MATUNGA RAILWAY WORKSHOP

1. IMPLANT TRAINING REPORT ON
CENTRAL RAILWAY CARRIAGE WORKSHOP
MATUNGA, MUMBAI-400019.
Submitted by
SARVESH M. RAWATE
Under the Guidance of
MR. S.R. MAHAJAN MR. M.A. QADRI
(CHIEF INSTRUCTOR, BTC) (INSTRUCTOR, BTC)
VEERMATA JIJABAI TECHNOLOGICAL INSTITUTE
H.R Mahajan Marg, Matunga , Mumbai - 400 019
TRAINING PERIOD : 17/05/2019 to 31/05/2019

2. 1
TABLE OF CONTENTS
 ACKNOWLEDGEMENT…………………… 2
 INDIAN RAILWAYS……………………….. 3
 INTRODUCTION TO CARRIAGE
WORKSHOP MATUNGA ………………… 4

 LIFTING UNDER FRAME (LUF) ………….9

 HEAVY CORROSION REPAIR(HCR)…….20

 MACHINE SHOP …………………………… 28

 WHEEL SHOP ………………………………36

 TROLLY REPAIR SHOP ………………… 47
1. EMU- Electrical Multiple Units
2. Ml – Main Line

 CONCLUSION ……………………………..59


3. 2
ACKNOWLEDGEMENT

The in-plant training opportunity I had with Carriage Workshop
Matunga-400019 was a great chance for learning and
professional development. Therefore, I consider myself as a very
lucky individual as I was a part of it. I am also grateful for having
a chance to meet so many wonderful people and professionals
who led me through this training.
The manuscript would not have been possible without the help of
Mrs. Anjali Sinha (CWM) and Mr. Mahesh Degaonkar
(Training Officer-AWM).
I express my deepest gratitude to Mr. Sanjay Mahajan
Sir (Chief Instructor, BTC, Mechanical).
I also thank Mr. Mansoor Qadri Sir (Instructor, BTC,
Mechanical) for taking part in making useful decisions and giving
necessary advice and guidance with arranging all facilities. I
choose this moment to acknowledge his contribution gratefully.
It gives me immense of amount of pleasure to have got this
wonderful opportunity to observe and interact with all the
hardworking people of the workshop and understand more
clearly as what goes in to making a train work and ensuring
safety as well.

4. 3
INDIAN RAILWAYS
 MINISTER OF RAILWAY : Piyush Goyal .
 CHAIRMAN : Vinod Kumar Yadav.
Indian Railways (IR) is India's national railway system operated
by the ministry of Railway . It manages the fourth largest railway
network in the world by size, with 69,182-kilometre (42,988 mi)
route as of April 2019 (64298 KM Broad Gauge + 3200 KM Meter
Gauge + 1684 KM Narrow gauge). Routes are electrified with 25
kV AC electric traction while thirty three percent of them are
double or multi-tracked.
Indian Railway (IR) runs more than 20,000 passenger trains
daily, on both long-distance and suburban routes, from 7,349
stations across India. The trains have a five-digit numbering
system. Mail or express trains, the most common types, run
at an average speed of 50.6 kilometers per hour (31.4 mph).
In the freight segment, IR runs more than 9,200 trains daily.
The average speed of freight trains is around 24 kilometers
per hour (15 mph). As of March 2017, IR's rolling stock
consisted of 277,987 freight wagons, 70,937 passenger
coaches and 11,452 locomotives. IR owns locomotive and
coach-production facilities at several locations in India. The
world's eighth-largest employer, it had 1.308 million
employees as of March 2017. In the year ending March
2018, IR carried 8.26 billion passengers and transported
1.16 billion tonnes of freight. In the fiscal year 2017–18, IR is
projected to have revenue of 1.874 trillion (US$27 billion),
consisting of 1.175 trillion (US$17 billion) in freight revenue
and 501.25 billion (US$7.3 billion) in passenger revenue,
with an operating ratio of 96.0 percent .

5. 4
INTRODUCTION
Carriage Workshop, Matunga was set up in 1915 as a repair
workshop for broad gauge and narrow gauge coaches and
wagons of the erstwhile Great Indian Peninsula (GIP)
Railway. The workshop covers a triangular piece of
land/area of 85 Acres, including a covered area of about 35
Acres, skirted by the Central Railway suburban corridors on
the east and the Western Railway corridors on the west.
The workshop capacity has since been expanded and
developed and over a period of time the target outturn of the
workshop has been increased to the current level of 149
Non-AC Coaches, 36 AC Coaches POH, 7.5 LHB and 99
EMU Coaches POH per month. LHB coaches schedule
maintenance is started in Matunga Workshop since
December`2018. Matunga Workshop is proud of becoming
the first Railway Workshop to start the industrial use of CNG
since March`2017. Matunga Workshop is certified with ISO
50001, ISO 3834, 5 S, Green Co-Rating Certification and
NABL (ISO/IES 17205:2005) Certification.
Matunga Workshop is headed by Chief Workshop Manager
and is assisted by five JA Grade officers of Mechanical,
Electrical & EMU i.e. Dy.CME(R), Dy.CME(P),
Dy.CME(EMU), Dy.CEE(G), Dy.CEE(EMU). CWM is also
assisted by Dy.CPO, WAO & XEN(Works). Store Depot is
attached to the Workshop and is headed by
Dy.CMM. Besides this, administrative control of Sanpada
EMU POH Workshop is also under CWM/Matunga.

