misalignment resilient fittings. Isolation of vibration is effected by

rubber pads in primary and secondary suspension.

Key components of a bogie include:

The bogie frame: This can be of inside frame type where the

main frame and bearings are between the wheels, or (more

commonly) of outside frame type where the main frame and

bearings are outside the wheels.

Suspension to absorb shocks between the bogie frame and the

rail vehicle body: Common types are coil springs, or rubber

airbags.

At least one wheel set, composed of an axle with bearings and a

wheel at each end

Axle box suspensions absorb shocks between the axle bearings

and the bogie frame. The axle box suspension usually consists

of a spring between the bogie frame and axle bearings to permit

up-and-down movement, and sliders to prevent lateral

movement. A more modern design uses solid rubber springs.

Brake equipment: Two main types are used: brake shoes that

are pressed against the tread of the wheel, and disc brakes and

pads.


In powered vehicles, some form of transmission, usually

electrically powered traction motors or a hydraulically powered

torque converter.

Types of bogies:

IRS bogie

SCHLIEREN bogie

MAN-HAL bogie ( BEML bogie)

ICF all coiled bogie

IR 20 bogie

FLAT bogie


3.4

Air Brake

Section

Introduction

Brake is an arrangement provided in the vehicles for slowing down or

bringing to rest moving vehicles in the shortest possible distance.

Working Principle of an Air Brake

The braking system in railway is done mainly in 3 stages:

1. Charging stage

2. Brake application stage

3. Release stage

On the basis of type of release, air brake system is classified as:

A) Direct release air brake system

B) Graduated release air brake system

Both Direct and Graduated release are further available in two forms

viz.

A) Single pipe

B) Twin pipe


Components of Single Pipe Air Brake System

Auxiliary reservoir: It feeds brake cylinder through distributor

valve in brake application position. 200 liters capacity reservoir

is used for coach brake system.

Brake cylinder: It develops forces due to outward movement of

piston due to air pressure. The brake cylinder includes a piston

and a push rod so designed that when it is connected to suitable

brake rigging, it will provide brake force.

Dirt collector: it is provided for removal of dirt as well as

heavy dust particles prior to the entry of air in the system by

centrifuge action.

Cut off angle cock: These are provided at the end of brake and

feed pipe on each vehicle to maintain flow of air in the brake

system during the run of the vehicle.

Air Brake Hose Coupling: These is used in between two

adjacent vehicles for continuation of air flow between brake

pipes as well as in feed pipelines.

Common Pipe Bracket: It is permanently mounted on the

under frame of a vehicle. The distributor valve along with the

intermediate piece (sandwich) which hoses the isolating cock is

mounted on one phase of the common pipe bracket.

Intermediate Pieces (sandwich pieces): It serves the purpose

of blanking all the other ports on common pipe bracket front

face other than required for a particular make of distributor

valve.

Brake pipe hoses:In order to connect two successive wagons,

the brake pipes installed on the underframe are fitted with

flexible hoses. The hoses are named as BP hoses.

Slack adjuster (Brake regulator): it is a device provided in the

brake rigging for automatic adjustment of clearance/slack

between brake blocks and wheels.


Distributor Valve

It is the most important functional component of the air brake system

and is also sometimes referred to as the heart of the air brake system.

The function of the distributor valve is to distribute the compressed

air received from brake pipe to auxiliary reservoir and control

reservoir. In addition to this it also senses drop and rise in brake pipe

pressure for brake application and brake release respectively. It is

connected to brake pipe through branch pipe. Various other

components connected to the distributor valve are auxiliary reservoir,

brake cylinders and control reservoir.

Functions of Distributor Valve

1. Charges the air brake system to regime pressure during normal

running condition.

2. Helps in graduated brake application, when pressure in brake pipe

is reduced in steps.

3. Helps in graduated brake release, when pressure in brake pipe is

increased in steps.

4. Quickly propagates reduction of pressure in brake pipes throughout

the length of the train by arranging additional air pressure reduction

locally inside the distributor valve.

5. Limits maximum brake cylinder pressure for full service

application/emergency application.

6. Controls the time of brake application and brake release depending

on service condition.

7. Facilitates complete discharge of air from the air brake system

manually with the help of operating lever.


3.5

CARRIAGE

LIFTING

SHOP


INTRODUCTION:

In this shop the body is separated from the bogie. This can be done

only when the connecting pipes and the lighting wires are

disconnected or cut out from the bogie to the body. After that the

body is repaired as per requirement. Some of the parts which

normally gets repaired or replaced are the footsteps, buffer, sole bar,

pillar, screw coupling and most importantly the air brake system.

