this is the file based on the industrial training done at coach care centre

1. CENTRE (DLI) IN THE MONTH OF JUNE-JULY 2016
SUBMITTED BY
HISHAM MUNIR
MECHANICAL ENGINEERING
SARVOTTAM INSTITUTE OF TECHNOLOGY &
MANAGEMENT
INDEX
CONTENTS
 ACKNOWLEDGEMENT
 TRAINNING SCHEDULE
 CERTIFICATE
 ABBREVIATION
 INTRODUCTION
 INTERMEDIATE OVERHAULIC
 AIR BRAKE SYSTEM
 BOGIE MOUNTD BRAKE SYSTEM
 AIR BRAKE TESTING
 BRAKE DOWN MAINTENANCE
 WASHING LINE MAINTENANCE
 SUGGESTION
 REFRENCES
 ACKNOWLEDGEMENT

2. Ref – HQ letter no. 802-M/6/30/Trainning/MC-1
Dated :-04/05/2016
I express my gratitude to Sr.DME/ Coaching / Indult. Trg /2016-17 NR /DELHI
Division who allotted coach care center in old Delhi railway station as training
center. My special thanks to goes to SANJEEV KUMAR KASHYAP(Sr. section
Engineer/C&W/NR/Coachcare center/Delhi )for his invaluablesupportand
guidance and for providing the training schedule of four weeks containing four
different tasks that are conducts in the coach care center, DELHI Depot.
I am highly obliged to PARAS CHANDRA (coaching depotofficer / NR / coach care
center / Delhi) for approving my request of training t coach care center of DELHI
division.
I humbly thank each and every personnelwho explained me the various tasks
being carried out at sick line (Coach Care Centre) which really boostmy practical
knowledgeand encouraged me to learn more.
Date Signature
NORTHERN RAILWAY
Sub: training schedule of industrial training providedon15-06-2016 at DELHI
Depot.
1. IOH of primary based coaches at sick line-one week.
2. Repairing and testing of air brake systemof coach at sick line – one week.
3. Brake down maintenance of coaches in sick line – one week.

3. 4. Washing line maintenance of coaches including air pressuretestof rake-
one week.
 ABBREVIATION :-
 CME- chief mechanical engineer
 DME- divisionalmechanical engineer
 BC- Brake cylinder
 SAB- slack adjuster brake
 BMBS- bogie mounted brake system
 BMBC- bogie mounted brakecylinder
 LOCO- locomotive
 SWTR- single wagon test ring
 SCTR- single coach test ring
 BSS hanger- bolster spring suspension hanger
 ICF- integral coach factory
 RDSO- research design and standards organisation
 CI- castiron
 NR DLI- northern railway Delhi

4. COACH CARE CENTER OLD DELHI RAILWAY STATION
INTRODUCTION
Coach care center old Delhi also called sick line is the workshop or the major and
periodical maintenance of the coaches it consists of modern facilities like pit for
working under frameand crane for separation of coaches & bogie for repair of all
type of defects.
ROLEOF C&W IN RALWAYS:-
I. Related with open line working
II. To ensureand co-operate in safer running of rolling stock.
To attend required schedule maintenance & running repair of rolling stock till the
stock are again due to P.O.H.
Related with workshop working:-
I. To attend periodical overhauling of rolling stock.
II. To adopt required modification.
III. To maintain proper records of all the rolling stock running in Indian
railways.
 MAINTANCE
The method of inspection, replacement or repair of component/assemble, usages
of the quality of material/specification of materials and keeping the
tolerance/dimensions is called maintenance.
WHY REQUIRED:- Maintenance is required on any equipment to keep it in
good working condition with safety, security and reliability so that it shall
not fail during the courseof work.
TYPES OF MAINTENANCE:-
Preventive maintenance: itis the method of carrying outinspection
repairs/replacementof component/assemblies before the failure of
equipment.
 Trip schedule
 A schedule
 B schedule
 IOH

