Field esposure report

Mechanical
Workshop
Field Exposure Report
Mechanical Workshop
North Eastern Railway
Gorakhpur
Uttar Pradesh
Submitted By:
Anupam Kumar Nag
Enrollment No. P1645634300139
Mechanical (Pro) Engineering
Satyadeo Institute of Technology
Ghazipur, Uttar Padesh

INTRODUCTION
The objectives of the practical training are to learn something about
industries practically and to be familiar with the working style of a
technical person to adjust simply according to the industrial
environment.
It is rightly said practical life is far away from theoretical one. We
learn in class room can give the practical exposure or real life
experience no doubt they help in improving the personality of the
student, but the practical exposure in the field will help the student
in long run of life and will be able to implement the theoretical
knowledge.
As, a part of academic syllabus of three years Diploma Course in
MECHANICAL (PRO) ENGINEERING, every student is required to
undergo a practical training.
This report is prepared on the basis of practical knowledge
acquired by me during the period of Summer Training taken at
MECHANICAL WORKSHOP (N. E. RAILWAY) GORAKHPUR
Name: Anupam Kumar Nag
Enroll No: P1645634300139
Course: Mechanical (Pro) Engg.
College: Satyadeo Institue of Tech.
Borsiya, Ghazipur

ACKNOWLEDGEMENT
I would sincerely like to thank the employees and the officers of
Mechanical Workshop N. E. Railway Gorakhpur for their help and
support during the summer vocational training. Despite their busy
schedules, they took time out for us and explained to us the various
aspects of the working of the plant, from the production shops.
I would like to take this opportunity to express my
profound sense of gratitude and sincere thanks to MR. DILIP KUMAR
NAG (M.C.M/ MACHINE SHOP) for being helpful and a great source
of inspiration. His keen interest encouragement gave me the
confidence to complete my Summer Training successfully. I wish to
extend our sincere thanks for their excellent guidance and
suggestion for the successful completion of my training.
Name: Anupam Kumar Nag
Enroll No. P1645634300139
Course: Mechanical (Pro) Engg.
College: Satyadeo Institute of Tech.
Borsiya, Ghazipur

INDEX
LIST OF CONTENTS PAGE NO.
 INDIAN RAILWAYS : AT A GLANCE 1
 Divisions in Indian Railways 3
 About Mechanical Workshop Gorakhpur 4
 Overview of Entire Shops 5
1. Machine Shop 6
Description 6
Numerical Control 6
Computer Numerical Control 6
Direct Numerical Control 7
Capstan and Turret Lathe Section 8
Milling Section 11
Drilling Section 13
Center Lathe Section 16
Shaper and Slotter Section 17
Shaper 17
Slotter 17
N. C. Boring 18
Planner 18
2. Shell Shop 19
Body 21
Center Pivot Assembly 22
Body Bogie Connection 22
The Transmission of Hauling Force 22
Center Pivot 23
Longitudinal Bump stop 23
Articulated Control Arm 23
Trolley Frame 25
Center Pivot 25

Side Bearing 25
Brake Cylinder 25
Brake Blocks 26
Equilateral Steroid 26
Anchor Rod 26
Suspension Systems 25
 Fitting Shop 29
Description 29
3. Sheet Metal and Smithy Shop 30
Description 30
4. Spring Shop 31
Spring Scraping 32
D’buckling 33
5. Bogie Shop 34
Various Parts of the LHB Rake 37
Wheel and Axle Assembly 37
Wheel 37
Axle 38
Components of Wheel and Axle Assembly 39
Axle Bearings 41
Bogie 41
Bogie Frame 42
Primary Suspension 43
Secondary Suspension 45
Controlled Discharge Toilet System (CDTS) 49
Sailent Features 49
Operating Principle of CDTS 49
6. Wheel Shop 51
Wheel Testing and Machining 52
Axel Journal Turning and Boring Lathe 54
Wheel Press 55
CNC Surface Wheel Lathe 56
Vertical Turret Lathe 57
7. Jigs and Fixtures Shop 58

Jigs 58
Fixture 58
8. Material Handling System 61
Material Handling Equipment 62

Field Exposure Report Page 1
INDIAN RAILWAYS: AT A GLANCE
Indian Railways ( IR) is a state-owned railway company,
responsible for rail transport in India. It is owned and operated by
the Government of India through the Ministry of Railways. It
is fourth largest railway network in the world comprising 119,630
kilometers (74,330 mi) of total track and 92,081 km (57,216 mi) of
running track over a route of 66,687 km (41,437 mi) with 7,216
stations at the end of 2015-16. In 2015-16, IR carried 8.107 billion
passengers annually or more than 22 million passengers a day and
1.101 billion tons of freight annually.
Railways were first introduced to India in 1830s for freight purposes.
First passenger train ran from Bombay to Thane in 1853. In 1951

