training report on railways (all workshop)

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SUBMITTED TO... SUBMITTED BY... B.T.C. HEAD ANAND PRASAD MR. M D KEWAT B.TECH 3 rd YEAR MECHANICAL ENGINEERING BBAU LUCKNOW

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Page 1: Training report on railways (all workshop)

SUBMITTED TO... SUBMITTED BY...

B.T.C. HEAD ANAND PRASAD

MR. M D KEWAT B.TECH 3rd YEAR

MECHANICAL ENGINEERING

BBAU LUCKNOW

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TABLE OF CONTENT

1 ACKNOWLEDGEMENT

2 ABOUT CARRIAGE AND WAGON WORKSHOP ALAMBAGH LUCKNOW

3 ROLE OF C&W WORKSHOP IN RAILWAY

4 ABOUT CARRIAGE AND WAGON

5 BOGIE LIFTING WOKSHOP

*BOGIE

*OVERHEAD CRANE

6 ROLLER BEARING WORKSHOP

*ABOUT ROLLER BEARING

*TYPES

*FAILURES OF BEARING

*DESIGNATION

7 AIR BRAKE WORKSHOP

*ABOUT RAILWAY AIR BRAKE

*TYPES

*WORKING PRESSURE

*ENHANCEMENT

8 CORROSION WORKSHOP

*CORROSION

* CORROSION PEVENTION

*RESISTANCE TO CORROSION

9. WHEEL WORKSHOP

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INDIAN RAILWAYS

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ACKNOWLEDGEMENT

I take this opportunity my sincere thanks and deep gratitude to all

these people who extended their whole hearted co-operation and helped me in

completing this project successfully.

First of all I would like to thanks all the S.S.E. and J.E. of the all the

sections for creating opportunities to undertake me in this esteemed organization.

Special thanks to all the department for all the help and guidance extended to me

by them in every stage during my training. His inspiring suggestions and timely

guidance enabled me to perceive the various aspects of the project in the new

light.

In all I found a congenial work environment in CARRIAGE AND

WAGON WORKSHOP, ALAMBAGH LUCKNOW and this completion of

the project will mark a new beginning for me in the coming days.

THANKING ALL

ANAND PRASAD

MECHANICAL ENGINEERING

B.Tech 3RD YEAR

BBAU LUCKNOW

Page 5: Training report on railways (all workshop)

CARRIAGE AND WAGON WORKSHOP

ALAMBAGH LUCKNOW

This workshop, earlier known as Carriage & Wagon Workshop was established by the

princely state of Oudh & Rohilkhand Railway (O&RR) at Alambagh, Lucknow in 1865

to carry out the periodical overhauling (POH) of rolling stock both Goods &

Coaching stock.

After about sixty years, that is in the year 1925 the O&RR was taken over by the

Eastern Indian Railway (EIR) along with all assets and liabilities. Thus the Carriage &

Wagon workshop Alambagh and Loco motive workshop charbagh became the part

and parcel of EIR. Subsequently in 1952 the EIR merged with Northern Railway and

Alambagh workshop became one of the premier Carriage & Wagon Workshop to

cater the need of broad gauge rolling stock in the Northern part of the Country.

In order to attain the optimal degree of productivity a lot of changes of product mix

have been witnessed in this workshop over the last 140 years. In a phased manner

the POH of Goods stock was reduced and ultimately the POH activity of Goods stock

was totally stopped from Feb-1995.Presently the activity of this workshop is purely

POH of Coaching stock.

After phasing out of wagon POH activity since Feb'95, this workshop has emerged as

a major workshop for POH of coaching stock. With the highly motivated workforce,

this workshop has been able to accept POH of modern high-speed coaches provided

with roller bearings, Air Brake and AC system though the basic infrastructure of the

shops had been developed for POH of conventional IRS rolling stock.

The Basic Data for workshop are as under

1. WORKSHOP AREA = 204684 Sq. Mtrs.

2. COVERED AREA = 72595 Sq. Mtrs.

3. POWER CONSUMPTION = 14666 KWH/day

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CARRIAGE AND WAGON

A passenger car (known as a coach or carriage in the UK, and also known as a

bogie in India]) is a piece of railway rolling stock that is designed to carry

passengers. The term passenger car can also be associated with a sleeping car,

baggage, dining, railway post office and prisoner transport cars.