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MILESTONES OF MATUNGA WORKSHOP
 1906: Acquisition of land between Dadar and Matunga for Railway
workshop is proposed on 12th April.
 1911: Proposal of Carriage & Wagon workshop is sanctioned by
Railway board.
 Cost of marshy land for C&W workshop: Rs.7,93,213/-
 Cost of construction of workshop and staff quarters: Rs. 94, 35,285/-
.
 1915: C&W workshop is set up as a repair workshop for coaches and
Wagons of the erstwhile Great Indian Peninsula (GIP) Railway.
 Out turn of the new workshop was estimated to be 2000 coaches
per annum in terms of 4-wheel unit.
 Matunga Workshop manufactured shells and converted coaches for
military movements, supply of food grains & other ancillary supply
during war.
 1918-19: First Cell Charging Van manufactured.
 1919-20: Facilities to manufacture Wagons is developed.
 1932-33: New first class, second class, Servant and Restaurant Cars
manufactured according to standard design.
 1937: First 1st AC coach manufactured by Matunga workshop. It
was introduced in 7 DN / 8 UP (Calcutta Mail) on 01.12.1937.
 1939-40: Motor trolleys were built for Defense department.
 1941-42: Coaches exported to foreign countries.
 1941-42: 12 BG coaches converted to Ambulance train no.27 for
Defense department.
 1919-20: Provision of window bars to body side windows (First
Safety Measure).
 1949-50: Conversion of motor coach to double decker coach. It was
put to service to obtain public opinion.
 1953: Tank Wagon Repair Shop is set up at Kurla under
Administrative control of Matunga Workshop.
 1954: Special Coach arrangement were made during visit of Marshal
Tito, President of the Federal Republic of Yugoslavia in Dec.

7. 6
 1955: First ART is manufactured having its own operation theatre
with latest medical equipment. It was the first of its kind in India.
 1957-59: AC twin car coach no. 9000 & 9001 for President of India
was manufactured.
 1960: Basic Training Centre is setup.
 1963-64: Development of sliding (Mc Gregor type) and swinging
(Schindler type) roof attachment for open wagon.
 1982: EMU POH activity started at Matunga.
 1991-92: 3 coaches are modified for JEEVAN REKHA train, equipped
to serve as Hospital on Rail.
 1995: The First DMU - Diesel Push Pull Train between Diva and Vasai
is flagged off on 7th Feb. The coaches were furnished by Matunga
Workshop.
 2002-03: 8 heritage coaches repaired for 150th anniversary of
Indian Railways.
 2007-08: Adoption of 18 months POH periodicity from 12 months.
 2013: First refurbished rake turned out for Amravati Express.
 2014: Fitment of Bio-toilet tanks started.
 2013: First of its kind Medical Recovery Van turned out. The coaches
are equipped with modern medical equipment. A generator van
provides continuous power supply.
 2013: 4 coaches converted to Green Toilet.
 2015: First of its kind, twin toilets provided with vacuum flushing
system in II AC coach.
 2016: Matunga Workshop celebrates 100 years. Centenary
celebration attended by Hon’ble MR.
 2016: CCTV installed in ladies’ compartments of 10 rakes in Sub-
urban trains.
 2016: Overhauling facilities for Siemens Traction motors developed.
 2017: Installation of 20KW Solar Plant in March`2017.
 2017: Design & modification into Porto-type Bio-tank to made
suitable for Deccan Odyssey coaches. Fitted bio tanks in all
lavatories of Deccan Odyssey coaches.
 2017: Modification in AC coach Lavatory to avoid foul smell inside
the lavatory.