5.  POH
Brake down maintenance: it consistof carrying out inspection,
repair/replacement of components/assemblies after the failure of
equipment. The following are brakedown maintenance:
 Sick line attention
 Attention of derailment
 Other accidents
TRAIN MAINTENANCESCHEDULE:
Washing line:- After every 2500 km
Sick line:-1. Schedule A maintenance 2. Schedule B maintenance
3. IOH-9 months or 2, 00,000 km 4. POH- 18 months or 4,00,000 km
INTERMEDIATE OVERHAULING
I. IOH Which is required to be given every nine months(+-) 30 days at
the nominated primary depot.
II. Coaches are required to be detached fromthe rakeand taken to the
sick line for examination and repairs.
III. For maintenance of major brake-down/mal-functioning of any
subassembly etc. the decision whether the coach is to be detached
fromthe formation for attending to maintenance/replacement of the
major subassembly is dependent on maintenance requirement,
operational convenience, time availability etc. The decision is taken
by the Engineer (C&W). Coach failure reportshould be made.
IV. At depot the coach that is detached for IOH is taken over to the
washing line for cleaning, lubrication and minor maintenance. The
coach that are detached due to a major defect in the distributor
value, brakecylinder, auxiliary reservoir etc, is taken to the pit line
for the replacement of such sub- assemblies, on unit exchange basis.
The detachment of coach is carried out so as to make the
maintenance or testing activities convenient and faster so that the
coach is made ready for use without delay.
PROCEDURE:-The activities performed to detached a coach with air brake
systemare as follow-
 Safety precaution shall be taken to preventinjury while
detaching/attaching a coach

6.  Remove the clamps on the cut-off angle cocks. Closethe cut off angle
cock of both feed pipe and brakepipe on both sides of the coach that
has to be detached.
 Close the cut-off angle cock of the feed and brakepipe of adjacent
coaches. This is to ensurethat the air pressurelocked up in the air
housecoupling gets vented to atmosphere through the vent hole of
the cut-off angle cock.
 Observeabovementioned safety measures to close all the four cut-
off angle cock on either sides of the coach to be detached so that
while opening air housecoupling, it may not cause injury dueto air
pressureinside.
 Release the air brake of the coaches to be detached by pulling the
manual release valve of distributor valve.
 Open the feed pipe and brakepipe house coupling from both sideof
the coach.
 If the air pressureof the brakecylinder does not vent by pulling the
manual release valve of distributor valve, open the brake cylinder
vent plug to drain the air pressure.
 Uncouple screw coupling and detach thee coach.
 Observeall other safety measures as prescribed.
 The following items of work should be attended during IOH.
 Buffer maintenance:

7. Buffer are horizontal shock absorbing parts with coupling the adjacentcoaches of
train so need regular changing of self absorbing rubber pads.
 Suspension maintenance
In primary suspension mainly wehave a spring and a dashpotprovidedamping
arrangementso regular refill of oil and changing of oil being done in the coach
care center.
 Air Brake System Maintenance
I. The maintenance of brakes consists of changeof brakeblock, adjuststroke
length, change of brakecylinder, leakage in the brake systemetc.
II. Check working of PEASD & PEAV by hearing the hissing sound of exhaust
air. After resetting with the help of key the exhaust of air should stop.
Replace the defective PEASD/PEAV.

8. AIR BRAKE TESTING IN SICK LINES
AIR BRAKE: The brake systemin which compressed air is used in the brake
cylinder for the application of brakeis called air brake.
Necessity tointroduce the air brake inrolling stock:- The existing vacuumbrake
has got its own limitation like brake, fading, increased application and release
timings etc. in practices it is not reliable for train running in higher altitudes due
to insufficient vacuumlevels in brake van and train engine.
So to overcome to all
these has become necessary to introduce Air brakesystemto control the speed of
train and stop it within a reasonabledistance, irrespectiveof length load of the
train distance covered and altitude of the train.
Advantages of air brake over vacuum brake system:-
1. Uniformbrake power is possible throughoutthe train in air brake it is not
possiblein case of vacuumbrakesince the pressuredrop atthe rareof the
train is up to 20%.
2. To propagation rate of compressed air id 260 m/sec to 280 m/sec while in
vacuumbrake60 to 80 m/sec.

