The document provides details about the in-plant training conducted by the author at the Central Railway Carriage Workshop in Matunga, Mumbai from May 17th to May 31st 2019. It includes sections on lifting under frames, heavy corrosion repair, machine shop, wheel shop, and trolley repair shop. The Central Railway Carriage Workshop in Matunga was established in 1915 and has since expanded its capacity and modernized facilities to carry out periodic overhauls of coaches and other maintenance activities. During the training, the author learned about various maintenance processes like lifting and inspecting under frames, air brake systems, and activities in different shops like machine, wheel etc.
Training report on nwr carriage workshop, jodhpursachin deora
This document is a summer training report submitted by Sachin Deora, a final year mechanical engineering student at V.I.E.T. Jodhpur, for his 50 day summer training at the Carriage Workshop of North Western Railway in Jodhpur. The report provides details of the various shops and work carried out at the workshop, including fitting, welding, carriage building and repair, lifting, trimming, corrosion repair, paint, brake gear, wheel, and other shops. It also includes an introduction to the workshop, salient features of Indian Railways, the training schedule, and hierarchy at the Jodhpur workshop.
The document provides details about an implant training report submitted by Chirag Kaladiyil at the Central Railway Carriage Repair Workshop in Matunga, Mumbai. It discusses various activities carried out at the workshop including heavy corrosion repair, wheel shop operations, trolley shop work, and lift under frame repairs. The wheel shop section specifically describes inspecting and repairing wheels, including re-disking, normal repairing, re-axeling, and re-gearing of wheels. Welding parameters for various repair processes are also outlined.
The document provides details about a 4 week industrial training at the Railway Wagon Repair Workshop in Jhansi, India. It includes:
1) An introduction to the workshop, which is the largest wagon repair workshop in Indian Railways, handling over 600 wagons per month for repair.
2) Descriptions of the various processes involved in repairing wagons, from inspection to dismantling parts and sending them to appropriate shops for repair before reassembly.
3) An overview of the types of wagons repaired, including BOXN, BCN, BOBYN, and others.
4) Descriptions of some of the main shops in the workshop, including the machine shop which repairs machine parts using lat
Aayush_loco report-PNEUMATIC SYSTEMS IN WAG-7Aayush Singhal
This document provides an overview of the pneumatic systems used in WAG-7 locomotives produced by Bharat Heavy Electricals Limited (BHEL). It first introduces BHEL as one of India's largest engineering companies and discusses its vision, mission and values. It then focuses on BHEL's Locomotive Manufacturing Division and describes the various pneumatic functions, equipment, types of brakes and air brake systems used in WAG-7 locomotives.
DIESEL LOCO SHED AND CARRIAGE WAGON DEPOT, KANPUR Abhishek dayal
This industrial training report provides details about Abhishek Dayal's 4-week internship at the diesel loco shed and new coaching center in Kanpur. The report covers topics like the history of Indian Railways, types of coaches used in Indian Railways including Ist class AC, 2nd class AC, general coaches, and LHB coaches. It also discusses concepts like buffers, couplings, and air brakes used in trains. Sections on diesel locomotives cover parts, types, starting, power control, cooling, and lubrication systems. The executive summary states that the internship helped Abhishek gain practical knowledge about the mechanical workings of Indian Railways.
The document discusses the Railway Workshop in Jhansi, India. It is the largest wagon repair workshop of Indian Railways, covering an area of 3.4 lakh square meters. It handles 16% of the monthly wagon POH target of Indian Railways. The workshop deals mainly with air brake stock and undertakes the POH of various types of wagons. It also discusses the history of the workshop since its establishment in 1895 and provides statistics on its current operations.
This document provides an overview of the organizational structure of Indian Railways. It discusses the 17 zones that Indian Railways is divided into, with details on the zones, their routes, and headquarters. It also outlines the 69 divisions that further subdivide the zones. Additionally, it lists the major departments within Indian Railways and their roles in maintaining tracks, bridges, buildings, rolling stock, and other infrastructure. In summary, the document describes the hierarchical structure of how Indian Railways is organized at the national, zonal, divisional, and departmental levels.