8. 7
 2017: Matunga Workshop got the ISO 3834, ISO 50001, 5S and
Green Co rating Certification.
 2018: Matunga Workshop has converted a DEMU coach into a Self-
Propelled Inspection Car (CR 15493).
 2018: Matunga Workshop designed, developed, fabricated &
commissioned an Automatic & Digital DV Test Bench, in house.
 2018: Matunga Workshop got the NABL-ISO/IES 17205:2005
certification.
 2019: Matunga Workshop has completed SS-2schedule and turned-
out Ist LHB coach on 05.01.2019.
A FEW FIRSTs OF MATUNGA WORKSHOP
 First Workshop to start provision of bogie mounted air brake system
in 1993-94.
 First Workshop to start the concept of End Life Rehabilitation in
EMU coaches in the year 1998.
 First Railway Workshop in Indian Railways to get ISO-9001
Certification in the year 2001.
 First Railway Workshop in Indian Railways to get ISO-14001
Certification in the year 2002.
 First Railway coaching workshop in Indian Railways to convert 100%
of Mail/Express rakes into Air brake in the year 2002.
 First Workshop in Indian Railways to provide consultancy for ISO
9001:2000 Certificate to another unit (Kalyan Freight Depot in the
year 2003).
 First Workshop in Central Railway and only second in Indian
Railways to introduce payment of salary to incentive workers
through ECS in November 2003.
 First Workshop on Indian Railways to start cleaning of bogies by Grit
blasting & improve safety standards of Rolling stock in 2004.
 First Workshop on Indian Railways to provide all coaches with Bogie
Mounted Air Brake System by the end of Jan.2011.
 First Workshop on Indian Railways to start Cushioning in Unreserved
Coaches from Oct. 2008. All coaches have been completed by
Jan.2011.

9. 8
 First Workshop on Indian Railways to start use of Compressed
Natural Gas (CNG) March`2017.
 First Workshop to develop vertical gardens on walls during 2018.
 First Workshop in Indian Railways to get ISO 45001:2018 for
implementing Occupational Health & Safety Management System.
 PRESENT ACTIVITIES OF MATUNGA WORKSHOP:
o POH of BG AC Coaches.
o Refurbishing of AC Coaches.
o POH of BG Non-AC Coaches.
o Refurbishing of Non-AC Coaches.
o NPOH of Coaches.
o Heavy Corrosion Repair of BG AC and Non-AC coaches.
o POH of BG EMU Coaches.
o Mid Life Rehabilitation of EMU Coaches.
o Supply of all type of wheel to divisions.
o Supply of IOH Bogies(ICF) to divisions.
o Supply of overhauled DVs to divisions.
o Supply of components for maintenance of Coaching Rolling
stock to Divisions.
o POH of special luxury train such as Deccan Odysseys coach,
Impact India.
o Modifications in Mainline & EMU coaches.
o SS-2/3 of LHB coaches.

10. 9
LIFTING UNER FRAME
{LUF}
There are 3 sections in LUF:
1. Lifting
2. Air brake system
3. Distributer valve room (DV room)
1. LIFTING AND LOWERING OF SHELLS:
LIFTING THE COACH BODY
• 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.
• 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.

11. 10
(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.
• 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 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.
• The coach should never be lifted from one end only. If lifted from
one end, the Centre pivots and the dash pot guides are likely to suffer
damages, body panels are likely to get dented near the body bolster.
The sealed windows of AC coaches are also likely to break.
• After the coach body is lifted, it should be kept on trestles. The
revolving steel trestles of the would prove useful for this purpose Lines
should be protected by scotch blocks with locking arrangement and
key should be kept with Engineer till the time maintenance work is
carried out.

12. 11
INSPECTION OF UNDER FRAME:
Following components of the under frame are to be inspected:-
1. Sole bars ,body pillars ,turn under and pillars above lifting pad.
2. Sole bars and pillars behind the sliding door packets of SLRs and
parcel vans.
3. Sole bars, pillars and turn under at the door corners.
4. Trough floor below lavatories and bays adjoining lavatories.
2. AIR BRAKE SYSTEM
Air brakes are used in Indian Railways. They are more efficient than any
other brakes in all conditions.
CLASSIFICATION OF AIR BRAKE SYSTEM:
On the basis of type of release, air brake system is classified as:
1.Direct release air brake system
2.Graduated release air brake system

13. 12
Both Direct and Graduated release are further available in two forms
viz.
1. Single pipe
2. Twin pipe
The diagram of air brake system shown below which illustrates the
schematic layout of air brake equipment on the under frame of freight
stock.
The schematic layout of Air Brake System is shown below:
As shown in the figure, the single pipe graduated release air brake
system consists of following components:-
1. Distributive valve
2. Common pipe bracket with control reservoir.
3. Auxiliary reservoir (100 litres)
4. Three way centrifugal dirt collector.
5. Isolating cock.
6. Brake cylinder (355 mm diameter)
7. Cut of angle cock (32 mm size on either ends of brake pipe)
8. Air brake hose from BP to brake equipments (20mm bore)

14. 13
9. Guard emergency brake valve
10. Pressure guages for BP.
Brake cylinder:-
These are manufactured in 8' dia (203 mm) with 3.3/4" stroke (95
mm). This is a brake cylinder with integral Slack Adjuster for
application in Indian railways coaching brake system which
eliminates use of separate Slack Adjuster and reduces rigging and
levers to a considerable extent.
Each vehicle has at least one brake cylinder. Sometimes two or more
are provided. The movement of the piston contained inside the
cylinder operates the brakes through links called "Rigging". The
rigging applies the blocks to the wheels.
On every wagon fitted with air brake system one brake cylinder is
provided for actuating the brake rigging for the application and
release of brakes.

