South east central railway (secr) bilaspur mechanical vocational training report 2 haxxo24 i~i
6/20/2011 PROJECT REPORT,SECR, BILASPUR
OBJECTIVES:- SUMMER VOCATIONAL TRAINING
INSTITUTION:- SOUTH EAST CENTRAL RAILWAY,
TRAINING PERIOD:- 20/05/2011-20/06/2011
STUDYING AT:- BIT,DURG
TRAINEES NAME:- BHASKER HARANGAONKER
UNDER THE GUIDENCE OF:- Mr. LALIT DHURANDHAR (Sr.DME),
This project work is based on my B.E. 4TH
vocational training at SECR, Bilaspur. A large number of
people had given me valuable knowledge which I have
incorporated in this work. It is not possible for me to
acknowledge all of them individually. I take this opportunity
to express my gratitude to them. However Mr. Lalit
Dhurandhar (Sr. DME) had granted me a great opportunity
to complete my vocational training at SECR, Bilaspur, I am
very much thankful to him. I am also beholden to Mr. R.V.
Rangarao (DME) & all the SSE’s of various railway yards at
Bilaspur. And I am also thankful to all the supervisors &
workers of various yards for their support & knowledge.
I wish to acknowledge my sincere thanks to my college BIT,
DURG for granting me this opportunity.
Finally, I want to thanks my colleagues, friends & my family
for their support & encouragement.
S.No. TOPIC PAGE No.
1 Major sick
1 - 3
2 BCN Depot 4 - 13
3 ART 14 - 16
17 - 19
MAJOR SICK LINE
Sick line is a place where repairing of wagons has been done during
running period. There are 6 no. of lines in the yard. Line no. 1 is
outgoing yard i.e. empty rakes which are repaired left for the
different loading points. Line no.2 to 4 are used for sick collection
line, sick line, engine line .And line no.6 is used for incoming yard,
i.e. unloaded rakes from different loading and unloading point
come to sick line. These rakes are then intensively examined by
c&w staff as per schedule. Time taken 3hrs to 31/2hrs.
After giving fit, sick wagons are being dispatched to the operating
department. Then the rakes are finally ready for departure to
Every day (average) 10hrs of rakes are to be giving fit. Each rake
consist 40-60 nos. of different types of wagons, Generally 60 BOXN
wagons in one rake.|~|
REPAIRING DONE AT MSL
1) Through repair of running gear including bogies.
2) Under frame members and body including floor should be
examined and repaired.
3) Bogie frame should be checked to damages, cracks and
deformation and should be repaired.
4) Warn out bushes and pins to be replaced.
5) Condemned brake block and brakes head to be renewed.
6) Distance between wheel flange on axel and tyre profile
should be checked.
7) Air brake system should be examined and repaired if
8) CBC is examined and repaired.
9) Floor sheet are repaired.
TYPES OF WAGONS
On the basis of wheels wagons are classified on two classes:-
1) 4 wheeler
b) CRT, CRC
2) 8 wheeler
TYPES OF CASNUB BOGIES USED IN THESE WAGONS:-
1) CASNUB 22 NLB
The over hauling (both POH and ROH) of wagons are done at BCN
is carried out the bogie section and the body section. The body is lifted
and trolleys are run out and the body is kept on tussle. Bogies are sent to
MACHINES AND EQUIPMENTS IN BCN DEPORT
EOT crane-2nos. capacity 15 ton
EOT crane-2nos. capacity 5 ton
Surface wheel lathe
Black smith shop
Model room for trainees
Material handling equipments
CTRB bearing installer
2 CNC lathe machine
Air compressor machine
Ultrasonic testing machine
Air brake is the brake system used in rolling stock in which the
media of brake application is compressed air. In this system
reservoir braking power in the form of compressed air is stored
in to and out of the brake cylinder is governed by a control
valve/distributor valve actuated by the brake pipe pressure
which runs throughout the length of the train. The pressure in
the brake pipe is controlled by driver’s brakes valve from the
locomotive when a compressor provided a compress air
NECESSITY OF AIR BRAKE
Vacuum brake system has got its inherent deficiencies, several
limitations like fading, increased application and releasing time,
limitation in train length for maintenance of vacuum levels in
engine and brake van etc. In particular the vacuum braked trains
running on critical section with higher altitudes are most
inerrable since it is not possible solution is to switch over to air
brakes to have reliable and effective brake power irrespective of
the altitudes of the section, distance covered, load and length of
TYPES OF AIR BRAKE
1) Direct release air brake
2) Graduated release air brake
Direct release air brake
In this distributor valve does not allow the pressure in the brake
cylinder to be reduced by steps or stages. Increases in this brake
pipe pressure by steps have no bearing on the exhaustibility of
the brake cylinder pressure. When once the exhaustibility of the
brake cylinder pressure starts, it continuous till it is vented out
completely. This inherent exhaustibility feature will be adversely
effect the brake cylinder pressure during the subsequent brake
Graduated release air brake
The brake is effective on all the vehicles in a train and may be
graduated on and off in small steps under the control of a drivers
brake valve. The distributor valve allows the pressure in the
brake cylinder to be reduced by steps or stages. This inherent in
exhaustibility feature will facilitate in locking up the air pressure
in brake cylinder in cyclic brake applications. This will help the
driver to have an effective control on transover deseeding
sustained step gradient irrespective to repeated brake
Graduated release air brakes are two types:-
1) Single pipe graduated release
2) Double pipe graduated release
The brake pressure of all wagons are to be connecting with flexible
air hoses and then to the locomotive brake pressure.
