Summer Training Report on Indian Railways , C& W Workshop, NBQ, Assam

SUMMER TRAINING REPORT
INDUSTRIAL TRAINING AT-
CARRIAGE AND WAGON WORKSHOP
NORTHEAST FRONTIER RAILWAY
NEW BONGAIGAON, ASSAM
SUBMITTED BY-
DEEPJYOTI PATOWARY
B.E. 5TH
SEMESTER
MECHANICAL ENGINEERING DEPARTMENT
ASSAM ENGINEERING COLLEGE, JALUKBARI

PREFACE
Industrial Training is meant to expose the students of engineering on the actual
Industrial Processes about which they have been studying in detail from their semesters. We
have spent the last two years in gaining theoretical knowledge of various manufacturing and
assembly processes.
The four weeks training has exposed us to the actual application of the various
studied. The training period has being very interesting wherein we got to know how the final
product comes in its action. Each product undergoes a number of quality control tests to bring
in uniformity and quality. In the Carriage and Wagon repair workshop of NF Railway in New
Bongaigaon, Assam, we learnt the function of rail service with understanding its various
technical applications which are done in different repair shops. Each field requires skilfully
handling and training at given at each step which will help us in the long run.

CONTENTS
1) INTRODUCTION
2) WELDING SHOP
3) MACHINE SHOP
4) WHEEL TURNING SHOP
5) ROLLER BEARING SHOP (SRB & CTRB)
6) WAGON REPAIR SHOP
7) BOGIE REPAIR SHOP
8) CARRIAGE LIFTING SHOP
9) CONCLUSION

INTRODUCTION
Indian Railways is an Indian state owned enterprise, owned and operated by the
government of India through the Ministry of Railways. It is one of the largest railway
networks comprising 115,000 km of track over a route of 65,436 km and 7,172 stations.
Railway was first introduced to India in the year 1853 from Bombay to Thane. In 1951 the
systems were nationalized as one unit. Indian railways are the world's 7th largest
commercial or utility employer by number of employees with over 1.307 million employees.
Railways first entered Assam in 1881 when the Assam railway and trading company
began the construction of 65km long meter gauge (MG) line from Dibrugarh to Makum
collieries in Margherita for the sole purpose for transporting tea and coal. The Northeast-
frontier was formed on 15th January 1958 with the aim to give greater impetus to the
development of Northeast with its HQ at Maligaon. It is divided in 5 division viz Alipur
division, Lumding division, Rangiya division, Katihar division & Tinsukia division.
TRAINING OBJECTIVES
1. To understand the manufacturing and repairing of rail coaches and wagon.
2. To observe and acquire knowledge about different mechanism dealing with
various machines.
3. To apply the theoretical technical knowledge on real industry application.
4. To build a good communication skill with group of workers and learn to learn
proper behavior of corporate life in industrial sector.
5. To build the strength, team work spirit and self confidence in students life.
6. To enhance the ability to improve students creativity skills and sharing ideas.

ACTIVITIES OF WORKSHOP
1. Coach :
a) POH of BG AC, NON-AC and DEMU Coaches.
b) Repair of Accident involved damaged coaches and special repair coaches.
c) Modification as recommended by railway board & RDSO to improve the reliability
of safety and better passenger’s amenities.
d) Refurbishing/Rehabilitation of BG coaches.
e) Conversion of conventional air brake coaches to bogie mounted air brake coaches.
2. Wagon :
a) POH of BTPN, all types of BCN Wagon s, DBKM, BRN, BOBYN and brake van.
3. Manufacturing & Repairing :
a) Manufacturing and fabrication of components and subassemblies of BG coach and
wagon.
b) Manufacturing of new wheel set for BG & NG rolling stock and motive power.
c) Heat treatment, reclamation and testing of critical safety items like screw coupling,
bolster suspension hanger, draw gear equipment and testing of chain and rope.
d) Shot blasting, magnetic flux testing to detect crack and load testing of all types of
C&W springs.
e) Phosphating of In-house manufactured component like long beam, bottom side wall
sheet etc.
4. Metallurgical & Chemical Laboratory :
a) Non destructive testing including ultrasonic testing of axles & wheels.
b) Hardness testing of wheel.
c) Chemical analysis, micro & macro analysis and physical testing of ferrous and non
ferrous components and materials.

5. Maintenance :
a) The workshop undertakes in house preventive maintenance and brake down attention
of machinery, plants and equipment both for mechanical and electrical.
b) Power supply for workshop and colony.

WELDING SHOP (WS)
INTRODUCTION:
Welding is a process for joining two similar or dissimilar metals by fusion. It joins
different metals/alloys, with or without the application of pressure and with or without the
use of filler metal. The fusion of metal takes place by means of heat. The heat may be
generated either from combustion of gases, electric arc, electric resistance or by chemical
reaction. During some type of welding processes, pressure may also be employed, but this is
not an essential requirement for all welding processes. Welding provides a permanent joint
but it normally affects the metallurgy of the components. It is therefore usually accompanied
by post weld heat treatment for most of the critical components. The welding is widely used
as a fabrication and repairing process in industries. Some of the typical applications of
welding include the fabrication of ships, pressure vessels, automobile bodies, off-shore
platform, bridges, welded pipes, sealing of nuclear fuel and explosives, etc.
WELDING POSITIONS:
There are four types of welding positions:
(a) Flat or down hand position.
(b) Horizontal position.
(c) Vertical position.
(d) Overhead position
Figure: Types of joints

TYPES OF WELDING JOINTS:
(a) Butt joint
(b) Corner and Tee joint
(c) Lap joint
(d) Edge joint
Figure: Types of welding joints
CLASSIFICATION OF WELDING PROCESSES:
Figure: Chart of classification of welding processes

