loco , carriage and wagon workshop

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

2. TABLE OF CONTENT
1 ACKNOWLEDGEMENT
2 ABOUT CARRIAGE AND WAGON WORKSHOP ALAMBAGH LUCKNOW
3 ROLE OF C&W WORKSHOP IN RAILWAY
4 ABOUT CARRIAGE AND WAGON
5 BOGIE LIFTING WOKSHOP
*BOGIE
*OVERHEAD CRANE
6 ROLLER BEARING WORKSHOP
*ABOUT ROLLER BEARING
*TYPES
*FAILURES OF BEARING
*DESIGNATION
7 AIR BRAKE WORKSHOP
*ABOUT RAILWAY AIR BRAKE
*TYPES
*WORKING PRESSURE
*ENHANCEMENT
8 CORROSION WORKSHOP
*CORROSION
* CORROSION PEVENTION
*RESISTANCE TO CORROSION
9. WHEEL WORKSHOP

3. INDIAN RAILWAYS

4. ACKNOWLEDGEMENT
I take this opportunity my sincere thanks and deep gratitude to all
these people who extended their whole hearted co-operation and helped me in
completing this project successfully.
First of all I would like to thanks all the S.S.E. and J.E. of the all the
sections for creating opportunities to undertake me in this esteemed organization.
Special thanks to all the department for all the help and guidance extended to me
by them in every stage during my training. His inspiring suggestions and timely
guidance enabled me to perceive the various aspects of the project in the new
light.
In all I found a congenial work environment in CARRIAGE AND
WAGON WORKSHOP, ALAMBAGH LUCKNOW and this completion of
the project will mark a new beginning for me in the coming days.
THANKING ALL
ANAND PRASAD
MECHANICAL ENGINEERING
B.Tech 3RD
YEAR
BBAU LUCKNOW

5. CARRIAGE AND WAGON WORKSHOP
ALAMBAGH LUCKNOW
This workshop, earlier known as Carriage & Wagon Workshop was established by the
princely state of Oudh & Rohilkhand Railway (O&RR) at Alambagh, Lucknow in 1865
to carry out the periodical overhauling (POH) of rolling stock both Goods &
Coaching stock.
After about sixty years, that is in the year 1925 the O&RR was taken over by the
Eastern Indian Railway (EIR) along with all assets and liabilities. Thus the Carriage &
Wagon workshop Alambagh and Loco motive workshop charbagh became the part
and parcel of EIR. Subsequently in 1952 the EIR merged with Northern Railway and
Alambagh workshop became one of the premier Carriage & Wagon Workshop to
cater the need of broad gauge rolling stock in the Northern part of the Country.
In order to attain the optimal degree of productivity a lot of changes of product mix
have been witnessed in this workshop over the last 140 years. In a phased manner
the POH of Goods stock was reduced and ultimately the POH activity of Goods stock
was totally stopped from Feb-1995.Presently the activity of this workshop is purely
POH of Coaching stock.
After phasing out of wagon POH activity since Feb'95, this workshop has emerged as
a major workshop for POH of coaching stock. With the highly motivated workforce,
this workshop has been able to accept POH of modern high-speed coaches provided
with roller bearings, Air Brake and AC system though the basic infrastructure of the
shops had been developed for POH of conventional IRS rolling stock.
The Basic Data for workshop are as under
1. WORKSHOP AREA = 204684 Sq. Mtrs.
2. COVERED AREA = 72595 Sq. Mtrs.
3. POWER CONSUMPTION = 14666 KWH/day

