North Western railway jaipur summer training report.

1. A
TRAINING REPORT
ON
INDUSTRIAL TRAINING TAKEN AT
NORTH WESTERN RAILWAY
JAIPUR (RAJASTHAN), 302021
SUBMITTED TO
RAJASTHAN TECHNICAL UNIVERSITY, KOTA
In partial fulfillment of the requirements for course of
Bachelor of Technology
In
Department of Mechanical Engineering
SUBMITTED TO: SUBMITTED BY:
DR. ARUN KUMAR ARYA SHUBHAM SINGH CHAUHAN
(HEAD OF DEPARTMENT) 16EARME104
DEPARTMENT OF MECHANICAL ENGINEERING
ARYA COLLEGE OF ENGINEERING & I.T., JAIPUR
SESSION 2019-2020

2. I
CANDIDATE’S DECLARATION
I hereby declare that the work is being presented in the practical training report in partial
fulfillment of the requirement for course of “Bachelor of Technology” with
specialization in Mechanical Engineering is submitted to Arya College of Engineering
& I.T. is a record of my own investigation carried under the guidance of Mr. Naveen
Meena(Coaching Depot Officer) at North Western Railway, Jaipur.
I have not submitted the matter presented in this Report anywhere for the requirement of
any other course.
SHUBHAM SINGH CHAUHAN
MECHANICAL ENGINEERING
16EARME104
ARYA COLLEGE OF ENGINEERING & I.T.

3. II
TRAINING CERTIFICATE

4. III
ACKNOWLEDGEMENT
I wish to express deep sense of gratitude to H.O.D. of Mechanical Engineering
Department DR. ARUN KUMAR ARYA and Training Coordinator MR. AMIT
DHARNIA for suggesting a valuable guidance me for NORTH WESTERN
RAILWAY, JAIPUR.
I express my deep sense of gratitude to Mr. Naveen Meena (Coaching Depot Officer)
for their valuable guidance, keen interest and encouragement at various stages of my
training period. I acknowledge with the thanks the kind of patronage, loving inspiration
and timely guidance, which I have received from my course coordinator Mr. Gajanand
Sharma (LSSE-DTC) and all the staff members of Coach Care Complex (NWR), Jaipur.
I wish to express to sincere thanks to my all colleagues and to my all teachers, under
whom guidance. I have return my report and successfully out the report.

5. TABLE OF CONTENT
CANDIDATE’S DECLARATION I
TRAINING CERTIFICATE II
ACKNOWLEDGMENT III
LIST OF TABLE
LIST OF FIGURE
CHAPTERS CONTENT PAGE No.
1
1.1
1.2
INTRODUCTION
ORGANISATION STRUCTURE
Zones of Indian Railways
Departments
1
2
3
6
2
2.1
2.2
2.2.1
2.2.2
2.2.3
2.2.4
NORTH WESTERN RAILWAYS
Facts and Other Statics
Brief Outline of the Divisions
Jaipur Division
Bikaner Division
Jodhpur Division
Ajmer Division
8
9
10
10
10
10
11
3
3.1
3.2
3.2.1
3.2.1.1
3.2.1.2
3.2.1.3
3.2.1.4
INTRODUCTION TO COACHES
Important Parameters of LHB Coaches
Various Pans of LHB Rake
Wheel and Axle Assembly
Wheel
Axle
Components of Wheel and Axle Assembly
Axle Bearings
12
13
14
14
15
15
15
16
4
4.1
4.2
BOGIE
Bogie Frame
Primary Suspension
17
18
18

6. 4.3
4.3.1
4.3.2
4.4
4.4.1
4.4.2
Secondary suspension
Cross Bar
Bolster Assembly
Drawing and Buffing Gear Assembly
Screw Coupling
Side Buffers
19
20
20
20
20
21
5
5.1
5.1.1
5.1.2
5.2
5.2.1
5.2.2
5.2.3
5.3
5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
5.3.6
5.3.7
5.3.8
5.4
SHELL
Body
Center Pivot Assembly
Body Bogie Connection
The Transmission of Hauling Force
Center Pivot
Longitudinal Bump stop
Articulated Control Arm
Trolley
Trolley France
Center Pivot
Site Bearing
Brake Cylinders
Brake Blocks
Equilateral Sterod
Anchor Rod
Suspension System
The Load Distribution
21
21
23
23
23
24
24
24
24
24
24
24
24
25
25
25
25
26
6
6.1
6.1.1
6.1.2
6.1.3
6.1.4
6.2
BRAKING SYSTEM
Air Brake System
Brake container
Connections to the Container
Brake Application
Brake Release
Bogie Brake Equipment
27
27
28
28
29
29
29

7. 6.2.1
6.2.2
6.2.3
6.2.4
6.3
6.4
6.5
Brake Caliper Units
Brake Cylinders
Brake Discs
Brake Shoe
Brake Rigging System
Wheel Slide Protection Equipment
Center Buffer Coupler
30
31
31
32
32
33
34
7
7.1
7.2
7.3
7.3.1
7.3.2
7.3.2.1
7.3.2.2
7.3.2.3
7.3.3
7.3.4
7.3.5
7.3.6
7.3.7
7.3.8
7.4
CDTS (Control Discharge Toilet System)
Salient Features
Operating Principle
Components of COTS
Types
Control Panel
PLC
Solenoid Vale
Control Relay
Retention Tank
Lower Slide Valve
Upper Slide Valve
Flush Button
Water Pressurize
Fail Safe Mode
Operational Description
35
35
35
37
37
37
37
37
37
37
37
37
38
38
38
38
8
8.1
8.2
8.2.1
8.2.2
8.2.3
8.3
8.4
MAINTENANCE OF TRAINS
The Primary Structure
The Maintenance of the Trains
Primary Maintenance
Round Trip Maintenance
Secondary Maintenance
Maintenance Schedule and Overhauling Periods
Periodic Overhauling
40
40
40
40
41
41
41
42

8. 8.4.1
8.4.2
POH Date and Return Date
Significance of Coach Number
42
42
FUTURE ASPECTS OF RAILWAYS 43
REFERENCE 44

9. LIST OF TABLES
TABLE NO. NAME OF TABLE PAGE NO.
Table 1.1 List of Zones of Indian Railways 4
Table1.2 List of Departments 6
Table 3.1 Overall Dimensions of Coach 13
Table 3.2 Tare Weight of Coaches 14
Table 3.3 No. of seats in Different Coaches 14
Table 5.1 Strength of different types of Steels 22

