Industrial training report IS only for idea of report makes, not exact use

1. INDUSTRIAL TRAINING REPORT
Coach Care Centre
Hazrat Nizamuddin
PREPARED BY – ALOK RAJ
ROLL NO- xxxxx
BRANCH- MECHANICAL ENGINEERING
COLLEGE- ABCD COLLEGE OF ENGG.
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2. INDEX
Contents Page No.
1. Training Schedule 01
2. Abbreviation 02
3. Introduction 03
4. Role of C & W in railways 06
5. Accommodation Types 08
6. Coaches Types 09
7. Train Maintenance 14
8. Train Maintenance Schedule 15
9. Lifting of Coaches 17
10. Air Brake System 19
11. Axel box 22
12. Rolling in & rolling out 25
13. Washing of Coaches 26
14. Bio-toilets 29
15. Brake Power Certificate 33
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3. ACKNOWLEDGEMENT
The opportunity given to me by Sr. DME Chg./ Indl. Trg ./2016-
17/NR/HNZM Division who allotted coach care centre in Hazart
Nizmuddin railway station as training centre.
I am highly obliged to Mr. Devendra Kumar (CDO, NZM) for
approving my request of training at coach care centre of NZM division.
I am obliged and honoured in expressing the deep sense of gratitude to
my training instructor Mr. DEEPAK (J.E , C & W, NZM) for his
helpful guidance and suggestion at every stage of this report.
I humbly thank Mr. Kharag Singh, Mr G.L Meena , Mr.R.K.Verma
and Mr.Zakir hussain and every personnel who explained me the
various tasks carried out at coach care centre which really boost my
practical knowledge and encouraged me to learn more. It would have
been difficult for me to complete the training schedule of four week
containing four different tasks that are conducted in the coach care
centre NZM Depot.
Date Signature
3

4. NortherN railways
Sub : Training schedule of industrial training
provided on 15-06-2017 at NZM Depot
1. IOH of primary based coaches at sick line – one week
2.Train duty including rolling in and rolling out, break
certificate etc at platform – one week
3.Orgnization and working of Bio-toilets in coaches at
sick line – one week
4.Washing line maintenance of coahes and other train
maintenance during trip schedule
5.Linen distribution ,washing of linen &transportation of
Linen.
6.platform working,rolling in & rolling out, brake power
Certificate, axle box feeling, safe to run Examination etc.
4

5. abbreviatioNs
NZM - Hazart Nizmuddin
CME -Chief Mechanical Engineer
DME -Divisional Mechanical Engineer
C&W - Carriage and Wagon
NR - Northern Railways
IOH - Intermediate Overhauling
POH - Periodic Overhauling
ETC - Etcetra
BP - Brake Pipe
FP - Feed Pipe
CR - Control Reservior
DV - Drain Valve
AR - Auxilary Reservior
BC - Brake Cylinder
SAB - Slack Adjuster Brake
BMBS - Boggie Mounted Brake System
BMBC - Boggie Munted Brake Cylinder
LOCO - Locomotives
SWTR - Single Wagon Test Rig
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6. SCTR - Single Coach Test Rig
BSS hanger – Bolster Spring Suspension Hanger
ICF - Integral Coach Factory
RDS - Research Designs and Standard
Organization
INTRODUCTION
About Indian Railways
Indian Railways, a historical legacy, are a vital force in our economy. The first railway
on Indian sub-continent ran from Bombay to Thane on 16th April 1853. Fourteen
railway carriages carried about 400 guests from Bombay to Thane covering a distance
of 21 miles (34 Kilometres). Since then there has been no looking back. Today, it
covers 6,909 stations over a total route length of more than 63,028 kilometres. The
track kilometres in broad gauge (1676 mm) are 86, 526 k.m , meter gauge (1000 mm)
are 18, 529 k.m and narrow gauge (762/610 mm) are 3,651 k.m . Of the total route of
63,028 k.m, 16,001 k.m are electrified. The railways have 8000 locomotives, 50,000
coaching vehicles, 222,147 freight wagons, 6853 stations, 300 yards, 2300 goodsheds,
700 repair shops, and 1.54 million work force. Indian Railways runs around 11,000
trains every day, of which 7,000 are passenger trains. Presently, 9 pairs of Rajdhani
and 13 pairs of Shatabdi Express Trains run on the rail tracks of India.
It is interesting to note that though the railways were introduced to facilitate the
commercial interest of the British, it played an important role in unifying the country.
Railways are ideally suited for long distance travel and movement of bulk
commodities. Regarded better than road transport in terms of energy efficiency, land
use, environment impact and safety it is always in forefront during national
emergency.
Indian railways, the largest rail network in Asia and the world's second largest under
one management are also credited with having a multi gauge and multi traction
system. The Indian Railways have been a great integrating force for more than 150
years. It has helped the economic life of the country and helped in accelerating the
development of industry and agriculture.
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7. Indian Railways is known to be the largest railway network in Asia. The Indian
Railways network binds the social, cultural and economic fabric of the country and
covers the whole of country ranging from north to south and east to west removing the
distance barrier for its people. The railway network of India has brought together the
whole of country hence creating a feeling of unity among Indians.
 Organization Overview
The Ministry of Railways under Government of India controls Indian Railways.
The Ministry is headed by Union Minister who is generally supported by a
Minster of State. The Railway Board consisting of six members and a chairman
reports to this top hierarchy. The railway zones are headed by their respective
General Managers who in turn report to the Railway Board. For administrative
convenience Indian Railways is primarily divided into 15 :
Railway zone Headquarters
Central Railways Mumbai CST
Eastern Railways Kolkata
Northern Railways New Delhi
North Eastern Railways Gorakhpur
North East frontier
Railways
Maligaon,Guwahati
Southern Railways Chennai
South Central Railways Secunderabad
Western Railways Church gate , Mumbai
South East Central
Railways
Bilaspur
East Coast Railways Bhubaneswar
North Central Railways Allahabad
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8. North Western Railways Jaipur
South Western Railways Hubli
West Central Railways Jabalpur
East Central Railways Hajipur
 The Ministry of Railways has following nine undertakings:
1. Rail India Technical & Economic Services Limited (RITES)
2. Indian Railway Construction (IRCON) International Limited
3. Indian Railway Finance Corporation Limited (IRFC)
4. Container Corporation of India Limited (CONCOR)
5. Konkan Railway Corporation Limited (KRCL)
6. Indian Railway Catering & Tourism Corporation Ltd (IRCTC)
7. Railtel Corporation of India Ltd. (Rail Tel)
8. Mumbai Rail Vikas Nigam Ltd. (MRVNL)
9. Rail Vikas Nigam Ltd. (RVNL)
8