7. CARRIAGE AND WAGON
A passenger car (known as a coach or carriage in the UK, and also known as a
bogie in India]) is a piece of railway rolling stock that is designed to carry
passengers. The term passenger car can also be associated with a sleeping car,
baggage, dining, railway post office and prisoner transport cars.
About Wagon
The number of goods wagons was 205,596 on 31 March 1951 and reached the
maximum number 405,183 on 31 March 1980 after which it started declining and
was 239,321 on 31 March 2012. The number is far less than the requirement and
the Indian Railways keeps losing freight traffic to road. Indian Railways carried
93 million tonnes of goods in 1950–51 and it increased to 1010 million tonnes in
2012–13.However, its share in goods traffic is much lower than road traffic. In
1951, its share was 65% and the share of road was 35%. Now the shares have
been reversed and the share of railways has declined to 30% and the share of
road has increased to 70%.
History and Development
Up until about the end of the 19th century, most passenger cars were constructed
of wood. The first passenger trains did not travel very far, but they were able to
haul many more passengers for a longer distance than any wagons pulled
by horses.
As railways were first constructed in England, so too were the first passenger
cars. One of the early coach designs was the "Stanhope". It featured a roof and
small holes in the floor for drainage when it rained, and had separate
compartments for different classes of travel. The only problem with this design is
that the passengers were expected to stand for their entire trip. The first
passenger cars in the United States resembled stagecoaches. They were short,
often less than 10 ft (3 m) long and had two axles.
British railways had a head start on American railroads, with the first "bed-
carriage" (an early sleeping car) being built there as early as 1838 for use on
the London and Birmingham Railway and the Grand Junction Railway. Britain's
early sleepers, when made up for sleeping, extended the foot of the bed into a

8. boot section at the end of the carriage. The cars were still too short to allow more
than two or three beds to be positioned end to end.
Britain's Royal Mail commissioned and built the first Travelling Post Office cars in
the late 1840s as well. These cars resembled coaches in their short wheelbase and
exterior design, but were equipped with nets on the sides of the cars to catch mail
bags while the train was in motion. American RPOs, first appearing in the 1860s,
also featured equipment to catch mail bags at speed, but the American design
more closely resembled a large hook that would catch the mailbag in its crook.
When not in use, the hook would swivel down against the side of the car to
prevent it from catching obstacles.

9. BOGIE
LIFTING
WOKSHOP

10. BOGIE
The bogie, or truck as it is called in the US, comes in many shapes and sizes but it is
in its most developed form as the motor bogie of an electric or diesel locomotive or
an EMU. Here it has to carry the motors, brakes and suspension systems all within a
tight envelope. It is subjected to severe stresses and shocks and may have to run at
over 300 km/h in a high speed application. The following paragraphs describe the
parts shown on the photograph below, which is of a modern UK design. Click on the
name in the picture to read the description.
Bogie Frame
Can be of steel plate or cast steel. In this case, it is a modern design of welded steel
box format where the structure is formed into hollow sections of the required shape.
Bogie Transom
Transverse structural member of bogie frame (usually two off) which also supports
the carbody guidance parts and the traction motors.
Brake Cylinder
An air brake cylinder is provided for each wheel. A cylinder can operate tread or disc
brakes. Some designs incorporate parking brakes as well. Some bogies have two
brake cylinders per wheel for heavy duty braking requirements. Each wheel is
provided with a brake disc on each side and a brake pad actuated by the brake
cylinder. A pair of pads is hung from the bogie frame and activated by links attached

11. to the piston in the brake cylinder. When air is admitted into the brake cylinder, the
internal piston moves these links and causes the brake pads to press against the
discs. A brake hanger support bracket carries the brake hangers, from which the
pads are hung.
Primary Suspension Coil
A steel coil spring, two of which are fitted to each axlebox in this design. They carry the
weight of the bogie frame and anything attached to it.
Motor Suspension Tube
Many motors are suspended between the transverse member of the bogie frame called the
transom and the axle. This motor is called "nose suspended" because it is hung between the
suspension tube and a single mounting on the bogie transom called the nose.
Gearbox
This contains the pinion and gearwheel which connects the drive from the armature to the
axle.
Lifting Lug
Allows the bogie to be lifted by a crane without the need to tie chains or ropes around the
frame.
Motor
Normally, each axle has its own motor. It drives the axle through the gearbox. Some
designs, particularly on tramcars, use a motor to drive two axles
Neutral Section Switch Detector
In the UK, the overhead line is divided into sections with short neutral sections separating
them. It is necessary to switch off the current on the train while the neutral section is
crossed. A magnetic device mounted on the track marks the start and finish of the neutral
section. The device is detected by a box mounted on the leading bogie of the train to inform
the equipment when to switch off and on.
Secondary Suspension Air Bag
Rubber air suspension bags are provided as the secondary suspension system for most
modern trains. The air is supplied from the train's compressed air system.
Wheel Slide Protection System Lead to Axlebox
Where a Wheel Slide Protection (WSP) system is fitted, axleboxes are fitted with speed
sensors. These are connected by means of a cable attached to the WSP box cover on the axle
end.