The document summarizes the history and activities of the Carriage & Wagon Workshop in New Bongaigaon, Assam. It was established in 1965 to undertake repairs of carriages and wagons for the Northeast Frontier Railway. Over time it expanded its capacity and capabilities to include periodic overhauling of broad gauge coaches and wagons as well as manufacturing wheels for various rolling stock. It currently produces 60 broad gauge coaches, 120 wagons, and 1170 wheels per month. The workshop has grown and modernized over the decades to handle repairs and maintenance for the expanding railway network in northeast India.
Training report on nwr carriage workshop, jodhpursachin deora
This document is a summer training report submitted by Sachin Deora, a final year mechanical engineering student at V.I.E.T. Jodhpur, for his 50 day summer training at the Carriage Workshop of North Western Railway in Jodhpur. The report provides details of the various shops and work carried out at the workshop, including fitting, welding, carriage building and repair, lifting, trimming, corrosion repair, paint, brake gear, wheel, and other shops. It also includes an introduction to the workshop, salient features of Indian Railways, the training schedule, and hierarchy at the Jodhpur workshop.
The document provides details about an implant training report submitted by Chirag Kaladiyil at the Central Railway Carriage Repair Workshop in Matunga, Mumbai. It discusses various activities carried out at the workshop including heavy corrosion repair, wheel shop operations, trolley shop work, and lift under frame repairs. The wheel shop section specifically describes inspecting and repairing wheels, including re-disking, normal repairing, re-axeling, and re-gearing of wheels. Welding parameters for various repair processes are also outlined.
The document provides details about a 4 week industrial training at the Railway Wagon Repair Workshop in Jhansi, India. It includes:
1) An introduction to the workshop, which is the largest wagon repair workshop in Indian Railways, handling over 600 wagons per month for repair.
2) Descriptions of the various processes involved in repairing wagons, from inspection to dismantling parts and sending them to appropriate shops for repair before reassembly.
3) An overview of the types of wagons repaired, including BOXN, BCN, BOBYN, and others.
4) Descriptions of some of the main shops in the workshop, including the machine shop which repairs machine parts using lat
Aayush_loco report-PNEUMATIC SYSTEMS IN WAG-7Aayush Singhal
This document provides an overview of the pneumatic systems used in WAG-7 locomotives produced by Bharat Heavy Electricals Limited (BHEL). It first introduces BHEL as one of India's largest engineering companies and discusses its vision, mission and values. It then focuses on BHEL's Locomotive Manufacturing Division and describes the various pneumatic functions, equipment, types of brakes and air brake systems used in WAG-7 locomotives.
DIESEL LOCO SHED AND CARRIAGE WAGON DEPOT, KANPUR Abhishek dayal
This industrial training report provides details about Abhishek Dayal's 4-week internship at the diesel loco shed and new coaching center in Kanpur. The report covers topics like the history of Indian Railways, types of coaches used in Indian Railways including Ist class AC, 2nd class AC, general coaches, and LHB coaches. It also discusses concepts like buffers, couplings, and air brakes used in trains. Sections on diesel locomotives cover parts, types, starting, power control, cooling, and lubrication systems. The executive summary states that the internship helped Abhishek gain practical knowledge about the mechanical workings of Indian Railways.
The document discusses the Railway Workshop in Jhansi, India. It is the largest wagon repair workshop of Indian Railways, covering an area of 3.4 lakh square meters. It handles 16% of the monthly wagon POH target of Indian Railways. The workshop deals mainly with air brake stock and undertakes the POH of various types of wagons. It also discusses the history of the workshop since its establishment in 1895 and provides statistics on its current operations.
This document provides an overview of the organizational structure of Indian Railways. It discusses the 17 zones that Indian Railways is divided into, with details on the zones, their routes, and headquarters. It also outlines the 69 divisions that further subdivide the zones. Additionally, it lists the major departments within Indian Railways and their roles in maintaining tracks, bridges, buildings, rolling stock, and other infrastructure. In summary, the document describes the hierarchical structure of how Indian Railways is organized at the national, zonal, divisional, and departmental levels.