10. LIST OF FIGURES
FIGURE NO. NAME OF FIGURE PAGE NO.
Fig 1.1 Zones Map 3
Fig 2.1 Logo of North Western Railway 8
Fig 2.2 Map of North Western Railway 9
Fig 3.1 Rail Wheels 15
Fig 3.2 Axle 15
Fig 3.3 Components of wheel and axle assembly 16
Fig 3.4 Axle Bearing 16
Fig 4.1 Bogie Frame 18
Fig 4.2 Components of Primary Suspension 19
Fig 4.3 Components of Secondary Suspension 20
Fig 4.4 Side Buffers 21
Fig 4.5 Primary Suspension Unit 21
Fig 5.1 Center Pivot Assembly 23
Fig5.2 Trolley 25
Fig 6.1 Brake equipment for Passenger coach 27
Fig 6.2 Brake equipment panel 28
Fig 6.3 Brake equipment for Generator coaches 28
Fig 6.4 Brake Caliper Unit 29
Fig 6.5 Brake Cylinders and Calipers 31
Fig 6.6 Axle Mounted and Wheel mounted brake disc 31
Fig 6.7 Brake Rigging Pressure 32
Fig 6.8 Speed sensor and Phonic Wheel 33
Fig 6.9 Dump valve and Corrector 33
Fig 6.10 Electronic connectors and Electronic Unit 34
Fig 7.1 Schematic Diagram of CDTS 36
Fig 7.2 Operational description of CDTS 39

11. 1
CHAPTER-1
INTRODUCTION
Type Public sector undertaking
Reporting mark I R
Industry Railways
Founded April 16, 1853
Headquarters New Delhi, India
Area served India
Chairman Mr.Vinod Kumar Yadav
Services Passenger railways
Freight services
Parcel caner
Catering and Tourism Services
Parking lot operations & Other related services
Track gauge 1,676mm (5 ft 6 in)
1,000 mm (3 ft 33/8 in)
762 mm (2 ft 6 in)
610 mm (2 ft)
Electrification 23,541 kilometers (14,628 mi)
Length 65,000 kilometers (40,000 mi)
Revenue 1256.8 billion (US$21 billion)
Net income 104.1 billion (US$1.7 billion)
Owner(s) Government of India (100%)
Employees 2.2 million (2012)
Parent Ministry of Railways through Railway Board (India)
Zones 17 Railway Zones
Website www.indianrailways.gov.in

12. 2
ORGANSATION STRUCTURE
Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and operated by
the Government of India through the Ministry of Railways. It is one of the world's largest
railway networks comprising 115,000 km (71,000 mi) of track over a mute of 65,000 km (40,000
mi) and 7,500 stations. In 2011, IR carried over 8,900 million passengers' annually or more than
24 million passengers daily (roughly half of which were suburban passengers) and 2.8 million
tons of freight daily. In 2011-2012 Indian Railways had revenues of 1119848.9 million (US$19
billion) which consists of 696759.7 million (US$12 billion) from freight and 286455.2 million
(US$4.8 billion) from passengers tickets.
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the systems
were nationalized as one unit, the Indian Railways, becoming one of the largest networks in the
world. IR operates both long distance and suburban rail systems on a multi-gauge network of
broad, meter and narrow gauges. It also owns locomotive and coach production facilities at
several places in India and are assigned codes identifying their gauge, kind of power and type of
operation. Its operations cover twenty nine states and seven union territories and also provide
hafted 'international services to Nepal, Bangladesh and Pakistan.
Indian Railways is the world's ninth largest commercial or utility employer, by number of
employees, with over 1.4 million employees. As for rolling stock, IR holds over 239,281 Freight
Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam, 5,197 diesel and 4,309
electric locomotives).
The trains have a 5 digit numbering system as the Indian Railways runs about 10,000 trains
daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km (40,000 mi)
route length was electrified. Since 1960, almost all electrified sections on IR me 25,000 Volt AC
traction through overhead catenary delivery.
On 23 April 2014, Indian Railways introduced a mobile app system to track train schedules. The
first railway on Indian sub-continent ran over a stretch of21 miles from Bombay to Thane.
The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal and Bhore Ghats
inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay Government,
during a visit to Bhandup in 1843.
Indian Railways runs around 11,000 trains everyday, of which 7,000 are passenger trains.

13. 3
Zones of Indian Railways
Indian Railways is divided into several zones, which are further sub-divided into divisions. The
number of zones in Indian Railways increased from six to eight in 1951, nine in 1952 am sixteen
in 2003 and now seventeen. Each zonal railway is made up of a certain number 0 f divisions,
each having a divisional headquarters. There are a total of sixty-nine divisions.
Each of the seventeen zones is beaded by a general manager who reports directly to the Railway
Board. The zones are further divided into divisions under the control of divisional railway
managers (DRM).
Fig 1.1 Zones Map

14. 4
Table 1.1 list of Zones of Indian Railways
Sr.
No
Zone
Name
Abbr
.
Date
Established
Route
Length
(Km)
Headquarter Divisions
1 Central CR 5 Nov 1951 3905 Mumbai Mumbai,
Bhusawal,
Pune, Solapur,
Nagpur
2 East
Central
ECR 1 Oct 2002 3628 Hajipur Danapur,
Dhanbad,
Mughalsarai,
Samastipur,
Sonpur
3 East
Coast
ECoR 1 April 2003 2572 Bhubaneswar Khurd Road,
Sambalpur,
Waltair
4 Eastern ER 14 April 1952 2414 Kolkata Howrah,
Sealdah,
Asansol, Malda
5 North
Central
NCR 1 April 2003 3151 Allahabad Allahabad,
Agra, Jhansi
6 North
Eastern
NER 14 April 1952 3667 Gorakhpur Izzatnagar,
Lucknow,
Varanasi
7 North
Western
NWR 1 October
2002
5459 Jaipur Jaipur, Ajmer,
Bikaner,
Jodhpur
8 North NFR 15 January 3907 Guwahati Alipurduar,

15. 5
east
Frontier
1958 Katihar,
Rangia,
Lumding,
Tinsukia
9 Northern NR 14 April 1952 6968 Delhi Delhi, Ambala,
Firozpur,
Lucknow,
Muradabad
10 South
Central
SCR 2 October
1966
5803 Secunderabad Secunderabad,
Hyderabad,
Guntakal,
Guntur,
Nanded,
Vijayawada
11 South
East
Central
SECR 1 April 2003 2447 Bilaspur Bilaspur,
Raipur, Nagpur
12 South
Eastern
SER 1955 2631 Kolkata Adra,
Chakradharpu,
Kharagpur,
Ranchi
13 South
Western
SWR 1 April 2003 1377 Hubli Hubli,
Banglore,
Mysore

16. 6
14 Southern SR 14 April 1951 5098 Chennai Chennai,
Tiruchirappalli,
Madhurai,
Palakkad,
Salem,
Thiruvananthap
uram
15 West
Central
WCR 1 April 2003 2965 Jabalpur Jabalpur,
Bhopal, Kota
16 Western WR 5 November
1951
6182 Mumbai Mumbai
Central,
Ratlam,
Ahmedabad,
Rajkot,
Bhavnagar
Departments
A typical division has an average track length of about 1000 km and staffStrength of about
15000. All the department and services of the Indian Railways are represented in a Division.
Table 1.2 lists of Departments
Sr. No Name of Department Role and function
1 Engineering Department Maintenance of all fixed assets
of the Division, i.e. Track,
Bridges, Buildings, Roads,
Water Supply etc.
2 Mechanical Engineering & Power Department
Maintenance of all rolling stock
of the division, i.e. locomotives,
passenger and freight cars, and

