A Project Report on Vocational Training at Burn Standard Co Ltd. Howrah Works, West Bengal India

1. PROJECT REPORT ON VOCATIONAL TRAINING
AT
BURN STANDARD CO LTD. HOWRAH WORKS
TRAINING PERIOD : 18TH JULY TO 18TH AUGUST 2016
WRIKBHATTACHARYYA
Dept.ofMechanicalEngineeringSwamiVivekanandaInstituteofScience&Technology3rdYear5thSem

2. TRAINING SCHEDULE
DATE DEPARTMENT SIGNATURE
18/07/16 – 25/07/16 WAGON DIVISION.
26/07/16 – 3/08/16 FOUNDRY DIVISION
4/08/16 – 10/08/16 E.W/MAINTAINENCE
DEPT.
11/08/16 – 12/08/16 T&F, R.M.S, CTR
DEPT.
13/08/16 COUPLER &
CASNUB DEPT.
14/08/16 PURCHASE AND
STORE DEPT.
15/08/16 COMMERCIAL DEPT.
16/08/16 ACCOUNTS DEPT.
17/08/16 PERSONNEL DEPT.

3. PREFACE
The report is prepared on the basis of four weeks Vocational training
(from 18th JULY to 18TH AUGUST, 2016)
At BURN STANDARD COMPANY LTD. HOWRAH WORKS
The program was arranged by the Prof. S.B. Sen of Swami
Vivekananda Group of Institutes.
The report has been made by the knowledge and experience gathered
during the training scheduled at the factory premises. Careful and
devotional effort has been given to provide an overall feature of
different sections and the activities toward the common goal of the
factory.
Fortunately, this volume has been possible to create because the great
contribution of all the Section Incharge’s, Workers & Co-Workers at
the factory premises.
Finally, I would like express my gratitude to all incorporations &
helping hands therefore making our training possible.
THANKING YOU

4. HISTORY OF BSCL
Burn Standard Company Ltd., is one of the Oldest and a leading Wagon
Manufacturer’s in India. The Wagon building activities are carried out at two
Engineering Units at Howrah and Burnpur situated in West Bengal, India.
During the early days, Burn & Company undertook building and contracting work.
Subsequently in the 50s of the last century, it ventured into the field of Railway
Engineering, altogether new development in the country's economy. With the rapid
expansion of Railways, Burn & Company started manufacturing Railway rolling stock
at Howrah to cater to the increasing demand. The Burnpur works, earlier Indian
Standard Wagon Ltd., Burnpur, since its early days (from 1920) developed excellence in
manufacturing Railway wagons, forged components, springs etc.
Several thousand wagons covering all major designs have been manufactured and
supplied to Indian Railways and other Industrial Customers.
Apart from supplies to Indian Railways, the Company also manufactures and supplies
special purpose wagons to various core sectors like power and steel plants in India.
The Company has supplied special purpose wagons fitted with Air Fluidising System
for bulk movement and quick unloading of Alumina powder to M/s. National
Aluminium Co. (NALCO). It has also supplied sophisticated Bottom Discharge Wagons
to National Thermal Power Corporation (NTPC), New Delhi for their various plants in
the country

5. PRODUCTS & SERVICES
 Railway wagons: boxn, tanker, hopper, flat
 Casnub Bogies
 Couplers and Draft Gears
 Steel Castings, Pressings, Forgings, Bridge Girders,
Structurals, Sleepers, Points and Crossings, Wagon
Components
 Several Components for the Shipping Sector
 Wagon refurbishment
o Burn Standard India renovated SLC Type for the
CLC system in Calcutta in the 1980s.
 Ash/coal plant construction

7. FOUNDRY DIVISION
Burn Standard Co Ltd. has their Two Engineering units at Howrah & Burnpur West
Bengal, but the Company Foundry Division is only located at the Howrah Works.
The foundry division is one of the busiest sectors of the Industry. Fully Equipped with
modern equipment Burn & Co’s Foundry Division manufactures Draft Gears, Striker
Castings, CB Couplers, Coupler Housings, Casnub Bogie Bolsters, Casnub Side
Frames, Draft Gears and several other components.
Sand Mixing Zone
Fresh Foundry
Sand is Acquired
Sand Mixing
Zone
High
Pressure
Moulding
10000lb
Jolting
Machine
6000lb
Jolting
Machine
IMF
No Bake
System
Sand is Mixed with Bentonite, Dextrin,
Catalyst
Facing SandBacking Sand Cores
Sand is Mixed with
Resin and Catalyst
Reclaimed Sand
SandreclamationZone

8. When the above procedures are finished, the Empty mould boxes are :
 Filled with the backing sand.
 Filled with facing sand.
 Cores are placed in the moulds with retention clips.
 The mould boxes are closed with the top part, and retention clips are placed, so
as to prevent the mould boxes from deformation during pouring.
High Pressure Moulding Line (HPM):
The high pressure moulding line works on the basis of high pneumatic pressure applied
on the moulding sand the empty drag boxes are sent to the assembly line and filled
with backing sand and facing sand and squeezed with patterns. The mould boxes are
then stripped and lifted across to the other station. The filled cope boxes are put upon
the drag boxes, retention clips are placed and sent out to the pouring line.