METHDOLOGY:

1. Lifting of coach body:

Before lifting electrical fittings are stripped and batteries are

removed and following components are removed and

disengaged:

Dynamo belt

Brake pull rod

Lavatory chute

Centre pivot of cotter nut

Air vent screws on bogie frame

2. Dismantling of bogies:

From the lowered bogie frame and bolster on the shop floor the

axle box guide components, helical spring, shock absorber and

anchor lings are removed. Bogie bolster suspension hangers are

dismantled by using jacks the equalizing stays are disconnected on

the bolster springs are removed by lifting of bolsters.

3. Repairing of bogie frame:

The bogie is thoroughly checked and if any cracks are

detected proper gauging is done and the cracks are welded

and finishing by grinding. If the B.S.S brackets and axle

guides are found worn or cracked, they are replaced.

The bolster is checked for twist, cracks, corrosion etc.

bolster are repaired and the lug is attended when required.


The equalizing stay, anchor links, brackets, centre pivot

silent block, Centre pivot sleeve, centre pivot pin, bushes

in the stay rod brackets are all replaced if found damaged.

The brake levers, brake beams, brake head shoes, worn

bushes etc. are replaced if found damaged. The brake

blocks are to be replaced if thickness is 20mm or below.

4. Bogie assembly

5. Maintenance of buffing gear:

Each buffer has capacity of 1000 kg-m with a total stroke of 125mm.

the worn-out buffer head is provided with machined faced plate to

maintain the curvature of 19.08 degree.

6. Maintenance of draw gear:

After dismantling and cleaning of various components of draw gear

are checked with gauges of wear cracks and corrosion. The draw gear

is stressed relieved and load tested with gradual application of 39.5

tones pull. The draw hook and screw coupling is load tested at 60

tones after repair.

7. Lowering of coach body:

The wearing plate and wearing piece is placed in the side bearer well

and filled with 2 liters of oil. Graphite grease is applied on centre

pivot pins and coach body is lowered on side bearer wearing pieces.

The cotter is placed on position and it is secured with split pins.


3.6

Corrosion

Repair Shop


Causes of corrosion in Indian Railway Coaches: 1. Water seepage through the flooring to the top of trough floor.

2. Leakage of water through lavatory flooring.

3. Missing of corrode chute and drainpipe.

4. Defective water pipe fittings.

5. Absence of surface preparation during replacement of commode

and drainpipes.

6. Habits of flushing the flooring with the water jet for cleaning.

7. The condensation of the air trapped in between the trough floor and

flooring due to climate changes.

8. Striking of flying ballast when the train is running.

9. The design of the window seal leaves the gap between the side

panel to allow the rain water flow through the panel and to drain

out at the bottom.

10. The blockage of drain water by accumulated dust on the top of the

trough floor.

Area subjected to high rate of corrosion in coaches

1. Side wall bottom: Area below the lavatory and between body

side pillars.

2. Head stock: Outer head stock and tubular sections are heavily

corroded due to lavatory.

3. Body pillar :Bottom portion of pillar near doorways and

lavatory area.

4. Cross bearer : Joint between sole bar

5. Body side door : Bottom of the door due to water contain

luggage

6. Battery box : Corrosion due to acid action

7. Roof : Rain water

8. Trough floor : Adjacent to wash basin and lavatory

9. Floor : Pantry car area

10.Equalizing stay : Tube corrodes due to drain of lavatory water

11.Brake beam: Tube corrodes due to splash of lavatory water.


Existing System

At present high carbon steels are not widely used for structural work

due to its lack of ductility and weld ability. Corrosion resistant

material should be used for the roof and side panels. For this purpose

IRS M-41/97 steels are used which have high ductility, yield strength

and weld ability. These steels have good atmospheric corrosion

resistance.

Tubular structure should be provided under lavatory region. Turn

under with thick section and elongated holes should be provided.

Arrangement should be made so that rain water do not seep through

the gap between side wall and window sealing. Stainless steel trough

floor should be used coaches.

Under frame is the main part prone to corrosion in coaches because of

the presence of lavatory. Stainless steel can resist corrosion in coastal

environment. Since nickel containing stainless steel does not need

painting, the threat of noxious fume is minimized. Cost of using the

stainless steel or entire under frame is nearly two times the original

cost of the coaches. The complete usage of the stainless steel is

restricted due to financial implication.