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the systems were nationalized as one unit, the Indian Railways,
becoming one of the largest networks in the world. IR operates
both long distance and suburban rail systems predominantly on a
network of broad gauge. Small stretches of its network
use meter and narrow gauges. It also
owns locomotive and coach production facilities at several places in
India, with assigned codes identifying their gauge, kind of power and
type of operation.
Indian Railways is the world's eighth biggest employer and had
1.331 million employees at the end of 2015-16. In 2015–2016 Indian
Railways had revenues of ₹1.683 trillion (US$26 billion) which
consists of ₹1.069 trillion (US$17 billion) freight earnings
and ₹442.83 billion (US$6.9 billion) passengers earnings. It
had operating ratio of 90.5% in 2015-16. As on the end of 2015-16,
IR's rolling stock comprises over 251,256 Freight Wagons,
70,241 Passenger Coaches and 11,122 Locomotives (39 steam,
5,869 diesel and 5214 electric locomotives).
Indian Railways run on average 13,313 passenger trains daily in
2015-16. Mail or Express trains, most common type, run at average
speed of 50.9 km/hr. The trains have a 5 digit numbering system. As
of at the end of 2015-16, of the total 68,525 km (42,579 mi) route
length, 28,327 km (17,602 mi) (45%) was electrified and 28,371 km
(17,629 mi) (37%) was Double or Multiple line route.

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 DIVISIONS IN INDIAN RAILWAY
The Indian Railways is divided into zones, which are further sub-
divided into divisions, each having a divisional headquarters. There
are a total of sixty-nine divisions.
Each of the divisions, is headed by a Divisional Railway Manager
(DRM) who reports to the General Manager (GM) of the zone. A
DRM can be appointed from any services of Indian railway, Indian
Administrative Service (IAS) and Indian Revenue Service (IRS) for the
tenure of 3 years but it can be exceeded on the recommendation of
Railway Board.
Divisional officers heading all departments viz. engineering,
mechanical, electrical, signal and telecommunication, accounts,
personnel, operating, commercial, safety, medical, security branches
report to the Divisional Railway Manager. The DRM is assisted by one
or two Additional Divisional Railway Managers (ADRM) in the
working of the division.
There are se e tee ai di isio i I dia rail ay listed elo ….
1. Central railway-CR-Mumbai
2. East central railway-ECR-Hajipur
3. East coach railway-ECoR-Bhubaneswar
4. Eastern railway-ER-Kolkata
5. North central railway-NCR-Allahabad
6. North eastern railway-NER-Gorakhpur
7. North western railway-NWR-Jaipur
8. North east frontier-NFR-Guwahati
9. Northern railway-NR-Delhi

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10. South central –SCR-Secunderabad.
11. South eastern-SER-Kolkata
12. South western –SWR-Hubli
13. Southern railway-SR-Chennai
14. South east central-SECR-Bilaspur
15. West central railway-WCR-Jabalpur
16. Western railway-WR-Mumbai
17. Kolkata Metro-Kolkata
 ABOUT GORAKHPUR MECHANICAL
WORKSHOP
Gorakhpur workshop was established in 1903 for repair and
overhauling of MG steam locomotives, coaches and wagons.Due to
gauge conversion from MG to BG, POH activity of 50 BG coaches
/month was started in sep1984.The POH of MG coaches was also
stopped from January 2002.At present, this workshop is mainly
carrying out POH of BG AC and NON-AC coaches in number 180 per
months. Capacity augmentation and modernization project phase-
1(coasting RS.22.7 crore) and phase -2(coasting Rs.18 cr.) has been
sanctioned and are under progress.
STAISTICS AND SPECIFICATION
1. No of officers -19.
2. No of supervisors-378.
3. On roll strength- 5282.
4. Total are covered-29.8 Hectare.
5. Covered area-12.6 Hectare.
6. Township area Gorakhpur.
7. Power consumption- 208662 KWH.

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 OVERVIEW OF ENTIRE SHOPS
In Mechanical Workshop there are various shops dedicated to meet
the requirements. Every shops are provided carry out the different
manufacturing processes that are required in overhauling
processes.The various shops are listed below.To get the desired
efficiency the supervisors and workers are given with a specific shop
to perform the machining and non-machining processes.
1. Machine Shop
2. Shell Shop
3. Heat Treatment Shop
4. Sheet Metal and Smithy Shop
5. Spring Shop
6. Brake Shop
7. Air Conditioning Shop
8. Wheel Shop
9. Jigs and Fixtures Shop
10. Paint Shop

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1. MACHINE SHOP
 DESCPRITION
In this section all kinds of machining is done to obtain the correct size
and shape of the job. Besides, machining of steel job, Aluminum-
plates are also machined here. Machining is other performed
manually or on automatic machines.
Ma hi es are t o types…
1. AUTOMATIC.
2. MANUALLY.
There are three types of automatic machine.
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
1. NUMERICAL CONTROL-
The machining parameter are feed from the control panel by pushing
buttons .The job is machined according to the parameter There are
N.C. boring machine in this shop.
2. COMPUTER NUMERICAL CONTROL-
In this machine all the data corresponding to the initial work piece to
the final product is feed into the computer. All the process required

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in the order of action is fed with the help of programmer .In this
machine one, has to just fix the job is to the chuck. All the other
process is done automatically. This is the machine use for large scale
production. In this shop there is one CNC chucker turret Lathe
machine.
3. DIRECT NUMERICAL CONTROL-
This machine is controlled by installing a control room away from the
work place .These machine are D.N.C. machine. These are fully
automated .The machine shop is divided into different divisions to
the task accomplished .Theses sections are-
1. Capstan and Turret lathe section.
2. Milling section.
3. Drilling section.
4. Central lathe section.
5. Shaper and Slotter section.