15. 14

16. 15
Auxiliary Reservoir
Auxiliary Reservoir feeds brake cylinder through Distributor Valve in
brake application position. 200 lts capacity is reservoir used for coach
brake system. The operation of the air brake on each vehicle relies on
the difference in pressure between one side of the triple valve piston
and the other. In order to ensure there is always a source of air
available to operate the brake , an "auxiliary reservoir" is connected
one side of the piston by way of the triple valve. The flow of air into
and out of the auxiliary reservoir is controlled by the triple valve.

17. 16
Overhauling of Air Brake Equipments:-
Flow process chart for Air Brake Equipments:

18. 17
3. DRISTIBUTOR VALVE:-
Indian Railway uses C3W type distributor valve. It consists of the
following sub assembles:-
1. Main body
2. Quick service valve
3. Main valve
4. Double release valve
5. Auxiliary reservoir check valve
FUNCTION OF DISTRIBUTOR VALVE
For application and release of brakes brake pipe pressure has to be
reduced and increased respectively with the help of driver's brake
valve. During these operations the distributor valve mainly performs
the following function.
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 released, when pressure in brake
pipe is increased in steps.
4. Quickly propagates reduction of pressure in brake pipe
throughout the length of train by arranging the additional
air pressure reduction locally inside the distributor valve.
5. Limit maximum brake cylinder pressure for all service
application/emergency application

19. 18

20. 19
 Isolating Cock:
 Ball type isolating cocks are used to provide facility for cutting-off
of air supply to auxiliary reservoir from feed pipe as well as
isolation of brake cylinder.
 Cut Off Angle Cock:
 Cut off angle cocks are provided at the end of brake pipe and feed
pipe on each vehicle to maintain flow of air in the air brake system
during the run of vehicle. These cocks are closed while isolating
the vehicle from the train for any reason. Cut off angle cock are
supplied either in 1.1/4" (32 mm) or 1" (25 mm) sizes.
 Check Valve With Choke:
 Check valves are used between feed pipe and auxiliary reservoir
to permit flow of air from feed pipe to auxiliary reservoir in one
direction only.

21. 20
Heavy Corrosion Repair (HCR)
Introduction:
Coaches incorporate a number of pressed steel sections made out
of thin sheets (1.6, 2.0 / 2.5, 3.15 and 4 mm) and plates of
thickness 5 to 16 mm in the construction of the shell. These
sheets/plates are considerably stressed, as the design of the coach
is based on the principle of a “self supporting structure" and it is,
therefore, essential that these coaches are maintained in good
condition free from corrosion. The trough floor which is designed
to take 70% of the buffing force needs particular attention.
Corrosion when once started spreads rapidly and this would be
dangerous in so for as stress bearing members of the shell are
concerned. It is, therefore, essential to stop the initiation of

22. 21
corrosion and attempts made to arrest the spread of corrosion
particularly in places, which are not easily accessible for inspection
and attention. Immediate attention should, therefore be paid by the
Railways to arrest corrosion when noticed, so that the strength of
the body shell is not impaired. Even slight corrosion when once
noticed if not attended to immediately may eventually result in
perforations necessitating heavy repairs. Corrosion is a chemical
phenomenon of oxidation of Steel surfaces which results in loss of
section and therefore of strength. Oxidation takes place only when
steel surfaces are exposed to atmosphere in the presence of
moisture. Unless water is drained out quickly, no paints except
those that are based on epoxy resin could stand long under
accumulation of water and dust, as eventually the film of paint
would break down resulting in water seeping to the metal surface
and causing corrosion. In all-metal Integral coaches, steel surfaces
are protected from coming in contact with atmosphere by the
application of an inhibitive zinc chromate red oxide primer.
Surfaces which are not finish painted have also been given 3/4
coats of bituminous emulsion/ solution, which gives added
protection to the steel surfaces by excluding moisture along with
primer. If due to some reason or other, like the abrasive action of
sand or other particles, the bitumen paint film breaks down, the
inhibitive primer acts as a second line of defense. Corrosion of steel
surfaces start only when both the bitumen and the primers suffer from
mechanical injuries. Copper bearing steel, which has an inherent
resistance to atmospheric corrosion more than the ordinary mild
steel was earlier used in the construction of these coaches. Since
1979 low alloy high yield strength corten steel to IR Specification No.
M-41 is being used for steel and is being gradually introduced for
plates as well.