1) Oxy Acetylene Gas Welding:
In this process, acetylene is mixed with oxygen in correct proportions in the welding
torch and ignited. The flame resulting at the tip of the torch is sufficiently hot to melt and join
the parent metal. The oxy-acetylene flame reaches a temperature of about 3300°C and thus
can melt most of the ferrous and non-ferrous metals in common use. A filler metal rod or
welding rod is generally added to the molten metal pool to build up the seam slightly for
greater strength.
Oxy Acetylene Welding Setup:
Acetylene and oxygen gas is stored in compressed gas cylinders. These gas cylinders
differ widely in capacity, design and colour code. However, in most of the countries, the
standard size of these cylinders is 6 to 7 m3 and is painted black for oxygen and maroon for
acetylene. An acetylene cylinder is filled with some absorptive material, which is saturated
with a chemical solvent acetone. Acetone has the ability to absorb a large volume of
acetylene and release it as the pressure falls. If large quantities of acetylene gas are being
consumed, it is much cheaper to generate the gas at the place of use with the help of
acetylene gas generators. Acetylene gas is generated by carbide-to-water method.
Figure: Oxy acetylene welding

2) Metal Inert Gas Welding:
Metal inert gas arc welding (MIG) or more appropriately called as gas metal arc
welding (GMAW) utilizes a consumable electrode. MIG welding uses a welding wire that is
feed automatically at a constant speed as an electrode. A short arc is generated between the
base metal and the wire. The resulting heat from the arc melts the welding wire and joins the
base metals together. Since the wire is fed automatically at a constant rate, this method is
called semiautomatic arc welding.
During the welding process, either inert gases or active gas shields the weld from the
atmosphere and prevents oxidation of the base metal. The type of inert gas used depends on
the base material to be welded. For most steels welds, carbon dioxide is used a shield gas.
The power supplies are always of the constant voltage type only. The current from the
welding machine is changed by the rate of feeding of the electrode wire. Normally DC arc
welding machines are used for GMAW with electrode positive (DCRP).
Figure: MIG Welding Set Up

3) Tungsten Inert Gas Welding:
In this process a non-consumable tungsten electrode is used with an envelope of inert
shielding gas around it. The shielding gas protects the tungsten electrode and the molten
metal weld pool from the atmospheric contamination. The shielding gases generally used are
argon, helium or their mixtures. Both AC and DC power source can be used for TIG welding.
DC is preferred for welding of copper, copper alloys, nickel and stainless steel whereas DC
reverse polarity (DCRP) or AC is used for welding aluminium, magnesium or their alloys.
Figure: TIG Welding Set Up

4) Plasma Arc Welding:
Plasma arc welding is an arc welding process similar to gas tungsten arc welding.
The electric arc is formed between an electrode and the work piece. Positioning the electrode
within the body of the torch, the plasma arc can be separated from the shielding gas envelope.
The plasma is then forced through a fine-bore copper nozzle which constricts the arc and the
plasma exits the orifice at high velocities and a temperature approaching 28,000 °C or higher.
The energy of the plasma jet and the temperature is dependent upon the electrical
power employed to create arc plasma. A typical value of temperature obtained in a plasma jet
torch may be of the order of 28000 °C against about 5500 °C in ordinary electric welding arc.
Actually all welding arcs are (partially ionized) plasmas, but the one in plasma arc welding is
a constricted arc plasma. Just as oxy-fuel torches can be used for either welding or cutting, so
too can plasma torches, which can achieve plasma arc welding or plasma cutting.
WELDING DEFECTS:
1) Lack of Penetration: It is the failure of the filler metal to penetrate into the joint. It is due
to-
(a) Inadequate de-slagging
(b) Incorrect edge penetration
(c) Incorrect welding technique
2) Lack of Fusion: Lack of fusion is the failure of the filler metal to fuse with the parent
metal.
(a) Too fast a travel
(b) Incorrect welding technique
(c) Insufficient heat

3) Porosity: It is a group of small holes throughout the weld metal. It is caused by the
trapping of gas. It is caused by the trapping of gas during the welding process, due to-
(a) Chemicals in the metal
(b) Dampness
(c) Too rapid cooling of the weld
4) Slag Inclusion: It is the entrapment of slag or other impurities in the weld. It is caused by-
(a) Slag from previous runs not being cleaned away,
(b) Insufficient cleaning and preparation of the base metal before welding
commences.
5) Undercuts: These are grooves or slots along the edges of the weld caused by-
(b) Bad welding technique
(c) Too great a heat build-up.
6) Undercuts: These are grooves or slots along the edges of the weld caused by-
(b) Bad welding technique
(c) Too great a heat build-up.
7) Cracking: It is the formation of cracks either in the weld metal or in the parent metal. It is
due-
(a) Unsuitable parent metals used in the weld
(b) Bad welding technique.
8) Poor Weld Bead Appearance: If the width of weld bead deposited is not uniform or
straight, then the weld bead is termed as poor. It is due to improper arc length, improper
welding technique, damaged electrode coating and poor electrode and earthing
connections.