The document summarizes the history and activities of the Carriage & Wagon Workshop in New Bongaigaon, Assam. It was established in 1965 to undertake repairs of carriages and wagons for the Northeast Frontier Railway. Over time it expanded its capacity and capabilities to include periodic overhauling of broad gauge coaches and wagons as well as manufacturing wheels for various rolling stock. It currently produces 60 broad gauge coaches, 120 wagons, and 1170 wheels per month. The workshop has grown and modernized over the decades to handle repairs and maintenance for the expanding railway network in northeast India.
Industrial training report on samastipur railway workshopaman261994
Aman Kumar completed an industrial training report at the Samastipur Mechanical Workshop in India as part of his Bachelor of Technology degree. The report provides details about the workshop, including its history, layout, vision, and departments. It focuses on the wagon department, describing the manufacturing process for BOXNHL wagons. Key components of the wagons are explained, including the underframe, side and end bodies, doors, bogies, wheels, brakes, and center buffer couplers. The report includes photographs, tables of wagon specifications, and diagrams of bogies and air brake systems.
This document is a training report submitted by Mukesh Kumar, a student of mechanical engineering at Delhi Institute of Technology Management & Research, for his 8th semester industrial training at Bharat Wagon & Engineering Co. Ltd. (BWEL) in Muzaffarpur, India from February to May. It provides an overview of BWEL, including its history, organizational structure, production processes in various shops like pressing, cutting, welding, and assembly of railway wagons. The report also covers scrap management systems and concludes with the learning experience gained by the student during the training.
This document provides an overview of air conditioning and train lighting systems used by the North-Western Railway in India. It begins with an acknowledgment and table of contents, then provides background on Indian Railways. The document discusses the fundamentals of air conditioning, the air conditioning systems used in Indian railway coaches, and maintenance of those systems. It also covers train lighting systems in sleeper coaches and maintenance schedules.
- Train 18 is India's first indigenous semi-high speed train built entirely in India under the Make in India initiative. It has a maximum speed of 180 km/h and aims to reduce journey times by 15-20% compared to existing trains.
- The train has 16 coaches with a seating capacity of 1,128 passengers. Alternate coaches are motorized to ensure even power distribution. It has amenities like onboard WiFi and passenger information systems.
- Integral Coach Factory in Chennai designed and built Train 18 over 18 months at an estimated cost of 100 crore rupees, 40% lower than similar imported trains. Mass production of Train 18 trains is expected to start next fiscal year.
Summer Training Report for Diploma (mechanical) StudentsKashifRaza113
This Training is completed at UPSRTC (Lucknow) by a student of polytechnic(mechanical) from Integral University Lucknow. UPSRTC is a Government Organisation for Public Transport in Uttar Pradesh.
This document is an industrial training report submitted by Piyushkumar Tiwari to the North Eastern Railway Gorakhpur workshop. It provides an overview of the various departments within the workshop including the machine shop, painting shop, wheel shop, spring shop, heat treatment shop, and jig and fixture shop. It describes the various machines, processes, and activities carried out in each department to repair and maintain railway equipment and rolling stock.
This is the hand book made by Jhansi Division of Indian Railways for the benefit of Railwaymen in particular to the staff involved in C&W maintenance. Excellent effort by the team.
The document discusses the Coach Rehabilitation Workshop (CRWS) located in Bhopal, India. It describes the various workshops that make up the CRWS, including the pocket yard, lifting shop, stripping and PCR shop, bogie shop, wheel shop, body shop, furnishing shop, carpentry shop, paint shop, and final shop. The CRWS undertakes the mid-life rehabilitation of Indian railway coaches, which involves a complete overhaul, repairs, refurbishing, and repainting to give coaches "as new" condition at mid-life.
This document summarizes a study on the bogie and suspension system of the Indian Railways' WAP-4 electric locomotive. Key points:
- The WAP-4 locomotive was introduced in 1994 to haul heavier passenger trains at higher speeds of up to 140 km/h.
- It has a Co-Co wheel arrangement with 6 traction motors powered by a transformer and silicon rectifiers. The bogies use Flexicoil design with primary and secondary springs suspending the axle boxes and bogie frame.