23. 22
GENERAL INSTRUCTIONS FOR INSPECTION IN
WORKSHOPS: When coaches are received in the workshops for
repairs they should be thoroughly inspected for locating corroded
members by competent and trained staff who have thorough
knowledge of integral coaches. Adequate instruments such as
spiked hammer, torch etc should be provided to enable proper and
through inspection being carried out. It is seen that these coaches
generally require their first corrosion repair after 9-11 years. It is
therefore essential to visually inspect all coaches irrespective of
their age and if signs of corrosion are noticed, they should be
subjected to through detailed inspection. For those post 1977 built
coaches which are provided with sealed window sills and closed
turn unders mandatory opening of side wall sheet for inspection is
not necessary this should be done on condition basis only.
Normally, coaches thoroughly inspected and attended to for
corrosion repairs in accordance with the instructions given in this
pamphlet should not require corrosion repairs at the same
location for a further period of six to seven years, but in view of
factors such as non-availability of materials of the prescribed quality
and specification variations in quality of workmanship and climatic
and service conditions from Railway to Railway, it is difficult to
predict the period with any degree of accuracy. it will, therefore,
be necessary that on subsequent visits of these coaches to shops
for POH, all coaches irrespective of age and the degree of attention
given in the previous POHs should be subjected to a thorough
examination.

24. 23
PROCEDURE FOR INSPECTION OF MEMBERS AND
LOCATIONS IN WORKSHOPS:
1. Trough 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 trough
floor at these locations should be examined visually from below
for signs of corrosion supplemented by tapping with a spiked
hammer. If signs corrosion of are noticed, the trough floor should be
replaced. 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

25. 24
has been replaced and painted with RDSO specification
M&C/PCN/123/2006 for high performance anticorrosion epoxy.
2. Sole bars, body pillars and turn under:
Turn under with elongated holes: The sole bars, body pillars and
turn under in the bays under and adjoining lavatories should be
examined visually from the below the coach and through the
elongated holes in the turn under after removing accumulated dirt
and cleaning the inside surfaces. A torch light may be used to
facilitate inspection. The inside of sole bar above the trough floor,
however, cannot be visually inspected. If incidence of corrosion is
noticed in the bottom half of the sole bar, the trough floor should
be cut to a width of 300 mm and requisite length for examining
the inside top half. If heavy corrosion is noticed, the side wall
should be cut to a height of 500 mm from the bottom of the
turn under covering sufficient length and all the exposed parts,

26. 25
after scraping and cleaning should then be examined to determine
the extent of corrosion.
3. Turn under without elongated holes: coaches without elongated
holes in the turn under, should be visually examined,
supplemented by tapping with spiked hammer on the bottom
of the turn under as well the lower half of the sole bar, from
inside, if corrosion is suspected, a 100 mm diameter hole in
the bottom of turn under in the suspected area should be cut
without damaging the pillar, for examining the inside. If signs
of corrosion are noticed, side wall up to height of 500 mm
bottom of turn under should be cut for thorough examination.
4. Sole bar, turn under and pillars above the lifting pads:
If signs of corrosion are noticed, the side wall sheet above the lifting
pads should becut to a height of 500 mm above the turn under
and to length of half a metre on either side of the lifting pads
and the structural members scraped cleaned and examined minutely
to ascertain the extent of corrosion.

27. 26
5. Head stock:

28. 27
The inner head stock, the outer head stock and the stiffening
immediately behind the buffers including stiffening tubes and the
junction of sole bar at the head stock should be visually examined
for incidence of corrosion. After removing the buffer assembly, the
head stock should be carefully examined as corrosion has been
primarily noticed at this location.
6. Pillars behind the sliding door pockets of SLRs & Parcel vans:
The pockets for sliding doors should be opened and the
accumulated dust dislodged and thoroughly cleaned. If on visual
examination, signs of corrosion are noticed the side wall sheet
should be cut to a height of 500 mm above the turn under and
to a distance of one meter on either side of the sliding door
corners and the pillars thoroughly examined. The trough floor to a
width of 300 mm from sole bar should also be removed and the
sole bar thoroughly examined to ascertain the extent of corrosion.
Sole bars, pillars at door corners. If corrosion is noticed, the turn
under to a width of half a meter from the door corner should be
cut and the accumulated dust dislodged. The structural members
should be thoroughly scraped, cleaned and examined carefully to
assess the extent of corrosion.

29. 28
Machine Shop
Introduction
The machine shop has 2 rooms, tool room and shock absorber section.
The tool section has a number of machines which are used to
manufacture certain types of job. These jobs are used at various
sections of the Matunga Railway Workshop.
The shock absorber section is where dampers and air springs are
rehabilitated and tested according to mentioned capabilities.
Machine tool section
In this section different kinds of jobs like gauges and gears are
manufactured with the use of machines.
A gauge is a locally manufactured tool for faster size approximation.
Gears like bevel gears and helical gears are regularly manufactured.
Depending on complexity of gear and skill of the worker, a typical
requires about 6 hours to 35 hours to manufacture.

30. 29
List of all machines in tool room:
Horizontal milling machine
Surface grinding machine (flat)

31. 30
Centre less lathe machine
Turret lathe machine
Vertical grinding machine

32. 31
Universal milling machine
Shock absorber section
Dampers:
 Dampers are major shock absorbers used in railway coaches. A
single coach will have up to 8 dampers in total.
 Dampers are manufactured by 4 major companies:
 India Auto, Gabriel, Escort, Knorr.
 These dampers have similar capacity but differ in structure.
 Damper capacity:
600kg -These are black in color ; Used in EMU coaches.