About Wagon

The number of goods wagons was 205,596 on 31 March 1951 and reached the

maximum number 405,183 on 31 March 1980 after which it started declining and

was 239,321 on 31 March 2012. The number is far less than the requirement and

the Indian Railways keeps losing freight traffic to road. Indian Railways carried

93 million tonnes of goods in 1950–51 and it increased to 1010 million tonnes in

2012–13.However, its share in goods traffic is much lower than road traffic. In

1951, its share was 65% and the share of road was 35%. Now the shares have

been reversed and the share of railways has declined to 30% and the share of

road has increased to 70%.

History and Development

Up until about the end of the 19th century, most passenger cars were constructed

of wood. The first passenger trains did not travel very far, but they were able to

haul many more passengers for a longer distance than any wagons pulled

by horses.

As railways were first constructed in England, so too were the first passenger

cars. One of the early coach designs was the "Stanhope". It featured a roof and

small holes in the floor for drainage when it rained, and had separate

compartments for different classes of travel. The only problem with this design is

that the passengers were expected to stand for their entire trip. The first

passenger cars in the United States resembled stagecoaches. They were short,

often less than 10 ft (3 m) long and had two axles.

British railways had a head start on American railroads, with the first "bed-

carriage" (an early sleeping car) being built there as early as 1838 for use on

the London and Birmingham Railway and the Grand Junction Railway. Britain's

early sleepers, when made up for sleeping, extended the foot of the bed into a

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boot section at the end of the carriage. The cars were still too short to allow more

than two or three beds to be positioned end to end.

Britain's Royal Mail commissioned and built the first Travelling Post Office cars in

the late 1840s as well. These cars resembled coaches in their short wheelbase and

exterior design, but were equipped with nets on the sides of the cars to catch mail

bags while the train was in motion. American RPOs, first appearing in the 1860s,

also featured equipment to catch mail bags at speed, but the American design

more closely resembled a large hook that would catch the mailbag in its crook.

When not in use, the hook would swivel down against the side of the car to

prevent it from catching obstacles.

Page 9: Training report on railways (all workshop)

BOGIE

LIFTING

WOKSHOP

Page 10: Training report on railways (all workshop)

BOGIE

The bogie, or truck as it is called in the US, comes in many shapes and sizes but it is

in its most developed form as the motor bogie of an electric or diesel locomotive or

an EMU. Here it has to carry the motors, brakes and suspension systems all within a

tight envelope. It is subjected to severe stresses and shocks and may have to run at

over 300 km/h in a high speed application. The following paragraphs describe the

parts shown on the photograph below, which is of a modern UK design. Click on the

name in the picture to read the description.

Bogie Frame

Can be of steel plate or cast steel. In this case, it is a modern design of welded steel

box format where the structure is formed into hollow sections of the required shape.

Bogie Transom

Transverse structural member of bogie frame (usually two off) which also supports

the carbody guidance parts and the traction motors.

Brake Cylinder

An air brake cylinder is provided for each wheel. A cylinder can operate tread or disc

brakes. Some designs incorporate parking brakes as well. Some bogies have two

brake cylinders per wheel for heavy duty braking requirements. Each wheel is

provided with a brake disc on each side and a brake pad actuated by the brake

cylinder. A pair of pads is hung from the bogie frame and activated by links attached

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to the piston in the brake cylinder. When air is admitted into the brake cylinder, the

internal piston moves these links and causes the brake pads to press against the

discs. A brake hanger support bracket carries the brake hangers, from which the

pads are hung.

Primary Suspension Coil

A steel coil spring, two of which are fitted to each axlebox in this design. They carry the

weight of the bogie frame and anything attached to it.

Motor Suspension Tube

Many motors are suspended between the transverse member of the bogie frame called the

transom and the axle. This motor is called "nose suspended" because it is hung between the

suspension tube and a single mounting on the bogie transom called the nose.

Gearbox

This contains the pinion and gearwheel which connects the drive from the armature to the

axle.

Lifting Lug

Allows the bogie to be lifted by a crane without the need to tie chains or ropes around the

frame.

Motor

Normally, each axle has its own motor. It drives the axle through the gearbox. Some

designs, particularly on tramcars, use a motor to drive two axles

Neutral Section Switch Detector

In the UK, the overhead line is divided into sections with short neutral sections separating

them. It is necessary to switch off the current on the train while the neutral section is

crossed. A magnetic device mounted on the track marks the start and finish of the neutral

section. The device is detected by a box mounted on the leading bogie of the train to inform

the equipment when to switch off and on.