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1. Capstan and Turret lathe Section
Figure no. 1 Turret Lathe Machine
The turret lathe is a form of metalworking lathe that is used for
repetitive production of duplicate parts, which by the nature of their
cutting process are usually interchangeable. It evolved from earlier
lathes with the addition of the turret, which is an indexable tool
holder that allows multiple cutting operations to be performed, each
with a different cutting tool, in easy, rapid succession, with no need
for the operator to perform set-up tasks in between, such as
installing or uninstalling tools, nor to control the tool path. The latter
is due to the tool path’s being controlled by the machine, either
in jig-like fashion, via the mechanical limits placed on it by the

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turret's slide and stops, or via electronically-
directed servomechanisms for computer numerical control lathes.
Fig no. 2 Capstan Lathe
A capstan machine is a processing machine used to make the same
parts again and again. The cutting bits are mounted on a rotatable
turret known as a capstan, which permits the client to rapidly change
the introduction of the bits for slicing without needing to take off the
first bit and afterward mount the second. A bit of crude material, off
and on again known as a clear, is mounted into the capstan machine
and is then spun at high velocity. The cutting apparatuses, some of
the time known as blades, are then used to slice into the clear to
make another shape or outline.

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At the point when another shape or plan needs to be cut on the
same clear, the instrument turret might be pivoted and an alternate
blade can reach the pivoting clear. This makes the capstan machine
speedy and simple to utilize, which is vital when the client is making
the same part again and again from different spaces. The majority of
the instruments are now mounted on the capstan machine, and with
a straightforward turn of the turret, the client can make the vital
cuts. More established machines do oblige that the client turn the
turret physically.
The term "capstan lathe" overlaps in sense with the term "turret
lathe" to a large extent. In many times and places, it has been
understood to be synonymous with "turret lathe". In other times and
places it has been held in technical contradistinction to "turret
lathe", with the difference being in whether the turret's slide is fixed
to the bed (ram-type turret) or slides on the bed's ways (saddle-type
turret).The difference in terminology is mostly a matter of United
Kingdom and Commonwealth usage versus United States
usage. American usage tends to call them all "turret lathes".
Hollow-hexagon turret lathes competed with flat-turret lathes by
taking the conventional hexagon turret and making it hollow,
allowing the part to pass into it during the cut, analogously to how
the part would pass over the flat turret. In both cases, the main idea
is to increase rigidity by allowing a relatively long part to be turned
without the tool overhang that would be needed with a conventional
turret, which is not flat or hollow.

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2. Milling Section
Milling is the machining process of using rotary cutters to remove
material from a work piece by advancing (or feeding) in a direction at
an angle with the axis of the tool. It covers a wide variety of different
operations and machines, on scales from small individual parts to
large, heavy-duty gang milling operations.
It is one of the most commonly used processes in
industry and machine shops today for machining parts to precise
sizes and shapes.
Fig no. 3 Vertical Milling Machine

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In the vertical mill the spindle axis is vertically oriented. Milling
cutters are held in the spindle and rotate on its axis. The spindle can
generally be extended (or the table can be raised/lowered, giving the
same effect), allowing plunge cuts and drilling. There are two
subcategories of vertical mills: the bed mill and the turret mill.
 A Turret mill has a stationary spindle and the table is moved
both perpendicular and parallel to the spindle axis to
accomplish cutting. The most common example of this type is
the Bridgeport, described below. Turret mills often have a quill
which allows the milling cutter to be raised and lowered in a
manner similar to a drill press. This type of machine provides
two methods of cutting in the vertical (Z) direction: by raising or
lowering the quill, and by moving the knee.
 In the Bed mill, however, the table moves only perpendicular
to the spindle's axis, while the spindle itself moves parallel to
its own axis.

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3. DRILLING SECTION-
Drilling is a cutting process that uses a drill bit to cut a hole of
circular cross-section in solid materials. The drill bit is usually a
rotary cutting tool, often multipoint. The bit is pressed against
the work piece and rotated at rates from hundreds to thousands
of revolutions per minute. This forces the cutting edge against
the work piece, cutting off chips (swarm) from the hole as it is
drilled.
In computer numerical control (CNC) machine tools a process
called peck drilling, or interrupted cut drilling, is used to keep

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swarmfrom detrimentally building up when drilling deep holes
(approximately when the depth of the hole is three times greater
than the drill diameter). Peck drilling involves plunging the drill part
way through the work piece, no more than five times the diameter of
the drill, and then retracting it to the surface. This is repeated until
the hole is finished. A modified form of this process, called high
speed peck drilling or chip breaking, only retracts the drill slightly.
This process is faster, but is only used in moderately long holes,
otherwise it will overheat the drill bit. It is also used when drilling
stringy material to break the chips.
Whe it is ot possi le to ri g aterial to the СNС a hi e it is
time to use Magnetic (Base) Drilling Machine. With Magnetic Base it
can be properly fixed on the metal. This base allows to make holes in
horizontal position and even on ceiling. Usually for this machines is
better to use cutters because they can drill much faster with less
speed. Cutters sizes varies from 12 mm up to 200mm DIA and from
30 to 200mm DOC(depth of cut). This machines are widely used in
construction, fabrication, marine and oil & gas industries. In oil and
gas industry usually used pneumatic magnetic drilling machines to
avoid sparks and special tube magnetic drilling machines that could
be fixed on pipes of different sizes, even inside.