9. 10000lbs and 6000lbs Jolting machine line:
In case of the Jolting machine lines, the empty mould boxes are placed on the match
plate holding the pattern and filled with facing sand, by the workers, then it is backed
by backing sand feeded through a hopper. The whole setup is inverted and put on a
pressure plate. Pneumatic pressure of 6000 or 10000 pounds is applied and the mould
is formed. The cope and drag parts are fitted with retention clips, the cores are placed
inside the mould and painted. The mould boxes are closed and retention brackets are
fitted so that the boxes don’t deform while pouring. The closed boxes are sent out to the
pouring line. This involves baking the sand.
IMF Moulding line or (No Bake moulding line):
The newest improvement to the company’s foundry is the installation of the IMF or No
Bake Moulding line. Here the process involves no baking of the sand which is to be
used in mould formation. Fresh sand is acquired from the supplier and mixed with
resin and catalyst for the facing sand. Reclaimed sand, Resin and catalyst are mixed for
the backing sand. The box is sent for stripping and then cores are set (cores are made of
sand, resin and catalyst). The moulds are vented and left over for drying. Cores are
placed on the dried moulds and then they are closed and retention brackets are fitted.
The closed mould boxes are sent over to the pouring line. After pouring the boxes are
sent back to the shakeout zone which is connected to the sand reclamation system. The
sand is reclaimed through a 10 tonne sand reclamation system and then sent for reuse.
Sand temperature is kept at around 60°C uniformly and fed through a hopper.

10. Melting Zone
The Raw Materials are then charged into an Electric Arc Furnace.
Scrap Metal or Iron ore is Acquired
Limestone Petcoke Manganese Silicon
Nickel Ferro - Moly
Raw Materials Required
Liquid Oxygen Phosphorus
Carbon

11. Steelmaking in electric arc furnace has emerged as an important steelmaking process
in recent years. The flexibility and easy adoptability of EAF steelmaking to
accommodate the fluctuating market demand have evolved into the concept of mini
steel plants to produce different grades of finished products (long or flat or mixed ) of
plain carbon or alloy steels from scrap and other metallic charge materials. As in the
terms of RDSO, only a manufacturing unit equipped with an EAF is allowed to produce
equipment for Indian Railways.
Structure of an Electric Arc Furnace
In alternating current, furnace operates by means of electric current flowing from one electrode
of three to another through the metallic charge.
The furnace consists of a steel shell, lined with suitable refractory materials and is mounted on
the tilting mechanism. The shell thickness is around 0.005 times the shell diameter, this is
called the HEARTH. The hearth contains metal and slag. The hearth lining consists of backing
lining and working lining. The backing lining is few layers of high fired magnesite bricks on
which working lining is rammed with either dolomite or magnesite mass. Permeable blocks or
porous refractory elements are introduced through the bottom to inject inert gas for stirring.
Three electrodes enter through the roof. The hood may be swung away for charging. Heat is
generated by the delta zone formed between the electrodes and the charge. Since the roof is
exposed to more heat reflected from the walls and slag. High alumina bricks and magnesite –
chromite bricks are used for roof lining. The roof lining is water cooled.
A typical alternating current operated EAF has three electrodes. Electrodes are round in
section, and typically in segments with threaded coupling, so that as the electrodes wear, new
segments can be added. Graphite Electrodes are mainly used, and are automatically raised and
lowered by a positioning system which is hyrdraulically controlled.

12. The side wall is lined with magnesite, dolomite or chrome magnesite bricks up to the slag line.
The side wall thickness is usually 450 to 500mm. The side walls refractory materials should be
able to withstand thermal shock and corrosive action of slag. Hot spot is formed on the side
walls due to the radiation from arc flames, reflected from bath surface during power input.
Electric furnaces are powerful consumers of electric energy. The operating voltage of a furnace
is 100-800V and the current may reach several thousand amperes. The furnace transformer
transforms high voltage energy into low voltage. The melting process consists of two periods:
melt-down and refining period.
In small furnaces, the power consumption for melting is about 600kWh/ton and Additional 150
to 400 k Wh/ton power is required during refining depending on the practice.
The Burn Standard Co Ltd has two EAF’s functioning at 4Ton and 5Ton Respectively.

13. Ladle :
In a foundry In a foundry, a ladle is a vessel used to transport and pour out molten metals. Ladles range
in size from small hand carried vessels that resemble a kitchen ladle to several hundred tonnes capacity.
Foundry ladles are normally rated by their working capacity rather than by their physical size. The most
common shape for a ladle is a vertical cone, but other shapes are possible. It is provided with a bevel
gear mechanism to operate the lever, which holds the plunger sealing the base of the ladle. When the
lever is pulled the plunger moves out of place and molten metal is released through the opening on the
base of the ladle.
Melting Operation
Steel scrap is the principle raw material. It may constitute 60 to 80% of the charge. In some
practices sponge iron and or pig iron is also used for chemical balance. In basic furnaces slag
formers like limestone, fluorspar, sand, and quartzite are used to form a slag to refine the
metal. For decarburization oxygen lancing is used. Iron ore is also added. Ferro-manganese,
ferrosilicon or aluminium are used for deoxidation. To produce alloy steels, alloying elements
are added. Owing to the intense heat generated by the arc around 2000°C in the delta
zone and 1650°C in the liquid metal the scrap gets liquefied.
EAF is tilted at 15° to remove Slag and 45° to pour out molten metal.

14. Mainly two types of steel grades are produced in the Company’s Foundry, namely:
Low Carbon Steel Grade: (WD21/17/34)
Composition in % :
C Mn Si S P
0.20 – 0.30 0.60 – 1.1 0.3 – 0.5 0.04 max 0.04 max
Uses :
Used in manufacture of Side frame and bogie bolster for casnub bogies.
Low Alloy Steel Grade: (WD70 BD10)
Composition in % :
C Mn Si S P Ni Cr Mo Al
0.28 -
0.33
0.6 - 0.9 0.4 - 0.6 0.03 max 0.03 max 0.5 - 0.6 0.5 - 0.8 0.15 -
0.25
0.020 -
0.050
Uses :
Mainly used in the production of Knuckles, Yokes and Coupler body.
Low Alloy Steel Grade: (WD48 BD) (Previously Produced)
Composition in % :
C Mn Si S P Ni Cr Mo
0.28 - 0.33 0.80 – 1.10 0.4 - 0.6 0.03 max 0.03 max 0.5 - 0.6 0.5 - 0.8 0.15 - 0.25
Uses :
Mainly used in the production of Draft Gears.
The Molten Metal thus produced is then poured out into a ladle :

15. The Pouring Line
The molten metal is collected in small amount and taken to the spectrometer lab for
testing and the filled ladle is taken to the pouring line by a trolley.
The ladle is lifted by an EOT crane and then taken across the pouring line and centered
above the pouring cap, a worker
The molten metal is then poured into the moulds. The moulds are filled to a certain
capacity until the gases trapped inside go out through the riser, the final indication
that the mould is filled is given by some amount of molten metal which comes out
through the riser.