All angle cock is to be kept open except front angle cock of lending
loco, and rear end of angle cock of brake van. Isolating cocks on all
wagons are to be kept open. The feed pipe of all wagons are to be
kept open the flexible air hoses provided with opposite design of
palm end and then to be locomotive main reservoir pipe. All angle
cocks of feed pipe are to be kept open except from angle cock of
the leading locomotive and the rear angle cock of brake van.
Isolating cock provided between FP and rear side of auxiliary
reservoir and to be kept open.
SAB (SLACK ADJUSTER)
Brake regulator or slack adjuster is a device used for taking up
slack in between wheel tyre and brake block to the predetermined
valve due to wear on brake block and the tyres tread so that
frequent manual adjustment may be eliminated. It is double acting
in as much as it shorter the slack, due to wear and pays out in case
the slack falls less than permissible limit. That is to say that it
shorter and lengthens automatically according to say that it
shorter and lengthens automatically according to the situation and
maintains the slack is prescribed limit. This device is also fitted on
ICF coaches and its provisions on high speed coaches is a must slack
adjuster of DRV-450 type is fitted on coaches which is almost same,
with a little difference in the barrel. Other name of thin slack
adjuster is SEVENSK AKTI BOLAGATE BROOMS REGULATOR.
FUCTION OF SAB
When brakes are applied, the control rod head touches the
barrel and the brake shoes are pressed against the wheel tyre.
The process of automatic taking up of slack also starts side by
side. The distance between adjuster car and barrel is increased
by the amount equal to the slack. Clutch in release and leader
nut follows the movement of barrel rotating the adjuster spindle
so that the spindle may remain touching the barrel, when the
brakes are released, the leader nut stick to the left end of the
barrel and spring rotates the adjuster nut over when this
dimension touches its lower, it indicates that worm out pins,
bushes and block should be replaced.
ADJUSTMENT OF CONTROL DIMENSION
When this dimension is not according to the designed valve, it
should be adjusted as follows:-
Remove the control rod pin, loosen tighten the nut in the desired
direction to obtained the prescribed ‘A’ dimension. Then tighten
the lock nut. Refit the control rod pin, one full rotation of the
rotation of the control rod in any direction pays 2mm in
Routine over hauling is done after 18 months for general
rakes and after 12 months for c.c. rakes.
BRIEF WORKING PROCEDURE OF WAGONS
1) Lift body and keep it on test
2) Run out bogie.
3) Attention of bogie.
4) Clean the bogie and ensure no cracks on bogie parts.
5) Attention of brake gear, strip up visual examination of all
components replace of worn out/damage parts.
6) Rehabilitation procedure for bogies to be attended I all
7) Matching of spring.
8) Examination of pivots, side bearers.
9) Wheel base trammeling of bogies.
10) Modification bogie to be under taken as recommendation
by RDSO and local instruction. All pins to be secured with U
brackets (suspension pins).
11) Four wheel sets with new WWP profile with equal diameter
to replaced, ensure roller bearing are all in good condition
12) Examine to pivot casting and security arrangements with
pivot pins assembly lubricant pivots.
13) Examine body, brake gear.
14) Test SAB/el box.
15) Recommended RDSO/Local modification is attended on
body, brake gear.
16) Examination of CBC components:
Knuckle with all gauges.
Draft gear and its parts.
Yoke follower pin to be ensure.
Examine CBC coupler casting and knuckle with contour gauge.
CBC operating handle/anticreep arrangement.
17) Ensure correct reveting and YSP, PSP to be homed with
18) Horizontal level to be lubricated with graphite grease.
19) Proper welding procedure to be followed.
20) Body door arrangement and fastening to be examined and
lubrication to door hinges to be ensure.
21) Air brake:
Leakage test on wagon.
Drain out AR and CR.
Ensure pipe holding clamps intact.
Over haul brake cylinder.
Over haul angle cock.
DV to be tested either by single car or on test bench.
Recommended RDSO modification to be attended.
After completion of entire jobs single car testing of wagons
to be attended.
Test SAB, empty load device, piston stroke.
22) Stencil station code date on sole bar corners brake cylinder, AR,
CR, bogies and wheels etc.
23) Paint corroded locations such as door wagons sole bar touch up
wagon number/tare/area/return date.
It is the most important functional equipment of the system
and in a way, brain of the system. It senses the brake pipe
pressure variations and works automatically to provided
application as well as release. The DV assembly consists of
distributor valve, a pipe bracket and a control reservoir. All
pipe connection to distributor valve is given through pipe
bracket. It remains on the wagons when distributor valve is
removed for remain and maintenance purpose without
disturbing pipe connection. The control reservoir of 6lts
volume is directly mounted to the pipe bracket. The DV
isolating cock handle is vertical position indicates that the
DV is in open position and the handle in horizontal position
indicates close position of DV. A manual release handle is
provided at the bottom of the DV. The brake in a particular
wagon can be released manually by pulling this handle.|~|
COMMON FAULT IN DISTRIBUTOR VALVE
1) Leakage from DV
Leakage may be from manual release handle. Manual
release handle tread may be loose.