Secondary Suspension Air Bag

Rubber air suspension bags are provided as the secondary suspension system for most

modern trains. The air is supplied from the train's compressed air system.

Wheel Slide Protection System Lead to Axlebox

Where a Wheel Slide Protection (WSP) system is fitted, axleboxes are fitted with speed

sensors. These are connected by means of a cable attached to the WSP box cover on the axle

end.

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Shock Absorber

To reduce the effects of vibration occurring as a result of the wheel/rail interface.

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OVER HEAD CRANE

An overhead crane, commonly called a bridge crane, is a type of crane found in

industrial environments. An overhead crane consists of parallel runways with a

traveling bridge spanning the gap. A hoist, the lifting component of a crane,

travels along the bridge.

APPLICATION

Overhead cranes are commonly used in the refinement of steel and other

metals such as copper and aluminium. At every step of the manufacturing

process, until it leaves a factory as a finished product, metal is handled by an

overhead crane. Raw materials are poured into a furnace by crane, hot metal is

then rolled to specific thickness and tempered or annealed, and then stored by

an overhead crane for cooling, the finished coils are lifted and loaded onto

trucks and trains by overhead crane, and the fabricator or stamper uses an

overhead crane to handle the steel in his factory. The automobile industry uses

overhead cranes to handle raw materials. Smaller workstationcranes, such as jib

cranes or gantry cranes, handle lighter loads in a work area, such as CNC mill or

saw.

Almost all paper mills use bridge cranes for regular maintenance needing

removal of heavy press rolls and other equipment. The bridge cranes are used

in the initial construction of paper machines because they make it easier to

install the heavy cast iron paper drying drums and other massive equipment,

some weighing as much as 70 tons.

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In many instances the cost of a bridge crane can be largely offset with savings

from not renting mobile cranes in the construction of a facility that uses a lot of

heavy process equipment.

COMPONENT

Bridge

the main travelling structure of the crane which spans the width of the bay.

The bridge consists of two end trucks and one or two bridge girders depending

on the equipment type.

End trucks

Located on either side of the span, the end trucks house the wheels on which

the entire crane travels. These wheels ride on the runway beam allowing access

to the entire length of the bay.

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Trolley Hoist –

The unit consisting of both the hoist and the trolley frame. In situations where

more than one hoist is required on one crane, both hoists can be supplied on a

single trolley or on separate trolleys.

Trolley –

The trolley carries the hoist across the bay along the bridge girder(s) traversing

the span.

Hoist –

The hoist is mounted to the trolley and performs the actual lifting function via

a hook or lifting attachment. There are two basic types of hoist. The Munck

brand is a Wire Rope Hoist which is very durable and will provide long term,

reliable usage. The other type of hoist is the Chain Hoist.

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Corrosion workshop

(T/F A)

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Introduction: Metals when exposed to environ ment containing

liquids,Gases etc. the surface of metal starts chemically reacting with

environmentAnd deteriorates.

Definition: corrosion is a chemical process of oxidation of metal due

toExposure with corrosive environment.

Iron exposed to atmosphere and corrosive liquids forms a reddish layer o

the surface called rust. Rust is nothing but oxides of Iron formed due to

theoxygen available in the atmosphere.

Chemical reaction is: 4Fe + 3O2 → 2Fe2 O3

Effect of corrosion: Corrosion reduces the strength of the metal due to

reduction in the cross section.

With the introduction of all steel coaches corrosion has become a major

problem to tackle. Once corrosion starts it spreads rapidly and leads to

replacement of the component. This is much costlier than to save the

existing part by proper and timely attention.

Corrosion in ICF coaches: Corrosion in ICF coaches is very common. Corrosion repairs to coaches

are mainly carried out during POH in workshops. Corrosion repairs are

also done during midlife rehabilitation (MLR) of coaches when the coach

is 12 to 13 years old especially at CRWS, Bhopal. After the MLR, next

immediate POH is done after 24 months.

During POH all the under frame members are thoroughly inspected for

identification of corroded members. Corrosion is indicated by flaking of

paint, flaking of metal, pitting and scale formation. Components that is

not visible from both sides such as sole bar and trough floor should be

examined by tapping with a spiked hammer.