17. 7
technical super etc.
3 Electrical Engineering Department Maintenance of all electric
EMUs/MEMUs and fixed
electrical assets of the Division,
i.e. Overhead equipment,
lighting and power for railway
establishment etc.
4 Signal & Telecommunication Engineering.
Dept.
Management of the Signalling
and Telecommunication (S&T)
infrastructure of the division for
Safe Train operations
5 Operating And Traffic Department Train Operations
6 Commercial Department Passenger ticketing, Ticket
Checking, Booking Of Freight
rakes and collecting fares
7 Medical Department Providing medical facilities to
railway employees and their
families
8 Safety Department Ensuring safety of train
operations
9 Stores Department Ensuring material for
maintenance of trains
10 Accounts Department Financial management of the
division
11 Personnel Department HR functions
12 Security Department Security of railway material,
passenger and passenger
belongings

18. 8
CHAPTER -2
NORTH WESTERN RAILWAY
"Serving Customer with Smile"
Reporting mark N.W.R
Founded October, 1,2002
Headquarters Jaipur, Rajasthan
General Manager Mr. R.C.Agarwal
Track gauge 1676mm (8ft. 6 in)
1000mm (3ft. 33.8 in)
Length 54449.29 Kilometers
Stations 578
Divisions 4
Website www.nwr.indianraiway.gov.in
The North Western Railway is one of the 16 railway zones in India. It is headquartered at Jaipur.
It comprises four divisions: Jodhpur and reorganized Bikaner division of the erstwhile Northern
Railway and reorganized Jaipur and Ajmer divisions of the erstwhile Western Railway. This
zone came into existence on 1 October 2002. This railway comprises a total of 578 stations
covering a total of 5449.29 route km out of which 2575.03 are broad gauge and 2874.23 are
meter gauge.
North Western Railway came being on lstOctober 2002. It was carved out of 2 divisions each
from Northern and Western Railways. The formation of this zone along with five other new
zones was first approved by Railway Board on 16th
September 1996 and foundation stone for
this zone was laid on 17th October 1996 by the then Prime Minister Shri H.D. DeveGowda at
K.P. Singh Stadium, Jaipur. The impetus for formation of New Zone came with the Government
of India notification no. 97/E&R/700/1/Notification dated 14.06.2002 wherein it was decided
that North Western Railway with its jurisdiction over existing Jaipur and Ajmer divisions of
Western Railway and Jodhpur and Bikaner divisions of Northern Railway was to come into
effect from 1.10.2002.

19. 9
2.1 Facts and Other Statistics
Consisting of four divisions, this railway has a total of 578 stations covering a total of 5449.29
route kms out of which 2575.03 are broad gaugeard 2874.23 are meter gauge. The total track
kilometers of this railway, however, are 6559.546 kms. The tour divisions are Ajrner, Bikaner,
Jaipur&Jodhpur. Jaipur &Ajrner divisions were originally part of Western Railway and Bikaner
&Jodhpur were part of Northern Railway. The total number of trains dealt by North Western
Railway amounts to 452 out of which BG trains total 264 and MG trains total 188.
Fig 2.2 Map of North Western Railways

20. 10
2.2 Brief Outline of the Divisions
2.2.1 Jaipur Division
This division was formed after merging parts of BB&CI, Jaipur State Railways and
RajputanaMalwaRailway; Jaipur Division serves the states of Rajasthan, Uttar Pradesh and
Haryana. Being a predominately passenger earning division (84.92% of its earning is by way of
passenger traffic), it deals primarily with cross traffic consisting of fertilizer, cement, oil, salt,
food grains, oil seeds, lime stone and gypsum traffic. Container loading is done from here in
bulk. The total no. of stations on this division is 128 and the total no. of trains runs are 146.
Jaipur station alone deals with 88 BG & 22 MG trains and 35,000 passengers in a day. In order
to ensure that the passenger does not face any hardship for reservations the division has at the
moment 14 functioning Computerized Passenger Reservation System Centers. The staff strength
of this division in all categories is 12007.
2.2.2 Bikaner Division
This division was established in 1924 and it serves the states of Rajasthan, Punjab and Haryana.
This division has an equal amount of passenger and goods traffic. The main outward goods
traffic of this division is food grains, china clay and gypsum The total no. of situations in these
divisions is 198 and the total no. of trains dealt with are 142 including the rail bus and BG and
MG mail/exp and passenger trains. Bikaner division has 12 Computerized Passenger Reservation
System functioning and one Computerized Passenger Reservation System at Ratangarh is about
to be commissioned. A proposal for opening of PRS at Mahendergarh has already been sent to
Railway Board for sanction the staff strength of this division in all categories is 13728.
2.2.3 Jodhpur Division
This division was up in the year 1882 and it consists primarily of semi-urban districts of
Rajasthan. It covers areas of Jodhpur, PaliMarwar, NagaurJalore, Barmer, and Jaisalmer. It also
covers certain districts of Gujarat state. This division also serves certain sensitive areas of
Rajasthan such as Jaisalrner, Barrner and Pokaran. The main commodities loaded on this
division are lime stone, salt and gypsum. This division has a total of 144 stations and deals with
92 trains in the inward and outward directions. Fifteen Computerized Passenger Reservation

21. 11
System Centers exist over this division and another one is on the anvil. . A proposal for four
more locations has already been selling. The staff strength of this division in all categories is
10231.
2.2.4 Ajmer Division
This division is spread over the states of Rajasthan and Gujarat. It is predominantly a cement
loading division as many cement plants of Rajasthan are located within the jurisdiction of Ajmer.
Rock phosphate, soap stone powder is loaded from Udaipur area. This division is prominent on
the religious and tourist map of India as it witnesses large amount of passenger traffic to Ajmer
Sharief, Pushkar, and Jain Temples Dilwara at Mount Abu and Ranakpur Temples. This division
has 130 stations and the total no. of trains run over the division amounts to 36 in both the
passenger and mail/exp category. At present there are 12 Computerized Passenger Reservation
System Centers functioning over this division and one location is awaiting commissioning.
Proposals for 3 more locations have already been sent. The staff strength of this division in all
categories is 9046.