9. Indian Railways have their research and
development wing in the form of Research, Designs and Standard
Organization (RDSO). RDSO functions as the technical advisor and
consultant to the Ministry, Zonal Railways and Production Units.
 Railway Budget
Since 1924-25, railway finances have been separated from General
Revenue. Indian railways have their own funds in the form of Railway
Budget presented to the Parliament annually. This budget is presented to
the Parliament by the Union Railway Minster two days prior to the General
Budget, usually around 26th February. It has to be passed by a simple
majority in the Lok Sabha before it gets final acceptance. Indian Railways
are subject to the same audit control as other government revenues and
expenditure.
 role of c&w iN railways
A. Related with Open Line Working
i) To ensure and co-operated in safer running of rolling stock.
ii) To attend required sechdule maitanance & runnin repaire of rolling
stock are again du for P.O.H
iii) To assist in time running of train to maintain the punctually.
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10. B. Related with work-shop working
i) To attend periodical overhauling of rolling stock.
ii) To adopt required modification.
iii) To maintain proper records of all rolling stock running in Indian
Railways.
about
Hazrat Nizamuddin Railway station (station code NZM) is
one of the five main railway station of Delhi, India from
which trains originate. It is managed by Northern Railway
zone of Indian Railway.
Coach care centre at the NZM also called the sick line , is
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11. the workshop for the major and periodical maintenance of
coaches. It consist of modern facilities like pits for working
under frame and crane for separation of coaches and
bogies for repair of all type of defects.
 AccommodAtion types
The following class-accommodation combinations have been created for the
system :-
AC 1st
Class
AC 2 -tier sleeper
Executive Chair Car
AC 3-Tier
AC chair car
Sleeper class berths
II Class sitting (Day coache )
General Coaches
AC 3-tier Economy
Description
 1A First class AC: This is the most expensive class, where the fares are
almost at par with air fare. There are eight cabins (including two coupes)
in the full AC First Class coach and three cabins (including one coupe) in
the half AC First Class coach. The coach has an attendant to help the
passengers. Bedding is included with the fare in IR. This air conditioned
coach is present only on popular routes and can carry 18 passengers (full
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12. coach) or 10 passengers (half coach). The sleeper berths are extremely
wide and spacious. The coaches are carpeted, have sleeping
accommodation and have privacy features like personal coupes. This
class is available on broad gauge and metre gauge trains.
 2AC-Two tier: These air-conditioned coaches have sleeping berths across
eight bays. Berths are usually arranged in two tiers in bays of six, four
across the width of the coach and two berths long ways on the other side
of the corridor, with curtains along the gangway or corridor. Bedding is
included with the fare. A broad gauge coach can carry 48 passengers (full
coach) or 20 passengers (half coach). This class is available on broad
gauge and metre gauge trains.
 3AC three tier: Air conditioned coaches with 64 sleeping berths. Berths
are usually arranged as in 2AC but with three tiers across the width and
two long ways as before giving eight bays of eight. They are slightly less
well-appointed, usually no reading lights or curtained off gangways.
Bedding is included with fare. It carries 64 passengers in broad gauge.
This class is available only on broad gauge.3EAC three tier (Economy):
Air conditioned coaches with sleeping berths, present in Garib Rath
Trains. Berths are usually arranged as in 3AC but with three tiers across
the width and three long ways. They are slightly less well-appointed,
usually no reading lights or curtained off gangways. Bedding is not
included with fare
 CCAC chair car: An air-conditioned seater coach with a total of five seats
in a row used for day travel between cities. EC Executive class chair car:
An air-conditioned coach with large spacious seats and legroom.It has a
total of four seats in a row used for day travel between cities. This class
of travel is only available on Shatabdi Express trains
 coAcHes types :-
 There are mainly two types of coaches used in Indian Railways. They
are:-
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13.  ICF Bogie
ICF Bogie is a conventional railway bogie used on the majority of Indian
Railway main line passenger coaches.The design of the bogie was developed
by ICF (Integral Coach Factory ), Perambur , Chennai, India in collaboration
with the Swiss Car & Elevator Manufacturing Co. , Schlieren , Switzerland
in the 1950s. The design is also called the Schlieren design based on the
location of the Swiss company.
The frame of the ICF bogie is a fabricated structure made up of mild steel.
Main sub-assemblies of bogie frame viz. side frames, transoms, headstocks,
longitudinal forms the skeleton of the bogie frame. The subassemblies are
fabricated from flanges, webs, channels and Ribs by welding process.
Various types of brackets are welded to the frame for the purpose of
primary and secondary suspension arrangement, alternator suspension
arrangement and brake rigging arrangement. Various brackets viz. brake
hanger brackets, brake lever hanger brackets, brake cylinder fixing
brackets, anchor link brackets, bolster spring suspension brackets,
alternator suspension brackets, belt tensioning bracket/s, axle box guides,
suspension straps are welded on the bogie frames. It involves 40 meters
(app.) of welding in a single conventional bogie frame. Based on load
carrying capacity per axle, the conventional bogie frames are grouped in to
two types. They are 13 ton bogie frame and 16 ton bogie frame. 13 ton bogie
frames are being used in the bogies of all non-AC mainline coaches and 16
ton bogie frames are being used in bogies of all AC coaches, power cars and
diesel multiple unit trailer coaches.
13