Particular attention should be paid to more vulnerable members and

locations given below. Sole bars, body pillars, turn under, trough floor

and areas below lavatories in all types of coaches and luggage

compartments of SLRS. Solthrough proper anti-corrosion measures.

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Corrosion Repair

Corrosion in ICF coaches: Corrosion in ICF coaches is very common. Corrosion repairs to coaches are mainly carried out during POH in workshops. Corrosion repairs are also done during midlife rehabilitation of coaches that are 12 to 13 years old .

During POH all the under frame members are thoroughly inspected to

locate corroded members. Corrosion is indicated by flaking of paint,

flaking of metal, pitting and scale formation. Components those are

not visible from both sides such as sole bar and trough floor should be

examined by tapping with a spiked hammer.

Page 19: Training report on railways (all workshop)

Inspection of sole bars, body pillars and turn under: Examine visually

and with the help of a spiked hammer from below the coach and the

inspection holes in the turn under. If corrosion is suspected at places

without inspection holes 100mm dia hole should be cut at the bottom of

turn under for examination. If corrosion is noticed in the bottom half of

the sole bar the trough floor to be cut to a width of 300mm for

inspection. In case of heavy corrosion the side wall to be cut to a width

of 500mm.

Inspection of headstock: Examine visually inner and outer headstock,

stiffening behind buffers and the junction of sole bar and the headstock

for corrosion. Examine the base buffer assembly carefully.

Trough floor:

Examine trough floor adjoining the lavatories and under the luggage

compartment of SLRS and Parcel vans for corrosion with the hammer.

Page 20: Training report on railways (all workshop)

Repairs to under frame members: Repairs to under frame members

should be carried out as per RDSO pamphlet no C7602 for ICF coaches.

Corrosion resistant steel sheet for trough floor, pillars, sidewalls and roof

should conform to IRS M-41-97. Electrode IRS class B2 of approved

brands. Paint red oxide zinc chromate primer is-2074-62. Bituminous anti

corrosive solution to IRS-P30-96.

Repairs to Headstock: Only 8mm thick sheet is to be used headstock

repairs.

Repairs to Sole bar: The new sole bar section to be welded from both

inside and outside.

Repairs to Side Wall Members: For repairs to side and end wall members

interior fittings interior panels & window frames are to be stripped.

Repairs to be done as per RDSO sketch No. 76019.

Repairs to Trough Floor: For trough floor repairs plywood flooring to

be stripped. Repairs to be done as per RDSO instructions.

Repairs to Roof: Special attention to be paid at locations where gutter

moldings are welded and where ventilators are fitted. RDSO instructions

to be followed

Page 21: Training report on railways (all workshop)

HOW TO MINIMIZE CORROSION

Corrosion in rolling stock can not be eliminated altogether. Hot and

humid conditions in our country are helpful for corrosion. A change in

climate also has an adverse effect. However timely action during repairs

and maintenance will minimize corrosion.

A) DURING POH

1) Thorough inspection giving extra attention to areas prone to

corrosion.

2) Turn under repairs to be carried out with 5mm thick plates.

3) Only 8mm thick SS sheets to be used for head stock repairs.

4) Use stainless steel trough floor and inlays for toilets.

5) Use of 13mm comprege floor board instead of plywood.

6) Use PVC sheets for toilets and compartment floor.

7) Use stainless steel plates with drain holes in doorways.

8) Provision of tubular structure below lavatory area.

9) Corten steel is used for panel repairs.

10) Apply two coats of primer and three coats bituminous solution on all

under gear members.

B) IN OPEN LINE

1) During pit line examination check thoroughly all under gear and

under frame components, trough floor and headstock etc. for

corrosion. If corrosion is noticed take proper anticorrosive

measures.

2) Drain holes and drain pipes should be clear so that water

stagnation is eliminated.

3) All water leakage to be arrested at the earliest.

4) Proper repairs to damaged PVC floor.

5) Gaps in window sills to be filled up.

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6) Deficient/defective commode chutes to be made good.

7) Hosing of coach interior is to be avoided.

8) Avoid strong acids for toilet cleaning.

9) Body patches to be painted, carry out paint touchup where paint

is peeled off. During IOH all vulnerable areas are to be properly

inspected after Cleaning of turn under holes.

How to apply anti corrosive paint in coaching stock.

1 zinc chromate

2 zinc chromate, red oxide

3 Bituminous thin black solution

4 Bituminous red brown solution

5 Bituminous primer thick black

6 bituminous primer silver gray

Exterior paint schedule for coaches: At every 5th POH of a coach or

if the condition of paint is not good adopt 9 days painting schedule.