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Fig no. 5 Gang Drilling Machine

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4. CENTRE LATHE SECTION
Fig no. 6 Centre Lathe
The Centre Lathe is used to manufacture cylindrical shapes from a
range of materials including; steels and plastics. Many of the
components that go together to make an engine work have been
manufactured using lathes. These may be lathes operated directly by
people (manual lathes) or computer controlled lathes (CNC
machines) that have been programmed to carry out a particular task.
A basic manual centre lathe is shown below. This type of lathe is
controlled by a person turning the various handles on the top slide
and cross slide in order to make a product / part. The headstock of a
centre lathe can be opened, revealing an arrangement of gears.
These gears are sometimes replaced to alter the speed of rotation of
the chuck. The lathe must be switched off before opening, although

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the motor should automatically cut off if the door is opened while
the machine is running (a safety feature).
The speed of rotation of the chuck is usually set by using the gear
levers. These are usually on top of the headstock or along the front
and allow for a wide range of speed.
5. SHAPER AND SLOTTER
SECTION
 SHAPER
The machine is also called horizontal shaping machine. It works on
quick-return mechanism .The arm of shaper reciprocating
horizontally. The cutting take place only in the forward stroke.The
bed of the machine is fixed and the tool reciprocating. Shaping,
Planning, Grooving etc are performed by this machine.
 SLOTTER
This is vertical shaping machine .The arm reciprocating in the
vertical direction .Most parts are the same as shaper .Slotting is
the process that is carried on this machine .

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 N.C.BORING
By this boring machine, various different operations can be done
such as drilling machine etc. The depth of cut and the feed is
controlled by pushing the button of control panel. The fig. is
displayed while machine, the work table rotates and the tool is fixed.
 PLANNER
Planner is used for the very large jobs. The basic difference between
shaper and planner is procedure of giving relative motion between
the work piece and tool .In the shaper, the tool reciprocates while in
planner the table reciprocates.

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2. SHELL SHOP
The Body shell is of integral light weight construction
consisting of separate assembly group for under frame, side
wall, roof and end wall. The individual assemblies are joint to
each other by welding. Three types of steel are used for
manufacture of body shell.
Fig no. 7 Shell Shop

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Shell
Assemblies
Steels used and
their %age
compositions
UTS
N/mm2
Yield
Stress
N/mm2
Side wall, End
wall and Roof
structure
X2 Cr8 Ferrite
Steel (SS 409M)
( C< .03%, Cr 10-
12%, Si 1%, Mn
1.5%)
450-600 320
Roof sheet and
Trough floor
X5 CrNi 18 10
Austenitic Steel
(SS 304)
( C< .07%, Cr 18%,
Ni 10 % Si 1%,
Mn 2%)
700-850 235
Under frame
IRS M-41 / Corten
Steel
( C < .01%, Cr .35
-.6%, Ni .2 - .4%
Cu .3 - .6% Si .3 -
.7%, Mn .25%)
440-480 320

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 BODY
Body is basically the coach itself without the braking mechanisms
and suspensions. It Has the following constituents. They are
discussed below:
The Carriageis the main structure of the coach. This contains a floor
which is called Turf. There are Arch Leverswhich maintain the weight
distribution throughout the
whole coach. And then there is
the roof which is of a typical
aero dynamical shape.
At the bottom of the carriage
there are two kind of bars
made of stainless steel which
transfers the weight from the
carriage to the wheels.
The Sole Bar is throughout the
whole body of the coach vertically. These are at the bottommost
position of the body.
The Cross Bar is the horizontally arranged bars across the body. They
get their support from the sole bar.

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 CENTER PIVOT ASSEMBLY
Center Pivot is welded to the upper bolster plank and passes through
the supporting frame which is rectangular in shape. This is a pivoting
system used in transportation of force through a mechanically
advantageous system of pivot. At the bottom of the center pivot
there is a traction lever. A traction rod is also connected at the end
of traction lever having its other end connected with the cross bar.
 Body- Bogie connection
Especially in case of the LHB Coaches, there are a special kind of
bolts called swing bolts, which are four numbered in each trolley.
These connect the body to the bogie to the body. Each bolt is
fastened with a pin which can swing in the direction of the motion
 THE TRANSMISSION OF HAULING
FORCE
The transmission of hauling force is an important observation
phenomenon of the running of rakes with engines. It is done through
a number of ways and each way consists of a number of steps.

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1. CENTER PIVOT-
Hauling force is first transmitted to the Screw Couplings which are
connected at the front of a coach. From there the force is
transmitted to the draft gear then to the crossbar, to the sole bar, all
the way to the bolster assembly through swing bolts. Then due to
this the swing bolt moves forward and so does the traction lever and
the traction rod. So the crossbar moves forward and the wheels start
rolling.
2. LONGITUDINAL BUMPSTOP-
There is another way of transmission of hauling force from the
center pivot which is through the longitudinal bum’s top. This is
partly cubical in shape attached at the front of pivot assembly.
When pivot moves forward it also moves covering up the little gap
between the frame and the bumstop. Through the supporting frame
it goes to the crossbar.
 ARTICULATED CONTROL ARM
The articulated control arm is a direct connection between the body
and the bogie. Through this the force is directly given to the
bearings.
Transmission of braking force has the opposite
way of this

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 Trolley Section
Trolley
Trolley is basically the separated part containing the wheel and
other similar components which are essential to run a coach.
When they are attached with the body they are called the
bogie.