9. 3. The air brake train has potentiality to run longer than 600 meters length.
4. The air braketrains have potentially to run heavier loads than 4500 tons.
5. Shorter braking distance.
6. Suitable for higher altitudes.
7. Compact and easy to maintain.
8. Consumption of spareis very less.
9. Simple brake ringing.
10.Quicker application and release so better punctuality can be achieved.
11.Better utilization of rolling stock since less maintenance and departure
detention.
Types of air brake:-
1) Direct release system:-
(100% creation & drop of pressure)
In direct release system, the brakecylinder pressurecannotbe reduced in
step by increasing the brakepipe pressurein step during releasing. The
brakes are released immediately, as soon as releasing of brakeis initiated.
2) Graduated release system:-
In this systemthe brakecylinder pressurecan be reduced gradually in step
in proportion to the increase in brakepipe pressure.
There are two types of gradually release air brake:-
1. Single Pipe Air Brake system
2. Twin pipe air brakesystem
 Single pipe air brake system
There is only one pipe called brake pipe running fromloco to the brake van
In order to get continuity of air fromthe application & release of brake.
I. At present running in good stock (Except latest developed BOX-NHL,
BCN HL wagons).
II. Releasing time is more than 45 o 60 sec.
 Twin pipe air brake system
I. In addition to brake pipe, there is one more called feed pipe, running
loco to the brakevan to chargethe auxiliary reservoir continuously to
6 kg/cm2. At presentrunning in coaching stock and also in coaching
stock and also in latest development (BOX-NHL, BCN HL wagons).

10. II. Releasing time is less than 15 to 20 sec.
 Working Principal of Air Brake System:-
Under normalconditions the brakepipe is changed with 5 kg /cm2 fromthe loco.
The control reservoir and the auxiliary reservoir arealso charged with 5 kg/cm2
fromBP through distributor valve in case of single pipe system. In twin pipe
systemthe auxiliary reservoir is charged to 6kg/cm2 through feed pipe.
When the brake pipe is charged at 5 kg/cm2 the brakecylinder is connected to
exhaust through distributor valvein order to keep the brakein released position
fully.
Whenever the brakepipe pressureis reduced below the CR pressure, theDV
connects the auxiliary reservoir with the brake cylinder and the air fromAR is sent
to the brakecylinder to apply the brake. Whenever the brakepipe pressureis
equal to CR pressure, theDV disconnects the BC fromAR and in turn connects the
BC with exhaust for the release of brakes fully.
The different processesinvolvedinworking of air brake:- The processes involved
in working of air brake are
a) Charging
b) Application
c) Released
d) Manual release
During charging:-
a) Brake pipe is charged at 5kg/cm2 by the drivers brakevalvefrom the loco.
b) Feed pipe is charged with 6kg/cm2.
c) AR is charged at 6kg/cm2 (up to 5kg/cm2 is charged fromboth brakes pipe
and feed pipe. Beyond 5kg/cm2 and up to 6 kg/cm2, it is exclusively
charged fromthe feed pipe.)
d) The CR is charged through distributor valveat 5kg/cm2 fromBP.
e) During charging brakecylinder is connected to exhaust through distributor
valve to keep the brakes in released condition.
During brake application:-
The brake pipe is reduced in steps in given below