In order to overcome corrosion, the following steps are to be

analysed:

a. Use of dissimilar material

b. Improve surface coating

c. Corrosion prevention design adapted


a. Dissimilar Material

By analysis of previous data, collected from various corroded

coaches, the most affected areas are to be listed:

The lavatory area side wall plate up to window and end plate up to

side buffers are to be cut by oxy-acetylene cutting and the new

material of IRS -41 are to be welded in every POH (Periodic

Overhauled) i.e. ones in 12/18 months. The maximum affected area is

to be side wall plate.

The sole bar is a fabricated section of IRS –M41:

Our suggestion is the sole bar section under lavatory should be

dissimilar weld of stainless steel with IRS -41 steel. The strength of

the joints is to be maintained by friction welding and the parts are to

be with stand water seepage corrosion from the lavatory and wash

basin near the door way.

b. Improve Surface Coating

Surface coating is the easy and financial possible way to implement

in every POH activity. Epoxy-coated reinforcement was developed in

the early 1970s.After demonstration projects in the mid 1970s, the

market, largely in the transportation sector, expanded rapidly and

epoxy-coating became the preferred method of corrosion protection in

highway bridges. The effect on the service life of epoxy-coated

reinforcement is uncertain because the necessary and sufficient

conditions for effective long-term field performance have not been

defined.

The epoxy-polyamide mastic/urethane and the solvent-free

epoxyamine/urethane had the best corrosion protection barrier

properties, with a low water penetration, a limited and constant

corrosion rate over time and a low film pore area. The corrosion


resistant property of epoxy polyaniline system, coated on mild steel

was evaluated by various techniques such as electrochemical

impedance spectroscopy, potential time studies, cathodic disbondment

test, anodic polarization study, salt spray test and chemical resistance

test. it is found that epoxy coating with polyaniline pigment is

effective in corrosion protection of steel in concrete environment.

C. Corrosion Prevention by Design Change

Lavatory water leakage is the main cause of maximum corrosion. For

avoiding this, Coaches should be classified as A & B. In A coach

there should be eight lavatory (two each corner) provided and in B

coach there should not be a lavatory. A & B coaches are form

together in rack. Hence A coach corrosion is minimized and the B

coach is to be made of stainless steel to with stand corrosion.


Chapter 4:

Summery

& Conclusion


4.1 Summery

This report constitutes a brief description of the C & W

workshop and summarizes all the actual tasks performed in

this workshop.

Carriage and Wagon Workshop, New Bongaigaon is playing a

vital role in repair and maintenance of coaches and wagon of

NF Railway for both MG and BG. The workshop has different

shops dedicated for particular jobs of repairing and

maintenance. The Carriage Body shop, Bogie repair shop,

Machine shop, Wheel turning shop, Carriage lifting shop

Wagon lifting shop, Blacksmith shop, Lightning shop,

Painting shop Mill Wright shop, Roller Bearing section, Air

Brake section, Foundry shop Chemist and metallurgy testing

lab etc. of these above mentioned shop we are directed to the

Wheel Turning Shop, Machine shop, Bogie repair shop,

Carriage lifting shop and Air Brake Section, Wagon repair

shop. The wheel turning shop is responsible for the

assembling of the axle and disc which forms all types of

wheels. Machine shop provides the basic elements of coaches

and wagons. Bogie repair shop is responsible for repairing of

trolleys or bogies of both AC and non AC coaches. Wagon

and Bogie lifting shop dissemble various components of

wagon and bogie respectively and send them to particular

shops for repair and maintenance.


4.2 Conclusion

In review this training has been an excellent and rewarding

experience. We had the huge advantage as engineers to

practice a profession, the application of which has no

boundary and it is extremely beneficial to discover how

engineers from different fields find solutions, face problems

that occurs in various situations with different capabilities.

It is easy to work with sophisticated machines, but not with

people. The only chance that an undergraduate has to have

this experience is the industrial training period. I feel I got the

maximum out of that experience. Also I learnt the way of

work in an organization, the importance of being punctual, the

importance of maximum commitment, and the importance of

team spirit. In my opinion, I have gained lots of knowledge

and experience needed to be successful in a great engineering

challenge, as in my opinion, Engineering is after all a

challenge not a job.

The skills I acquired in the field and behind the desk were

extremely enriching and embellished by a marvellous

experience

It was a pleasant training environment. I thank to all people of

this reputed organization for helping me whole heartedly.


References

Indian Railways Code Book for the Mechanical Department.

Indian railways Work Manual.

www.indianrailways.gov.in

http://www.indianrailways.gov.in/

report -jklu copy

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