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Here we are going to discuss about the trolley parts of the ICF
Coaches.
 TROLLEY FRAME-
Trolley frame is the main construction of the trolley on
which the other components rest. This is a metallic
construction just like a cage having different gaps in
between to fit the components.
 CENTER PIVOT-
This is the centrally situated hole which will indicate the
correct position of the trolley when fitted with the body.
There is a counter part of the hole attached at the body
itself to indicate the perfect position of the trolley. When
assembled they should match perfectly.
 SIDE BEARING-
Side bearing is the bearing space engulfed by lubes and a
bearing made of bronze which plays a good role in
distributing the weight throughout the trolley.
 BRAKE CYLINDER
If we see the trolley in the direction of the motion we will see
two brake cylinders one after one which have the air supply
through one outlet. These brake cylinders operate in a critical
air pressure and contains a piston which we call the slug

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adjuster. At that particular pressure the piston inside those
cylinders moves and the brakes hold firm onto the wheels.
 BRAKE BLOCKS
In ICF coaches we generally use the K & L types of brake
blocks. These are used as components of shoe brakes attaches
at wheels. These special type of blocks are used because of
their increased coefficient of friction and also the heat
absorbing capability.
 EQUILATERAL STEROD
This is attached to the trolley symmetrically along the trolley
frame horizontally to minimize the lateral force when in motion.
 ANCHOR ROD
These are rods attached vertically to minimize the longitudinal
load. Both of them are made of stainless steel.
 SUSPENSION SYSTEMS
These are anti-vibration attachments which are attached to the
main frame and the wheel bearing.

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THE LOAD DISTRIBUTION
SIDE BEARING
UPPER SPRING BEAM
SECONDARY SUSPENSION
SUSPENSION LINK
HANGER LINK
HANGER BLOCK
PRIMARY SPRING
AXLE BOX WING
JOURNAL
BEARING
AXLE
WHEEL
TROLLEY

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Shell shop is divided into two parts
1. Fitting Shop
2. Welding Shop
 FITTING SHOP
Fitting Shop is very important work in engineering. In Fitting shop
unwanted material is removed with the help of hand tools. It is done
for mating, repair and manufacturing purpose. The person working in
the fitting shop is called a fitter. A fitter should have the complete
knowledge of the tools used in the shop.
Fitting means preparing matching parts to touch or join each
other in such a way that one will turn inside of another and one will
slide upon another or the part hold tightly together.
Commonly used tools are hacksaw, files, chisels etc
.

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3. SHEET METAL AND SMITHY
SHOP
Sheet metal is metal formed by an industrial process into thin,
flat pieces. It is one of the fundamental forms used
in metalworking and it can be cut and bent into a variety of
shapes. Countless everyday objects are fabricated from sheet
metal. Thicknesses can vary significantly; extremely thin
thicknesses are considered foil or leaf, and pieces thicker than
6 mm (0.25 in) are considered plate.
While the shop in which the various forging operations are
carried out is known as the smithy or smith'sshop. Hand
forging process is also known as black-smithy work which is
commonly employed for production of small articles using
hammers on heated jobs.
There are some machine in this shop listed below-
1. Press Brake
2. United Press
3. Cold Saw
4. Trimming Press
5. C- Frame Hydraulic Machine
6. Hydraulic Guillotine Shearing Machine
7. Power Hammer

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4. SPRING SHOP
In this section the helical and leaf spring are prepared. For this
purpose there certain machine for testing, grading and repairing it.
Springs
The test performed on helical spring and laminated
spring are-
1. Visual and magnetic crack detection.
2. Spring scraping machine.
3. D’ buckling
Visual and magnetic crack detection. The visual test with the help of
magnifying lens and glass the spring the is inspected of-
Corroded ---------------------> Fail
Deep seam of mark ---------> Fail
Surface crack ------------->Fail
No sound defect ------------> Fail

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In the magnetic testing a mixture of kerosene oil and magnetic red
ink is sprayed on the spring and inspected for the clinging of the oil
droplets. If oil clings at same place if present the presence of crack.
There are variation reasons for the failure of the helical spring such
as free height load test, dent mark, corrosion and breakage.
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion &
breakage
08.39%
 Spring Scraping
After the buckling test, the spring should be put on scraping machine
and the camber should be measured. In this test, the spring should
be pressed quickly and camber should be measured 2 times. The
spring should be test such as, it should not be more than ½ of the
plate. In helical spring scraping, the spring is kept on the machine
and its free height us measure. Now the spring is compressed, under
certain and its compression is noted down. The compression is
matched from the table provided for springs. If the compression
matches, the spring is passed otherwise rejected.

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VARIOUS REASONS OF SPRING FAILURE
ARE AS FOLLOW-
1. Over camber of the spring.
2. Short camber of the spring.
3. Leaf broken.
4. Gap between the leaves of the spring.
 D’ Buckling
On this machine, buckling is performed on laminated spring. The
leaves of the springs are assembled and pressed. Now it is put on the
buckling machine axial and longitudinal forces are applied.