22. 12
CHAPTER-3
INTRODUCTION TO COACHES
Till recently, Indian Railways have been transporting passenger traffic mainly through coaches
of ICF design. These coaches are being manufactured at ICF and RCF. A limited number of
these coaches are beingmanufactured at BEML/Bangalore also. These type of coaches are having
limitations in terms of-
I. Speed potential;
II. Heavy corrosion;
III. Poor riding comfort;
IV. Wearing of parts 11 the under gear;
To overcome these limitations, Indian Railways entered into supply and technology transfer
contracts with M/s. ALSTOM LHB/Germany to initially supply 24 coaches consisting of 19.
AC chair cars, 2 AC Executive Class Chair cars and 3 Generator cum Brake vans. The bogies for
these coaches are manufactured by M/s. FIAT/SIG Switzerland. These coaches arrived in India
and got commissioned in the year 2001 and put in service on route. These type of coaches are far
superior w.r.t. passenger comfort, safety, speed, corrosion, maintenance and aesthetics in
appearance. These coaches are also longer as compared to ICF design resulting into more
carrying capacity. The expected benefits from these types of coaches are as under-
1. Higher carrying capacity - These coaches are about 2 meters longer than ICF coaches.
With this extra length two additional rows of chairs in chair cars or one additional bay in
sleeper coaches can be accommodated.
2. The weight of LHB coach is lesser as compared to ICF design coaches. LHB coach
can accommodate 72 passengers as compared to 64 in conventional AC III Tier Coach.
Thus giving better pay to tier ratio.
3. Low corrosion - There will be low corrosion of LHB coaches due to extensive usage of
Stainless Steel and better design and manufacturing techniques.
4. Low Maintenance - Replacement and removal of sub-systems will be required only after
one million kilometers. There are no doors handles projecting outside the coach thus
mechanized car washing is facilitated.

23. 13
5. LHB Coaches have aestheticallysuperior interiors with FRP panels for side wall and
root. They can be removed easily for maintenance, resist water seepage and are wear
resistant;
6. Safety -There are no visible screws inside the passenger compartment.
7. Better passenger comfort- Ride Index of2.5 (Not exceeding 2.75) has been specified as
compared to in conventional ICFcoaches.
3.1 Important Parameters of LHB Coaches
Table 3.1 Overall dimensions of coach
Sr. No. Parameters Dimension(mm)
1 Gauge 1676
2 Length over Body 23540
3 Length over Buffer 24000
4 Height over Roof 4039
5 Maximum width over body 3240
6 Maximum distance between inner wheel 12345
7 Window opening 1180*760
8 Distance between centre 14900
9 Height of compartment floor from rail level under tare
condition
1303
10 Maximum buffer drop under gross load and worn
conditions
75
11 Maximum height of centre line of side buffers above
rail level for empty vehicle
1105
12 Maximum height of centre line of side buffers above
rail level for loaded vehicle
1090
13 Wheels mono block 915

24. 14
Table3.2 Tare weight of coaches
Sr. no. Type of Coach Tare Weight(intonne)
1 Chair Car 39.4
2 First AC 40.5
3 Second AC 48.4
4 Third AC 50.6
5 LSLR 37.9
Table 3.3 No. of seats in different coach
Sr. no. Type of Coach No. of Seats
1 2nd
AC Chair Car 78
2 Exe, AC Char car 56
3 First class sleeper (FAC) 24
4 Two tier AC sleeper (AC2T) 52
5 Three tier AC sleeper (AC3T) 72
3.2 VARIOUS PARTS OF THE LHB RAKE:
3.2.1 WHEEL AND AXLE ASSEMBLY:
It is the part of a rake which is just adjacent to the tracks. It basically consists of four main parts:
1. Wheel
2. Axle
3. Components of wheel and axle assembly
4. Axle Bearings

25. 15
3.2.1.1 WHEEL:Wheel of a rake is a specifically made cylindrical portion having an outer edge
shape to fit in the railway track. The material used is stainless steel.
Fig 3.1 Rail Wheel
3.2.1.2 AXLE:
Axleis themain long cylindrical bar on which wheels are fixed with the help ofbearings. This is
also made of stainless steel as above. Each axle contains 2 wheels, the brake cylinders are also
attached to it and in case of LHB coaches, thebraking discs are fixed on to the axle.
Fig 3.2Axle
3.2.1.3 COMPONENTS OF WHEELAND AXLE ASSEMBLY:
 Two brake disks (4), diameter 640 mm andwidth 110 mm.
 In built slack adjusting brake cylinderfitted
 Two Wheel disc of tread diameter 915 (New), 845 (Worn)
Nomenclature:
1. Axle
2. Plug
3. Wheel
4. Brake disc.

26. 16
Fig 3.3 Components of Wheel and axle assembly
3.2.1.4 Axle Bearings:
A taper roller cartridge type bearing is used and it makes up a preassembled unit. The axle
bearings on the bogie are fitted with sensors for detecting speed (whose signal is elaborated by
the ant slipping system) and a current return device. The ends of the control arms are fitted with
centering devices further primary suspension spring assembly. The bearing lubricating plug is
fitted in the lower part.
1. Double cup
2. Sealing system
3. Backing ling
Fig 3.4 Axle Bearings

27. 17
CHAPTER-4
BOGIE
The FIAT Bogie is two-axle type, with a primary and a secondary suspension. The bogie
assembly is shown in fig. 4.1. The Silent features of FIAT Bogie are:
1. Solid welded Bogie Frame made up of two longitudinal components connected by two
cross beams. The bogie frame rests on the primary suspension spring units and supports
the vehicle body by means of Bolster beam. The Bolster beam is connected to the bogie
frame by secondary suspension.
2. Primary suspension consist of two steel coil springs (internal/external) laid out on the
Control Arm upper part.
3. Secondary suspension consists of two spring packs which sustain the Bolster beam over
the bogie frame. Each spring pack is made up by an internal and external spring. An Anti
roll bar fitted on the bogie frame realizes a constant,reduced inclination coefficient
during running. The bogie frame is linked to the bolster beam through two vertical
dampers, a lateral damper, four safety cables arm the traction rods. The bogie frame is
linked to the coach body through two yaw dampers.
4. Traction Centre- The traction Centre transmits traction and braking forces between
bogie frameand body by a traction lever on thebolster beam pin and two rods.
5. Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes. The pneumatically
operated brake cylinders are fitted with automatic device for taking up the clearances.
6. Taper Roller Cartridge Bearing - FIAT Bogies fitted with 130 mm Cartridge type
roller bearings.

28. 18
4.1 Bogie frame:The bogie frame is a solid welded frame made by steel sheets and forged or
cast parts. The frame ismade up of two longitudinal components (1) connected by two cross-
beams(2)whichalso support the brake units. The various supports which connect the different
bogie components are welded to the frame. The bogie frame rests on the primary suspension
spring units and supports the vehicle body by means of bolster beam. The bolster beam is
connected to the bogie frameby the secondary suspension.
Fig 4.1 Bogie Frame
Nomenclature:
 Bogie frame longitudinal component
 Cross- beam
4.2 Primary suspension
Primary suspension implemented by two units of two steel coil springs (internal (4) and external
(5)) laid out on the control arm upper part (13) by a centering disk (8) and adjustment shims, as
shown in figure 4.2.
Thesuspension is also completed by thefollowing components:
A control arm (13), fitted with twin-layer elastic joints (12), connecting theaxle bearing to the
bogie frame and transmitting, not stiffly, lateral, longitudinal and part of the vertical forces;
 A vertical damper (14).
 Rubber elements (2) separate the primary suspension from the bogie to realize noise
reduction.
Stopsand protectionsare mounted on the bogie framefor the lifting.