9) Distortion: Distortion is due to high cooling rate, small diameter electrode,
poor clamping and slow arc travel speed.
10) Overlays: These consist of metal that has flowed on to the parent metal without fusing
with the defect is due to-
(a) Contamination of the surface of the parent metal
(b) Insufficient heat
11) Blowholes: These are large holes in the weld caused by-
(a) Gas being trapped, due to moisture.
(b) Contamination of either the filler or parent metals.
12) Burn Through: It is the collapse of the weld pool due to-
(a) Too great a heat concentration
(b) Poor edge Preparation
Figure: Types of welding defects

MACHINE SHOP (MS)
MACHINES AVAILABLE IN MACHINE SHOP
1. Centre lathe
2. Universal Horizontal Boring Machine
3. Horizontal Boring and Milling Machine(CNC)
4. CNC axle turning lathe
5. Vertical turret lathe
6. Radial drill machine
7. Shaper
8. Planer
9. Bench grinder
10. Gang drilling machine
11. Universal milling machine
12. Tool & cutter grinding machine
13. Power hacksaw
14. CNC Axle grinder
15. Axle facing & drilling machine.
TOOLS USED IN MACHINE SHOP
Different tools used in machine shop are-
1) Measuring tools-
a) Scale.
b) Outside Caliper.
c) Inside Caliper.
d) Odd-leg Caliper.
e) Tri-square.
f) Bevel Protractor.
g) Vernier Scale.
h) Micrometer.

2) Cutting tools-
a) Nose tool
b) Radius tool (concave/convex).
c) Parting tool
d) Right/left side cutting tool
e) Turning tool
f) Facing tool
g) Knurling tool
h) V-shaped tool.
OPERATIONS PERFORMED AT MACHINE SHOP
1. Manufacturing of various items as per divisional work order.
2. Manufacturing of various items required for carriage and wagon.
3. Turning of various semi finish axles & axle end drilling and tapping.
4. Conversion of various axles viz. BG wagon to MG wagon, BG-DSL to MG-DSL etc.
5. Machining of rear cover and front cover (MG & BG) 9”x4 1⁄2 bearing.
6. Machining of buffer plunger face plate and body under frame head stocks.

DESCRIPTION OF MACHINES IN MACHINE SHOP
1) Centre Lathe: The centre lathe is a machine tool that rotates the work piece on its axis
to perform various operations such as cutting, sanding, knurling, drilling, deformation,
facing, turning, with tools that are applied to the work piece to create an object with
symmetry about axis of rotation. These lathes may be operated directly by people or
computerized numerical control (CNC) that has been programmed to carry out a
particular task.
Work Done: Turning of MG axle
Tool used: Carbide tip cutting tool.
Figure: Centre Lathe
2) Universal Horizontal Boring Machine: A horizontal Boring Machine is a machine tool
which bores holes in a horizontal direction. It has its spindle parallel to the ground and
work table. The table of horizontal bore machine has accurate guide ways to move the
table in two perpendicular directions. This machine is further modified in the machine
shop for performing horizontal tapping. This machine is used for a multitude of
operations in the shop.
Work Done: Tapping, Drilling, Boring, Reaming and Turning.
Tool Used: Tap, Carbide Tip cutting tool, high speed cutting steel, drill bit etc.

Figure: Universal Horizontal Boring Machine
3) Horizontal Boring And Milling Machine (CNC): A horizontal Boring Machine is a
machine tool which bores holes in a horizontal direction. It has its spindle parallel to the
ground and work table. This CNC version of the machine is mainly used to accurately
drill and tap the holes on the sides of the axle.
Work done: Drilling/boring and tapping of axle.
Tool used: Carbide tip tool.
Figure: Horizontal Boring and Milling Machine

4) CNC Axle Turning Lathe: Computerized numerical control (CNC) lathes are
rapidly replacing the older production lathe due to their ease of setting, operation,
repeatability and accuracy. They are designed to use modern carbide tooling and fully
used modern processes. The part may be designed and the tool paths programmed by
the CAD/CAM process or manually by programmer. This lathe has a three jaw
hydraulic chuck with a turret cutter which can hold twelve cutters at a time.
Work done: Axel turning operation is done.
Tool used: Carbide tip tool.
Figure: CNC Axle Turning Lathe
5) Vertical Turret Lathe: Vertical Turret Lathe is one which allows the headstock to
seat on the floor and the face plate to become a horizontal rotating table, analogous
to a huge potter’s wheel. This is useful for the handling of large, heavy, short work
pieces. It consists of an all gear, heavy duty headstock with a great range of spindle
speeds. The turret is mounted on a saddle, which in turn is sliding on the bed. When
the saddle moves on the bed during the return stroke, it automatically indexes to
next tool position, thus reducing the ideal time of the machine.
Work done: Turning of face plate of the buffer body plunger.
Tools used: Side cutting tool, V-tool and Square tool.

Figure: Vertical Turret Lathe
6) Radial Drilling Machine: In this machine, the drill head can be moved along a
horizontal arm that radiates from the machines column as a result this machine can
be operated over a large area by moving the drill head on the arm without
repositioning of the work on the table which saves time.
Work done: Drilling of buffer face plate among other works.
Tool used: Taper shank drill tools of different sizes.
Figure: Radial Drill Machine
7) Shaper: A Shaper is a type of machine tool that uses linear relative motion
between the work piece and a single-point cutting tool to machine a linear tool path.

It can cut curves, angles and many other shapes. Its movement is very simple but
can produce a variety of work. In this machine the tool is clamped to the tool post
mounted to a dapper box which in turn is mounted to a reciprocating ram. The ram,
while under taking the cutting stroke, pushes the cutting tool through the work piece
to remove the materials. Here the quick return mechanism is employed to reduce
idle time.
Figure: Shaper
8) Planer: The planer is a machine tool designed to produce plane and flat surface
on a work piece which is too large or too heavy. The work piece is securely fixed on
a table called platen, and it reciprocates horizontally against a single edged cutting
tool. The surface machined may be horizontal, vertical or at an angle.
Figure: Planer
9) Bench Grinder: This type of grinder is used to grind and polish surfaces of
different small work piece produced in the machine shop. This grinder has two
grinding wheels, one has rough grained abrasive and other has fine grained abrasive.