A—schedule (9—days)

1 Remove old paint

2 One coat of red oxide zinc chromate prime

3 One coat of brush filler followed by spot putt

4 Filler 2nd coat (spot putty if necessary

5 Rub down with silicon carbide paper

6 One coat of under coat

7 Flat with silicon carbide paper.

8 One coat of enamel finishing. Flat with silicon carbide paper. 2nd coat

of enamel finis

9 Lettering and miscellaneous work

Page 23: Training report on railways (all workshop)

Through floor :

Non AC coaches built since 1982 on the trough floor below the

luggage compartment of SLRs and Parcel Vens and adjacent bays

of lavatories and the under frame members are provided with

FRP sandwiched in between layers of bituminous emulsion. The

tough floor at these locations should be examined visually from

below for signs of corrosion supplemented by tapping with a

spiked hammer. If signs of corrosion are noticed, the trough floor

should be replaced as described in Annexure IV. In case of

replacement of trough floor below luggage compartment of SLRs,

LRs etc and bays adjacent to the lavatories under doorways as

also in case the whole trough floor in a coaches has been replaced

and painted with RDSO specification M&C/PCN/123/2006 for

high performance anticorrosion epoxy.

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Page 25: Training report on railways (all workshop)

Wheel workshop

Page 26: Training report on railways (all workshop)

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 ensure proper wheel-rail interface. Improperly trued wheels increase rolling resistance, reduce energy efficiency and may create unsafe operation. A railroad wheel typically consists of two main parts: the wheel itself, and the tire (or tyre) around the outside. A rail tire is usually made from steel, and is typically heated and pressed onto the wheel, where it remains firmly as it shrinks and cools. Monobloc wheels do not have encircling tires, while resilient rail wheels have a resilient material, such as rubber, between the wheel and tire.

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WHEEL TESTING & MACHINING

Axel journal turning lathe.

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Utrasonic and Magnetic Inspection of

Railway Wheels

Automated System for Utrasonic Inspection of

Railway Wheels

System overview

The STARMANS company has been developing the equipment for ultrasonic

inspection of railway wheels since 1998. Several different conceptions and

arrangements were developed " starting from simple two-channel system for testing

bandages, through the system for US testing of wheels in horizontal position, up to

the last, most efficient system for US testing of wheels in vertical position.

The testing system consists of rigid mechanic frame with immersion tank. The wheel

is fed in vertical position into the tank by means of a crane (manipulator).

Specifications of wheels are as follows:

Wheel dimensions ? 650 - 1300 mm

Hub dimensions ? 100 - 350 mm

Diaphragm dimensions ? 200 - 1000

Diaphragm width 100 - 160 mm

Hub width 130 - 240 mm

Max. weight 1000 kg

Transducers are moved away to the safe parking position during feeding and

removing the wheel. Linear guides of transducers are installed above the water level,

enabling testing the wheel hub in axial direction, wheel diaphragm in axial direction

and wheel rim in both axial and radial directions.

The system is modular, probe holders allow to use immersion transducers or

transducers with gap coupling. The control system allows testing using all

transducers simultaneously and allows setting up the sections to be tested.

Graphic records include actual requirements and can be modified according to

eventual additional requirements at any time, without changing the basic program,

by editing of graphs structure. Graphs enable documenting the position, diameter,

area, depth of detected defects, loss of back wall echo in the C-scan, with displaying

sections of measurement from all transducers.

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There is a possibility of saving and documenting of A-scan in any point, or to save A-

scan according to prescribed criterion in the defect location.

Summary

The ultrasonic inspection system is equipped with modern computerized devices

enabling fully automated operation without presence of operator:

automatic loading and unloading of wheels

short time for inspection of one wheel

multi-channel system with fully independent ultrasonic channels " possibility

of extension and upgrades

high repeatability and reproducibility of test results

simplicity of control and setting up the system via user oriented software

possibility of remote diagnostic of the system

immediate documenting and archiving of the test results, including the data

transfer to the company central information system

completing the documentation after inspection " generating reports for

separate wheels and for full batch/order

quick information about accepted and rejected wheels

statistic processing of the test results acc. to pre-defined criteria

saving of all parameters and functions of testing for simple use in future or for

checks and re-inspections

Page 32: Training report on railways (all workshop)