29. 19
Nomenclature:
1. Bogie Frame
2. Rubber disks
3. Centering disk
4. Internal spring
5. External spring
6. Bump stop
7. Shim
8. Centering disk
9. Control Arm Lower Part
10. Plate
11. Block
12. Rubber joint
13. Control Aim Upper Part
14. Damper
Fig 4.2 Components of Primary Suspension
4.3 Secondary suspension
The secondary suspension enables lateral and vertical displacements and bogie rotation with
respect to body when running through curves. It is implemented by two spring packs which
sustain the bolster beam (1) over the bogie frame (6). Each spring pack is made up by an internal
(3) and an external spring (4), mounted and positioned through thecentering discs (5). An anti-
roll bar (2), fitted on the bogie frame (6), realizes a constant, reduced inclination coefficient
during running. The bogie frame is linked to thebolster beam through two vertical dampers (7), a
lateral damper (8), four safety cables(9) and the traction rods (10).
The bogie frame s also linked to the coach body through two yaw dampers (11).
Nomenclature:
1. Bolster beam
2. Anti- roll bar
3. Internal spring
4. External spring

30. 20
5. Centering disk
6. Bogie frame
7. Vertical damper
8. Lateral damper
9. Safety cables
10. Traction rod
11. Yaw damper
Fig 4.3 Components of Secondary Suspension
4.3.1 Cross Bar: Cross bar is the connection between the two ends of thetrolley which also
maintains theuniform distribution of the hauling force to allwheels to ensure equal velocity.
4.3.2 Bolster Assembly: Bolster assembly is the host of the secondary suspension system. In
other words it is like two interconnected housing fur springs. It also connects trolley and thebody
of the rake. The main function of bolster assembly is to transform the hauling force and the
raking force form body to wheel and from wheel to body respectively.
4.4 Draw and Buffing Gear Assembly:
Draw and buffing gears are attached to the end of one coach and this two gear mechanisms are
made to suit two adjacent coaches into a uniform continuous movement. They also transformthe
hauling force from main engine to the following rake, draw gear is specialized for these
purposes, and where as the buffing gears are essential for maintaining a vibrationless motion of a
coach with respect to its former one.
We have two different arrangements of draw and buffing gear assembly in ICF ard LHB
coaches. Theyare-
4.4.1 Screw coupling and the side buffers serves the aforesaid purpose in case of the draw and
buffing gears respectively in case ofICF coaches, Screw coupling not only gives the boost but
also let two coaches to connect in the formation of a continuous rake. The two jaws of the screw
on both sides are guarded with spring and rubber to minimize thevibration the hauling force
produces. They are called the DRAFT GEARS.

31. 21
4.4.2Side buffers are uniquely shaped buffers. They have a flat plate madeof stainless steel and
duly lubricated in contact to each other facing each other in motion. They are also guarded with
the iron plated and spring and rubber to minimize the vibration as much as possible.
For LHB coaches we have a multipurpose serving coupling between the two coaches. It iscalled
in technical terms the Center Buffer Coupling. It has got a special locking system operated by a
handle.
Fig 4.4 Side Buffer Fig 4.5 Primary Suspension Unit

32. 22
CHAPTER 5
SHELL
The body shell is of integral light weight construction consisting of separate assembly group for
under frame, side wall, roofand end wall. The individual assemblies are joint to each other by
welding. Three types of steel are used for manufacture of body shell.
Table 5.1 Strengths of different types of steels
5.1 BODY:
Body is basically the coach itself without the braking mechanisms and suspensions. It has the
following constituents. They are discussed below:
The Carriage is the main structure of the coach. This contains a floor which is called Turf. There
are Arch Levers which maintain the weight distribution throughout the whole coach. And then
there is the roof which is of a typical aero dynamical shape.

33. 23
At the bottom of the carriage there are two kinds of bars made of stainless steel which transfers
the weight from the carriage to the wheels.
The Sole Bar is throughout the whole body of the coach vertically. These are at the bottommost
position of the body.
The Cross Bar is the horizontally arranged bars across the body. They get their support from the
sole bar.
5.1.1 Center Pivot Assembly: Center Pivot is welded to the upper bolster plank and passes
through the supporting frame which is rectangular in shape. This is a pivoting system used in
transportation of force through a mechanically advantageous system of pivot. At the bottom of
the center pivot there is a traction lever, A traction rod is also connected at the end of traction
lever having its other end connected with the cross bar.
Fig 5.1 Center Pivot Assembly
5.1.2 Body- Bogie connection: Especially in case of the LHB Coaches, there are a special kind
of bolts called swing bolts, which are four numbered in each trolley. These connect the body to
the bogie to the body. Each bolt is fastened with a pin which can swing in the direction of the
motion.
5.2 THE TRANSMISSION OF HAULING FORCE:
The transmission of hauling force is an important observation phenomenon of the running of
rakes with engines. It is done through a number of ways and each way consists of a number of
steps:

34. 24
5.2.1 Center Pivot: Hauling force is first transmitted to the Screw Couplings which are
connected at the front of a coach. From there the force is transmitted to the draft gear then
to the crossbar, to the sole bar, all the way to the bolster assembly through swing bolts.
Then due to this the swing bolt moves forward and so do the traction lever and
thetractionrod. So the crossbar moves forward and the wheels start rolling.
5.2.2 Longitudinal Bump stop:There is another way of transmission of hauling force from the
center pivot which is through the longitudinal bump stop. This 6 partly cubical in shape
attached at the front of pivot assembly. When pivot moves forward it also moves
covering up the little gap between theframe and the bump stop. Through thesupporting
frame it goes to the crossbar.
5.2.3 Articulated Control Arm: The articulated control arm is a direct connection between
the body and the bogie. Through this the force is directly given to the bearings.
5.3 TROLLEY:
Trolley is basically theseparated part containing the wheel and other similar components which
are essential to run a coach. When they are attached with the body they are called the bogie. Here
we are going to discuss about the trolley parts of the ICF coaches.
5.3.1 Trolley Frame: Trolley frame is the main construction of the trolley on which the other
components rest. This is a metallic construction just like a cage having different gaps in
between to fit the components.
5.3.2 Center Pivot: This is the centrally situated hole which will indicate the correct position
of the trolley when fitted with the body. There is a counter part of the hole attached at the
body itself to indicate the perfect position of the trolley. When assembled they should
match perfectly.
5.3.3 Side Bearing: Side bearing is the bearing space engulfed by lubes and a bearing made of
bronze which plays a good role in distributing the weight throughout the trolley.
5.3.4 Brake Cylinder: If we see the trolley in the direction of the motion we will see two
brake cylinders one after one which have the air supply through one outlet. These brake
cylinders operate in a critical air pressure and contains a piston which we call the slug

35. 25
adjuster. At that particular pressure the piston inside those cylinders moves and the
brakes hold firmontothe wheels.
5.3.5 Brake Blocks: In ICF coaches we generally use the K&L types of brake blocks. These
are used as components of shoe brakes attaches at wheels. These special types of blocks
are used because of their increased coefficient of friction and also the heat absorbing
capability.
5.3.6 Equilateral Sterod: This is attached to the trolley symmetrically along the trolley frame
horizontally to minimize the lateral force when in motion.
5.3.7 Anchor Rod: These are rods attached vertically to minimize the longitudinal load. Both
of them are made of stainless steel.
5.3.8 Suspension Systems: These are anti vibration attachments which are attached to the
main frame and the wheel bearing.
Fig 5.2 Trolley