Inner diaphragm may be cracked.
Control valve may be damaged.
2) Manual release handle may be broken.
3) Control reservoir air passage may be choked.
4) Leakage may be from top position or bottom position of
POH OF WAGONS
After a certain period of running during service the wagons are
sending to the workshop for their periodical over hauling (POH).
The period of running between two successive POH is different for
the wagons, due to factors depending on type of wagon, its uses,
the material and chemical action which it carried, the bulkiness of
the material, the construction features.|~|
Railway workshop undertakes the POH of wagon such overhaul
consists of lifting, through examination of all parts of a wagon and
its gear and the execution of such repair may be necessary to
enable the wagons to run for the full period until the next POH.
BRIFE WORKING PROCEDURE OF POH
The POH of wagon consists of two sections, body and bogie section.
The body is lifted and trolleys are run out the body is kept on
trussel. Bogies are sending to bogie section.
1) Vacuum cylinder stripped and sends to vacuum cylinder
2) Brake gear, draw gear, buffing gear is stripped, examine
3) Under frame members, centre pivot, side bearer are built up
welding or changed.
4) Brake gear are units, pins are checked and replace if
5) The alignment of bogie is checked and corrected.
6) Bearing spring, suspension gear are checked and corrected.
7) After completion of all repairs, the bogie are measure on to
the wheels and return to the body section where the body is
lowered on then necessary to repaired. After finishing
touches painting etc. the wagon is to NTXR for examination.
ART (ACCIDENTAL RELIFE TRAIN)
Accidental relief train is useful in case of accident and brake
down region. This train is full of required equipment for relief.
The detail of equipment is divided in following categories:-
Electrical cutting tool
Detonator (produce sound)
Red green flag
Re railing bridge (rolling)
Roller carriage with jack
Claw jack (850mm rod. Piston)
Helmets + jackets+ hand gloves
Telescopic jaw (50T, 25T more than 1 piston)
Pull and push trolley
Gas cutter and Drilling machine
Diesel generator 3Ø
Portable diesel generator
Power light with PG& trunk
D.O.E spanner set
The over hauling and maintenance of coaches are done
at coaching yard.
The following activities are performed at coaching
Primary maintenance of 9 trains (22 rakes)
Secondary maintenance of 4 trains (11 rakes)
9 month IOH of coaches – 35 per month.
Sick repair of 90 coaches per month.
WORK PERFORM AT COACHING DEPORT
Break down maintenance of coaching stock between
consecutive overhauls the coaches undergo the schedule
called the intermediate lifting. At coaching sick line the
coaching stock lifted with the plain bearing axle boxes
as distinguish from roller bearing axle boxes undergo
the process of repacking as the following process of
Since the coaches are required to be lifted off the wheels
for repacking, the intermediate lifting in normally
planed to consider the repacking.The repacking consists
examination of all the components of the axle box
assembly i.e. bearing brass, splitter plate, journal etc.
and replacement of oil packing with necessary repairs.
The axle boxes fitted with roller bearing are examined in
the workshop during overhauling maintenance.|~|
IOH OF COACHES
Attentions to be taken on the following items
during IOH examination:-
1) Through repair of running gear including bogies
2) Under frame members and body including floor
should be thoroughly examined.
3) Bogie frame should be checked to direct
damages, cracks and deformation and
necessary repair is to be carried out.
4) Worn out bushes and pins to be replaced.
5) Condemned brake block and brake head to be
6) All safety brackets and loops should be intact
and properly secured.
7) Vacuum cylinder, release valve and alarm chain
should be over hauled and tested.
8) Checking and replacing of oil of side bearer in
9) Topping up of grease on axel box and ultrasonic
testing of axle and swing link bolt of BEML
10) Distance between wheel flange on same axle
and tyre profile should be checked.
11) Complete inspection to repair of draw bar and
12) Touching up of damaged paint of coaches
outside and inside.
In this washing line every coach of the rack is
thoroughly washed and cleaned both externally and
internally. Lavatories are washed and rubbed and
disinfected, interior fittings are checked for proper
functioning appearances and cleanness. Water tanks
are fitted and water cocks, flashes are checked for
choking. All components for passenger regarding
carriage fittings such as safety clutches, door lashes
and bolts, light and fans are attended before it is
placed on the platform.
Holding 504 ( PCV- 417, OCV - 75)
3 pit lines of 26 coach length & 2 stabling lines.
2 sick lines of 180 meter length.
2 IOH pit of 100 meter length.
3 air compressors, 3 sets of synchronized whiting
jacks, 2 SCTR, 2 RTR, 2 electric hoists of 7.5 ton, 1
road crane of 5 ton, 1 drill machine, 1 lathe
machine, 3 welding machine etc. |~|