The document provides information about the Carriage and Wagon workshop in Alambagh, Lucknow. It discusses the workshop's history and facilities. The workshop specializes in overhauling, repairing, and restoring coaches and wagons. It performs maintenance like wheel replacement, brake testing, and suspension oil changes. The document also describes different types of coaches and rolling stock, as well as the various levels of train maintenance.

1. PRESENTATION ON
CARRIAGE AND WAGON SHOP
PRESENTED BY :AJEET KUMAR
ROLL NO- 1112240014

2. ABOUT CARRIAGE AND WAGON WORKSHOP
• The Alambagh workshop, near Lucknow, was set up in 1865 by the Oudh and
Rohilkhand Raiilway. It started off doing minor maintenance and periodic overhaul
of coaches and wagons, and eventually became one of the top workshops engaged
in overhaul, repair, and restoration of carriages and wagons. Today the workshop
specializes in the new high-speed coaches (LHB Alstom, IR20/IRY, etc.), air-conditioned
coaching stock, etc.
The Basic Data for workshop are as under
• WORKSHOPAREA = 204684 Sq. Mtrs.
• COVERED AREA = 72595 Sq. Mtrs.
• POWER CONSUMPTION = 14666 KWH/day
• WATER CONSUMPTION = 1575000 Ltrs./day

3. CONTINUED….
Major Shops
Train Lighting
AC Deluxe
Carriage Fitting
Carriage Building
Heavy Corrosion Repair
Bogie Lifting
Wheel Shop
Spring Shop
Common Shops
Minor Shop Major Shop
Paint Shop Mill Wright Shop
Road Transport Shop New Machine Shop
Yard Carriage Shop Carpentry Shop

4. Role of C&W workshop in Railways
A. Related with Open Line working :-
i) To ensure and co-operate in safer running of rolling stock.
ii) To attend required schedule maintenance & running repairs of rolling Stocks till the
stocks are again due for P.O.H.
iii) To assist in time running of trains to maintain the punctuality.
B. Related with Work -Shop working :-
i) To attend Periodical Overhauling of Rolling Stocks.
ii) To adopt required modifications.
iii) To maintain proper records of all the rolling stocks running in Indian Railways.

5. CLASSIFICATION OF ROLLING STOCK
• Rolling Stock: - It is a term used for the stocks of coaching, freight (Goods) &
Locomotive.
• Coaching Stock: - All coaching vehicles including self propelled units such as rail
cars, electrical multiple unit, luggage & brake van fit to run with coaching stock are
known as coaching stock.
• Goods Stock: - All goods stock other than coaching stock whether attached to
passenger or goods trains are known as goods stock.
Vehicle: - It is a term used only for coaching stock. There are two types of Coaching
Stock.
1) Passenger coaching vehicle (PCV): - A vehicle in which whole or partial portion is
being utilized for carrying passengers.
2) Other coaching vehicle (OCV): Saloons, inspection cars, medical cars, tourist cars,
parcels & horse van, composite luggage Power Cars, Pantry Cars & brake van are
known as OCV.

6. Types Of Coaches
• ICF: Integral Coach Factory, Perambur (Chennai) & Rail Coach Factory,
Kapurthala (Punjab)
• LHB COACHES: LHB body with FIAT bogie (Linke Holfmann Busch – German)
Maximum Permissible Speed 160 kmph
.

7. Hybrid Coach: LHB Body on Modified ICF Bogie – Running in same of the
Duranto Rake

8. Loco- Brief Data
 Weight of complete loco-123 tons.
 Weight of Loco body is 73 tons.
 Weight of complete bogie is 25 tons each.
 Load exerted per axle is 20.5 tons.
 Weight of Traction motor is 3.80 tons.
 Wheel set with gears is approx. 2.15 tons.

9. Manufacturing units
 Coaches- Integral Coach Factory,Perambur,Chennai.
Rail coach factory, Kapurthala,Punjab.
 Wagons-BEML(Bharat Earth Movers Limited).
 Diesel components Workshop at Punjab.
 Major workshops-
DLW(Diesel Loco Workshop) at Varanasi.
Chittaranjan Loco Workshop.
 BHEL also manufacture on contract basis.
 RDSO is the authentification Unit of railways.