- Over 800 WAP-4 locomotives are in service. Newer versions have improved diagnostics, static converters, and roof-mounted dynamic brakes. The locomotive can haul
This document provides a summary of the train lighting system on Indian trains. It discusses the key components including the alternator, Rectifier Cum Regulator Unit (RRU), and batteries. The alternator generates 97V AC power while the train is moving that is converted to 110V DC by the RRRU to power the lighting and charge the batteries. The batteries then provide power for lighting when the train is stopped. Key components of the RRU like the hall effect sensor and Isopack power diodes are also described to regulate voltage and current and protect the system from overloads. Periodic maintenance of connections and polarity in the RRU are important to ensure proper functioning of the train lighting system.
This document is a rotation report and project report by an engineering student on their 5-week summer training at Bharat Heavy Electricals Limited (BHEL) in Jhansi, India. It provides an overview of BHEL, describing its various business units and product profiles. It then details the student's rotations in the Transformer Commercial department and their project on diesel locomotives, describing the parts, dimensions and specifications of diesel locomotives manufactured by BHEL Jhansi.
This document provides an acknowledgement and expression of gratitude to the people who helped in the successful completion of the author's industrial training and project at the EMU car shed in Ghaziabad. It thanks the technical staff and supervisors at the car shed for their support during the training. It also thanks the principal of the Training School for granting permission for the industrial training.
The document is an industrial training report submitted by Chandan Kumar, a student of mechanical engineering at S S College of Engineering, Udaipur. It describes his summer training completed from June 1st to July 15th, 2015 at the Rajasthan Roadways depot workshop in Udaipur. The report includes an acknowledgements section, abstract, table of contents, and 7 chapters covering different mechanical systems of buses such as tires, diesel systems, transmissions, clutches, and brakes. It provides details of the student's training and experience working on maintenance and repairs of Rajasthan Roadways buses.
Ne railway gorakhpur summer training reportKrishna Yadav
This document is an industrial training report submitted by Krishna Kumar Yadav in partial fulfillment of a Bachelor of Technology degree in Mechanical Engineering from Buddha Institute of Technology, Gorakhpur, India for the period of July-December 2015. The report provides an overview of Krishna's 4-week training at the Mechanical Workshop of North Eastern Railway in Gorakhpur. It describes the various main shops in the workshop, including the machine shop, heat treatment shop, welding shop, wheel shop, and paint shop. It also discusses the material handling system and braking system used at the workshop.
The document provides information about the Harnaut Workshop located in East Central Railway zone of Indian Railways. Some key details:
- The workshop was established in 2003 to enable self-reliance and improve efficiency as East Central Railway previously had to depend on other zones for carriage repair.
- It has 18 modern repair workshops across 115 acres of land and aims to repair 50 coaches per month.
- The workshop is divided into various sub-workshops including the Sheet Metal Shop, Bogie Repair Shop, Wheel & Axle Shop, and others.
- Machinery present includes a plasma cutting machine, radial drill machine, hydraulic press brakes and shearing machine in the Sheet Metal Shop. The
Maintenance and Manufacturing of RailwaysSwapnil Pawar
The document provides details about an internship training project conducted by three students at the Central Railway Locomotive Workshop in Parel, Mumbai. It includes an introduction to the workshop, certificates of completion for the students, an acknowledgment, and an index of topics covered in the internship report such as air brakes, toilets, corrosion, welding, and locomotive systems.
Training Report on indian railways on AC COACH MAINTANCESPawan Sharma
The document discusses maintenance of air conditioned coaches and power supply in Indian Railways. It provides an introduction to Indian Railways, discusses AC coaches and LHB coaches, and covers technical details of bogies, couplers, water supply, and pantry areas. The document was submitted as a training report for a program on AC coach maintenance techniques at Rajendra Nagar Coaching Complex in Patna.
The document provides details about the author's training at the Rajasthan State Road Transport Corporation (RSRTC) in Jaipur, India. It discusses various aspects of maintaining and repairing buses operated by RSRTC. The training covered maintenance of bus engines, pistons, gearboxes, suspensions, and wheels. The author thanks various individuals and organizations that supported the training. The document contains chapters on the engine section, piston, gearbox, suspensions, and wheels of buses. It describes common issues like damage to engine parts, oil leakage, and provides details on repair and replacement procedures.