11. SL No. STAGES BP PRESSURE IS REDUCED BY
1 Minimum reduction 0.5 to 0.8 kg/cm2
2 Service application 0.8 to 1.0 kg/cm2
3 Full service 1.0 to 1.5 kg/cm2
4 Emergency application 0.5 kg/cm2
5 Released stage No reduction (BP at 5kg/cm2).
When the brake pipe pressureis reduced in steps as shown above, the air from
AR is sent to BC to a maximum pressureof 3.8 + 0.1 kg/cm2 during full service
application as well as emergency application.
During minimum reduction and serviceapplication the admission of air from AR
to BC is directly proportionalto the reduction in the BP pressure. (i.e. 2.5 times
charging of BC as per reduction in BP, but it is applicable only up to 1.5 kg/cm2 of
pressuredrop in BP).
NOTE: Before AR is connected to BC the AR and CR are disconnected fromBP and
BC is also disconnected from exhaust.
The AR is continuously charged to 6kg/cm2 during brakeapplication by feed pipe
the CR pressureshould remain constant5kg/cm2. However, theremay be little
drop in CR pressureduring brakeapplication due to the design feature.
During the releasing/recharging:- During release the BP pressureis
increased in steps. When the BP pressureis increased in the steps the brake
cylinder is disconnected fromAR in turn connected to exhaust. The air from
brakecylinder is released/vented progressively depending upon the increase in
the brakepipe pressure. When the brakepipe pressureis broughtto 5kg/cm2, air
fromthe brakecylinder is completely exhausted and the brakes are released fully.
Manual Release:- Whenever the loco is detached BP pressureis broughtto
0 and brake application takes place due to existence of CR pressureat the bottom
of the main diaphragm. To release the brakes manually the hollow stem in the DV
should be broughtto the normal position by releasing the air from CR. To
facilitate this, the release valveis given a brief pull which is provided at the
bottom of the DV. During this operation the air fromCR is released which in turn

12. brings the hollow stem to normal position to connected BC with exhaust for
releasing of brakes.
BOGIE MOUNTED BRAKE SYSTEM
Introduction:
 In order to overcome the problem faced due to breakageand
malfunctioning of the SAB en-route and also due to the frequent
breakages and replacement of castiron brakeblocks.
 The SAB is completely eliminated by providing the brakecylinder on
the bogies itself, & frequent breakages and replacement of CI brake
blocks are minimized by providing high friction composite ‘K’- type
brakeblocks.

13. Advantages of BMBS:
 In built single acting slack adjuster to take up a slack automatically.
 Weight is reduced and C.Ccan be increased (weight is reduced 492
kg/coach as compareto conventional coaching stock).
 Number of pin jointis reduced 102 to 84.
 Fulcrumloses are reduced.
 Braking distance can be reduced at a speed of 110 km/h with 18
coaches is 800 m (conventionalstock is 905 m).
 Maintenance costis low.
 Noise is reduced due to under frame mounting, SAB is eliminated.
 Mechanical efficiency is increased.
 Reliability of brake systemis increased.
 Speed of the train can be increased due to better controlling of
train.
 Wheel wear reduced due to co-efficient of friction of ‘K’-typebrake
block is 0.25.
 Mechanical advantage is increased.
 13T(Non-AC) 1:4 (In-conventional) and 1:7.6 (In-BMBC).
 16T(AC) 1:5.5 (In-conventional) and 1:8.4 (In-BMBC).
 Life of the brakeblock is increased.(5.5 to 6.0 times in compression
to C.I).
 Mounting and dismounting of brakecylinder is easy during IOH &
POH.
 Weight of the brakeblock is reduced resulted transportation and
handling is easy.
Precaution to be followed while maintaining the BMBC
a) Insurethebogies are provided with high friction ‘K’-typecomposite brake
blocks. (as the co-efficient of friction of composite brakeblock L type is
0.17, K type is 0.25 and Cast iron brake block is 0.12).
b) Insurethatfloating lever, Z-armare not interchanged between AC/Non-AC
coaches.
c) Insureconnecting link (curved pull road) is not interchanged between
AC/Non-ACcoaches.