10. TRAIN MAINTENANCE
Washing line :-
after every 2500 km
Sick line :-
Schedule “A” maintenance- 1 month
Schedule “B” maintenance- 3 months
IOH- 9 months or 2,00,000 km
POH- 18 months or 4,00,000 km
Platform Train Duty:-
on starting & ending stations

11. BRAKE TESTING IN WASHING LINE
Brake testing is carried by using RTR (rack test rig)
Rack testing rig is capable of testing full train (up to
24 coaches) at a time.

12. SECONDARY MAINTENANCE
The trains for the secondary maintenance are given at
least 2 hrs on the washing line
Linen and pantry car provisions
Washing & cleaning of coaches
Maintenance of AC of coaches

13. PRIMARY MAINTENANCE
 The trains for the primary maintenance are given at least 6 hrs
at the washing line in addition to secondary maintenance
 Oil in hydraulic dash pots
Wheel profiles are visually examined and gauged
 pest control treatment
 Axle box is examined for grease oozing out from rear cover
 Brake blocks & piston stroke checked & changed

14. COACH MAINTENANCE
In coach maintenance generally these work being done
1. testing/maintenance of air conditioner.
2. Maintenance of other electrical circuits like fan light
etc.
3. Buffer maintenance.
4. Brake testing by S.C.T.R.

15. BUFFER MAINTENANCE
Buffers are the horizontal shock absorbing parts with
coupling the adjacent coaches of the train so need
regular changing of shock absorbing rubber pads.

16. BRAKE TESTING
Here S.C.T.R. use for testing of brake and its cylinder acts
as the main reservoir.
There are two pressure potentials i.e. 5kg/cm2 in brake
pipe and 6kg/cm2 in feed pipe.

17. SEPARATION OF COACH & BOGIE
After watching the inspection list if bogie needs
repair like filling of oil or changing of brake shoe etc.
then bogie is separated from the coach by lifting
through a crane

18. MAINTENANCE OF BOGIE
Maintenance processes done on the bogie such as replacement
of the Brocken, wear out parts, replacement of pins and brake
shoe, filling of oil in the suspensions, lubrication of different
parts, tightening of different screws and bolts and change of
axle & wheels if required.

19. MAINTENANCE OF SUSPENSION
In primary suspension mainly we have a spring and a
dashpot to provide damping arrangement so regular
refill of oil and changing of oil being done in the
workshop

20. CHANGE OF DEFECTIVE WHEELS
Wheels of train are subjected to a no of defects i.e.
reduce in the dia. of wheels, Reduce in size of flange,
break of bearing in axle box

21. BRAKE MAINTENANCE
Brakes are the most important part of a train. The
maintenance of brakes consists of change of brake
blocks, adjust stroke length, change of brake cylinder,
leakage in brake system etc.

22. AXLE BOX FEELING
After the train come to halt, all axle boxes are felt
within 20 minutes. The temp. of axle is checked by
touching with hand
Temp. is found high then it is checked by the temp.
gun which gives exact temp.
If this temp. is found more than 30 degree than atm.
temp. then the cause is inspected and coach is sent to
workshop

23. COTINUED…
i) Quick Coupling in case of Brake Van.
j) Automatic empty load change over device in case of BOBR/BOBRN Wagons.
Use new rubber items for joints between pipe and equipment irrespective of condition
of old items.
xiv) Properly secure nut and bolts of joints between pipe and equipment.
xv) Examine all pipe and pipe fittings and brackets and properly secure them.
Pipes should not be loose inside the pipe clamps.
xvi) Fit following APD :
a) Additional APD of DV.
b) APD of DV.
c) APD of Angle Cock
xvii) Fit overhauled Hose Couplings at both ends of Brake Pipe.
xviii) PAINTING
All items shall be painted black as per standard practice.

24. PERIODICAL OVERHAUL OF WHEEL
ASSEMBLY
i. The dust shield should be examined, every time the axle box is repacked during POH.
If found worn, torn, or if it has lost its stiffness, it should be replaced.
ii. Axle boxes should be examined and inspected on open lines for defects.
iii. The elongated/oval cut holes on face plate should not allowed. Proper
riveting of the face plate to be done with axle box.
iv. Bearing brass to be examined and repaired.
v. Repair of the journal to be done.
vi. Periodicity of repacking and oiling .
vii. Proper attention must be paid to the examination and riveting of the face plate at the
time of POH in workshop.
ix. Procedure for white metalling to be done.
x. Examination and maintenance of Axle, wheels and tyres should be done.