Ajmer Railway locomotive Training ReportAshok Meena
The document discusses a summer training report submitted by Ashok Meena for their B.Tech degree. It provides details about their practical training at the locomotive workshop of North Western Railway in India. The report covers various departments and processes at the workshop, including wheel testing and repair, bogie assembly, diesel locomotive maintenance, and scheduled examinations.
Diesel Locomotive Works (DLW) is an Indian Railways production unit that manufactures diesel-electric locomotives and generators. It was established in 1961 through a collaboration with American Locomotive Company. DLW has since signed additional technology transfer agreements, including with General Motors, allowing it to produce locomotives using both ALCO and GM technologies. DLW uses shielded metal arc welding and submerged arc welding in production. Shielded metal arc welding uses a consumable electrode to create an electric arc between the electrode and workpiece, while submerged arc welding submerges the arc under a blanket of flux to improve quality and safety. DLW continues to expand its capabilities through research and development.
This document is a training report submitted by Turendar Sahu to fulfill requirements for a Bachelor of Technology degree. It provides an overview of Sahu's 4-week training at the South East Central Railway in Bilaspur, India. The report includes sections on the company profile, LHB coaches, types of coaches, couplers, and other technical aspects of the railway systems that Sahu learned about during the training.
The document is a four week industrial training report submitted by Deewan Singh to the Department of Mechanical Engineering at GLA University in Mathura. It provides an overview of Singh's training at the Division Carriage & Wagon Depot in Agra, including declarations, acknowledgements and a table of contents covering topics like the role of Carriage & Wagon in railways, types of coaches like ICF and LHB, bogie components, wheel defects and more.
Industrial training report on samastipur railway workshopaman261994
Aman Kumar completed an industrial training report at the Samastipur Mechanical Workshop in India as part of his Bachelor of Technology degree. The report provides details about the workshop, including its history, layout, vision, and departments. It focuses on the wagon department, describing the manufacturing process for BOXNHL wagons. Key components of the wagons are explained, including the underframe, side and end bodies, doors, bogies, wheels, brakes, and center buffer couplers. The report includes photographs, tables of wagon specifications, and diagrams of bogies and air brake systems.
This document is a training report submitted by Mukesh Kumar, a student of mechanical engineering at Delhi Institute of Technology Management & Research, for his 8th semester industrial training at Bharat Wagon & Engineering Co. Ltd. (BWEL) in Muzaffarpur, India from February to May. It provides an overview of BWEL, including its history, organizational structure, production processes in various shops like pressing, cutting, welding, and assembly of railway wagons. The report also covers scrap management systems and concludes with the learning experience gained by the student during the training.
This document provides an overview of air conditioning and train lighting systems used by the North-Western Railway in India. It begins with an acknowledgment and table of contents, then provides background on Indian Railways. The document discusses the fundamentals of air conditioning, the air conditioning systems used in Indian railway coaches, and maintenance of those systems. It also covers train lighting systems in sleeper coaches and maintenance schedules.
- Train 18 is India's first indigenous semi-high speed train built entirely in India under the Make in India initiative. It has a maximum speed of 180 km/h and aims to reduce journey times by 15-20% compared to existing trains.
- The train has 16 coaches with a seating capacity of 1,128 passengers. Alternate coaches are motorized to ensure even power distribution. It has amenities like onboard WiFi and passenger information systems.
- Integral Coach Factory in Chennai designed and built Train 18 over 18 months at an estimated cost of 100 crore rupees, 40% lower than similar imported trains. Mass production of Train 18 trains is expected to start next fiscal year.
Summer Training Report for Diploma (mechanical) StudentsKashifRaza113
This Training is completed at UPSRTC (Lucknow) by a student of polytechnic(mechanical) from Integral University Lucknow. UPSRTC is a Government Organisation for Public Transport in Uttar Pradesh.