14. Fig :- ICF Coaches
 LHB Coaches
Linke Hofmann Busch (LHB) coaches are the passenger compartments of
Indian Railways that have been developed by Linke-Hofmann-Busch of
Germany and produced by Rail Coach Factory in Kapurthala, India . They
have been used since 2000 on the Indian Broad Gauge (1676 mm ) network
of Indian railways. Initially, 24 air conditioned coaches were imported from
Germany for use in the
Shatabdi Expresses, after which the Rail Coach Factory started
manufacturing after technology transfer. The coaches are designed for an
operating speed up to 160 km/h and could go up to 200 km/h.However,
they have been tested up to 180 km/h. Their length of 23.54 m and a width
of 3.24 m means a higher passenger capacity, compared to conventional
rakes (US: consists).The tare weight of the AC chair car was weighed as
39.5 tonnes.
These coaches are made of stainless steel and the interiors are made of
aluminium which make them lighter as compared to conventional
rakes.Each coach also has an "advanced pneumatic disc brake system" for
efficient braking at higher speeds, "modular interiors" that integrate lighting
into ceiling and luggage racks with wider windows. The improved
suspension system of LHB coaches ensures more riding comfort for the
passengers compared to conventional rakes. The air conditioning system of
the LHB coaches is of higher capacity compared to the older rakes and is
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15. controlled by a microprocessor which is said to give passengers better
comfort than the older coaches during summer and winter seasons.
Fig :- LHB coach
 Wheels :-
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 wheel s have a resilient
material, such as rubber , between the wheel and tire.
15

16.  Bogie suspension :-
Almost all railway vehicles use bogies (trucks in US parlance) to carry and
guide the body along the track. Bogie suspension design is a complex and
difficult science which has evolved over many years. Some of the significant
steps in progress are described here. See also Wheels and Bogies , Bogie
Parts and Coach Parts pages.
 Bogie Primary Suspension :-
The natural progression from the rigid framed vehicles used in the early
days of European railways to a bogie vehicle brought with it a more
sophisticated suspension system. This system was based on a steel plate
framed bogie with laminated spring axlebox suspension, much as seen on
the first vehicles, and with a secondary suspension added between the car
body and the bogie. First, we look at the primary suspension.
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17.  Bogie Secondary Suspension :-
The secondary suspension of the bogie is mounted crosswise (transversely)
in the centre. End on, it looks as shown below:
The bogie has a pair of transverse members called "transoms". They are
riveted or welded (depending on the design) to the bogie side frames. A steel
"swing link" is hung from each end of each transom and a spring plank is
laid across the bogie between them. A side view of the bogie below shows
the way the spring plank is supported by the swing links.
 tRAin mAintenAnce
 Introduction
17