16. The mould is then allowed to settle for a few hours. And the ladle is taken out to
remove the left over slag.
Mould Setting, Shake Out and Sand Reclamation Zone
The usual setting time for a mould is 6-8 hours after which the whole mould box is
taken out over to the shake out area, where the mould is placed over a vibrating shake
out machine.
The machine vibrates at high velocity which breaks down the sand binding the casting.
This in turn empties the mould box, and the casting comes out. The sand is feeded out
through and underlying conveyor belt which takes the sand out to a sand reclamation
unit. This process helps in lower wastage and effective cost management. The
reclaimed sand is further processed and stored in silos, by the sand reclamation
system, which can operate at a rate of 10TPH, this sand makes its way to the Herman
Jolting machine, IMF and HPM moulding lines through feed pipes and is fed directly
into the mould via hoppers. The reclaimed sand has excellent use for backing sand and
is thus used in mould boxes.

17. Burn Standard Co Ltd. Howrah Works, Foundry Produces Draft Gears, Steiger
Castings, CB couplers, Bogie bolsters, side frames and CMS crossings. Several other
made to order castings are also prepared by the foundry.
Heat Treament
The castings produced undergo heat treatment processes such as tempering and
quenching and normalizing, in order to extend the life of the same.
Heat treatment is carried out in three furnaces and water baths which helps in
tempering normaling and quenching activity.
1) The 10 Tonne Electric furnace is mainly used for all the above three processes i.e.
Normalizing: The process involves heating the products from room temperature to
900°C for 6hours and then again to 910°C for 5 hours until they are taken out and
water cooled rapidly in a quenching bath adjacent to the furnace. Here phase
change occurs from austenite to pearlite.
The 10 Ton furnace produces two grades of steel namely Grade B and Grade E :
Grade B includes : Bogie side frames, Bolsters, Strikers, yoke pins, back stops and
support frames
Grade E includes : Coupler bodies, Knuckles Yokes, Follers, locks and minor
housings.
The grade E components further undergo quenching where they are re-heated to
900°C from room temperature for 5 hours and then they are water cooled. Here
phase change occurs from austenite to martensite.again the components undergo
tempering in a 6 Ton electric Tempering furnace where the components are heated
from room temperature to 600°C for 4.5 hours and then again at 630°C for 6 hours
and then air cooled.
2) The 20 Ton furnace is oil cooled and only used for normalizing purposes.
From the Heat treatment zone the half finished components are sent over to the
finshing area.

18. The Finishing Area
This area involves surface finishing the half done components by the means of the
following processes in order to give a proper outlook and proper fit in all cases.
 Surface Grinding done by the help of pneumatic surface grinding machines
 Chipping done with the help of chipping hammers
 Gas Cutting and Welding done by welding torches and gas cutters
 Hammering done by the help of pneumatic hammers and manual hammers
Then the half finished goods are sent over to the SHOT BLASTING chamber, where
the components undergo high quality surface finish owing to the action of chromium
balls projected on them at high speeds inside a closed chamber. The chromium balls are
1mm in diameter and can penetrate even the smallest of cracks and openings.
After all these processes the finished products are then taken out
and sent over to the different assembly lines in the factory
premises. Steel casted components mainly make way to the
Casnub Bogie section, Coupler Section and Wagon Division.

19. Sand Testing Laboratory and Spectrometer
The sand testing laboratory in the foundry helps in testing the sand going into the
moulds by carrying out a series of tests:
The sand samples are taken from the continuous mixers and taken to the Sand testing
lab. Where the the sand is checked by various testing processes, namely:
 Shatter testing
 Sand Muller testing
 USM testing
 Moisture testing
 Sieve/Mesh test
 Permeability test
 Infrared moisture test
A normal sand sample used at Burn Standard Co Howrah Works, Foundry
Division has a value of :
AFS/GFN No – 44.28
Moisture – 3 – 4.5%
Clay – 0.35%
SiO2 – 98.11%
Face Value 30,40,50,50 – 93.5% (minimum of 80%)
Spectrometer:
The Spectrometer Test helps in testing the samples of Metal produced during the heat
and after the heat is produced. The molten metal sample is taken in a small pouring
cup and left to settle (1) during the charging process, in order to determine which raw
materials are to be incorporated and the (2) Again a sample is taken after the melting
process completes.
The spectrometer contains certain channels through which the elements in the sample
pass giving out specific spectra, when the sample is charged by a tungsten electrode in
the test chamber. The results of the test sample are displayed on a computer terminal
for reference which is printed for official use.

20. WAGON DIVISION
Goods wagons or freight wagons are unpowered railway vehicles that are used for the
transportation of cargo. A variety of wagon types are in use to handle different types of
goods, but all goods wagons in a regional network typically have
standardized couplers and other fittings, such as hoses for air brakes allowing different
wagon types to be assembled into trains. The wagons are also equipped with an
auxiliary storage tank for storing compressed air sent from the engine which is to be
used for the purpose of braking. A network of pipes below the wagon helps in passing
this air to the brakes. For tracking and identification purposes, goods wagons are
generally assigned an identifier, typically a UIC wagon number, or in North America, a
company reporting mark plus a company specific serial number. The region to which
the wagon is assigned is also mentioned on the wagon body. The company which has
made the wagon, its seal is also stamped on the wagon body. Then the wagon is
painted.
Although different types of wagons are made, the two types of wagons mostly
manufactured is the BO-XN-HL wagon (which is an open type wagon) and the
BCNHL (closed type wagon).
We mainly had the opportunity to look at the BO-XN-HL wagon.