Rough grained wheel is used for greater metal removal from the surface to be
grinded, on the other hand, fine grained wheel is used to polish those roughly grind
surfaces.
Figure: Bench Grinder
10) Gang Drilling Machine: This type of drilling machine has 4 drill spindles, which
can run simultaneously. This machine is used when a large number of jobs need to
be drilled, so that more than one job can be worked on at a time. These machines are
not as powerful as the Radial drilling machines and are used to do light jobs.
Figure: Gang Drilling Machine

ROLLER BEARING SHOP (SRB & CTRB)
Roller Bearing is a bearing which carries a load by placing rolling elements between
two bearing rings called races. The relative motion of the races cause the rolling elements to
roll with very little rolling resistance and with little sliding. Roller bearings are a type of
rolling element bearing that uses cylinders (rollers) to maintain the separation between the
moving parts of the bearing. The purpose of a roller bearing is to reduce rotational friction
and support radial and axial loads. In train coaches, mainly two types of roller bearings are
used. These are-
1) Spherical roller bearing (SRB).
2) Cartridge tapered roller bearing (CTRB).
1) SPHERICAL ROLLER BEARING:
The spherical roller bearing is used in ICF coaches. The weight of one bearing is 28
kg. This type of bearing is manufactured by two companies NBC and FAG.
The parts of a spherical roller bearing are-
(1) Outer raceway, (2) Case, (3) Cylinders, (4) Inner raceway.
The inner raceway diameter is 129.997 mm. The journal diameter should be
slightly more than the inner raceway diameter.
The parts of axle box assembly are-
(1) Tower bolt (thickness 16mm), (2) Rear cover,
(3) Front cover, (4) Axle box.

SEQUENCE OF DISASSEMBLING:
(A) Opening the front cover.
(B) Opening the cap and screw with locking plate.
(C) Opening the axle box with the help of axle box extractor.
(D) Disengaging the roller bearing:
(a) Adaptor fitting
(b) Bearing nut fitting
(c) Engaging the drum
(d) Fitting the two hose pipes
(e) Starting the extractor machine
(f) Extracting it up to adaptor
(g) Disengaging the drum, nut and adaptor
(E) Disengaging the distance ring.
(F) Removing the rear cover and collar.
At the very beginning, the front cover is removed and then the axle box is removed
with the help of a hydraulic machine called axle box extracting machine. Then locking plate
screw is opened with the help of a spanner and cap is removed. For disassembling the
bearing, the function is performed in bearing extractor machine. The tools used for extraction
of bearing are- adaptor, drum and bearing nut.
The portion of axle where bearing is present is called journal. Adaptor is fitted so that
the bearing can be extracted from the journal. The bearing extractor machine has two hose
pipes that are connected to the drum. The two pipes jets out oils while extracting so that to
reduce friction and generate heat in the journal. At first adaptor is fitted then the bearing nut
is fitted then the drum is fitted along with the hose pipes and the machine is started. The
diameter of adaptor is slightly less than the inner raceway diameter of bearing. It extracts the
bearing smoothly. After that the distance ring is removed. Then the rear cover with tower bolt
and the collar is removed. Then the bearing, rear cover, axle box, front cover and all other
parts are transferred to the cleaning and washing section where they were washed in bearing
cleaning plant and axle box cleaning plant.

BEARING CLEANING PLANT:
1. Name of the machine: Bearing cleaning plant.
2. Model No: UHPL/BCP/101500
UHPL/IR/BCP003
3. COFMOW’S at no. : COFMOW/IR/S-4760/P-I/G738,
Dated 27/10/2014
4. Cost of the machine: Rs 1,05,83,313.00
5. DOC: 26/04/2016
6. Firm’s Name: M/S ULTRAMAX HYDROJET PVT LTD, CHENNAI
7. Consignee: SSE/RB-WTS/NBQS
BEARING CLEANING PLANT OPERATING PROCEDURE:
The bearing cleaning plant has one chamber where wash, rinse and rust removal procedure
occurs. At first washing is done for 5 minutes and then rinsing and rusting operations are
performed for 2 and 1 minute respectively. After that a worker manually cleans the bearing
with the help of a jet of high velocity air.
PROCEDURE TO START UP THE BCP:
1. Switch on the control panel and ensure the three phase power supply is OK.
2. Clean the entire machine before starting and end of every shift.
3. Ensure all the tank filters, entire filters are in cleaned condition before starting the plant.
4. Ensure all the filters are in placed in the proper location.
5. Ensure the PH value >12 in washing and rinsing if required
6. Ensure all the tank level is within the limit.
7. Switch ON the heater of all tanks.
8. Ensure all the tank temperatures is in the range as per set temperature.

WASH SOLUTION TANK:
1. Capacity : 1600 Liters
2. Solution : Orion 355
3. % of concentration : 2.5 to 5 %
4. Daily Top Up : 2.9 Liters
5. PH concentration : >12
6. Temperature : 600
to 900
C
RINSING SOLUTION TANK:
2. Solution : Orion 334
3. % of concentration : 2.5 -7%
4. Daily Top Up : 2.3 Liters
5. PH concentration : >12
6. Temperature : 60o
to 90o
C
RUST SOLUTION TANK:
2. Solution : ORION 500
3. % of concentration : 3%
4. Daily Top Up : 3kg
5. PH concentration : 12 to 13
6. Temperature : 60o
to 90o
C

AXLE BOX CLEANING PLANT:
Axle box cleaning plant has various types of chambers. At first, the axle box is
submerged in the first wash tank containing caustic and chemicals. Then it is moved to
second wash tank and kept there. The amount of time for keeping in both wash tanks is about
45 minutes. Then they are fed to the rinse tank and then to the rust tank. Then the axle boxes
are moved across the hot chamber. In hot chamber, very hot and dry air is passed and the axle
box comes out dry. Here, other parts such as – front cover, cap, rear cover, distance, collar
etc. are also cleaned in the same sequence.
OPERATING PROCEDURE:
1. Check the power supply for equal and correct voltage in all the three phases.
2. Clean the entire plant.
3. After the plant is cleaned fill water in all the rinse and solution tanks.
4. Add acid/chemicals of good quality in props quantity to achieve desired concentration in
the solution tanks.
5. It is advisable to fill properly mixed solution, prepared in the solution preparation tank to
reduce the mixing time.
6. Switch ‘ON’ hot water generation and allow running the hot water in the heating coils of
all the process tanks and BOSCH tanks.
7. Switch ‘ON’ the heaters to achieve the required temperature in drier.
8. Check required temperature in all the process tanks & BOSCH tanks using hot water
circulation through heating coils in each tanks.
Now the plant is ready for use.