36. 26
5.4. The Load Distribution:
SIDE BEARING
UPPER SPRING
BEAM
SECONDARY
SUSPENSION
SUSPENSION LINK
HANGER LINK
HANGER BLOCK
PRIMARY SPRING
AXLE BOX WING
JOURNAL
BEARING
AXLE
WHEEL

37. 27
CHAPTER 6
BRAKING SYSTEM
6.1 AIR BRAKE SYSTEM:
In Air Brake system compressed air is used foroperating 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 reservoirs and the brake pipe is connected to the brake
cylinders through the distributor valve. Brake application takes place by dropping the pressure in
the brake pipe. The schematic arrangement of the brake equipment is shown as Fig. 6.1 (For
passenger coaches), Fig 6.2 (For Generator coaches)
Components of Air Brake System
1. Brake Container (Brake Equipment Panel)
2. Distributor valve
3. Pressure Tanks (125 liters, 75 liters, 6 liters)
4. Indicators
5. B.P/F.P. Couplings and Hoses
6. Emergency Brake Pull Box
7. Emergency Brake valve
8. Bogie Brake Equipment, consisting of-
 Brake Discs
 Brake Caliper Units (consisting of Brake Cylinder, Brake Calipers, Brake Pads)
9. Wheel Slide Control System, consisting of-
 Microprocessor Control Unit
 Speed Sensor/Pulse Generator
Fig 6.1 Brake equipment for passenger coach

38. 28
6.1.1 Brake Container (Brake equipment panel): The Brake Container (Brake equipments
panel) consists of a Manifold on which various devices like the Distributor Valve, Cocks, Test
fittings etc. are mounted. It also consists of the reservoirs required for the Brake system. The
container ismounted under the car body and different lines (Feed pipe, Brake pipe, etc.) are
connected to it.
Fig 6.2 Brake equipment panel
Fig 6.3 Brake equipment for Generator coach
6.1.2 Connections to the container:
There are 4 connections to the container fur Passenger Coach:
1. Feed pipe (FP)
2. Brake pipe (BP)
3. Brake cylinder pressure -bogie
4. Auxiliary support pipe (for toilet)

39. 29
There is an additional connection for the containers of the generator coaches,
1. Support for Indicating device of handbrake
2. These connections from the container to car body are provided at the back plate fitted
with Ernesto type fittings.
6.1.3 Brake application:
1. The driver lowers the BP pressure by engaging the A-9 valve in the engine.
2. This loss in pressure is transmitted from one bogey to the next.
3. Since CR pressure remains same, the main diaphragm (above the CR) moves up in
response to the pressure drop inDV.
4. As a result the 'three pressure valve' opens the AR-BC port.
5. Thus the AR pressure of 6 kg/cm2 flows into the BC through pressure limiters which
reduces BC pressure to 3.8.
6.1.4 Brake Release:
1. BP pressure is again increased to 5 kg/cm2.
2. Consequently, main diaphragm move down and the 'three pressure valve' closes the AR-
BC port and opens the BC-atm. port.
3. BC pressure is released and the brake caliper is disengaged.
6.2 BOGIE BRAKE EQUIPMENT:
The Bogie Brake equipment consists of:
1. Brake Caliper Units
2. Brake Cylinder
3. Brake Discs
4. Brake Shoes
Each axle is equipped with two grey cast iron brake discs. The brake energy is dissipated only at
the axle mounted brake discs, so the wheel set is only stressed by the weight of the coach. The
advantage of this arrangement is that the superposition of the thermal stresses and mechanical
stresses is avoided.

40. 30
6.2.1 BRAKE CALIPER UNITS:The brake caliper units are ready-to-use combinations of a
brake caliper and brake cylinder, providing automatic slack adjustment for wear (abrasion) on
brake pads and brake discs. Consequently, the clearance required between the disc and pads for
smooth running remains practically constant while the brakes are released.
Brake Caliper units consist essentially of the brake cylinder, the brake caliper, and the brake
shoes dland d2 with snap lock gates. The brake caliper units are held in the vehicle bogies by a
three point mounting arrangement.
6.2.1.1 Working principle: Applying the service brake charges the brake cylinder and presses
the brake pads against the brake disc. Brake force is built up when the pads are applied. Venting
the brake cylinder releases the service brake. The return spring in the brake cylinder moves the
caliper levers to the release position.
The handbrake lever is moved mechanically. The piston is pushed forward, and the brake pads
are applied to the disc. When the parking brake is released, the caliper levers are drawn to the
release position by the return spring in the brake cylinder.
Fig 6.4 Brake Caliper Unit

41. 31
6.2.2 BRAKE CYLINDERS:U-series brake cylinders with automatic slack adjustment are used
to operate the friction brakes in rail vehicles. U-series brake cylinders are essentially
distinguished by their integral, force controlled slack adjustment mechanism which is designed
as a single acting clearance adjuster. The working of this mechanism is not influenced in any
way by the elastic brake rigging deflection, which varies according to the brake force. In the
course of braking, the slack adjuster quickly and automatically corrects the increasing brake pad
or brake block clearance due to wear.
Fig 6.5 Brake Cylinder &Calipers
6.2.3 BRAKE DISCS: The axle mounted brake disc consists of a gray cast iron friction
ring and a cast steel hub, connected by means of radially arranged elastic resilient
sleeves which are secured in the hub by means of hexagon screws. The friction ring is
manufactured as a solid component or in a split version. In the latter case, the two
halves are held together by two tight -fit screws.
Axle Mounted Brake Discs Wheel Mounted Brake Discs
Fig 6.6 Axle Mounted and Wheel Mounted Brake Discs

42. 32
6.2.4 BRAKE SHOE: The brake shoe is provided with a brake pad holder carrying replaceable
pads. The brake shoe consists of the brake pad holder, the vertical pins and the brake pad. The
brake pad holder is provided with a dovetail guide into which the pad is slipped. The pad is
heldin place by a captive gate, which is pivoted at the pad holder. To lock the gate a locking
spring of spring steel has been provided which is pre-tensioned such that in one position
itsecures the gate in thepad holder and in the other (released) position it holds the gate open. For
each brake disc a right and a lefthand brake shoe are required.
6.3 BRAKE RIGGING SYSTEM:
1. Due to BCpressure, thepiston moves forward and strikes against the brake caliper.
2. The lever arm of the brake caliper presses onto the disc brake through the brake shoe.
3. The disc brakes are mounted on the wheel axle and so rotate along with the wheels.
4. Due to application of brake shoes, the discs begin to lose their angular speed.
5. As a result the axle also begins to slow down since the two are connected.
6. Ultimately, the wheels stop rotating as they mounted on the same axle.
Fig 6.7 Diagram showing Brake Rigging Pressure