21. SALIENT FEATURES FOR ‘BOXN’ WAGON
Sl.
no.
Particulars Description
1. Estimated tare weight 22.47T
2. Payload 58.81T
3. Gross load 81.28T
4. Axle load 20.32T
5. Ratio of payload to tare weight 2.72T
6. Truck load density (gross) 7.59T/m
7. Floor area 20.87 sq. m
8. Volumetric capacity 56.29 cubic m
9. Overall width 3200 mm
10. Inside width 2950 m
11. Journal center 2260 mm
12. Length of center buffer faces (NT) 10713 mm
13. Length over head stock 9784 mm
14. Bogie center’s 6524 mm
15. Wheel diameters on trend (new/condemning) 1000 mm / 906 mm
16. Wheel base 2000(+ -) 5 mm
17. Height of CBC from rail level 1105 mm
18. Distance between side bearers 1474 mm
19. Type of side bearers Roller type
20. Type of Centre pivot IRS spherical
21. Type of brake beam Unit type fabricates brake
beam
22. Suspension details Long travel helical spring
suspension
23. Type of roller bearing Std. AAR CTRB suitable for
152.4*276.4mm(6’’*11’’wide jaw)
24. Type of bogie CASNUB 22W
25. ‘A’ dimension 70(+2 -0) MM

22. Details/Salient features of BOXN Wagon:
1. No. of doors in BOXN wagon – 2 on each sides (on
both ends)
2. DRAW AND BUFFING GEAR:-
 High capacity, high friction gear used.
 High tensile straight CBC used.
 CBC coupler working capacity – 120 ton.
 Hauling capacity in 1:100.In up gradient – 9000 ton
3. BOGIE:-
 CASNUB bogie used.
 Axle load capacity – 22.9 ton.
 Secondary suspension, helical aping is used.
 UIC spherical type Centre pivot fixed [except 22W, 22W(R)].
 Fit for 90 mph, 100 mph for HS.
 Maintenance cost is less.
 Metal bonded constant contact rubber pad side bearer used.
4. BRAKE GEAR:-
 Single pipe air brake system.
 SAB, empty load device used.
 Clearance between wheel and brake is maintains through SAB.
 No. of brake beam – 4.
 No. of brake block – 8.
5. RUNNING GEAR :-
 Axle load – 22.9 ton.
 Axle bearing – CTRB.
 New wheel dia. – 1000 ton.
 Condemning dia. – 906 mm.
 Journal Centre – 2260 mm.
 Dia. of journal – 144.5 mm.

23. STANDRARD FEATURES OF ‘BOXNHL’ WAGON
SL.
NO.
PARTICULARS DIMENSION BOXNHL
1. Length of overhead stock mm 10034
2. Length over couplers mm 10936
3. Length inside mm 10034
4. Width inside / width overall mm 3022/3250
5. Height inside/height (max) from RL. 2028/3301
6. Bogie centers mm 6690
7. Journal length*dia. mm 144*278
8. Journal centers mm 2260
9. Wheel dia. on thread(New/worn) mm 1000960
10. Height of C.B.C. from R.L. mm 1105
11. C.G. from R.L. (empty) m
12. C.G. from R.L. (loaded) m
13. Floor area sq.m 30.32
14. Cubic capacity cu.m 61.05
15. Maximum axle load tonne 22.9
16. Tare weight tonne 20.6
17. Pay load tonne 71.0
18. Gross load (Pay Tare) tonne 91.6
19. Ratio gross load/tare 4.45
20. Ratio (Pay load to tare) 3.45
21. Track loading density Ton/m 8.35
22. No. of wagons per train 58
23. Brake system Air Brake
24. Coupler C.B.C
25. Bearing R.B.
26. Maximum Speed (loaded) 75 kmph
(empty) 100 kmph

24. PARTS OF A WAGON
Major parts of a wagon include the following:
1). Under Frame
2).Side Body
3).End Body
4).Door
5).Bogie, Wheels, Axle and Bearings
6).Brake equipment and piping
ASSEMBLY WORK PROCESS OF A WAGON
The most vital part of the wagon is the under frame. The under frame is made up of 29
subparts. The under frame is put together by holding it in a fixture. The major
components of the under frame are the following:-
 Center Sill (1 nos)
 Sole Bar (2 nos )
 Headstock (2 nos).The head stock has housing for the coupler.
 Bolster (2 nos ).The bolster carries the load of the wagon and the wagon is placed
on the CPT (Center pivot Top) and screwed.
 Cross Bar and Spatial Cross bars (2 on each side of a bolster)
 Crib angle. It has an angle of almost 90 degrees and bent and is welded on top of
the head stock and sides. The side and end body of the wagon will rest there.
 Other components include Proplate, Stringers for support.
All these components are put together by welding and by hot bolting. The one end has
the striker casting fitted to it and riveted. Behind striker casting back stop is fitted and
behind back stop diaphragm base plate is fitted. The inner side of the under frame is
welded using MMAW while the outer side of the under frame is made by SAW
(Submerged Arc Welding).
The side body of the wagon is the outer frame which is fitted at the two sides of the
wagon. Sides are made up of side panels and side stanchions which are attached to the
crib angles, riveting strips or hot bolting.
The end body is similar to that of the side body in the sense that they consist of end
panels, end stanchions etc. Corner connectives connect the ends of the wagon with the
sides.
There are 2 doors on each side of the wagon. They are hinged at the bottom and they
can be unloaded manually.