CHECKING FOR CRACKS IN BEARING (DP TESTING):
Generally cracks are found in the inner raceway of the bearing. If crack is found, then
it is condemned. There is a procedure for finding cracks.
After cleaning the bearings in the bearing cleaning plant, we spray a special type of
‘cleaner’ to clean the bearing. Then we spray ‘penetrate’ spray which is a red dye in the inner
race and make the surface red looking. Then we clean again with the help of a cotton cloth to
remove the red color from the surface. At the end, we spray ‘developer’. The developer turns
the surface color look white. After a few minutes, the inner raceway surface is examined by
an examiner. If there is any crack in the bearing, it will appear as red straight lines on the
white surface. Then it will be rejected. If the surface is completely white, then it is in good
condition and can be used further.
After checking, the bearings are again sent for cleaning. Then they are ready for
heating to fit on the journal.
SEQUENCE OF FITTING DIFFERENT PARTS IN THE JOURNAL
(ASSEMBLING OF AXLE BOX):
1. Collar fitting on shoulder.
2. Rear cover (made of aluminium) fitting along with felt ring.
3. Distance ring fitting (no heating required).
4. Bearing fitting (heating is required).
5. Cap fitting.
6. Locking plate and screw fitting.
7. Axle box fitting by hammering.
8. Front cover fitting.
The assembling of axle box is done in a specific sequence. At first collar is fitted on
the shoulder. Collar is heated to a temperature, and then placed on the shoulder. Then it is
allowed to cool. This type of fitting is called shrinkage fitting. Felt ring is first kept
submerged in oil tank which is at 40-500
C for 45 minutes. Then it is kept outside so that the
excess oil can escape. Then it is fitted in the slot of the rear cover. It prevents entry of dust

particle inside. The rear cover is made of aluminium. Then rear cover is fitted along with the
tower bolts. Distance ring is fitted between rear cover and bearing. The outer part of the
bearing is stationary but the inner raceway of the bearing is rotating. But the rear cover is also
stationary. So distance ring prevents contact between the rear cover and bearing. Next step is
bearing fitting. For fitting the bearing on the journal we have to heat it in the induction heater
up to 1200
C.Because the diameter of the inner raceways of the bearing is less than the journal
diameter.
Generally the inner bore diameter of bearing is 129.997mm and the journal diameter
is 130.006mm. If the journal diameter becomes more than 130.006 then it is rejected. This
type of fitting is called shrinkage fitting. We have to heat about 5-7 minutes and power
supply is 99%.Then fresh grease is added in the bearing. The amount of grease needed in one
bearing is 1kg 750gm.Then cap and locking plate is screwed. Then axle box is fitted by
hammering. Front cover is fitted and screwed on tower bolts. This is the sequence of
assembling the axle box in spherical roller bearing (SRB or simply RB) section.
Figure: Spherical Roller Bearing

2) CARTIDGE TAPPER ROLLER BEARING (CTRB):
Cartridge Taper roller bearings with technology from Brenco, USA, have the
outstanding property of requiring no field lubrication. They are mainly used in various
wagons like BOXN, BCN, BTPN, etc. designed by the Indian Railways. For fitment to these
Wagons designed by the RDSO, NBC is the only manufacturer in India to indigenize these
bearings under collaboration with BRENCO the largest manufacturer of these bearings in the
world. For some special applications, these bearings are also used as Wheel bearings for
Locomotives. CTRB has three (3) main parts-
1) Cartridge
2) Inner case
3) Outer case.
The number of cartridge present in one cone is 24. They are kept between the inner
and outer case. The bearing is extracted from the axle of BCN with the help of bearing
extractor. Then one man opens the wear seal cover with the help of a rod and then he
separates the two spacers, cone, wear ring and the double cup. Cone, spacers and wear rings
are submerged in kerosene tank for 8-9 hours. Then the cones are sent to grease purging
machine. The dirty grease is separated from the cone by this machine. Then they are fed to
cone cleaning machine where they are kept for 3 minutes each. The cone looks shinier. One
man then checks clearance. Cups or double cups are cleaned by cloth and kerosene by hand.
They are checked for cracks by men. Spacers are also cleaned by hand.
COMPONENTS OF CTRB PARTS WITH INSTRUCTION:
1) Cone (3 no’s)- Out of roundness for cone board check by setting the dial to zero with the
help of master ring gauge reject the cone, if corrosion, pitting heat discoloration, false
brinelling spilling electrical burns and cracks etc.
2) Grease Seal (2 no’s)- Grease seal is made of special synthetic rubber of superior oil
resistance quality. The seals should not be reuse.
3) Double Cup (1 no’s)- Scrape the crack or broken cup and marked the overhauled bearing
on the outer ring inner diameter on the straight portion as per G-81.