This document is an industrial training report submitted by Piyushkumar Tiwari to the North Eastern Railway Gorakhpur workshop. It provides an overview of the various departments within the workshop including the machine shop, painting shop, wheel shop, spring shop, heat treatment shop, and jig and fixture shop. It describes the various machines, processes, and activities carried out in each department to repair and maintain railway equipment and rolling stock.
This is the hand book made by Jhansi Division of Indian Railways for the benefit of Railwaymen in particular to the staff involved in C&W maintenance. Excellent effort by the team.
The document discusses the Coach Rehabilitation Workshop (CRWS) located in Bhopal, India. It describes the various workshops that make up the CRWS, including the pocket yard, lifting shop, stripping and PCR shop, bogie shop, wheel shop, body shop, furnishing shop, carpentry shop, paint shop, and final shop. The CRWS undertakes the mid-life rehabilitation of Indian railway coaches, which involves a complete overhaul, repairs, refurbishing, and repainting to give coaches "as new" condition at mid-life.
This document summarizes a study on the bogie and suspension system of the Indian Railways' WAP-4 electric locomotive. Key points:
- The WAP-4 locomotive was introduced in 1994 to haul heavier passenger trains at higher speeds of up to 140 km/h.
- It has a Co-Co wheel arrangement with 6 traction motors powered by a transformer and silicon rectifiers. The bogies use Flexicoil design with primary and secondary springs suspending the axle boxes and bogie frame.
- Over 800 WAP-4 locomotives are in service. Newer versions have improved diagnostics, static converters, and roof-mounted dynamic brakes. The locomotive can haul
This document provides a summary of the train lighting system on Indian trains. It discusses the key components including the alternator, Rectifier Cum Regulator Unit (RRU), and batteries. The alternator generates 97V AC power while the train is moving that is converted to 110V DC by the RRRU to power the lighting and charge the batteries. The batteries then provide power for lighting when the train is stopped. Key components of the RRU like the hall effect sensor and Isopack power diodes are also described to regulate voltage and current and protect the system from overloads. Periodic maintenance of connections and polarity in the RRU are important to ensure proper functioning of the train lighting system.
This document is a rotation report and project report by an engineering student on their 5-week summer training at Bharat Heavy Electricals Limited (BHEL) in Jhansi, India. It provides an overview of BHEL, describing its various business units and product profiles. It then details the student's rotations in the Transformer Commercial department and their project on diesel locomotives, describing the parts, dimensions and specifications of diesel locomotives manufactured by BHEL Jhansi.
This document provides an acknowledgement and expression of gratitude to the people who helped in the successful completion of the author's industrial training and project at the EMU car shed in Ghaziabad. It thanks the technical staff and supervisors at the car shed for their support during the training. It also thanks the principal of the Training School for granting permission for the industrial training.
The document is an industrial training report submitted by Chandan Kumar, a student of mechanical engineering at S S College of Engineering, Udaipur. It describes his summer training completed from June 1st to July 15th, 2015 at the Rajasthan Roadways depot workshop in Udaipur. The report includes an acknowledgements section, abstract, table of contents, and 7 chapters covering different mechanical systems of buses such as tires, diesel systems, transmissions, clutches, and brakes. It provides details of the student's training and experience working on maintenance and repairs of Rajasthan Roadways buses.
Ne railway gorakhpur summer training reportKrishna Yadav
This document is an industrial training report submitted by Krishna Kumar Yadav in partial fulfillment of a Bachelor of Technology degree in Mechanical Engineering from Buddha Institute of Technology, Gorakhpur, India for the period of July-December 2015. The report provides an overview of Krishna's 4-week training at the Mechanical Workshop of North Eastern Railway in Gorakhpur. It describes the various main shops in the workshop, including the machine shop, heat treatment shop, welding shop, wheel shop, and paint shop. It also discusses the material handling system and braking system used at the workshop.
The document provides information about the Harnaut Workshop located in East Central Railway zone of Indian Railways. Some key details:
- The workshop was established in 2003 to enable self-reliance and improve efficiency as East Central Railway previously had to depend on other zones for carriage repair.
- It has 18 modern repair workshops across 115 acres of land and aims to repair 50 coaches per month.
- The workshop is divided into various sub-workshops including the Sheet Metal Shop, Bogie Repair Shop, Wheel & Axle Shop, and others.