25. WAGON MANIPULATOR:
The wagon manipulator is used for putting the wagon together by clamping the
different parts of the wagon together, making it easier to carry out welding operations.
The manipulator can be turned using motors and the wagon body set at different
angles.
The wagons are moved around to the different parts of the bay using EOT cranes.
Almost all wagons are made up of mild steel using GMAW (For MS, CO2 gas is used).
If the wagons have to be protected from corrosion, then Stainless steel is used (For SS,
Argon gas is used).
The different parts of the wagon are made using machine tools in the bay such as gang
drilling machines, shearing machines, radial drilling machines, plate bending machine,
hydraulic and mechanical squeezing machine etc.
The wagon is then mounted on the bogie sets. After shot blasting the wagon structure,
brakes are fitted. The wagon is then painted, lettered and inspected before dispatching
them.
Air Brake System:
a) Distributor Valve:
D.V.: Test on SWTR.
D.V. Isolating Cock" Examine operation.
D.V. Release Valve: Examine operation.
D.V. P4AG Filter: Clean.
b) Brake Cylinder:
Filters of escorts and RPIL make: Clean.
Brake Cylinder of Gresham and WSF Make: Lubricate
c) Cut off Angle Cock:
Angle cock: Examine and lubricate.
Rubber Seals: Change.
d) Dirt Collector:
Dirt Collector: Clean.
Sealing Ring: Change.
e) Reservoir:
AR & CR: Drain.
Sealing Ring: Change.
Gaskets (MU Washer): Change

26. f) Metal Pipes and Joints:
Pipes and Joints: Examine leakage and repair.
Seals (20mm and 32mm pipe): Change.
g) Slack Adjuster:
Slack Adjuster: Test Functioning, repair if required.
A Dimension: Adjust.
M20 Anchor Pin Nut: Ensure securing by welding to pin.
h) Air Brake System:
Brake System: Test on SWTR as per procedure.
Brake Block: Ensure standard key split pin and all new brake block.
Wheel Axle and Bearing:
a) Axle:
Ultrasonic Testing: To be carried out at every ROH and reject if fails.
Deep Notches due to grating of Pull Rod: Reject if depth is more than 5mm.
Axle and Holes: Clean and lubricate in case end cover is opened.
b) Wheel:
Tread Profile: Check with tyre defect gauge.
Height of Flange: If height more than 31mm do not use in ROH.
Smooth Flange: If flange not completely smooth in region 'A', then do not use in ROH.
c) Bearings:
Cup: Rotate the bearing for unusual sound. Check cup for crack/chipping.
Seal: Check seal for external damage and dent.
Backing Ring: Check backing ring for looseness and vent fitting on backing ring with vent hole (the
vent fitting should be intact or the vent hole should be plugged).
Locking Plate: Use new looking plate whenever end cover is opened.
Axle End Cap screw: Clean and lubricate in case end cover is opened.
Load Zone Change: Change load zone area of the cup while lowering bogie side frame.
d) Adapter:
Crown Surface: Replace if worn to relief depth.
Side Lug: Replace/reverse and use.
Thrust Shoulder: Replace if depth exceeds 0.7mm.
Machined Relief: Replace if depth exceeds 0.8mm.

27. Summary ROH of Air Brake Wagon with CASNUB Bogie
Box 'N' wagons are to be given Routine Over-Haul (ROH) normally after every 18 months at the
nominated sick line/wagon depot, where proper facilities are provided.
The ROH schedule is as follows:
 Lift the body, keep it on trestles and run out bogies.
Strip bogie components for examinations and repair as below:
 Strip spring and spring suspension arrangement including snubbing device. Check springs for
free height and other defects. Replace where required.
 Examine Bogie frame. Check frame alignment as per RDSO instructions.
 Examine pivot for welding defects/cracks/abnormal depth due to wear. Replace where
necessary and lubricate with graphite flakes to IS: 495 in dry condition.
 Strip brake gears levers and rods for examinations of worn outs/damaged parts.
 The equipments shall be given attention in accordance with the maintenance manual issued by
respective air brake equipment manufacturers:
 Cleaning of strainer discs.
 Lubrication of brake cylinders/cleaning of its strainer.
 Check for easy operation of isolating cocks and anti pilferage device of distributor valve cut
off angle cock, manual quick release and isolating cock.
 Draining of auxiliary reservoir.
 Checking of hose coupling for serviceability.
 Cleaning of a strainer.
 Dirt collector to be cleaned.
 Leakage in pipe and joints to be checked.

28. After carrying out above items of work the wagon shall be tested for proper function of air brake
system with single car test device in accordance with the procedure indicated below:
 Connect the BP coupling of single car test rig to the corresponding coupling of the wagon to
be tested. The couplings of the other end of the wagon to be closed with dummy couplings
heads. Fix pressure gauge on the brake cylinder.
 The single car test device should now be coupled to the main line of a compressor through a
pipe.
 Carry out the preparation and testing in accordance with the procedure given in the
manufacturer's maintenance manual and record the reading in the Test Performa.
 For passing the wagon, all the parameters shall be within specified limits.
 Clean horizontal levers, Hand brakes and gears and lubricate.
 Examine head stock for damage, bend/cracks.
 Refit brake gears, levers and rods. Lubricate pins and other equipments and apply graphite to
horizontal levers of empty load box.
 Replace worn out brake blocks. Check wheel profile, turn the wheel as needed. UST of axle
to be carried out and turning of wheel to worn wheel profile during ROH.
 All the wheels are to be checked ultrasonically and axle box cap bolts are to be tightened up
by torque wrench with proper torque and in no case old locking plates are to be reused.
 CBC knuckles are to be checked by contour gauge, anti creep/articulated rotary operation of
locking arrangement to be checked.
 Manual adjustment of brake gear to be done in accordance with wheel diameter.
 Modification works are to be attended as issued by RDSO from time to time.