4) Seal Wear Ring (2 no’s)- Scrape the scratched or crack seal wear ring, seal wear ring does
not have a tight fit in the counter board of backing ring.
5) Spacer (1 no’s)- The width of the spacer shall be more than 38.1mm.
6) Grease (400+/-30 gm)- Servogem-rr 1/aar approved grease shall be used.
DEFECTS IN CTRB:
A) Double cup:
i) Stain discoloration, corrosion, pitting and rust.
ii) Flaking/spilling.
iii) Pitting.
iv) Electric burns.
vi) Cracks & fractures.
vi) Decrease in outer diameter.
vii) Increase in counter bore.
B) Cone assembly:
i) Stain discoloration, corrosion, pitting and rust.
ii) Flaking/spilling.
iii) Smearing & peeling.
iv) Wear & tear of Cage.
v) Pitting marks on roller surface.
vi) The clearance between cage pocket & roller is more than 1.5mm.
vii) The clearance between cage flange & inner ring is more than 2.3mm.
viii) Internal diameter of cage more than 144.4879mm.
C) Wear ring:
i) Breakage in contact route of lip.
ii) Scratches or cracks on out face.
D) Grease seal: Hardened, cracked or cut seal lip.
E) Backing ring:
i) Pitting marks
ii) Cracked fractured or heavy corrosion.
iii) Loose wear ring in counter bore of locking ring.
iv) Increase internal diameter i.e. more than 178.56mm.

CHECK LIST OF MEASUREMENTS CTRB:
1) Cone bore (max) 144.4879 mm
2) Core bore out of roundness (max) 0.076
3) Gap between inner range cage flanges 2.3
4) Gap between cage pocket roller for SKF, FAGTTL, BRENCO 1.5 for KOYO 2.0
5) Cup counter bore 209.8616 max 209.428 min
6) Cup counter bore out of roundness max 0.127
7) Cup counter diameter (min)
a) For SKF, FAG, TIMKEN 220.4086
b) For NEIBRENCO 220.3450
c) For KOYO 220.8825
8) Cup outer diameter out of roundness (max) 0.127
9) Wear on seal wear ring (max) 0.13 deep
10) Wench lateral with hand operated device 0.51-0.66
11) Amount of grease to be applied 400 gm.s +/- 30 gm.s
12) Packing polythene bags etc.
13) Backing ring break out diameter (max) 178.562 mm
14) Mounting pressure before abutment 10-16 tons.
15) Final mounting pressure 50+/-5 tons.
16) Mounted lateral play 0.025-0.508.
17) Cap screw nut tightening torque 34-37 kg.m
18) Frequency of calibration of torque wrenches once in a mouth.

WHEEL TURNING SHOP (WTS)
Wheel turning shop is one of the important shops in workshop. Here all the operations
are related in wheel and axle of engines, coaches and wagons. The main operations are done
in wheel turning shop are axle turning, wheel turning, assembling, dissembling, journal
polishing, boring etc. operations are performed. The wheel size and shape of axle for
different bogies are not same. These can be classified as-
1) ICF Coach Wheel: Axle diameter is smallest compared to other types. Wheel
diameter is also lesser. Here in this type of wheel, roller bearing is used.
2) LHB Coach Wheel: Axle diameter is more than ICF coach as LHB coach travel in
very high speed. There is provision for the discs in between the two wheels for disc
brake. The diameter of wheel is also large as compared to ICF coach wheels.
3) BCN Wheel: This type of wheel is used in wagons and oil tanks. Wheel diameter
is almost same as LHB wheel and axle is larger than ICF wheel.
4) Engine Wheel: Engine wheels have largest diameter among all types of wheels.
Axle has provisions for suspension tube.
DIFFERENT TYPES OF MACHINES IN WHEEL TURNING SHOP:
1) Wheel Turning Machine: It is a type of lathe machine. In this type of machine the
wheels are held in four jaw universal chuck and rotated. A cutter cuts the outer
periphery of the wheel to reduce the diameter. The diameter of the wheel is measured
before and after cutting with the help of outside caliper. Generally the diameter of ICF
ranges from 830-915mm, BCN 920-1000 mm and LHB 845-920 and diesel engines
have more than 1000 mm.

Figure: Wheel Turning Machine
2) Axle Turning Machine: Axle is turned inside the machine and given different
shapes as per the verity of axles. The diameter of axle is measured by outside
micrometer.
Figure: Axle Turning Machine
3) Vertical Turret Lathe Machine: This machine is also called boring machine. It
enlarges the hole of the wheel disc where axle is fitted. The disc is held in the chuck
and it rotates about a vertical axis. A cutter enlarges the bore diameter. The
diameter is set according to the axle diameter. The diameter of the bore must be
smaller than the axle diameter. Suppose the axle diameter is 177.900 mm.

The diameter of the bore for that particular axle is 177.733 mm. The bore
diameter is measured with the help of inside micrometer.
Figure: Vertical Turret Lathe Machine
4) De-axling Machine: In this type of machine, wheels are removed from the axle
by applying constant pressure on them. The pressing machine can also sometimes
perform the de-axling operation.
5) Pressing Machine: As the bore diameter is less than the axle diameter so the
fitting is done by pressing the wheels, not by heating. This machine presses one wheel
first. A system observes the load v/s distance graph. Too much load can actually
damage the wheel while too less load will give us a loosely connected wheel on axle.
As the wheel is pressed on the axle, the computer gives the load v/s distance traced
curve. An operator looks carefully the graph. In case of too much increase of
load, one man applies oil on the axle to reduce friction. If the graph is as per
instruction, the wheel is passed for turning operation.
Figure: Wheel Pressing Machine

6) AJTB Journal Polishing Machine: Journal is the outermost part of the axle where
bearing is fitted tightly. The diameter of the journal should be slightly more than the
inner raceway of bearing. In wheel turning machine, the journal is given a final cut so
that to get the required dimension. The journal may contain small chips and dusts on
its surface. So they are sent to polishing machine. The polishing machine polishes the
journal and makes it very smooth. Then they are sent to other shops for fitting the
bearings. Dimensions of wheel before and after turning are written by chalk.