43. 33
6.4 WHEEL SLID PROTECTION EQUIPMENT
1. Operates as a pressure regulation device of the air pressure inside the brake cylinder and
adjusted the braking force to the wheel to rail friction conditions so as to prevent the
wheels from locking and reduce the barking distance.
2. In the case of the adhesion coefficient provided by a dry rail, the device does not interact
with the pneumatic system. The device enters into action when a loss of adhesion of the
axles is detected and, moment by moment, it adjusts the braking force to the present
adhesion conditions.
3. The operation is controlled so that the skidding wheel is allowed to find the most
favorable area for the adhesion-skidding characteristics.
4. The action of the device is controlled in order to keep the skidding wheel in the most
favorable area of the adhesion-skid characteristic.
5. Speed signal derived for CDTS.
Fig 6.9 Dump Valve and Connector

44. 34
Fig 6.10 Electronic Connecters & Electronic Unit
6.5 CENTER BUFFER COUPLER:
The coupler provides a means of mechanically connecting individual adjacent vehicles in order
to make a train. The coupler is located at both ends of each vehicle. When connected to a coupler
of an adjacent vehicle, it allows the vehicles to move independently to accommodate track
curvature and elevation change while remaining connected (coupled) together.
The coupler is opened manually using the coupler operating rod and is closed automatically
when the couplers on adjacent vehicles are mated. The coupler automatically locks when fully
mated.
LHB coaches have been provided with tight lock centre buffer couplers instead of screw
coupling.
Couplers are AAR-H type and have anti climbing features because of vertical interlocking.
Couplers have adequate strength for:
 Satisfactory hauling of a train of 26 coaches at 110 kmph
 Satisfactory hauling of a train of 18 coaches at 160 kmph
Coupling is possible under angular misalignment both horizontally and vertically. The coupler
permits coupled trains to negotiate vertical and horizontal curves and allows rotational
movements. The draw gear ensures cushioning effective in both buff and draft.

45. 35
CHAPTER 7
CONTROL DISCHARGE TOILET SYSTEM (CDTS)
LHB coaches are fitted with controlled discharge toilet units to avoid soiling of track in station
and inhabited areas.
The toilet system is designed to operate with a pressurized water bowl wash that covers 100% of
the toilet bowl area. The waste is removed from the toilet bowl and transferred to a retention tank
with a minimal amount of water. Water consumption is only 2.5 liters per flush cycle further
Indian style toilet bowl and 1.5 liters for the European style toilet bowl.
7.1 Salient Features of CDTS:
1. Programmable.
2. Requirement of less Air and Water.
3. P.LC Controlled.
4. Easy to clean.
5. Hygienic.
7.2 Operating Principle of CDTS:
1. This system works on electrical &pneumatic pressure arrangement, the retention tank
stores effluent has two openings. These two openings activates by double acting
pneumatic cylinders fed by Feed pipe of air brake system with the help of
electromagnetic solenoidvalves.
2. The system starts working on a single push of flush switch. As the flush switch is
pressed, water flows into the toilet bowl & the upper slide valve opens which is
connected between the toilet bowl & retention tank. All the toilet waste is transferred into
the retention tank. At the end of each flush cycle the supply of water is stopped &the
upper slide valve is closed. Thus, the toilet is sealed from the retention tank, preventing
odour entering from the toilet room.
3. The waste accumulated in the retention tank remains in the retention tank until two
parameters are satisfied.

46. 36
4. A predetermined no. of flush courts.
5. The train is reached a predetermined speed.
6. As soon as these above two parameters are met, the lower slide valve of retention tank
opens &the toilet waste accumulated in the tank is discharged out of the tank to the rail
side, away from the station & city.
7. The lower slide valve of the retention tank remains open for only small period of time to
empty the retention tank. The lower slide valve then remains closed until the above
discharge parameter conditions is again satisfied.
Fig 7.1 Schematic Diagram of CDTS

47. 37
7.3 Toilet system has following components:
7.3.1 Indian & European toilet basin with flush nozzles:
These are two types of toilet basin used in CDTS system.
7.3.2. Control panel: Control panel of COTS consists offollowing equipments:
7.3.2.1 Programmable logic controller (PLC): The Programmable logic controller works on 24
V DC having 8 inputs & 4 outputs. It records the no. of flush cycles for opening/closing of lower
slide to drain out the effluent from retention tank, PLC also controls the opening/closing of lower
slide when signals received from WSP regarding speed of vehicle through WSP System to
control the flushing & signal received from Empty WC switch.
7.3.2.2 Solenoid valve:The solenoid valve controls the entry & exit of pneumatic air in the
pneumatic cylinders fitted on the upper & lower slide valves after receipt of signal from PLC.
7.3.2.3 Control relay: Control relay is fitted aside of PLC on the control panel. A supply of
110V DC is present in the control relay. This control relay operates at 24V DC &connects 110V
DC supply. When 24 V DC supply is received from PLC, control relay operates & the 110VDC
supply present in control relay is passed on to the water pressurizer.
7.3.3 Retention tank: The effluent drained from the toilet basin bowl after flushing is stored in
the retention tank. In case of extra flush (beyond the capacity of tank), overflow pipe is provided
to drain out the effluent.
7.3.4 Lower Slide valve: Lower slide valve is designed to operate on two parameters
(predetermined no. of flush counts, & predetermined speed of vehicle). As soon as these above
two parameters are met, the retention tanks lower side valve open. The toilet wastes accumulated
in the tank are discharged out of the tank.
7.3.5 Upper Slide valve: Upper slide valve is opened with the operation of flush switch. It
closes after effluent enters the retention tank. The slide valves open & closes by the movement
of piston of pneumatic cylinders controlled by PLC & solenoid valves.
In the latest version, the flapper arrangement has been introduced instead of upper slide valves,
to overcome slide jamming problems. This flapper arrangement consists of a flap, which is
connected by means of connecting links to one pneumatic cylinder. This flapper operates in
vertical direction (open & closes). The difference between slides & flapper arrangement is the
axis of movement of opening arrangement.

48. 38
7.3.6 Flush button: This is an electrical switch. On pressing this switch the electric circuit is
completed with the PLC&flush cycle starts.
7.3.7 Water Pressurizer: Water pressurizer is fitted in the inlet of water pipe line connection to
the CDTS system. As the flush button is operated this water pressurizer is started &pressurized
water is supplied to the toilet basin.
7.3.8 Fail Safe Mode: A "FAIL SAFE MODE" of operation is been provided in both Indian and
European Style Toilet System.
In the event of a loss of air, a loss of electricity or both, to enable use of the toilet, the "FAIL
SAFE MODE" s provided. It is also termed as manual flush.
7.4 Operational Description:

49. 39
Fig 7.2 Operational description of CDTS

50. 40
CHAPTER 8
MAINTAINENCE OF TRAINS
8.1 THE PRIMARY STRUCTURE:
Train is the combination of various types of coach and the train engine. There are many kind of
rakes which play an important role in serving the main purpose of driving a train. Like public
transportation and carrying goods etc.
There are also varieties of train engines depending on the medium they are driven by, like
electrical and fuel based, especially diesel. Here we are going to concentrate on the trains which
are used mainly for travelling and are equipped with such facilities.
So rake can be defined as the combination of coaches attached together after detachment of the
engine from the train.
8.2 THE MAINTENANCE OF THE TRAINS:
The maintenance of the trains is an important criterion for every coaching facility and workshop.
This is very important to make the system run smoothly and to look after the passenger safety.
So knowledge about the proper maintenance is essential.
Seen from the point of view of the train itself there are three kinds of maintenance available in
Eastern railways.
8.2.1Primary Maintenance: According to the rules of railways, every division of railways
possesses the responsibility of running some specific trains. For those trains under the
consecutive divisions primary maintenance is done before that train leaves that section of
railways. In other words the primary maintenance is done at the mother or the terminal station.