29. Bogie Mounted Brake System
 In order to overcome the problem faced in conventional bogie breakage, missing
components and malfunctioning of SAB. In BMBS fitted wagons, BK. Cylinder
equipped with in built SAB.
 In conventional BOXN/BCN wagons due to frequent theft of control rod, main
pull rod.
 End pull rod & BK. Rigging parts in tippling operation causing poor brake power
in Racks, resulting detentions of wagons. In BMBS wagons these items are
eliminated.
 In order to improve mechanical efficiency of brake power.
 In a normal rake of BOXN wagon fitted with conventional type BK system there
was around 18% brake fading after around a trail of 1000 km. But in case of
BMBS fitted rakes.
 No brake fading is observed after around 5000 km.
 Braking distance of conventional Rake of 58+1 wagons of BOXN is 1350 m.
 However BMBS it is 880 m (approx.).
 In conventional wagons setting of a dimension was a major problem. If any
change made in sleeve nuts of E/L device that may create to heavy loss of wagon
creating brakes binding /wheel skidding .In order to overcome this BMBS fitted
wagons came into field which contains in built slack adjuster.

30.  In case of BMBS system Automatic Load sensing device is used which gives 2.2
kg/cm².
 Pressure to brake during empty condition 3.8 kg/cm² during loaded for avoiding
the above problems.
Salient Feature of Bogie Mounted Brake System
 Use of two no’s of dia. brake cylinders with automatic load sensing device.
 Use of 58 mm thick K type non asbestos composite brake block.
 A constant 56 mm piston stroke is required to maintain uniform and efficient
braking performance.
 Application of loads is at the ends the brake instead of Centre resulted no
chances of bending brake beams.
 Total slack adjusting capacity 500 mm including brake block wear wheel wear
and all clearances.
 All cylinders are equipment with an automatic piston stroke indicator.
 Replacement of the brake read quickly and easy removal by only one pin.
 Provision of mechanical hand brake system with the use of two no’s stainless
hand brake cables pulled through standard hand brake rigging.
 Cylinder is mounted parallel to the brake beam and forces through the bell
cranks.
 Improves the efficiency and alignments the braking forces with the wheels which
reduced the wear of shoes and wheels.
 Use of pressure regulated load sensing device installed between body and bogie
under frame act on 15 psi to maintain normal sensor arm travel of 95 mm.

31. WORKING PRINCIPLE OF BMBS:
During application the air is introduced into the brake cylinder which forces out the
piston along the ram assembly. The brake cylinder is floating in nature; as a result the
brake cylinder extends equally on both the sides .The extension of brake cylinder causes
the rotation of the bell crank levers in their pivot, which is on primary brake beams and
forces the push rod to move towards the wheel and apply force on the wheels.
Simultaneously a reduction force is developed which
Cause the primary beams along with levers and brake cylinder to move towards the
wheel. The primary brake beam continues to move until it touches the wheel and apply
force on the wheels. When the brake is released the air from the brake cylinder is
exhausted to the atmosphere through the distributor valve. The return spring inside
the brake cylinder pushes the piston along with the ram assembly back to its original
position .The bell crank levers rotate back causing the beams to move back to their
earlier positions. The brake cylinder is equipped with a double acting slack adjuster. If
there is any wear in brake shoe/wheel or any slackness in the structure it will be
automatically compensated by the built in slunk adjuster which pays out & fill the gap.
DM YARD
The DM yard is the department where mostly the wagons which have to be repaired are
sent. The wagons sent there are repainted, welded and new components in place of the
damaged ones are provided, new rivets are inserted and also oxy acetylene cutting
takes place etc. The riveting done is hot riveting and the tail of the rivet is closed using
a pneumatic riveter which uses compressed air and seals the rivet by a continuous
series of blows to the end of the rivet. The temperature of hot riveting is approximately
1000 degrees and the mild steel rivets used usually catch fire.

32. CASNUB BOGIE & COUPLER SECTION
CASNUB BOGIE
CASNUB BOGIE: CASNUB BOGIE means Cast Steel Bogie equipment with
three sets of springs. (i).Outer spring, (ii).Snubber spring, (iii).Inner spring.
Bogie comprises of two cast steel side frames and a floating bolster.
The bolster is supported on the side frame through two nests of spring,
which also incorporate a load proportional friction damping the side
frames are connected by a fabricated mild steel spring plank to maintain
the sequence of the bogie .There are two sets of wheels for each side frame.
BOGIE COMPONENTS
1. Side frames wide friction plates.
2. Spring plank.
3. Friction shoes.
4. Load bearing spring.
5. Center pivot top & bottom.
6. Bolster pivot pin.
7. Side frame key bolt, nut, spring washer& split pin.
8. Elastomeric pads or poly urethyne pads
9. Bogie brake gear.

33. GENERAL ARRANGEMENT FOR CASNUB BOGIE
Bolster:
 Pocket Slope Liner: Change liner if thickness less than 5mm.
 Rotation Stop Plugs: Provide liner (thickness to suit) if dimensions less than 514mm.
 Inner Column Gibb: Provide liner (thickness to suit) if dimensions more than 142mm.
 Land Surface: Provide liner (thickness to suit) if dimensions less than 442mm.
 Outer Column Gibb: Renew by welding if dimensions more than 241mm.
Side Frame:
 Column Friction Liner: Change liner if dimensions more than 445mm.
 Column Side: Provide liner (thickness to suit) if dimensions less than 209mm.
 Anti Rotation Plugs: Provide liner (thickness to suit) if dimensions more than 526mm.
 Key Seat to Pedestal 22W: Provide liner (thickness to suit) if dimensions more than 276mm,
149.
 Crown Roof 22W (M): Provide liner (thickness to suit) if dimensions more than 321mm
 Crown Roof 22 NL: Provide liner (thickness to suit) if dimensions more than 326mm.
 Pedestal Crown Sides: Renew by welding if dimensions less than 147mm.
 Pedestal Jaw 22 W: Provide liner (thickness to suit) if dimensions more than 275mm.
 Pedestal Jaw 22 W (M): Provide liner (thickness to suit) if dimensions more than 283mm.
 Pedestal Jaw 22 NL-S: Provide liner (thickness to suit) if dimensions more than 195mm.
 Pedestal Jaw 22 NL-L: Provide liner (thickness to suit) if dimensions more than 241mm.
 Pedestal Sides 22 W: Provide liner (thickness to suit) if dimensions more than 102mm.
 Pedestal Sides 22 W (M): Provide liner (thickness to suit) if dimensions more than 195mm.