18. An essential ingredient in the successful running of a railway is a well
maintained system. Train maintenance is very important and this
page outlines the methods and systems used in modern train
maintenance. Railways are made up of complex mechanical and
electrical systems and there are hundreds of thousands of moving
parts. If a railway service is to be reliable, the equipment must be kept
in good working order and regular maintenance is the essential
ingredient to achieve this. A railway will not survive for long as a
viable operation if it is allowed to deteriorate because of lack of
maintenance. Although maintenance is expensive, it will become more
expensive to replace the failing equipment early in its life because
maintenance has been neglected. Rolling stock is the most
maintenance intensive part of the railway system and is the most
vulnerable if maintenance is neglected. A stalled train will block a
railway immediately and will reduce a timetable on an intensively used
system to an unmanageable shambles for the remainder of the day.
Reliability is the key to successful railway operation and maintenance
should be the number one priority to ensure reliability is on-going.
Maintenance Facilities trains require special facilities for storage and
maintenance. The basic design of these facilities as changed little in
the last 100 or more years and, in many cases, the original sites and
buildings are still in daily use. Sometimes, these old layouts have
made adapting to modern maintenance systems very difficult.
Naturally, this takes up a lot of track space in the shop and requires
time spent on separating the vehicle from the train and then from its
bogies. For overhauls, the bogie may be removed to a special area
where it is placed on stands for stripping and refitting work. A quicker
lifting method is to use two cranes which lift both ends of the car body
together and free both bogies at the same time. The body can then be
removed to another part of the workshop for maintenance. Car being
lifted in a workshop by a pair of overhead cranes Jacks are the usual
method of lifting nowadays. Vehicles can be lifted individually or, if a
fixed formation is used for normal service, more recent practice has
been to lift the whole train set. This is done by synchronised jacks.
The jacks are linked by control cables and controlled by one person
from a control desk. The big advantage of this system is that you don't
have to break up the train into individual cars to do the work on one
vehicle. The time saved reduces the period the train is out of service.
18

19.  types of mAintenAnce:-
1. Preventive Maintenance: - It is the method of carrying inspection,
repair of components/assemblies before the failure of equipment.
(a) Trip Schedule (b) A Schedule
(c) B Schedule (d) IOH
(e) POH
2. Break Down Maintenance:- It is the method of carrying inspection,
repair of components/assemblies after the failure of equipment.
(a) Sick line attention (b) Attention of Derailment
(c) Other Accidents
 TRAIN MAINTENANCE SCHEDULE:-
To maintain coaching stock in good condition, the following
maintenance schedules are prescribed to be carried out
In carriage depots on divisions where rake has been based for primary
maintenance.
i) Schedule A - Monthly (1 month –– 3 days) in rake
ii) Schedule B - Quarterly (3 month –– 7 days) in rake
iii) Schedule C - After (6 months ––15 days) detach coaches
 Intermediate Overhauling (IOH):- Normally, there shall be one IOH
Workshop with each zonal railway. The IOH shall be carried out as per
Schedule VI unless otherwise stipulated by the OEM. Items like engine
top overhaul, renewal of pumps and motors and valves, tyre tuming,
attention to measuring system, attention to tamping unit and brakes etc.
should be attended. In addition, attention shall be given to other items
on condition basis as per repeated failures reflected in the log-book.
Proper advance preparation shall be done after survey of the machine to
be overhauled. Normally, two IOHs shall be done before each POH. If
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20. POH/IOH at lesser interval is considered necessary, approval of Chief
Track Engineer (Machines) should be obtained. Normally, such instances
will arise only if there are major structural damages or cracks or major
overhaul of power packs or major modifications are necessary. Heavy
overhauling of assembly can be clubbed with POH when considerable
stripping/disassembly is required to reach some important components
for check or rehabilitation
 Periodic Overhaul (POH) :-Each coach which carries passengers on
Indian Railways undergoes what is termed as Periodic Overhaul (POH)
every 12 months. You can find at the back of each coach the date
markings of the date when POH was done, and the scheduled date of
return for the next overhaul.
Technically, this should be 12 months. But a lot of coaches are
actually marked for 18 months. Some are marked 12, but it is
common to find coaches which have exceeded that. This means that
instead of every 12 months, a coach undergoes overhaul every 15-18
months.
In a POH, the broken parts are repaired, light bulbs/tubes replaced,
torn seats replaced, suspension overhauled, batteries replaced, wiring
repaired if needed, additional charging plug points provided and the
coach is repainted.
 Pattern of Maintenance on Coaching Trains:-
 Primary End:
1. The attention during primary maintenance should be made more
intensive with special emphasis on the following aspects:
i) The brake gearing should be properly adjusted including the
slack adjuster ‘A’ dimension & the brake cylinder stroke to
ensure 100% brake power.
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21. ii) Brake blocks should be changed in bogie sets only.
iii) Dash-pot oil level must be checked and maintained.
iv) All missing passenger amenity fittings must be replaced and
the rake must be turned out as ‘ZeroMissing-Fitting’ rake.
v) Intensive cleaning of coach toilets and lavatory.
vi) No coach should run overdue schedule.
2. Clear maintenance time of 6 hours on the pit as per train schedule.
Any exception to be jointly decided by COM/CME of the Railways.
3. Provision of proper washing cum maintenance pit line facility with
adequate testing equipment and high pressure water cleaning
arrangement.
4. Adequate gang strength with proper supervision.
 The Other End:-
1. Whenever the lie-over is more than 2 hours at the platform or the
rake is stabled in the yard, the rake should be locked and positive
security should be provided.
2. Amenity and cleaning attention is carried out best on the washing
lines where complete infrastructure by way of men, material and
machines are available. Watering and drainage facilities are also
available on these washing lines. Ideally, for cleaning and watering.
 LIFTING OF COACHES:-
On receipt of a coach for POH, it must be taken on Lifting line/
Stripping line where electrical fittings should be stripped and batteries
removed. Furnishings, especially seats and backrests should be
inspected thoroughly and only those that require repairs or attention
should be removed. Coach body should be lifted off the bogies either
by two overhead electric cranes of 25 tonnes capacity each with
suitably designed lifting tackles or by four powered lifting jacks of 15
21