WAGON REPAIR SHOP (WRS)
This shop deals with the repairing & maintenance of wagons and their trolleys.
A vehicle used for transporting goods or peoples or another specified purpose is
called wagon. A variety of wagon types are in use to handle different types of goods but all
goods wagon in a regional network typically have standardized coupler and other fittings
such as hoses for air brakes, allowing different wagon types to be assembled into trains.
TYPES OF WAGON:
NATURE OF REPAIRS REQUIRED IN WAGON:
1. Corrosion of panels, floor plates & roof sheets.
2. Puncturing of panels due to improper loading inadequately secure consignment or
deliberately tempering.
3. Bulging of ends due to shifting of loads.
4. Tearing of panels, fracture of stanchions and shearing of rivets due to several impacts &
shifting of loads.
5. Corrosion of end floor angles.
Types Lifting capacity (ton) Capacity (m^3) Uses
Closed Wagon 68 120-128 Transport packed goods
Semi Wagon 70 73 Transport bulky materials
loaded from top
Platform/Universal 71 -- Transport large cargo &
machinery
Hopper 68 90-120 --------
Dump car wagon 105 50 Transport bulky materials
Transporter 55-120 -- Mainly for transporting
cargo
Tank 60-66 73 Transport liquid products

6. Bulging of side usually occur after a prolonged period in service.
7. Slackening of rivets due to combined effect of ageing, corrosion, wear & tear.
8. Weakening of welded joints.
9. Damages due to mechanical loading & unloading.
10. Repair of doors & door fittings (for MS wagons).
Figure: Different types of wagons

AIR BRAKE SYSTEM:
The vast majority of the world's trains are equipped with braking systems which use
compressed air as the force to push blocks on two wheels or pads on to discs. These systems
are known as "air brakes" or "pneumatic brakes". The compressed air is transmitted along the
train through a "brake pipe". Changing the level of air pressure in the pipe causes a change in
the stage of the brake on each vehicle. It can apply the brake, release it or hold it "on" after a
partial application. The system is in widespread use throughout the world.
COMPONENTS OF AIR BRAKE SYSTEM:
1) Distributor valve
(a) C3W
(b) KE
(c) P4a
2) Brake cylinder
3) Control reservoir
4) Auxiliary reservoir
5) Isolating cock
6) Dirt collector
7) Cut-off angle cock
8) House coupling
9) Non-return valve with choke
10) Passenger emergency valve
11) Pilot valve
12) Guard emergency valve
13) Pressure gauge
14) Slack adjuster.

PRINCIPAL OPERATION OF AIR BRAKE SYSTEM:
There are three (3) stages in Air Braking System:
A) Charging:
1) Compressed air of 5 kg/cm^2 is supplied through brake pipe (BP) from engine.
2) Control reservoir (CR) & auxiliary reservoir (AR) is charged to 5 kg/cm^2 through
distributor valve (DV).
3) Brake cylinder (BC) is in released condition in this stage.
B) Application:
1) BP pressure is dropped by driver using A9 valve or by guard using guard
emergency valve (or passenger using passenger alarm chain).
2) AR & CR is disconnected from BP and DV. AR air is connected to BC line
through pressure limit gauge of DV. 2.3 BC get operated i.e. piston moves out and
brake gets applied.
C) Release:
1) BP pressure is raised to 5 kg/cm^2 by driver.
2) AR line is disconnected from BC line by DV.
3) BC line is opened to atmosphere through release choke in the DV.
4) Piston in the BC is pushed in by the retention spring as compressed air gets
exhausted from BC.
TESTING OF AIR BRAKE EQUIPMENTS:
Most important test in the air brake system is Distributor valve (DV) test. The test
contains 8 stages or steps.
1) Leakage test
2) Charge time
3) Sensitivity & Insensitivity test
4) Release characteristics of DV
5) Over charge protection
6) Automatic release test
7) Automatic release valve closing
8) Graduated application & release test

BRAKE RIGGING SYSTEM
i) Due to BC pressure, the piston moves forward and strikes against the brake calliper.
ii) The lever arm of the brake calliper presses onto the disc brake through the brake shoe.
iii) The disc brakes are mounted on the wheel axle and so rotate along with the wheels.
iv) Due to application of brake shoes, the discs begin to lose their angular speed.
v) As a result the axle also begins to slow down since the two are connected.
vi) Ultimately, the wheels stop rotating as they are mounted on the same axle.

BOGIE REPAIR SHOP (BRS)
This shop deals with the maintenance and repairing of Bogies. A bogie is a chassis or
framework carrying wheels attached to a vehicle, thus serving as a modular sub assembly of
wheels & axles. The bogies being manufactured by ICF/RCF have been accepted as a
standard of Indian railways.

KEY COMPONENTS OF A BOGIE:
 Bogie frame : This can be of inside frame type where the mainframe and bearing are
between the wheels, or (more commonly)of outside frame type where the main frame
and bearing are outside the wheels.
 Suspension : To absorb shocks between the bogie frame and the rail vehicle body.
Common types are coil springs or rubber airbags.
 At least one wheel set composed of an axle with bearing and a wheel at each end.
 Axle box suspension absorbs shocks between the axle bearing and the bogie frame
and axle bearing to permit up-and-down movement, and sliders to prevent lateral
movement. A more modern design uses solid rubber springs.
 Brake Equipment : Two main types are used : Brake shoes that are pressed against the
tread of the wheel, and disc brakes and pads.