34.  Pedestal Sides 22 NL: Provide liner (thickness to suit) if dimensions more than 178mm.
Wedge:
 Slope Surface: Renew by welding if dimensions less than 7mm.
 Vertical Surface: if vertical surface from the centre line of spigot less than 56mm, and then
provide liner of 6mm thickness.
Centre Pivot (Bottom):
 Vertical Side 22 W: Renew by welding if wear more than 4mm.
 Vertical Side 22 W (M): Renew by welding if wear more than 3mm.
 Vertical Side 22 W NL: Renew by welding if wear more than 3mm.
 Seat 22 W: Renew by welding if wear more than 3mm.
 Seat 22 W (M): Renew by welding if wear more than 3mm.
 Seat 22 W NL: Renew by welding if wear more than 3mm.
Coil Spring:
 Outer: Group and use in seats. Replace if free height lass than 245mm.
 Inner: Group and use in seats. Replace if free height lass than 247mm.
 Snubber: Group and use in seats. Replace if free height lass than 279mm.
Bogie Brake Gear:
 Pins and Bushes: change if clearance is more than 1.5mm.
Centre Buffer Coupler
CBC is combines unit of Draw and buffer bearing, located at the Centre of the body
head stock.
 Used as draw Gear.
 Used to transmit buffing force.
ADVANTAGES OF CBC:
• Coupler and buffing gear both are located at the Centre of wagon.
• Hauling capacity increased.
• Maintenance cost is less than Conventional Draw gear.
• Hauling capacity of CBC – 7000T to 9000T

35. TYPES OF CBC ON THE BASIS OF OPERATION:
(1) Transition type CBC (70BD) (2) Straight type CBC (48BD)
COUPLER BODY:
i. Coupler head
ii. Coupler tail
iii. Coupler guard arm
iv. Coupler lock chamber
KNUCKLE:
i. Knuckle nose
ii. Knuckle lock face
iii. Knuckle front face
iv. Knuckle pin
PARTS OF A CBC AND ITS HOUSING ASSEMBLY
o STRIKER CASTING
o STRIKER CASTING WEAR PLATE
o LOCKING PIECE
o ROTARY LEVER ASSEMBLY
o CBC OPERATING HANDLE

36. o CBC OPERATING HANDLE BRACKET
o CBC OPERATING HANDLE WEAR PIECE
o YOKE PIN SUPPORT PLATE
o YOKE SUPPORT PLATE
o TRANSITION COUPLING
o FRONT FOLLOWER
o BACK STOPPER
o YOKE, YOKE PIN
o DRAFT GEAR
o BEARING PIECE [Size 16*16*270 mm (Modified) with 16*16*210mm
R.M.S, C.T.R, T&F & FORGING DIVISION
The R.M.S (Railway Machine Shop) Division at BSCL, Howrah Works is dedicated to
the production of CMS (Cast Manganese Steel ) Railway Points and Crossings. There
are several Planing, Facing and Grooving machines incorporated in this area.
The C.T.R (Central Tool Room) Division is an area attached to the T&F Section this
section is responsible for the maintainence of tools and other equipements needed in
the different shops. It is equipped with several Lathes, Shapers, Milling Machines,
Hobbing, Honing machines and several bench vices for smooth operation. Grinders are
also seen in this area, for incorporating smooth polish to the tools.
The T & F (Turning & Fitting) Division at BSCL Howrah Works is where all the
components are finally given a proper finish with standard dimension requirements
given by the RDSO. This includes Facing operations, Boring Operations, Counter
Boring of coupler bodies, Shaping of several parts, including bogie bolsters, drilling of
required holes and also welding of several componenets which are to be used in the
assembly of a wagon.
The Forging Division at BSCL howrah is a highly equipped forging shop with a lot of
machine tools dedicated to the sole purpose of forging and smithing. Large Pneumatic
as well as Hydraulic hammers, TUP Hammers, Shearing machines, oil fired furnaces
and Hydraulic Press punches are present. There is also Butt Welding equipment which
is very essential for the production of some components gives high quality of finish, and
it is hard to make out if the component has been welded or not.

37. Some Components Produced By The T&F, Forging and CTR which are required for the
production of a wagon are listed below:
T&F CTR Forging
Bearing Piece Gear Box Uncoupling Rod
Horizontal Lever Roller Empty Tie Rod
Foot Step (Large) Bearing Piece Washer Main Pull Rod (Short)
Aux. Resevoir Support Bkt Standard Plate Foot Step
Angle Boss Bkt A.P.D for B.E Pull Rod
Anchor Plate Aux Reservoir Suspension Step
Air Hose Dummy Bulb Cotter
Z’ Angle Tarpaulin Cleat
Loaded Tie Rod Body side Hand Hold
Door Locking Bolt APD for Bearing Piece
Door Locking Brucket Safety Bkt for Main Pull Rod
Hd. Brake Connecting Link 2 type washer pins
Check Collar Uncpoupling rod hanger bkt
Sleeve Coupling
Short Shaft
Roller Hanger
Main Pull Rod
Retainer Ring
Side Bearer Packing
Brake Gear Shaft Long
YPS
Hand Brake Pull Rod
Gear Box hanger bkt
Hand Wheel
Door way C/B Packing
B.E Pvl Rod
Hand Brake spindle (Long)
Connecting Rod Twist & St.