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

13. OVER HEAD CRANE
An overhead crane, commonly called a bridge crane, is a type of crane found in
industrial environments. An overhead crane consists of parallel runways with a
traveling bridge spanning the gap. A hoist, the lifting component of a crane,
travels along the bridge.
APPLICATION
Overhead cranes are commonly used in the refinement of steel and other
metals such as copper and aluminium. At every step of the manufacturing
process, until it leaves a factory as a finished product, metal is handled by an
overhead crane. Raw materials are poured into a furnace by crane, hot metal is
then rolled to specific thickness and tempered or annealed, and then stored by
an overhead crane for cooling, the finished coils are lifted and loaded onto
trucks and trains by overhead crane, and the fabricator or stamper uses an
overhead crane to handle the steel in his factory. The automobile industry uses
overhead cranes to handle raw materials. Smaller workstationcranes, such as jib
cranes or gantry cranes, handle lighter loads in a work area, such as CNC mill or
saw.
Almost all paper mills use bridge cranes for regular maintenance needing
removal of heavy press rolls and other equipment. The bridge cranes are used
in the initial construction of paper machines because they make it easier to
install the heavy cast iron paper drying drums and other massive equipment,
some weighing as much as 70 tons.

14. In many instances the cost of a bridge crane can be largely offset with savings
from not renting mobile cranes in the construction of a facility that uses a lot of
heavy process equipment.
COMPONENT
Bridge
the main travelling structure of the crane which spans the width of the bay.
The bridge consists of two end trucks and one or two bridge girders depending
on the equipment type.
End trucks
Located on either side of the span, the end trucks house the wheels on which
the entire crane travels. These wheels ride on the runway beam allowing access
to the entire length of the bay.

15. Trolley Hoist –
The unit consisting of both the hoist and the trolley frame. In situations where
more than one hoist is required on one crane, both hoists can be supplied on a
single trolley or on separate trolleys.
Trolley –
The trolley carries the hoist across the bay along the bridge girder(s) traversing
the span.
Hoist –
The hoist is mounted to the trolley and performs the actual lifting function via
a hook or lifting attachment. There are two basic types of hoist. The Munck
brand is a Wire Rope Hoist which is very durable and will provide long term,
reliable usage. The other type of hoist is the Chain Hoist.

16. Corrosion workshop
(T/F A)

17. Introduction: Metals when exposed to environ ment containing
liquids,Gases etc. the surface of metal starts chemically reacting with
environmentAnd deteriorates.
Definition: corrosion is a chemical process of oxidation of metal due
toExposure with corrosive environment.
Iron exposed to atmosphere and corrosive liquids forms a reddish layer o
the surface called rust. Rust is nothing but oxides of Iron formed due to
theoxygen available in the atmosphere.
Chemical reaction is: 4Fe + 3O2 → 2Fe2 O3
Effect of corrosion: Corrosion reduces the strength of the metal due to
reduction in the cross section.
With the introduction of all steel coaches corrosion has become a major
problem to tackle. Once corrosion starts it spreads rapidly and leads to
replacement of the component. This is much costlier than to save the
existing part by proper and timely attention.
Corrosion in ICF coaches:
Corrosion in ICF coaches is very common. Corrosion repairs to coaches
are mainly carried out during POH in workshops. Corrosion repairs are
also done during midlife rehabilitation (MLR) of coaches when the coach
is 12 to 13 years old especially at CRWS, Bhopal. After the MLR, next
immediate POH is done after 24 months.
During POH all the under frame members are thoroughly inspected for
identification of corroded members. Corrosion is indicated by flaking of
paint, flaking of metal, pitting and scale formation. Components that is
not visible from both sides such as sole bar and trough floor should be
examined by tapping with a spiked hammer.
Particular attention should be paid to more vulnerable members and
locations given below. Sole bars, body pillars, turn under, trough floor
and areas below lavatories in all types of coaches and luggage
compartments of SLRS. Solthrough proper anti-corrosion measures.