22. tonnes capacity each operated simultaneously by one control switch.
The coach body should be lifted uniformly without jerks and should
remain horizontal during the lifting/ lowering operation. Coach should
not be lifted from any point other than at the lifting pads.
Before lifting a coach, the following components should be removed,
disengaged or disconnected:-
(i) Dynamo belt on the axle pulley in case of underframe mounted
dynamos and disconnection of electrical connection from junction box
on alternator in case of bogie mounted alternator.
(ii) Lavatory chute, if situated over the bogie.
(iii) Brake pull rod from bogie brake rigging.
(iv) Centre pivot cotter.
(v) Axle box safety straps.
(vi) Bolster safety straps.
(vii) Steel/ wooden blocks of requisite thickness should be inserted in
between the bolster and bogie frame on both sides and of both the
bogies so as to keep the bolster springs compressed.
(viii) Dismantle vertical shock absorbers.
(ix) Air vent screws on bogie frame above dash pots should be
unscrewed completely after cleaning the area around the air vent holes
properly.
(x) Vacuum/air brake fittings
(xi) Buffer and draw gear
(xii) Lavatory chutes
(xiii) Under slung water tanks & WRAS, where provided.(xiv) Battery
box and electrical fittings.
(xv) AC equipment in AC coaches.
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23. Fig :- Crane used in sick line for lifting of Coaches
 AIR BRAKE SYSTEM
 Introduction:-
In Air Brake system compressed air is used for operating the brake system.
The locomotive compressor charges the feed pipe and the brake pipes
throughout the length of the train. The feed pipe is connected to the
auxiliary reservoir and the brake pipe is connected to the brake cylinder
through the distributor valve. Brake application takes place by dropping
the pressure in the brake pipe.
Types of Air Brakes :-
1. Twin Pipe Brake System
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24. 2. Single Pipe Brake System
 PRINCIPLE OF OPERATION OF TWIN PIPE GRADUATED RELEASE
AIR BRAKE SYSTEM
• Charging the brake system
• Brake pipe throughout the length of train is charged with compressed
air at 5 Kg/sq.cm.
24

25. • Feed pipe throughout the length of train is charged with compressed
air at 6 Kg/sq.cm.
• Control reservoir is charged to 5 Kg/sq.cm.
• Auxiliary reservoir is charged to 6 Kg/sq.cm.
• Brake application stage
• For brake application the brake pipe pressure is dropped by venting
air from the driver’s brake valve. Subsequently the following actions
take place
• The control reservoir is disconnected from the brake pipe.
• The distributor valve connects the auxiliary reservoir to the brake
cylinder and the brake cylinder piston is pushed outwards for
application of brakes.
• The auxiliary reservoir is however continuously charged from feed pipe
at 6 Kg/sq.cm.
Description Reduction in B. P. Pressure
Minimum Brake Application 0.5 to 0.8Kg/sq.cm
Service Brake Application
Full Service Brake Application
0.8 to 1.0Kg/sq.cm
1.0 to 1.5Kg/sq.cm
Emergency Brake Application Brake pipe is fully exhausted and its
pressure reduces to almost zero.
 Brake release stage:-
• Brakes are released by recharging brake pipe to 5 Kg/cm2 pressure
through the driver’s brake valve.
• The distributor valve isolates the brake cylinder from the auxiliary
reservoirs.
• The brake cylinder pressure is vented to atmosphere through DV and
25

26. the Brake cylinder piston moves inwards
 Air Break Testing Procedure :-
For testing the hose coupling the steps given below should be followed:
• Use a dummy coupling head to block the outlet port of the hose
coupling.
• Connect to hose coupling under test to the end of flexible hose. Open
isolating cock 1(a)
• Adjust pressure regulator (2) so that pressure gauge (6a) shows
10Kg./sq.cm air pressure.
• Immerse the hose coupling assembly completely in the tub of water.
• Open isolating cock (1b) and see that (6b) shows 10 Kg/sq.cm
pressure.
• Observe leakage, if any from all parts of the hose coupling.
• Close the isolating cock 1(b).
• Disconnect the hose coupling from test bed.
• If the leakage is observed through the coupling head, replace the
gasket and test again. § If leakage persist even after change of gasket
the coupling head is unserviceable and complete assembly shall be
rejected.
• However if leakage occurs at the hose nipple or coupling end hose joint
the clamp should be attended/replaced to make the assembly leak
proof.
26