14. Whenever wheel diameter is reduced below 839 mm, insurethe curved pull road
hole is shifted to next inner hole.
a) Insurethepull road is not reversed
b) Insure38 mmpacking is given in between dash pot and Axle box wing
whenever wheel dia. is reduced to 839 to 813 mm
c) Whenever red mark is seen on the adjusting tubes replace all the brake
blocks since further take up of clearance is not possible.
WORKING PRINCIPLE
Whenever driver applies the brake, piston is charged at 3.8 kg/cm2 of pressure.
 Piston assembly started to move in forward direction
 There will be no any change in the piston of adjuster ratchet if
the piston strokeis within 32 mm.
 If the piston strokeis exceed more than 32 mm in return
stroke, the fulcrumof the rocker ramis changed, resulted the
pressureon plunger pin is released and pawl housing ring is
started to rotate in clockwisedirection due to release of
pressure, meanwhileratchet also rotated on it’s axis and
changed circumferential position by 20 degree and then locked
by pawl.
 Due to change of this clockwiseposition of ratchet, the
adjuster tube is linearly displaced outward at a rate of 0.366
mm per strokeand locked it in permanentfeature resulted the
gap between wheel and brakeblock is reduced.
AIR BRAKE TESTING
1. Engine testing
2. Continuity test
3. Rake test
4. STWR/SCTR
ENGINE TESTING
With the useof 7.5 mm diameter test plate (master test plate gauge)

15.  Object: To check the leakage in engine and compression capacity of engine.
 When tobe conduct: If there is any dispute between C & W and loco
department regarding creation of requisite in engine as well as in the rake..
 Procedure:
I. Detach the engine fromrake
II. Ensure-
a) MR pressure= 8 to 10 kg/cm2
b) BP pressure= 5 kg/cm2
c) FP pressure= 6 kg/cm2
III. Ensurepressurein BP at 5 kg/cm2 and open the cut of angle cock
fromthe both sides (frontand rear) to drop the BP pressuresudden
to wash out the system.
IV. Close the angle cock & charge the BP again at 5 kg/cm2
V. Apply master test plate gauge with rear side of the BP hosepalm.
VI. Engine must be detached fromthe rake and other engine is required
for train operation.
VII. Same procedurecan be adopted to check the leakage in FP.
CONTINUITY TEST
To be conduct by guard and driver-
 Object: To check the continuous flow of air fromengine to last vehicle (or
any floating obstruction).
 When tobe conducted: Before departure of primary/secondary rakefrom
platforms or if any attachment/detachment of engine or rolling stock in the
road side station.
 Procedure:
I. After completion of rakeon platform, beforedeparture guard and
driver jointly conducted the above test to ensureflow of air.
II. At first guard and driver will communicate with walkie-talkie or
telephone to performthe continuity test.
III. After the guard will drop 1 kg/cm2 of BP pressurefromlastvehicle
and ask driver for same pressuredrop sensed in engine.
IV. If yes, now driver will drop total amount of BP pressurefromlast
vehicle and same ask by the guard.
V. At last requisite pressureis created in engine and break van and train
is ready to go.

16. SWTR/SCTR
 When tobe conducted:
Single wagon/coach test is done only, if there is any major
repair/replacement is carried out with air brake components or during
schedules that is IOH or POH. (Except air house, MU washer if any of the
part is repaired or replaced SWTR or SCTR is done).
 Necessary Equipments
I. Test ring fitted with all necessary equipments
II. Dummy palm with gauge (separateor FP and BP)
III. CR, AR, BC is tested with pressuregaugewith flexible hose and
adopter.
IV. Stop watch.
V. Measuring scale.
VI. Teflon taps and soap solution.
VII. Toolkit with different type of tools
 Test procedure
I. Adjustmentof dimension and piston strokefor correctbrake power
application.
II. Visualexamination
III. At rear end dummy palm end with gauge is used.
IV. Joint test ring with compressor.
V. Attach and join with the test ring.