33. 32
900kg - These are blue in color ; Used in motor coaches
.
Damper dismantling, parts and cleaning

34. 33
Damper testing
1. Old dampers are removed from coaches.
2. Old dampers are dismantled, firstly protective shell is removed.
3. Old dampers cleaned and visual inspection is done.
4. Damaged parts are removed and new parts are used.

35. 34
Dampers performance is tested under load conditions and
corresponding performance graph is obtained. If graph is close to ideal
working then the damper is marked safe for work.
Air springs:
 Air suspension is a type of suspension where properties of air are
used for cushioning effect.
 These are height controlled load leveling suspension devices.
 Coil springs have constant stiffness whereas air springs offer load
proportionate stiffness.
They are used in EMU and LHB coaches

36. 35
Air spring testing
Air spring testing machine
Air springs test machine is a test device used to observe the changes in
the height and diameter of air springs of motor vehicles under air
pressure and compression.
The standard air spring capacities are 140 kg, 150 kg and 180kg.

37. 36
WHEEL SHOP
 INTRODUCTION :
1. Wheel Shop is one of the important shop in Matunga
Railway Workshop , as it deals with the repairing of wheels,
assembly of wheels, testing of wheels and removal of wrong
design wheels (ex. Small diameter
wheels, weared wheels, damaged wheels). After receiving the
wheel set from trolley repair shop, depending upon the
amount of damage wheels undergoes normal
repair or Heavy repair .
2. Railway wheel is assembly of two wheels fixed to the axle by
interference fit and they rotate along with the axle, without
any independent relative movement as in the case of other
automobile wheels.
3. These wheels are provided with flange towards the inner side,
which guide the wheels to travel on the rails and does not
allow it to fall down from the rails.

38. 37
 WHEEL SHOP IS SUB-DIVIDED INTO:
1. Wheel Repair Section.
2. Wheel Assembly Section .
3. Roller Bearing Section .
 TYPES OF WHEEL:
1. ICF Coach Wheel.
2. EMU Coach Wheel.
3. LHB Coach Wheel.
 THE CAPACITY OF WHEEL :
1. EMU – ( 16 tonne , 20 tonne ) & 955 diameter (+3 tolerence).
2. Mail – ( 13 Tonne , 16 Tonne ) & 915 diameter (+3 tolerence).
 TYPES OF AXLE :
1. 13 T – 145 mm diameter for sleeper Coach .
2. 16 T – 152 mm diameter for AC coach.
3. 130 mm diameter for main line coach.
4. 140 mm diameter for motor coach & HCC coach.

39. 38
 MAIN ACTIVITIES CARRIED OUT IN WHEEL SHOP
:
1. Normal Repair .
2. Re-Discing of Wheel .
3. Re-axleing of Wheel .
4. Re-Gearing of Wheel.
 MATERIAL OF WHEEL :
1. Steel made by Electric or Basic Oxygen process .
2. Steel shall be of killed quality for forged steel .
LHB Wheel
Motor coach (EMU)
ICF coach & EMU Trailar
coach.

40. 39
3. The max hydrogen content shall not exceed 3 ppm .
4. The max nitrogen content shall not exceed 0.007% .

1. Hub is the centre portion of the wheel, where the wheel is fixed to
the axle by means of interference fit.
2. Thickness of the wheel is maximum at the hub portion.
3. UT details is marked on the Hub.

41. 40

1. Disc is the portion of the wheel between the hub and the tyre.
2. This portion is the thinnest portion of the wheel as it does not
come in contact with rail nor it is coming in contact with the axle.

1. Tyre is the portion in contact with the rail, which wears out in
service.
2. The profile of the tyre is significant for safe running of the trains.
3. Taper is given on the tread to have higher diameter near the
flange and
lower diameter at the outer edge, to facilitate curve negotiation.
 THE STANDARD DIMENSIONS ARE :
 169mm to 175mm for trailer.
 169mm to 180mm for ICF .
 190mm to 195mm for Motor Coach .
 .145mm for trailer coach .
 160mm for motor coach .
 130.04mm for Trailer coach .
 140.04mm for Motor coach .
 EMU – 2362 mm Length.
 ICF – 2316 mm Length.
 LHB – 2440 mm Length.