38. E/W MAINTAINENCE DEPARTMENT
E/W stands for Electrical Works, This Division is the most important of all at any
company. At BSCL Howrah Works, the division looks after the smooth functioning of
all the electrically powered equipments, the machine tools, the EOT cranes as well as
the power transmission and distribution lines of the company.
BSCL Howrah Works has over 33 EOT cranes of different capacity, working in different
divisions across the factory. EOT stands for (Electric Overhead travelling) crane.
Mainly most of the cranes are powered by a DC power source running across the
lengths of the steel structures of the factory, while some newer cranes have been
incorporated in the factory recently, most of the works are equipped by DC cranes.
The EOT crane sits on a set of rails which run along the length of the company
workshop. They are powered by powerful DC/AC motors. The Structure conists of a
moving carriage which houses two AC/DC Motors which are place on top of two Steel
girders. There is a crane operators’ cabin which houses a set of controls, 3 to be precise
1) for left and right longitudinal movement, 2) for moving the steel hook up and down
and 3) for moving the carriage across the girders. The EOT Crane travels length wise
via a set of 4 wheels of only 2 drive the crane and 2 are kept for support.
The factory uses a lot of compressed air as well as hydraulic equipment for various
activities across the workshops, this includes chipping grinding, painting, hammering,
press punches and shot blasting thus the requirement of Hydraulic Pumps as well as
Air Compressors, Storage tanks connected to distribution lines for the functioning of
equipments at different sectors.

39. Some of the air compressors which are used for distribution of pneumatic pressure
around the factory are:
Make: Atlas Copco
Product Code: GA-160
Serial No: PNA 116162
Max Final Pressure 7.5 Bar
Free Air Delivery 1/s 472
Motor Power 160 KW
Year of Manufacture 2011,1
Some of the Hydraulic Pumps used for the distribution of hydraulic pressure around
the units are:
Make: Metropolitan Vickers (Manchester)
Rotor 3Phase 4.66 Volts 100amps
Motor 440V 3Phase 730rpm 128amps
Power transmission Systems Including Transformers, Rectifiers and Circuit Breakers:
33000 Volts power supply is connected to the AC transformers in the Power House, this
supply is obtained from CESC.
The supply line is 500KVA with a 450KV Load AC input, 50Hz. Connected to Oil cooled
transformers.
These are then connected to rectifiers which supply 110V DC Output, which are further
connected to step down transformers in different company units.
Circuit Breakers have a Capacity of 36Kamps and service voltage of 440V.
Ther E/W maintainence dept. thus looks after all these aspects of the company.

40. PERSONNEL DEPARTMENT
The personnel department is one of the key departments of the company. It performs
the following important functions which can be given by as follows:-
1. It arranges work force for the different sections of the company,
2. It also monitors the attendance of staff and the work force.
3. Monitors HRD activities laws of PF/ESI/Gratuity etc.
4. It also looks after personnel welfare.
5. To handle all disputes related on the personnel front.
6. To prepare salary details and advice accounts department to disburse the salaries.
7. It also invites training applications from students of different colleges and helps in
training them.
8. It also helps in raising funds for personnel welfare.
9. It also helps in the smooth collaboration of the different sections of the company.

41. COMMERCIAL DEPARTMENT
This department is responsible for earning revenues for the company. A very
important resource on which the health of the company depends. The functions
performed by the commercial department can be given by as follows:-
1.) This department keeps track of the customer, market intelligence and competitor’s
activities.
2).They also apply their intelligence to ascertain the rates considering manufacturing
costs, overheads, selling expenses visa the acceptance rate to the buyer under the given
market conditions and ensures the company retains a good profit margin.
3).Wagons is sold to Indian Railways mostly through Rail Board’s open tenders.
However there are private buyers of wagons, who also procure through
tendering/direct contact.

42. ACCOUNTS DEPARTMENT
Again one of the key department s of the company, the accounts department engages
itself in the following activities which have been enlisted here as follows:-
1).This department monitors expenses files returns to the statutory tax departments
and makes their due payments.
2).Tracks incomes of finished, semi finished and scrap goods etc and the records are
kept in appropriate account books.
3).Tracks all expenses including payments to vendors, employees, contractor,
personnel, and statutory payments etc. are kept by them in appropriate books of
accounts.
At a specific interval the work out a balance sheet and issue a profit and loss statement
every year to ascertain the financial status of the company for the fiscal year.
4).This department also keeps track and makes record of unsold finished goods and
unutilized raw goods and its monetary values, receivable money, etc and turns them as
assets
5). Money payable to suppliers, staff, statutory accounts, power bill on any account is
also kept in the records which they term as liabilities.

43. PURCHASE & STORE DIVISION
The scope and function of the purchase department are to produce and supply of
materials, equipments, machinery and related auxiliary and utility services against
proper documents. Time, quality and price are the main essential factors involved in
purchasing process.
Process:-
 Shop department send their demands in a format S-List of loading format for
their requirement.
 Purchase department receive number of pieces needed.
 Purchase Department issues the enquiry.
 Tender called to the registered vendor.
 Tender is divided according to the lowest possible price in more than one
bidding.
TENDER RULE
Press Tender (2-2.5 years)
Limited Tender (21 days)
Space Tender

44. CONCLUSION
Burn Standard Company Limited (BSCL) is a Public Sector Undertaking
(PSU) of the Government of India. Headquartered in Kolkata, India, BSCL
is engaged mainly in railway wagon manufacturing under the Ministry of
Railways. The company was formed with the merger of two companies –
Burn & Company (founded 1781) and Indian Standard Wagon (founded
1918), and was nationalized in 1975. In fiscal 2006, the company reported
aggregated revenues of ₹1373 million (US$21 million). Subsequently the
company with its two engineering units at Howrah and Burnpur came
under the administrative control of Ministry of Railways in September
2010. The refractory unit at Salem, Tamil Nadu, was transferred to Steel
Authority of India Limited.Several thousand wagons covering all major
design have been manufactured and supplied to Indian Railways and other
Industrial Customers.
The company is exploring to enter into the business of coach repair work.
The company had formed a 50:50 joint venture with SAIL, SAIL-BENGAL
ALLOY CASTINGS PVT LTD; incorporated on 12/02/2013.