18.  Corrosion Repair
Corrosion in ICF coaches: Corrosion in ICF coaches is very common.
Corrosion repairs to coaches are mainly carried out during POH in
workshops. Corrosion repairs are also done during midlife rehabilitation of
coaches that are 12 to 13 years old .
During POH all the under frame members are thoroughly inspected to
locate corroded members. Corrosion is indicated by flaking of paint,
flaking of metal, pitting and scale formation. Components those are
not visible from both sides such as sole bar and trough floor should be
examined by tapping with a spiked hammer.
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19. Inspection of sole bars, body pillars and turn under: Examine visually
and with the help of a spiked hammer from below the coach and the
inspection holes in the turn under. If corrosion is suspected at places
without inspection holes 100mm dia hole should be cut at the bottom of
turn under for examination. If corrosion is noticed in the bottom half of
the sole bar the trough floor to be cut to a width of 300mm for
inspection. In case of heavy corrosion the side wall to be cut to a width
of 500mm.
Inspection of headstock: Examine visually inner and outer headstock,
stiffening behind buffers and the junction of sole bar and the headstock
for corrosion. Examine the base buffer assembly carefully.
Trough floor:
Examine trough floor adjoining the lavatories and under the luggage
compartment of SLRS and Parcel vans for corrosion with the hammer.

20. Repairs to under frame members: Repairs to under frame members
should be carried out as per RDSO pamphlet no C7602 for ICF coaches.
Corrosion resistant steel sheet for trough floor, pillars, sidewalls and roof
should conform to IRS M-41-97. Electrode IRS class B2 of approved
brands. Paint red oxide zinc chromate primer is-2074-62. Bituminous anti
corrosive solution to IRS-P30-96.
Repairs to Headstock: Only 8mm thick sheet is to be used headstock
repairs.
Repairs to Sole bar: The new sole bar section to be welded from both
inside and outside.
Repairs to Side Wall Members: For repairs to side and end wall members
interior fittings interior panels & window frames are to be stripped.
Repairs to be done as per RDSO sketch No. 76019.
Repairs to Trough Floor: For trough floor repairs plywood flooring to
be stripped. Repairs to be done as per RDSO instructions.
Repairs to Roof: Special attention to be paid at locations where gutter
moldings are welded and where ventilators are fitted. RDSO instructions
to be followed

21. HOW TO MINIMIZE CORROSION
Corrosion in rolling stock can not be eliminated altogether. Hot and
humid conditions in our country are helpful for corrosion. A change in
climate also has an adverse effect. However timely action during repairs
and maintenance will minimize corrosion.
A) DURING POH
1) Thorough inspection giving extra attention to areas prone to
corrosion.
2) Turn under repairs to be carried out with 5mm thick plates.
3) Only 8mm thick SS sheets to be used for head stock repairs.
4) Use stainless steel trough floor and inlays for toilets.
5) Use of 13mm comprege floor board instead of plywood.
6) Use PVC sheets for toilets and compartment floor.
7) Use stainless steel plates with drain holes in doorways.
8) Provision of tubular structure below lavatory area.
9) Corten steel is used for panel repairs.
10) Apply two coats of primer and three coats bituminous solution on all
under gear members.
B) IN OPEN LINE
1) During pit line examination check thoroughly all under gear and
under frame components, trough floor and headstock etc. for
corrosion. If corrosion is noticed take proper anticorrosive
measures.
2) Drain holes and drain pipes should be clear so that water
stagnation is eliminated.
3) All water leakage to be arrested at the earliest.
4) Proper repairs to damaged PVC floor.
5) Gaps in window sills to be filled up.

22. 6) Deficient/defective commode chutes to be made good.
7) Hosing of coach interior is to be avoided.
8) Avoid strong acids for toilet cleaning.
9) Body patches to be painted, carry out paint touchup where paint
is peeled off. During IOH all vulnerable areas are to be properly
inspected after Cleaning of turn under holes.
How to apply anti corrosive paint in coaching stock.
1 zinc chromate
2 zinc chromate, red oxide
3 Bituminous thin black solution
4 Bituminous red brown solution
5 Bituminous primer thick black
6 bituminous primer silver gray
Exterior paint schedule for coaches: At every 5th POH of a coach or
if the condition of paint is not good adopt 9 days painting schedule.
A—schedule (9—days)
1 Remove old paint
2 One coat of red oxide zinc chromate prime
3 One coat of brush filler followed by spot putt
4 Filler 2nd coat (spot putty if necessary
5 Rub down with silicon carbide paper
6 One coat of under coat
7 Flat with silicon carbide paper.
8 One coat of enamel finishing. Flat with silicon carbide paper. 2nd coat
of enamel finis
9 Lettering and miscellaneous work