42. 41
 INSPECTION OF TEST :
. Visual Inspection
1. This is the first step in the inspection process of wheels and is
done with naked eye.
2. This step should be carried out carefully.
3. Length, Diameter and profile of wheel and axle are checked in this
inspection.
2. Sound Test:
1. This is the next test
2. In this test when a hammer is struck sharply on the region free
from internal flaws it emits a clear ringing note whereas a region
with large internal flaws will have a flat unusual note.
3. This test gives important information to the skilled operator about
the
20. 20 amount of crack that has occurred on the wheel assembly.
3. Ultrasonic Test:
1. This test is used to detect internal or invisible cracks.
2. It is a type of Non Destructive Testing. It relies upon transmission
and reflection of ultrasonic beams or waves. The frequency range of
ultrasonic waves varies from 20Hz to 20000Hz.
3. The ultrasonic waves are usually produced by the Piezoelectric
Effect within the crystal probe which is placed on the surface of the
specimen. Discontinuities below the surface cause reflection of the
ultrasonic waves which appears as peaks upon Cathode Ray
Oscilloscope receiver.
4. The size of peak seen on the receiving tube is some indication of
the size of the defect.
5. The crystal probe thus becomes the receiver as well as the
transmitter. These techniques are useful for detecting cracks, voids
and defects below the surface as well as near the surface.

43. 42
 THE MAIN MACHINE USED ARE :
WHEEL LATHE :
1. Wheel lathe is one of the important machines in the wheel shop.
The basic operation performed on this machine is turning
operation. The wheel is turned to the required diameter.
2. It is huge in construction. Wheel lathe is placed on a
huge platform. It consists of two headstocks. Both the centers
are live centers. It has two tool posts. Tool post can move on the
guide ways provided. The chucks used are four jaw universal
types.
JOURNAL GRINDING MACHINE:
1. The basic operation performed on this machine is grinding
of jounal. Both the abrading wheel as well as the journal
rotates.
2. In addition to basic operation the machine can also perform
turning the facing operations. The tool material used for this is
‘Cemented Carbide’.
AXLE TURNING LATHE:
1. The CNC used over here is basically a turning lathe. It is used for
turning axle from a raw material. ‘Fanuc Controller’ is employed
in this machine. Controller receives the signal (electrical) from
tape reader and causes the machine to respond.
2. A program containing blocks of number and alphabets is fed to
controller. The controller receives the electrical signal and causes
the machine to respond. It is accompanied by a hoist for
handling the axle on and off the machine.

44. 43
ROLLER BEARING
 Roller Bearings are a type of rolling-element bearing that uses
cylinders (rollers) to maintain the separation between the moving
parts of the bearing (as opposed to using balls as the rolling
element).
 The purpose of a roller bearing is to reduce rotational friction and
support radial and axial loads.
 The rollers in the roller bearing are tapered cylindrical in shape
because the surface contact of this roller is more than spherical
one and hence it has more load carrying capacity than spherical.
Types:
1. Spherical Roller Bearing
2. Cylindrical Roller bearing
3. Taper Roller Bearing
Parts of roller bearing:
1. Outer Race
2. Inner Race
3. Roller
4. Cage
5. Spacer ring
Inspection of bearing:

45. 44
1. Noise
2. Seals
3. Temperature
4. Lubrication
Bearing Cleaning:
Here the cleaning of used bearings is done.
The various chambers are as follows:
 The bearings are first pre washed and cleaned with hot water.
 The temperature of water is about 156F. After passing through
this chamber, the bearing passes through chambers which contain
higher proportion of chemical.
1. Pre Wash chamber 2050 liter .
2. Washing Chamber 2050 liter, 2 to 4% chemical.
3. Rinse chamber 1120 liter, 2 t0 4 % chemical.
4. Dip Chamber 416 liter.
Bearing mounting:
 That is no press fit between the bearing and the journal and hence the
question of using a press ends over Being a heat sunk fit; the Bering is
heated by means of an induction heater where the bearing is heating up to
120 degrees Celsius.
 Automatic timer is around 3 minutes per bearing.
Bearing Dismounting :
 As there is a heat sunk fit between the journal and the bearing, it cannot
be removed by any ordinary method. It is removed by using a hydraulically
operated device.
 The principle of the device is that the oil under pressure enters between
the journal and the shaft and forces out the bearing and hence removal of
bearing becomes relatively easier.

46. 45
BEARING MOUNTING BEARING DISSMOUNTING
BEARING CLEANING

47. 46

48. 47
TROLLEY SHOP
(EMU-Electric Multiple Unit)
(ML – Main Line)
 INTRODUCTION :
This shop is responsible for the inspection and repair of trolley of the
EMU coaches.
After the shell of the coach is lifted in the “Lift and Under Frame shop”,
the lower part of the coach called trolley is sent to the trolley repair
shop. Here the suspension and wheels are dismantled from it. This
workshop consists of section:
1. EMU line trolley repair section (Types of trolleys):
 Motor Coach trolley.
 Trailer Coach trolley.
2. Mail Line trolley repair section (Types of trolleys):
 13 ton trolley .
 16 ton trolley .