25. Difference Between IOH, POH & NPOH
Sl.No IOH POH NPOH
1 It stands for intermediate
overhauling.
It stands for periodic overhauling. It stands for non periodic
overhauling.
2 IOH of coach is attended after 9
months of POH.
POH of Passenger carrying vehicle
M/Exp -18 months,
Time Period is not fixed for any
vehicle for NPOH
3 IOH of coach is allowed in sick
line where facility to lift the
coach is available.
POH is allowed in nominated
workshops only.
NPOH is done only in
workshop or in nominated
major sick line.
4 During IOH all the parts of under
gear thoroughly examined and
replaced if necessary.
At the time of POH all parts of under
gear are dismantled and should be
replaced if there is any wear and tear.
Only indicated defects & safety
items are attended.
5 At the time of IOH painting of
coach is not necessary, only
required places are touched up.
Painting of whole coach is necessary. Complete painting of coach is
not necessary, only required
places are touched up.
6 Profiling of wheel is necessary Profiling of wheel is necessary. Profiling of wheel is on need
based.

26. BOGIE-A brief description
 4 wheel set is known as Bo-Bo type.
 6 wheel set is known as Co-Co-CO type.
 Former type is used as
COACH
GOODS WAGON
• Later type is used as LOCOMOTIVE
Comprises of bogie frame and the loco weight mounted
on it.

27. EQUIPMENTS in a Bogie
 It comprises the Bogie
frame.
 The bogie frame has the
Axle and wheel
arrangements.
 The SUSPENSION
system.
 The BRAKING system.

28. MAINTENANCE/INSPECTION
 Various periodic inspections are made to
ensure proper functioning of the LOCO
• TRIP INSPECTION
• MONTHLY INSPECTION
• TWO MONTHLY NSPECTION
• FOUR MONTHLY INSPECTION
• YEARLY INSECTION
• POH INSPECTION

29. POH inspection
 It is accomplished either after 9
years or 9 lacs km.,whichever is
earlier.
 Dismantling of bogie is done.
 Parts are cleaned in acidic
solution for about four hours.
 Axle box is checked for heating
up.
 Evidence of cracks and other
defects are replaced.

30. Bogie Manufacturing
 Initially done by Casting.
Generated cracks
Rate of success was 60 %.
replacement was difficult.
 Fabrication is done now a days
Welding and Oxycutting is done.
Rate of success is 80 %.
replacement of parts is easy.

31. Bogie-Fuel Tank
 Capacity of fuel tank- 5000 litres.
 At full load, consumption is 325-365 litres/hour.
 Average fuel consumption is 45 litres/hour at
standby mode.
 Approximately, 5.5 litres/km.

32. bogie
 A bogie is a wheeled wagon or trolley. In
mechanics terms, a bogie is a chassis or
framework carrying wheels, attached to a
vehicle.
 Usually the train floor is at a level above the
bogies, but the floor of the car may be lower
between bogies.

33.  Bogies serve a number of purposes:
1. To support the rail vehicle body
2. To run stably on both straight and curved track
3. To ensure ride comfort by absorbing vibration, and minimizing
centrifugal forces when the train runs on curves at high speed
 Usually two bogies are fitted to each carriage, wagon or locomotive, one at
each end. Most bogies have two axles as it is the simplest design, but some
cars designed for extremely heavy loads have been built with up to five
axles per bogie.

34.  Key components of a bogie include:
1. The bogie frame itself.
2. Suspension to absorb shocks between the bogie frame and the rail vehicle
body. Common types are coil springs, or rubber airbags.
3. At least one wheel set, composed of an axle with a bearings and wheel at
each end.
4. Axle box suspension to absorb shocks between the axle bearings and the
bogie frame.
5. Brake equipment. Two main types are used: brake shoes that are pressed
against the tread of the wheel, and disc brakes and pads.