51. 41
Here every aspect of pressure related systems, and aspects of public safety are checked. The
continuity, the bonding between coaches etc is also taken care of. This take at about 5 - 6 and
half an hour duration until it is given the fit to run certificate.
Each primary maintenance comprises a form which is known as the V-5 form. This form has
information spaces about those aspects that are secured during this maintenance. If a train is
given fit instead of any fault not so fatal that is written in the certificate.
8.2.2 Round Trip/Turn Around Maintenance:This maintenance takes place after the train
reaches its final destination from the staring one. This is a short duration maintenance preparing
the train to send it back to the terminal station. Just the necessary maintenance is carried out.
This takes about one hour forty minutes to about two hours to complete.
8.2.3 Secondary Maintenance: Secondary maintenance is a specific type of the primary
maintenance. When the train runs for about 3500 kilometers or about 3 days, either way, then at
the destination station the train undergoes the secondary maintenance. Here the measures taken
are just similar to the primary one. The duration is about six to seven hours.
8.3 THE MAINTENANCE SCHEDULES AND THE OVERHAULING
PERIODS:
There are normally seven kinds of maintenance schedules depending on the condition of coaches
and wagons. They are respectively
1. A-Schedule: after 30 days of manufacturing or of periodic overhauling, repetitive.
2. B-Schedule: after 90 days of manufacturing or of periodic overhauling, repetitive.
3. C-Schedule: after 180 days of manufacturing or of periodic overhauling, repetitive.
4. Intermediate Overhauling: after 9 months of manufacturing or of periodic overhauling.
5. Periodic Overhauling: after the returning date given by the workshop after periodic
overhauling.
6. Non-Periodic Overhauling: This is done after 1.2 months or 18 months after the
manufacturing date or the periodic overhauling date depending on the condition of the
corresponding coach.
7. Inter lifting schedule: This is a special kind of maintenance done within the maintenance
facility with lifted coach and parts.

52. 42
8.4 PERIODIC OVERHAULING:
Periodic overhauling is the best available process of maintenance of coaches in India. This
generally operated after 12 or 18 months after the manufacturing or the previous periodic
overhauling done in any workshop. This undergoes a huge process of lifting the coach, isolating
the all parts, and changing or replacing the necessary or damaged parts. In other words this is the
process of renewing the coaches. Here are some varieties-
1. 12 month basis
2. 18 month basis
 Mail and express trains
 Passenger trains
3. For MLR coaches - 18 months
4. For new built coaches - 24 months
8.4.1 POH DATE AND RETURN DATE:
POH date is that date on which its POH has been done previously in an workshop. This is written
on the coach. And the return date is the date on which it is to be dropped off from the track and
to be taken for another periodic overhauling. Generally they have a 12 month or 18 month gap
between them in accordance with the definition of the POH. Both of the dates should be given by
the corresponding workshop where its POH has been done.
8.4.2SIGNIFICANCE OF COACH NUMBER:
Every coach has its own unique number attached to it which obviously carries some significant
information to us. Generally in India that is of five numbered. The first two digits represents the
year of manufacturing of the coach. And the rest three digits represent the list of types of
coaches. It represents of which type the coach is.

53. 43
Future Aspects
This training program is an excellent opportunity for us to get to the ground level and experience
the things that we would have never gained through going straight into a job. I am grateful to
Coach Care Complex, INDIAN RAILWAYS, Jaipur for giving me this wonderful opportunity.
The main objective of the industrial training is to provide an opportunity to undergraduate's to
identify, observe and practice how engineering is applicable in the real industry. It is not only to
get experience on technical practices but also to observe management practices and to interact
with fellow workers. Also I learnt the way of work in an organization, the importance of being
punctual, the importance of maximum commitment, and the importance of team spirit. As we all
know that INDIAN RAILWAYS is the backbone of Indian Transportation and a large population
is dependent on it and as a result it give a lucrative turnover to the Indian Government. People
look up to Railways for good career opportunities as it provides large no. ofemployment; also
Railways are nowadays taking their keen interest in increasing the speed limit and working on
the bullet train.
By attending the 6 weeks training in Coach Care Complex Jaipur division NWR.I conclude that
this primary requirement of train transportation is to ensure safe, speedy, reliable and punctual
movement ofpassengers and goods to various parts of the country. The role of the Coach Care
Complex of the Indian Railways is to provide modern, efficient and reliable Coaches for speedy,
smooth and safe running of trains, as well as an effective and reliable mode of relief in
passengers. For this purpose POH (Periodic Overhauling) of coaches done to service it time to
time for e.g. each and every bogie and coach are sent for POH in every 12 months and 18 months
respectively. This training also acquainted me to the practical applications of numerous topics
which have been covered in the university curriculum but only in theory, like I came to know
about the selection of springs for different coaches, practical work on different shops, work
sequences, etc. For this and everything else, I am eternally indebted to all the officers and staff of
Jaipur Division (N.W.R).

54. 44
REFERENCES
1. www.indianrail.gov.in/ir zones.pdf list of all the zones and division
2. http://www.nwrindianrailways.gov.in/view_section.jsp?lang=0&id=0,1,285 , figure and
data related to the Jaipur division and North western zone.
3. http://en.wikipedia.org/w/index.php?title=File%3ARailway_network_schematic_map_20
09.png Railway Zonal Map.
4. http://www.nwrindianrailways.gov.in/uploads/files/1401775686459-NWR.pdfcoach
maintain manual of NWR zone.
5. http://WWW.nwrindianrailways.gov.in/view_section.jsp?lang=0&id=0,1,263,602hardwa
re used injapur zone in PRS.
6. http://cris.org.in/CRIS/Projects/PRS , content about the PRS.
7. https://www.google.co.in/search?q=CONCERT+Network+topology&client=firefox-
a&hs=31 y&rls=org.mozilla:en-
US:official&source=lnms&tbm=isch&sa=X&ei=QhDuU4P7Ecjh8AXA5oC4Cg&ved=O
CAgQ_AUoAQ&biw=1280&bih=857 concert network implementation.
8. Manual No.516/RRl61/A to Manual No.516/RRl61/D about bogie, coaches design used
in N. W.R Jaipur zone
9. Manual No.019/OFC09/l/23 technique and equipments used in LHB Coaches.