49. 48
 MOTOR COACH TROLLEY :
The trolley which lies below the motor coach (i.e coach on which
pantograph lies) is “Motor Coach Trolley”.
 TRAILER COACH TROLLEY:
The trolley which lies below the ordinary coach (i.e without
pantograph) is “Trailer Coach trolley”.
MAIN LINE TROLLEY

50. 49
 Main Units of ICF /EMU Bogie :
Bogie bolster with side bearers & center pivot .
Bogie frame .
Wheel and axle .
Body–bogie bolster joint .
Bogie bolster–bogie frame joint .
Bogie frame–axle joint .
Secondary suspension (between bogie bolster & bogie frame) .
Primary suspension (between bogie frame & axle) .
Bearing arrangement in axle box .
Brake system .
 The important components of the trolley are described
below:
Bogie Frame:
A 4- or 6-wheeled truck used in pairs under long-bodied railway
vehicles. The bogie has a central pivot point which allows it to turn as

51. 50
the track curves and thus guide the vehicle into the curve. 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 it carries
various parts like wheel, Damper, Air spring etc.
Railway Bogie Terminology
Each coach under frame requires two bogie one for the front chassis
and another for the back chassis of a coach. Bogie frame consists of
many sections for accommodating many parts of the bogie as shown in
above Figure.
 GENERAL DESCRIPTION :
The bogie frame is an important and integral member of bogie in ICF
& EMU rail coach. The bogie in coach construction plays a vital part
since factors like safety; speed and comfort mainly depend on the
bogie on which the coach body is loosely mounted. The main
purpose of the bogie frame is to withstand and/or transfer vertical
loads of the superstructure with payload, lateral forces caused due
to negotiating the curves and interaction between rail and wheel
and longitudinal force due to drafting of the coach by the engine.

52. 51
The conventional bogie frame is made of heavy plate sections
fabricated to form “H” type frames consisting of two side frames,
two transoms, two headstocks and four longitudinal. The Fiat bogie
frame consists of two side frames connected by means of two
circular cross section. The material used is mild steel, (IS 2062,
fe410wc) and the frames are fabricated by employing CO2 welding
techniques. It supports the bogie bolster, wheel arrangement,
primary, secondary suspension and it provides pivoting action while
accepting the curves. It bares entire load of the coach and transmit
to the wheel through side bearers the tractive effect which is
transmitted through centre pivot pin both static and dynamic loads
while running.
 FUNCTIONS OF BOGIE FRAME :
1. The main purpose of the bogie frame is to withstand and/or
transfer vertical loads of the superstructure with payload, lateral
forces caused due to negotiating the curves and interaction
between rail and wheel and longitudinal force due to drafting of
the coach by the Engine .
2. To have flexibility in the wheelbase, two bogies are provided per
coach, which are pivoted at two points by members called centre
pivot.
3. Bogie frame have sections for holding bolster, break
arrangement, axle box guide and many other parts which are
welded to the frame.

53. 52
 Bogie Bolster:
The body bolster is a box type fabricated member made up of channels
and welded to the body of the coach.
It is a free floating member. The body bolster transfers the dead weight
of the coach body to the bogie frame.
There are two types of bolsters on an ICF bogie:
1. Body bolster.
2. Bogie bolster.
Side View of Bogie Frame ( 180KN )
Front View
150 KN to 180 KN converted.

54. 53
The body bolster is welded to the coach body whereas the bogie
bolster is a free floating member which takes the entire load of the
coach through the body bolster.

55. 54
 SIDE BEARING :
Consists of a machined steel wearing plate immersed in an oil bath .
Floating bronze-wearing piece with a spherical top surface kept in it .
The coach body rests on the top spherical surface of these bronze-
wearing pieces through the corresponding attachments on the
bottom of the body-bolster .
 CENTER PIVOT :

56. 55
 WHEEL & AXLE :
 BOGIE FRAME - AXLE JOINT :

57. 56
 Axle box guides are of cylindrical type welded to the bottom
flanges of the bogie side frame with close dimensional accuracy.
 These guides together with lower spring seats located over the
axle box wings, house the axle box springs and also serve as shock
absorbers.
 PRIMARY & SECONDRY SUSPENSION :
 WEIGHT TRANSMISSION

58. 57
 LHB (Linke Hofmann Busch ) COACH BOGIE :
Linke Hofmann Busch (LHB) coaches are the passenger
coaches of Indian Railways that have been developed by Linke-
Hofmann-Busch of Germany (renamed Alstom LHB GmbH in
1998 after the takeover by Alstom) and mostly produced by Rail
Coach Factory in Kapurthala, India.

59. 58

60. 59
CONCLUSION
It has been a great priviledge to be able to work and train in the
Carriage Workshop, Matunga of Central railway. This training has been
a great learning experience and one which will prove to be immensely
useful in future.
This was my first practical experience of an industry or workshop of
any kind and I am happy that I could learn a lot in this short span.
I understood the various processes involved in the POH of Carriages
the various workshops, sections, etc.
I realized the importance of the work that is being done here as it is
directly related in some or the other way to the safety of passengers,
hence it needs to be done responsibly.
I got the knowledge of the hierarchy of the Railway Administration.
Thus, this training will certainly benefit me in my future career journey
as experience in any actual industry is always helpful. It also taught me
the importance of team work as was shown by the workers in different
sections.