23. Through floor :
Non AC coaches built since 1982 on the trough floor below the
luggage compartment of SLRs and Parcel Vens and adjacent bays
of lavatories and the under frame members are provided with
FRP sandwiched in between layers of bituminous emulsion. The
tough floor at these locations should be examined visually from
below for signs of corrosion supplemented by tapping with a
spiked hammer. If signs of corrosion are noticed, the trough floor
should be replaced as described in Annexure IV. In case of
replacement of trough floor below luggage compartment of SLRs,
LRs etc and bays adjacent to the lavatories under doorways as
also in case the whole trough floor in a coaches has been replaced
and painted with RDSO specification M&C/PCN/123/2006 for
high performance anticorrosion epoxy.

25. Wheel workshop

26. A train wheel or rail wheel is a type of wheel specially designed for use
on rail tracks. A rolling component is typically pressed onto an axle and
mounted directly on a rail car or locomotive or indirectly on a bogie,
also called a truck. Wheels are cast or forged (wrought) and are heat-
treated to have a specific hardness. New wheels are trued, using a lathe,
to a specific profile before being pressed onto an axle. All wheel profiles
need to be periodically monitored to ensure proper wheel-rail interface.
Improperly trued wheels increase rolling resistance, reduce energy
efficiency and may create unsafe operation. A railroad wheel typically
consists of two main parts: the wheel itself, and the tire (or tyre) around
the outside. A rail tire is usually made from steel, and is typically heated
and pressed onto the wheel, where it remains firmly as it shrinks and
cools. Monobloc wheels do not have encircling tires, while resilient rail
wheels have a resilient material, such as rubber, between the wheel and
tire.

28. WHEEL TESTING & MACHINING
Axel journal turning lathe.

30. Utrasonic and Magnetic Inspection of
Railway Wheels
Automated System for Utrasonic Inspection of
Railway Wheels
System overview
The STARMANS company has been developing the equipment for ultrasonic
inspection of railway wheels since 1998. Several different conceptions and
arrangements were developed " starting from simple two-channel system for testing
bandages, through the system for US testing of wheels in horizontal position, up to
the last, most efficient system for US testing of wheels in vertical position.
The testing system consists of rigid mechanic frame with immersion tank. The wheel
is fed in vertical position into the tank by means of a crane (manipulator).
Specifications of wheels are as follows:
 Wheel dimensions ? 650 - 1300 mm
 Hub dimensions ? 100 - 350 mm
 Diaphragm dimensions ? 200 - 1000
 Diaphragm width 100 - 160 mm
 Hub width 130 - 240 mm
 Max. weight 1000 kg
Transducers are moved away to the safe parking position during feeding and
removing the wheel. Linear guides of transducers are installed above the water level,
enabling testing the wheel hub in axial direction, wheel diaphragm in axial direction
and wheel rim in both axial and radial directions.
The system is modular, probe holders allow to use immersion transducers or
transducers with gap coupling. The control system allows testing using all
transducers simultaneously and allows setting up the sections to be tested.
Graphic records include actual requirements and can be modified according to
eventual additional requirements at any time, without changing the basic program,
by editing of graphs structure. Graphs enable documenting the position, diameter,
area, depth of detected defects, loss of back wall echo in the C-scan, with displaying
sections of measurement from all transducers.

31. There is a possibility of saving and documenting of A-scan in any point, or to save A-
scan according to prescribed criterion in the defect location.
Summary
The ultrasonic inspection system is equipped with modern computerized devices
enabling fully automated operation without presence of operator:
 automatic loading and unloading of wheels
 short time for inspection of one wheel
 multi-channel system with fully independent ultrasonic channels " possibility
of extension and upgrades
 high repeatability and reproducibility of test results
 simplicity of control and setting up the system via user oriented software
 possibility of remote diagnostic of the system
 immediate documenting and archiving of the test results, including the data
transfer to the company central information system
 completing the documentation after inspection " generating reports for
separate wheels and for full batch/order
 quick information about accepted and rejected wheels
 statistic processing of the test results acc. to pre-defined criteria
 saving of all parameters and functions of testing for simple use in future or for
checks and re-inspections