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5. BOGIE SHOP
Till recently, Indian Railways have been transporting passenger
traffic mainly through coaches of ICF design. These coaches are
being manufactured at ICF and RCF. A limited number of these
coaches are being manufactured at BEML/Bangalore also. These
type of coaches are having limitations in terms of
 Speed potential;
 Heavy corrosion;
 Poor riding comfort;
 Wearing of parts in the under gear;
To overcome these limitations, Indian Railways entered into supply
and technology transfer contracts with M/s. ALSTOM LHB/Germany
to initially supply 24 coaches consisting of 19. AC chair cars, 2 AC
Executive Class Chair cars and 3 Generator cum Brake vans. The
bogies for these coaches are manufactured by M/s. FIAT/SIG
Switzerland. These coaches arrived in India and got commissioned in
the year 2001 and put in service on route. These type of coaches are
far superior w.r.t. passenger comfort, safety, speed, corrosion,
maintenance and aesthetics in appearance. These coaches are also
longer as compared to ICF design resulting into more carrying
capacity. The expected benefits from these type of coaches are as
under:-
Higher carrying capacity - These coaches are about 2 meters
longer than ICF coaches. With this extra length two additional rows
of chairs in chair cars or one additional bay in sleeper coaches can be
accommodated.

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ii The weight of LHB coach is lesser as compared to ICF design
coaches. LHB coach can accommodate 72 passengers as compared
to 64 in conventional AC III Tier Coach. Thus giving better pay to tier
ratio.
iii Low corrosion – There will be low corrosion of LHB coaches due
to extensive usage of Stainless Steel and better design and
manufacturing techniques.
iv Low Maintenance – Replacement and removal of sub-systems
will be required only after one million kilometers.
There are no doors handles projecting outside the coach thus
mechanized car washing is facilitated.|~|
v LHB Coaches have aesthetically superior interiors with FRP
panels for side wall and roof. They can be removed easily for
maintenance, resist water seepage and are wear resistant;
vi There are no visible screws inside the passenger compartment.
vii Better passenger comfort: Ride Index of 2.5 (Not exceeding
2.75) has been specified as compared to in conventional ICF coaches.
viii LHB coach offers better passenger safety due.

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Use of fire retardant materials for furnishing.
Provision of emergency open able windows.
Vertically interlocked. Centre Buffer couplers.
xi LHB Coach offers better passenger amenities due to :
More space for pantry;
Individual reading light in chair car;
Ergonomically designed chairs with reclining back rest|~|

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VARIOUS PARTS OF THE LHB RAKE
 WHEEL AND AXLE ASSEMBLY
This is the part of a rake which is just adjacent to the tracks. It
basically consists of four main parts.
A) Wheel
B) Axle
C) Bearing and Housing
 WHEEL
Wheel of a rake is a specifically made cylindrical portion having an
outer edge shape to fit in the railway track. The material isstainless
steel.

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Fig no. 25 Wheel
 AXLE
Axle is the main long cylindrical bar on which wheels are fixed with
the help of bearings. This is also made of stainless steel as above.
Each axle contains 2 wheels, the brake cylinders are also attached to
it and in case of LHB coaches, the braking discs are fixed on to the
axle.
Axle

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 COMPONENTS OF WHEEL AND
AXLE ASSEMBLY
 Two brake disks (4),
diameter 640 mm and width 110
mm.
 In built slack adjusting
brake cylinder fitted
 Two wheel disc of tread
dia 915 (New), 845 (worn).

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 AXLE BEARINGS
A taper roller cartridge type bearing is used and it makes up a
preassembled unit. The axle bearings on the bogie are fitted with
sensors for detecting speed (whose signal is elaborated by the ant
slipping system) and a current return device.
The ends of the control arms are fitted with centering devices for the
primary suspension spring assembly. The bearing lubricating plug is
fitted in the lower part.
1. Double cup
2. Sealing system
3. Backing ring

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 BOGIE
The FIAT Bogie is two-axle type, with a primary and a secondary
suspension. The bogie assembly is shown in fig. 1-1. The Salient
features of FIAT Bogie are:
Solid welded Bogie Frame made up of two longitudinal components
connected by two cross beams. The bogie frame rests on the primary
suspension spring units and supports the vehicle body by means of
Bolster beam. The Bolster beam is connected to the bogie frame by
secondary suspension.
Primary suspension consist of two steel coil springs
(internal/external) laid out on the Control Arm upper part.
Secondary suspension consists of two spring packs which sustain the
bolster beam over the bogie frame. Each spring pack is made up by
an internal and external spring. An Anti roll bar fitted on the bogie
frame realizes a constant, reduced inclination coefficient during
running. The bogie frame is linked to the bolster beam through two
vertical dampers, a lateral damper, four safety cables and the
traction rods. The bogie frame is linked to the coach body through
two yaw dampers.