27. Figure: Air Brake Testing
AxEL BOx
Today, most railway vehicles are equipped with increasing advanced designs
based on wheel set axle box assemblies, comprising the wheel set bearings
or bearing units, the axle box housing and integrated sensors. The essential
design concept for railway wheels has remained unchanged throughout
railway history. The assembly of two railway wheels and an axle is
commonly called a “wheel set”, which rotates and is supported by bearings
that are called “axle box” or “journal” bearings. These are housed in axle
boxes or supported by special adapters that are connected directly or via
springs with the running gear, in most cases designed as a bogie. An axle
box is one of the safety-critical subsystems in railway vehicles. Through the
application of tribology, the study of friction, lubrication and wear,
engineers and scientists have learned much about the interaction of
surfaces in relative motion.
27

28. Fig:- Axle Box
 Axle Box Bearings
Three-axle passenger cars, launched in 1903, were one of the first well-
documented antifriction axle box bearing applications. The cars were
equipped with axle boxes, each of which incorporated two deep groove ball
bearings. The traction effort for a two-car set with a total weight of 33.15
tonnes was 4.4 kN with sliding bearings and only 0.62 kN with ball
bearings, which is a reduction of 86 % . The bearings and axle boxes were
manufactured by Deutsche Waffen- und Munitionsfabriken A.G. (DWF) in
Berlin, Germany. This company later became part of the Vereinigte
Kugellagerfabriken (VKF), which in turn was acquired by SKF.A further test
was carried out in 1905 in the United States by Professor Graham of the
Syracuse University in New York. He conducted research into energy
consumption in the form of a comparison field test of two trams, the first
equipped with sliding bearings and the second with roller bearings (fig. 3a).
Energy consumption over the route for the tram using sliding bearings was
6.45 kWh; compared to 3.10 kWh for the tram with roller bearings – an
energy saving of 52 %. In 1907, the Syracuse Rapid Transit Cooperator told
the Standard Roller Bearing (SRB) Co in Philadelphia that after 4.5 years of
operation and some 400,000 kilometres, the roller bearings showed no
wear. The annual saving in coal to generate the electrical power needed was
260 US dollars per year per vehicle, equal to 390 g of gold. The Standard
Roller Bearing Co later became part of the Marlin Rockwell Corporation
(MRC). SKF acquired MRC in 1986
 Meeting the need for speed
Speed has been the essence of railways since the first steam locomotive
made its appearance in 1804. SKF remains at the forefront of high-speed
train design, providing some of the most safety-critical components of
railway vehicles – the wheel set axle box assemblies, comprising the wheel
set bearings or bearing units, the axle box housing and integrated sensors.
SKF has always been active in developing solutions to meet the challenging
requirements of high-speed train builders and operators, for the
development, design and testing of wheel set bearings.
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29.  Lubricant saving
Bearing lubricants such as oil and grease have to be refined from mineral
oil. During maintenance, after many years of long service, the used
lubricant has to be collected during axle box dismounting and specially
treated as waste disposal, like other used mineral oil-containing products. It
is obvious that a minimizing lubricant quantity is a positive contribution to
the environment .A major step forward was the introduction of grease-
lubricated roller bearings. The grease fill is applied during the mounting
procedure, and for most applications no further relubrication is needed.
 Testing of Axel Box Temperature
Axle Box temperature is to be measured at the Front cover rather than at
the Crown of Axle Box. The maximum temperature limit is 80 degree
centigrade by contact type thermometer.
RDSO has advised railways to measure the axle box temperature by non
contact type thermometer at top of the cast steel axle box (crown) housing.
How ever, in case of LHB. coaches fitted with UIC 30 bearings, it is not
possible to measure temperature at top of the axle box due to obstruction
by primary springs which are mounted over axle box housing.
Railways are requested to measure the axle box temperature filed with UIC
130 bearings on the axle box front cover. The limit of temperature of axle
box will be 80C. The temperature of the axle box is above 80C, the coach
should be detached enroute from the train service.
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30. Fig:- Temperature Gun
ROLLING IN & ROLLING OuT :-
For rolling in & rolling out examination of train it has to be ensured that
proper lighting arrangement is provided on both the sides of the track at
nominated spots for examination of under gear parts during night.
Focussing of lights shall be done by keeping a coach on the line and
adjusting the angle of light to illuminate under gear and bogie.C&W staff
should take position at nominated rolling in place on both the sides of the
track before the arrival of train.
 Nominating the site following should be kept in view:
a) Site shall provide unobstructed view of undergear from both sides.
b) Speed of the train shall not be more than 30 KMPH,
c) It should cover the entire length of train,
d) Should have adequate space for fixing the lighting arrangement and for
staff.
 Process of Rolling In & Rolling Out :-
i) C&W staff should take position at nominated rolling in place on both the
sides of the track before the arrival of train.
ii) As the train passes the nominated point, C&W staff should watch out
vigilantly for loose/hanging/broken undergear parts of the coaches, any
unusual sound coming from the coaches or any other abnormality in the
coaches.
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31. iii) After train comes to halt, it should be ensured that the train is protected
from both the sides. It should be ensured that a suitable indication board is
placed at conspicuous location visible to the driver indicating that C&W
staff is at work.
iv) Temperature of the axle boxes should be measured preferably with the
help of the electronic temperature measuring device.
v) Brake release shall be checked by physically moving the brake beam.
However, in case where train locomotive has to be detached, brakes of all
coaches shall first be manually released.
vi) Other under gear parts should be examined visually to ensure that the
train is safe to run further. During night the lamps/search light shall be
used for illumination.
WASHING OF COACHES:-
Use recommended solutions for cleaning as per RDSO specification No.
M&C/PCN/101/2001 or use cleaning agents approved by CME of the
Railway.
 Platform washing :-