17. RAKE TESTING:-
 Mainly done in washing line to check the brakeof complete rake using rake
test ring.
 Rake testing ring is capable of testing full train (up to 24 coaches) at a time.
 Different activities/test to be performed during rake test.
A. Carry out visualexamination
B. Prepareof test rig for rake test
C. Leakage, service application and release test.
BRAKE DOWN MAINTENANCE
Break down maintenance is a method of carrying out inspection, repair, and
replacement of component/assemblies after the failure of equipment. The
following are brake down maintenance.
A. Sick line attention.
B. Attention of derailment.
C. Other accident.
 THIN FLANGE:- When the flange thickness reduces from28.5(NEW) to
16mm(condemn) or less, then the flange is called thin flange. Flange
thickness is measured at a depth of 13 mm from the tip of the flange.
Repercussion: Changes of bursting of point due to entering Of flange b/w
Tongue rail and stock rail.
 SHARP FLANGE: When the radius given at the tip of flange worn out from
14.5mm(NEW) to 5mm(CONDEMN) or less is called sharp flange.
Repercussion:- shearing of fish plate bolts at rail joints.
 RADIUS TOO SMALL ATTHE ROOTOF FLANGE:- new radios of flange at the
root is 16R or below, it is called radius too small at the root of flange.
Repercussion: Excessivelateral play results in change of mounting of
mounting of flange over rail.
 DEEP FLANGE: The new height of flange is 28.5m, when it increase up to
35mmor moreis called deep flange.
Repercussion: shearing of fish plate bolts at rail joints.

18.  FLATFACES ON TYRE: Flatness on wheel circumference Is called Flat faces
on tyre.
1. For coaching stock it is allowed up to 50mm.
2. For good stock it is allowed up to 60mm.
Repercussion: changes of rail fracturedue to hammering effect on rail.
 HOLLOWTYRE: If the grooveon the wheel tread is up to 5mmor more, it is
called Hollow tyre.
Repercussion: Chances of entanglement of tongue rail nosewith wheel.
 THIN TYRE:-If theremaining thickness of tiers is less than 25mm, it Is called
thin wheel.
Repercussion: probability of breakageof tire.
SICK LINE ATTENTION:
In sick line attention, mainly wheel defects are attended with the help of
wheel defect gauge drawn below.
WHEEL DEFECT GAUGE
Fig: wheel defect gauge

19.  ATTENSION OF DERAILMENT
 Definition: Derailmentmeans off loading of wheel/wheels causing
detention to rolling stock/P.Way.
There are two broad categories of derailment:
I. Sudden derailment - instant dismounting of wheel fromrail.
II. Gradualderailment – gradual climbing of flange on the rail.
 Sudden derailment:when derailment forces arehigh on a wheel it may
suddenly jump off fromthe rail table and the rolling stock derail. In this
case no flange mounting marks available on the rail table. However the
wheel drop marks can be seen on ballast or sleepers.
The possiblecauses for sudden derailment are-
I. Sudden shifting of load.
II. Improper loaded vehicle.
 Gradual Derailment: Theforces acting on the rail & weight of the vehicle
transmitted by the wheel on the rail which keeps the vehicle on the track.
When the wheel of the vehicle roll parallel
to the rail there is no angularity, when there is positive angularity the
conditions creates the changeof derailment.
 Cause of derailment: The causeof derailment can be largely classified into
following two major categories
I. Equipment failure
II. Human failure
Apart fromthe above cattle run over, sudden falling of boulders, trees etc. on the
track, sinking of track also may be the cause of derailment of rolling stock which
do not require through investigation.
Derailment occurred due to one or more of the following factors:-
a) Operational factors
b) Track
c) Rolling stock