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Traction Centre - The traction Centre transmits traction and braking
forces between bogie frame and body by a traction lever on the
bolster beam pin and two rods.
Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes.
The pneumatically operated brake cylinders are fitted with automatic
device for taking up the clearances.
Taper Roller Cartridge Bearing – Fiat Bogie is fitted with 130 mm
Cartridge type roller bearings.
BOGIE FRAME
The bogie frame is a solid welded frame made by steel sheets and
forged or cast parts.
The frame is made up of two longitudinal components (1) connected
by two cross-beams (2) which also support the brake units. The
various supports which connect the different bogie components are
welded to the frame. The bogie frame rests on the primary
suspension spring units and supports the vehicle body by means of a
bolster beam. The bolster beam is connected to the bogie frame by
the secondary suspension.

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1.Bogie frame longitudinal component
2. Cross-beam
PRIMARY SUSPENSION
Primary suspension is implemented by two units (see FIG. 4-3) of two
steel coil springs (internal (4) and external (5)) laid out on the control
arm upper part (13) by a centering disk (8) and adjustment shims, (if
required).
The suspension is also completed by the following components:
BOGIE FRAME

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A control arm (13), fitted with twin-layer elastic joints (12),
connecting the axle bearing to the bogie frame and transmitting, not
stiffly, lateral, longitudinal and part of the vertical forces;
A vertical damper (14).
Rubber elements (2) separate the primary suspension from the bogie
to realize noise reduction.
Stops and protections are mounted on the bogie frame for the lifting.
1. Bogie frame
2. Rubber disks
3. Centering disk
4. Internal spring
5. External spring
6. Bump stop
7. Shim
8. Centering disk
9. Control Arm Lower Part
10. Plate
11. Block
12. Rubber joint
13. Control Arm Upper Part
14. Damper

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SECONDARY SUSPENSION
The secondary suspension enables lateral and vertical displacements
and bogie rotation with respect to body when running through
curves.
It is implemented by two spring packs (A, FIG. 4-4) which sustain the
bolster beam (1) over the bogie frame (6). Each spring pack is made
up by an internal (3) and an external spring (4), mounted and
positioned through the centering discs (5).
An anti-roll bar (2), fitted on the bogie frame (6), realizes a constant,
reduced inclination coefficient during running.
The bogie frame is linked to the bolster beam through two vertical
dampers (7), a lateral damper (8), four safety cables (9) and the
traction rods (10).
The bogie frame is also linked to the coach body through two yaw
dampers (11).
1. Bolster beam
2. Anti- roll bar
3. Internal spring
4. External spring
5. Centring disk
6. Bogie frame
7. Vertical damper
8. Lateral damper

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9. Safety cables
10. Traction rod
11. Yaw damper

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Cross Bar :- Cross bar is the connection between the two ends of
the trolley which also maintains the uniform distribution of the
hauling force to all wheels to ensure equal velocity.
Bolster Assembly:- Bolster assembly is the host of the secondary
suspension system. In other words it is like two interconnected
housing for springs.
It also connects trolley and the body of the rake.
The main function of bolster assembly is to transform the hauling
force and the raking force form body to wheel and from wheel to
body respectively.
Draw and Buffing Gear Assembly :- Draw and buffing gears are
attached to the end of one coach and this two gear mechanisms are
made to suit two adjacent coaches into an uniform continuous
movement. They also transform the hauling force from main engine
to the following rake, draw gear is specialized for these purpose,
where as the buffing gears are essential for maintaining a vibration
less motion of a coach with respect to its former one.
We have two different arrangements of draw and buffing gear
assembly in ICF and LHBcoaches. They are-
Screw coupling and the side buffers serves the aforesaid purpose in
case of the draw and buffing gears respectively in case of ICF
coaches. Screw coupling not only gives the boost but also let two

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coaches to connect in the formation of a continuous rake. The two
jaws of the screw on both sides are guarded with spring and rubber
to minimize the vibration the hauling force produces. They are called
the DRAFT GEARS.
Side buffers are uniquely shaped buffers. They have a flat plate
made of stainless steel and duly lubricated in contact to each other
facing each other in motion. They are also guarded with the iron
plated and spring and rubber to minimize the vibration as much as
possible.
For LHB coaches we have a multipurpose serving coupling between
the two coaches. It is called in technical terms the Center Buffer
Coupling. It has got a special locking system operated by a handle.
SIDE BUFFERS
PRIMARY SUSPENSION UNIT

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Controlled Discharge Toilet System (CDTS)
LHB coaches are fitted with controlled discharge toilet units to avoid
soiling of track in station and inhabited areas.
The toilet system is designed to operate with a pressurized water
bowl wash that covers 100% of the toilet bowl area. The waste is
removed from the toilet bowl and transferred to a retention tank
with a minimal amount of water. Water consumption is only 2.5
liters per flush cycle for the Indian style toilet bowl and 1.5 liters for
the European style toilet bowl.
Salient Features
 Programmable.
 Requirement of less Air and Water.
 P.L.C Controlled.
 Easy to clean.
 Hygienic.
Operating Principle of CDTS
 This system works on electrical & pneumatic pressure
arrangement. The retention tank stores effluent has two
openings. These two openings activates by double acting
pneumatic cylinders fed by Feed pipe of air brake system with
the help of electromagnetic solenoid valves.
 The system starts working on a single push of flush switch. As
the flush switch is pressed, water flows into the toilet bowl

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&the upper slide valve opens which is connected between the
toilet bowl & retention tank. All the toilet waste is transferred
into the retention tank. At the end of each flush cycle the
supply of water is stopped & the upper slide valve is closed.
Thus, the toilet is sealed from the retention tank, preventing
odour entering from the toilet room.
 The waste accumulated in the retention tank remains in the
retention tank until two parameters are satisfied.
 A predetermined no. of flush counts, &
 The train is reached a predetermined speed.
 As soon as these above two parameters are met, the lower
slide valve of retention tank opens & the toilet waste
accumulated in the tank is discharged out of the tank to the rail
side, away from the station & city.
 The lower slide valve of the retention tank remains open for
only small period of time to empty the retention tank. The
lower slide valve then remains closed until the above discharge
parameter conditions isagain satisfied.