Wherever washable aprons are available on the platforms, the time available
before the terminating trains are pulled out into the yard, should be utilised
for inside sweeping and toilet cleaning.
 External Washing Of Coaches :-
i) Place the rake/coaches on the washing pit provided with equipments
required for washing and cleaning. It should be ensured that the
rake/coach is protected with proper board/signal for safety of the staff
working on washing/cleaning job to prevent movement/disturbance in the
activity. Scotch blocks with locking arrangement should protect lines and
keys should be kept with Engineer (C&W) till the time rake is under
maintenance.
ii) Before starting washing and cleaning of side wall, ensure that the glass
shutters and louver shutters of that side are lowered. Remove dirt/dust
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32. accumulated on shutters by compressed air or duster.
iii) Remove old reservation charts/labels on the body panels. Splash water
on old charts so that they are wet for easy separation. Care should be taken
to avoid any damage to the paint.
iv) The cleaning solution should be spread/rubbed with nylon brush or
sponge brushes and then rubbed thoroughly to clean the panels. Extra
attention should be given to oily and badly stained surfaces.
v) Destination boards may be removed and cleaned with brush/duster.
vi) Clean the external surface by high pressure jet where facilities are
available.
vii) All exterior panels including end panels should be hosed with water and
brushed with diluted soft soap (detergent solution) The strength of the
solution may be increased or decreased according to RDSO specification
M&C/PCN/101/ 2001.
Fig : External washing
 Internal Washing of Coaches:-
i) Sweep the whole coach with broom in sleeper coaches. Clean the floor of
AC coaches with vacuum cleaner.
ii) Remove dust from floor, berths/seat, magazine nylon wire mesh bag
fitted on panels and fan guards with duster. Use of vacuum cleaner is
excellent in such areas.
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33. iii) Also remove dust/dirt from under the berths, window sill, sliding door,
railing corner and all corner & crevices of coach interior with vacuum
cleaner if provided.
iv) Ceiling panels, wall panels, cushion berths, fittings, table top, etc.
should be cleaned with duster and stain marks on these should be removed
by use of recommended soft detergent.
v) Aluminum frames, strips, and other metal fittings, etc. should be cleaned
with recommended cleaning agent.
vi) FRP window frames, louvers, etc. should be cleaned with recommended
solution and rubbed out by nylon brush or sponge /duster to remove stain
marks.
vii) Alarm chain handle and its holding bracket should be washed and
cleaned.
viii) The coach flooring should be rubbed with hard coir brush and PVC
flooring should be rubbed with nylon bristles/sponge brush and cleaned
with recommended cleaning agent.
ix) In AC coaches, the amenity fittings and toilet fittings such as coat
hanger, stools, arm rest, foot rest, towel hanger, etc. should be cleaned with
duster. Stains on these items should be removed with recommended
detergent solution.
x) The compartment carpet should be cleaned with vacuum cleaner. Every
month, the carpet should be cleaned thoroughly by taking it out from
compartment and if necessary they should be dry cleaned in every three to
four months. Before re-laying the carpet, the compartment floor should be
thoroughly cleaned.
xi) Spray recommended air freshener in the coach. No employee should be
allow to enter the coach for any purpose/work after complete cleaning
xii) Curtains in the AC Coaches and Tourist Cars should be removed for
periodical washing and cleaning. Faded and damaged curtains should be
replaced on condition basis.
xiii) Precaution should be taken to prevent nuisance of cockroaches in AC
coaches and pantry cars by periodical spray of recommended insecticides
xiv) No repair works on Electrical train light/fan/AC) or Mechanical account
should be left to be carried out after washing of the coach.
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34. Fig :- Internal Washing
 BIO-tOIlEtS
Here human waste decomposed to small pieces in the digester tank using a
specific high graded bacteria further converting them into methane and
methane and water. it is total maintenance-free system & does not require
any sewage system.
It contains 3 anaerobic chambers ,the Human wastes arrive from the toilet's
outlet to the first chamber , consequently the solids drop to the bottom of
the tank because of the systematic structure of the bio-digester tank and
the high graded bacteria (i.e. anaerobic bacteria, which can survive in the
absence of oxygen) rushes for their job (i.e. eating away organic waste and
decomposing entire occurring pathogens).
When this chamber is filled, the water overflows to the second chamber
where more of the same happens, except at this time most of the
biological/solid matter has been left in the first chamber. When the water
overflows into the third chamber, it is almost 90% clean and hence the final
stage of digestion takes place. The treatment, the task of cleansing water is
continuously carried forward from the start to the end point, till the water
exits the bio-digester. When the treated water finally comes out from the
bio-digester and into our irrigation pipelines (optional if required), it is 98%
clean and free from entire pathogens. This water is now safe to be used for
underground irrigation via pipes buried below the surface. However, the
treated water should not be used for human or animal consumption, or for
household cleaning without going through additional treatment
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35. Fig :- Bio toilet in train
 Working of Bio toilets
1. They do not require water hook ups either which is great for our already
stressed water supply. In short, composting toilets are a way to allow waste
to decompose safely and without odors.
2. Composting toilets use oxygen loving bacteria that is naturally present in
human waste to do all the work.
3. Bugs, worms, and other critters have absolutely no role in BioLet's
composting process.
4. You just use a BioLet like you would a regular toilet, toilet tissue and all.
The main difference is you just toss in compost mix after
each fecal use instead of flushing. The air flow inside the toilet pulls all
odors up the 'chimney' and out of your home.
5. Composting reduces waste volume by 90%; the majority of the material
inside the toilet is mulch and not waste. You do not even have to see it with
the way BioLet is designed. Yes, you do have to empty the lower compost
tray periodically, depending on how many people are using the toilet, but it
is only compost, soil. There is no waste mixed in the tray
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36. Fig: schematic diagram of Bio Toilets
36