20. 1. Air vent screw: On the bogie side frames, directly above the dash-pots,
tapped holes are provided for replenishing oil in the dash pots. Special
screws with copper asbestos washers arescrewed on the tapped hole to
make at air tight.
2. Bogie Bolster Suspension: The bolster rests on the bolster coil springs-
two at each end, located on the lower spring beam which is suspended
fromthe bogie side frame by means of bolster-springs-suspension (BSS)
hangers on the either side. The two anchor links diagonally positioned are
provided with silent block bushes. The links prevent any relative movement
between the bogie frame and coach body.
3. Springs: In ICF bogie, helical springs areused in both primary and
secondary suspension. Thesprings aremanufactured frompeeled and
center is less ground bar of chromevanadium/chromemolybdenumsteel.

21. 4. Center pivot arrangement: The center pivot pin joins the body with the
bogie and transmits the reactive and braking forces on the bogie. It does
not transmit any vertical load. Itis equipped with rubber silent block
bushes which tend to centralize the bogie with respectto the body and, to
some extend control and damped the angular oscillation of the bogie.
5. Side bearers: The side bearer arrangementconsists of a machined steel
wearing plate immersed in an oil bath tub and floating bronze-wearing
pieces with a spherical top surfacekeep it up, on both side of the bogie
bolster. The coach body rests on the top sphericalsurfaceof these bronze-
wearing pieces through the corresponding attachments on the bottom of
the body-bolster. Thewhole arrangements areprovided with a cover to
prevent entry of dust in the oil sump.

22. Wear limit for wearing plate:
Newsize:10mmcondemning size:8.5 mm
Wear limit for wearing piece:
Newsize:45mmcondemning size:42 mm oil level=2 liter each
6. Anchor Link: The floating bogie bolster which supportthe coach body is
held in position longitudinally by the anchor links which arepinned to the
bolster sides and the bogie transoms. Oneanchor links is provided on each
side of the bolster diagonally across. The links can swiveluniversally to
permit the bolster to riseand fall and away side wards. They are designed
to take the reactive and breaking forces. The anchor links are fitted with
silent block bushes. Now a day’s modified anchor links are being used in ICF
bogies.
7. Silent block: This is a synthetic rubber bush fitted in anchor link and
center pivot of ICF bogies to transmit forcewithout shock and reduce noise.
8. Brake Rigging: Brake rigging is provided to control the speed of the coach
by transferring the breaking force fromthe brake cylinder to the wheel
tread. Brakerigging can be divided into two groups i.e. Bogie mounted
brakerigging and coach under framemounted brakerigging.
A. Coach under Frame MountedBrake Rigging: In 16.25taxle load
bogie the four levers used in bogie brake rigging is each with
lever ratio of 1:1.376 hencethe total mechanical advantages in a
bogie is 5.504. In 13 taxle load bogie the four levers used in
bogie brake rigging are each with lever ratio of 1:1 hence the
total mechanical advantages in a bogie is 4.
B. Bogie MountedBrake Rigging: Bogiebrake rigging has been
modified to incorporatea total mechanical advantages of 7.644
per for non-ac coaches and 8.40 per bogie for ac coaches.
9. Equalizing stays: This device has been provided on bogie between the
lower springs plank and the bolster to prevent lateral thruston the bolster
springs which havenot been designed to take the lateral forces. These links
have pin connection at both ends and, therefore can swivelfreely.

23. 10. Bolster: In the secondary suspension, thebolster is supported on
helical coil springs which areplaced on the lower spring plank. The lower
spring plank is suspended fromthe bogie side framethrough BSS hangers
on hanger bocks.
i i i n
11. Shock Absorber: Hydraulic shock absorbers with capacity of +(-)
600 kg at a speed of 10 cm/sec are fitted to work in parallel with the bolster

24. springs to provide damping for vertical oscillations.
WASHING LINE MAINTENANCE
WORKS CARRIED OUT IN WASHING LINE:

25.  Inspection
 Cleaning & washing
 Brake testing
 Pantry car provisions
 Watering
Platformcleaning and washing:
Wherever washableaprons areavailable on the platforms the time available
before the terminating trains are pulled out in to the yard, should be utilized for
inside sweeping and toilet cleaning.
External Cleaning/Washing:
i) Place the rake/coaching on the washing pit provided with equipments
required for washing and cleaning. It should be ensured that the
rake/coach is protected with proper board/signalfor safety of the staff
working on washing/cleaning job to preventmovement/disturbancein
the activity. Scotch blocks with locking arrangement should protect
lines and keys should be kept with engineers (C&W) till the time rakeis
under maintenance.
ii) Before starting washing and cleaning of side walls, surethat the glass
shutters and lower shutters of that side are lowered. Remove dirt/dust
accumulated on shutters by compressed air or duster.
iii) Remove old reservation charts/levels on the body panels. Splash water
on old chart so that they are wet for easy separation. Care should be
taken to avoid any damage to the pant.
iv) The cleaning solution should be spread /rubbed with nylon brush or
spongebrushes and then rubbed thoroughly to clean the panels. Extra
attention should be given to oily and badly stained surface.
v) Destination boards may be removed and cleaned with brush/duster.
vi) Clean the external surfaceby high pressurejetwhere facilities are
available.
vii) All exterior panels including end panels should be hostwith water and
brush with diluted soft soap (detergent solution).
viii) The strength of the solution may be increased or decreased according to
RDSO specification M&C/PCN/101/2001.

26. Cleaning of toilet:
i) Before starting cleaning of toilets ensure that all repairs in the toilet
have been carried out and after cleaning no employee should enter in
the toilet.
ii) Doors and walls should be cleaned with water spread by high pressure
jet up to waist level. Apply specified solution and rubbed thoroughly
with spongebrush/duster/nylon bristlebrush.
iii) Indian stylelavatory pans have to be cleaned by through rubbing with
concentrated solution of recommended cleaning agent.
iv) Western style commode shell be cleaned as due careshould be taken
that recommended solution should not fall on commode lead which
may damage/spoilit.
v) The flooring should be rubbed with nylon bristles/spongebrush and
cleaned with recommended cleaning agent. The drain holes should be
clean thoroughly for easy dischargeof water.
vi) The mirrors in toilet should be cleaned with light wet cloth.
Recommended solution should be used for cleaning the dirty portion of
glasses.
vii) After all the washing and cleaning in the toilets mentioned above, the
toilets should be thoroughly cleaned with water jet and water should be
flush out. All fittings and floors should wiped dry with a cloth.
viii) After cleaning, spray deodorantin the toilet to remove the bad odor.
Cleaning of buffers and screwcouplings:
i) Buffer plungers should be scrubbed with a scraper to remove and musk.
Therefore, they should be wiped cleaned with cleaning oil and rubbed
with coir rope.
ii) Screw coupling threads should be cleaned with wirebrush to remove all
dirt and dust. Therefore, it should be cleaned and given a light coat of
oil. Oiling should be done on slakeadjuster also.

27. BRAKE TESTING IN WASHING LINE:
 Mainly done to check the brake of complete rake using raketest rig.
 Rake testing rig is capable of testing full train (up to 24 coaches) at a time.
 The different activities/tests to be performed during rake test-
A- Carry out visualexamination.
B- Prepareof test rig for rake test.
C- Leakage serviceapplication and release test.
SUGGESTIONS
Coach should be lifted from both sides during separation of bogie to avoid
damage to center pivot.
The brake blocks should place on bogies as set.

28. The workers should wear helmets which will prevent any type of serious
injury to their heads.
REFERENCE
1. Carriageand wagon handbook for Northern Railways.
2. RDSO website.
3. CAMTECH manual.
4. Book on carriage and wagon by PC Gupta.
5. Google.

29. PROJECT REPORT

30. NORTHERNRAILWAY