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6. WHEEL SHOP
In this shop, repair work of the wheel and axel is under taken. As it is
known that, the wheel wears throughout its life. When at work the
profile and diameter of the wheel constantly changes. To improve it’s
working and for security reason, it is repaired and given correct
profile with proper diameter.

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The diameter of new wheel is-
Type Wheel dia. Distance b/w
journal center
(mm)
Journal
size(mm)
Axel wheel
seat dia.
(mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.2 120*179 171,0.45,0.63
Wheel can be used certain minimum diameter after which it is
discarded. The diameter of the wheel when it is condemned are-
S.N TYPE OF WHEEL DIAMETER IN (MM)
ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839
WHEEL TESTING & MACHINING
. INSPECTION OF WHEELS IN SECTION

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In this shop wheel sets are removed from the bogies, the entire wheel is
first inspected for assessing the condition of the component of wheel
such as axel trial wheel disc and guttering.
The shop consist of-
1. Axel Journal Turning & Boring lathe (AJTB Lathe).
2. Hydraulic wheel press with facility of mounting.
3. Axel Box Cleaning Plant.
4. Vertical turning lathe.
5. CNC Surface Lathe
6. CNC Axel Turning Lathe

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Axel Journal Turning & Boring Lathe
AJTB Lathe is rigid machine capable of turning and burnishing of
inboard & out board journals of axle of wheel set. Machine is built on
rigid cast iron bed with fixed cast iron tailstocks on either ends. One
or two tool post in cast construction. Wheel set is held between
heavy duty, precision revolving centers and is driven by suitable
infinitely variable speed drive.

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Wheel Press
The wheel is pressed on the axel with the help of this machine. A
calculated amount of pressure is applied and the wheel is pressed.

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CNC Surface Wheel Lathe
CNC Surface wheel lathe is an extremely rigid and fully automatic
machine for simultaneous profiling of new or worn out wheels of
Railway Wheel Set. Equipped with dual CNC tool post, machine is
fully flexible to turn any wheel profile. Machine is equipped with CNC
controlled pre and post measurement system for economical depth
of cut and profile selection. Machine is also capable of machining
inside and outside face of wheel as well as brake discs. Automatic
loading and unloading of wheel set

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Vertical Turret Lathe
This Machine is used for boring the wheel. In others words we can
say that increasing the internal diameter of wheel.

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6 JIGS AND FIXTURES SHOP
If a component to be produced in small numbers then
procedure adopted is marketing out, setting on machine,
clamping to machine table. It would not be suitable for
producing same component in large quantities because of
economic reason. A faster and more profitable method calls for
a device JIG and FIXTURE.
JIGS
Jig may be described as a plate or metal box, structure or a device
usually made of which metal is climped or fastened or located one
after others for the other for specific operation in such a way that
will guide one or more cutting tools to the same position.
FIXTURE
This may be structure for locating holding and supporting a
component or work piece securely in a definite position for a
specific operation but it does not guide the cutting tool. The
cutting tool are set in position by machine adjust or by trial& error
method.

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FIXTURE
DESIGN OF JIG& FIXTURES
1. Sharp corners may be avoided.
2. Adjustment locator must be provided.
3. Locating pins should be tapered.
4. Quick acting, clamps should be provided.
5. Safety criterion should be provided.
6. Accuracy is the basic need should not be compromised.

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 MATERIAL HANDLING SYSTEM
Material Handling is the field concerned with solving the pragmatic
problems involving the movement, storage in a manufacturing plant
or warehouse, control and protection of materials, goods and
products throughout the processes of cleaning, preparation,
manufacturing, distribution, consumption and disposal of all related
materials, goods and their packaging. The focus of studies of
Material Handling course work is on the methods, mechanical
equipment, systems and related controls used to achieve these
functions. The material handling industry manufactures and
distributes the equipment and services required to implement
material handling systems, from obtaining, locally processing
and shipping raw materials to utilization of industrial feedstocks in
industrialmanufacturing processes. Material handling systems range
from simple pallet rack and shelving projects, to complex conveyor
belt and Automated Storage and Retrieval Systems (AS/RS); from
mining and drilling equipment to custom built barley malt drying
rooms in breweries. Material handling can also consist of sorting and
picking, as well as automatic guided vehicles.

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MATERIAL HANDLING EQUIPMENT
Material-handling equipment is equipment that relate to the
movement, storage, control and protection of materials, goods and
products throughout the process of manufacturing, distribution,
consumption and disposal. Material handling equipment is the
mechanical equipment involved in the complete system. Material
handling equipment is generally separated into four main categories:
storage and handling equipment, engineered systems, industrial
trucks, and bulk material handling.
OVER HEAD CRANE

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BELT CONVEYER
Thank You.

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