37.  Working in Railways Perspective:-
The first bio-toilet fitted train, Gwalior-Varanasi Bundelkhand Express , has
been running since January 2011. The bio-toilets in the Gwalior express
ensure that the undercarriage is clean and without any faecal depositions.
The other advantage is that single bacteria recharge works for nearly a year.
The anaerobic bacteria used in the green toilets can withstand extreme
climates and common disinfectants. They are resistant to normal cleaning
solutions used by the railways.
 Comparison between Bio-Toilet and Conventional Toilet
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38.  How is the waste treated
Bio -Digester is a decomposition mechanized toilet system which
decomposes Human Excretory Waste in the digester tank using specific
high graded bacteria further converting it into methane and water,
discharged further to the desired surface.
Bio-digester technology treats human waste at the source. A collection of
anaerobic bacteria that has been adapted to work at temperatures as low as
-5°C and as high as 50°C act as inocula (seed material) to the bio-digesters
and convert the organic human waste into water, methane, and carbon-
dioxide. The anaerobic process inactivates the pathogens responsible for
water-borne diseases and treats the fecal matter without the use of an
external energy source.
The only by-products of the waste treatment process are pathogen-free
water, which is good for gardening, and bio-gas , which can be used for
cooking. Bio-toilets do not require sewage connectivity and because the
process is self-contained, bio-toilets are also maintenance-free .
The bacteria used in the bio-toilet have been collected and analysed by
DRDO from Antarctica and the efficiency of this system has been tested in
extreme climates and conditions.
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39. BRAKE POWER CERtFICAtE:-tHE CONClUSION
BPC is issued after intensive examination of train in empty condition.
No sick wagon is allowed to run.
Prepare in triplicate.
Indicates brake power percentage of the train.
 BPC will be invalid if,
(a) The destination of the train is not mentioned on BPC.
(b) The train composition of train is changed by 10 four wheeler unit or
more.
(c) The train is stable more than 24 hours at train examination points.
(d) The integrity is changed of CC rake more than four, 8 wheeled wagon.
OBJECTIVE:-
1-Continuity of brake pipe pressure from engine to brake van/ last vehicle.
2-On reduction of brake pipe pressure by driver, train brake must apply.
3-In emergency condition, if guard destroys BP pressure, then also train
brake should be applied.
 Where to perform :-
1- When an engine is attached ahead or behind the train engine.
2- When an engine is attached behind the last vehicle of the train.
3- When traction or engine is changed.
4- When shunting is performed in a train.
5- Whenever air pressure leakage/brake power work is attended on a train.
6- When a stable load has to be cleared from a road side station.
39

40.  Procedure:-
1. Charge the train with air pressure and ensure the requisite amount
In Engine In Brake Van
BP- 5.0 4.8 Kg/cm211- Maintenance is less.
FP- 6.0 5.8 Kg/cm2
2. Guard will destroy the BP pressure by 1 Kg/cm2 with the help emergency
handle of brake van or angle cock of last vehicle.
3. Driver will ensure that BP pressure drops in engine also. He will observe
Air flow indicator, light and buzzer.
4. Guard will place the emergency handle in normal position and will allow
the BP pressure to charge again.
5. Driver and Guard will ensure that requisite amount of BP pressure is
charged again in engine as well as in brake van.
6. Driver will destroy the BP pressure to zero with the help of driver’s brake
valve.
7. Guard will ensure the Bp pressure in brake van /last vehicle has also
dropped to zero.
8. To ensure brake application on train, Assistant Driver and Guard will
check 3or4 wagons/ vehicles from their respective ends.
9. Driver will charge again Bp pressure by keeping the Driver’s brake valve
in release position.
10. Driver and Guard will ensure that BP pressure both in engine and
brake van / last vehicle is charged again
Fig :- A sample copy of BPC
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