PURPOSES:
Bogies serve a number of purposes
 Support of the rail vehicle body
 Stability on both straight and curved track
 Improve ride quality by absorbing vibration and minimizing the impact of centrifugal
forces when the train runs on curves at high speed
 Minimizing generation of track irregularities and rail abrasion.
The train floor is at a level above the bogies, but the floor of the car may be lower
between bogies, such as for a bi-level rail car to increase interior space while staying
within height restrictions, or in easy-access, step less-entry, low-floor trains.
Usually, two bogies are fitted to each carriage, wagon or locomotive, one at each end.
Another configuration is often used in articulated vehicles, which places the bogies
(often Jacobs bogies) under the connection between the carriages or wagons.
The wheel sets of bogies are mounted so that they can turn in a bogie frame that is fitted
under the main frame, which is advantageous for many reasons:
 Firstly, the bogie can turn relative to the mainframe whenever it runs round a curve.
The small wheelbase allows the vehicle to traverse tighter curves (thus those with
smaller radii) than would be possible with two rigid wheel sets without constraint.
Consequently, it is possible to design longer vehicles and the length is only limited by
the loading gauge profile in curves.
 The second advantage is the achievable bogie riding: The unavoidable vertical and
transverse impacts on the track are first of all balanced out in the bogie and only
weakened (halved) forces are transferred to the main frame.
 In addition, the axle loads in bogies are reduced compared to an individual axle.
Together with the better running in curves this can lead to significantly reduced wear
on railway track.

TYPES OF BOGIES:
1. IRS BOGIE
2. SCHLIEREN BOGIE
3. MAN-HAL BOGIE
4. ICF all coiled BOGIE
5. IR 20 BOGIE
6. FLAT BOGIE
WORKING PROCESS:
CHANGEABLE ITEMS FOR COACH BOGIE :-
1. Rubber packing ring
2. Guide ring
3. Guide bush
4. Circlip for dash pot guide bush
5. Side bearer oil
6. Dash pot oil
7. Break gear bushes
8. Break shoe key
9. Shoe adjuster assembly.
Bogie
dismantling
station
Bogie
cleaning
station
Bogie scrapping
and painting
station
Bogie
component
repair station
Bogie
fitting
station
Bogie
assembling
on wheels
Bogie load testing
and final dispatch

CARRIAGE LIFTING SHOP (CLS)
In this shop the body is separated from the bogie. This can be done only when the
connecting pipes and the lighting wires are disconnected from the bogie to the body. After
that the body is repaired as per requirement. Some of the parts which normally get repaired or
replaced are the footsteps, buffer, sole bar, pillar, screw coupling, air brake.
PROCESSES:
1. LIFTING OF COACH BODY:
Before lifting electrical fittings are stripped and batteries are removed and following
components are removed and disengaged:
a) Dynamo belt
b) Brake pull rod
c) Lavatory chute
d) Centre pivot of cotter nut
e) Air vent screws on bogie frame
2. DISMANTLING OF BOGIES:
From the lowered bogie frame and bolster on the shop floor the axle box guide
components, helical spring, shock absorber and anchor lings are removed. Bogie bolster
suspension hangers are dismantled by using jacks the equalizing stays are disconnected on
the bolster springs are removed by lifting of bolsters.

3. REPAIRING OF BOGIE FRAME:
a) The bogie is thoroughly checked and if any cracks are detected proper gauging is
done and the cracks are welded and finishing by grinding. If the B.S.S brackets and
axle guides are found worn or cracked, they are replaced.
b) The bolster is checked for twist, cracks, corrosion etc. bolster are repaired and the lug
is attended when required. The equalizing stay, anchor links, brackets, centre pivot
silent block, Centre pivot sleeve, centre pivot pin, bushes in the stay rod brackets are
all replaced if found damaged.
c) The brake levers, brake beams, brake head shoes, worn bushes etc. are replaced if
found damaged. The brake blocks are to be replaced if thickness is 20mm or below.
4. BOGIE ASSEMBLY
5. MAINTENANCE OF BUFFING GEAR:
Each buffer has capacity of 1000 kg-m with a total stroke of 125mm. the worn-out
buffer head is provided with machined faced plate to maintain the curvature of 19.08 degree.
6. MAINTENANCE OF DRAW GEAR:
After dismantling and cleaning of various components of draw gear are checked with
gauges of wear cracks and corrosion. The draw gear is stressed relieved and load tested with
gradual application of 39.5 tones pull. The draw hook and screw coupling is load tested at 60
tones after repair.
7. LOWERING OF COACH BODY:
The wearing plate and wearing piece is placed in the side bearer well and filled with 2
liters of oil. Graphite grease is applied on centre pivot pins and coach body is lowered on side
bearer wearing pieces. The cotter is placed on position and it is secured with split pins.

Figure: Workers in Carriage Lifting Shop (CLS)

CONCLUSION
This training focussed upon increasing our knowledge and interest in toward the
Production of Railway Carriage & Wagons. Because it is most efficient and necessary needs
to peoples in these days that the production at most efficient method with minimum cost and
in proper sequence with less wastage. This training helps us to develop our practical
knowledge. It provides the basic idea about the vast technologies of Indian Railways. This
training will also help us in future to work inside a workshop with different peoples and with
various machineries. We also understand some critical operations done by a few rare and
costly machines inside the C & W Workshop. Thus, we believe that our training session will
be beneficial for various purposes & hence our efforts will be fruitful.

REFERENCES
1) Indian Railways Work Manual
2) www.google.co.in
3) www.indianrailways.gov.in
4) Indian Railways Code Book for the Mechanical Department
5) Wikipedia- about carriage and wagon

Summer Training Report on Indian Railways , C& W Workshop, NBQ, Assam

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