- Machinery present includes a plasma cutting machine, radial drill machine, hydraulic press brakes and shearing machine in the Sheet Metal Shop. The
Maintenance and Manufacturing of RailwaysSwapnil Pawar
The document provides details about an internship training project conducted by three students at the Central Railway Locomotive Workshop in Parel, Mumbai. It includes an introduction to the workshop, certificates of completion for the students, an acknowledgment, and an index of topics covered in the internship report such as air brakes, toilets, corrosion, welding, and locomotive systems.
Training Report on indian railways on AC COACH MAINTANCESPawan Sharma
The document discusses maintenance of air conditioned coaches and power supply in Indian Railways. It provides an introduction to Indian Railways, discusses AC coaches and LHB coaches, and covers technical details of bogies, couplers, water supply, and pantry areas. The document was submitted as a training report for a program on AC coach maintenance techniques at Rajendra Nagar Coaching Complex in Patna.
The document provides details about the author's training at the Rajasthan State Road Transport Corporation (RSRTC) in Jaipur, India. It discusses various aspects of maintaining and repairing buses operated by RSRTC. The training covered maintenance of bus engines, pistons, gearboxes, suspensions, and wheels. The author thanks various individuals and organizations that supported the training. The document contains chapters on the engine section, piston, gearbox, suspensions, and wheels of buses. It describes common issues like damage to engine parts, oil leakage, and provides details on repair and replacement procedures.
Ajmer Railway locomotive Training ReportAshok Meena
The document discusses a summer training report submitted by Ashok Meena for their B.Tech degree. It provides details about their practical training at the locomotive workshop of North Western Railway in India. The report covers various departments and processes at the workshop, including wheel testing and repair, bogie assembly, diesel locomotive maintenance, and scheduled examinations.
Diesel Locomotive Works (DLW) is an Indian Railways production unit that manufactures diesel-electric locomotives and generators. It was established in 1961 through a collaboration with American Locomotive Company. DLW has since signed additional technology transfer agreements, including with General Motors, allowing it to produce locomotives using both ALCO and GM technologies. DLW uses shielded metal arc welding and submerged arc welding in production. Shielded metal arc welding uses a consumable electrode to create an electric arc between the electrode and workpiece, while submerged arc welding submerges the arc under a blanket of flux to improve quality and safety. DLW continues to expand its capabilities through research and development.
This document is a training report submitted by Turendar Sahu to fulfill requirements for a Bachelor of Technology degree. It provides an overview of Sahu's 4-week training at the South East Central Railway in Bilaspur, India. The report includes sections on the company profile, LHB coaches, types of coaches, couplers, and other technical aspects of the railway systems that Sahu learned about during the training.
The document is a four week industrial training report submitted by Deewan Singh to the Department of Mechanical Engineering at GLA University in Mathura. It provides an overview of Singh's training at the Division Carriage & Wagon Depot in Agra, including declarations, acknowledgements and a table of contents covering topics like the role of Carriage & Wagon in railways, types of coaches like ICF and LHB, bogie components, wheel defects and more.
The document provides background information on the history of Indian Railways and the development of wagons. It then summarizes details about the Wagon Repair Workshop in Kota, including its establishment, facilities, production statistics, and workflow process. The training report aims to provide the student with knowledge of rail coach and wagon manufacturing and repair processes.
The document provides a training report submitted by Anish Malan for his summer training at the Railway Workshop in Jagadhari. It includes an overview of the railway workshop, its organizational structure, production units, quality policies, safety measures followed, classification of rolling stock, important systems and components of rolling stock. It also describes various processes carried out in the wheel shop like boring, axle turning, axle grinding, tapping, wheel press operation, axle journal turning and burnishing, tyre turning. It discusses the zyglo test procedure for roller bearings and ultrasonic test for axles.
The document provides an overview of the Mechanical Workshop at North Eastern Railway in Gorakhpur, Uttar Pradesh. It describes the various shops within the workshop, including the Machine Shop, Shell Shop, Spring Shop, Bogie Shop, and Wheel Shop. The Machine Shop utilizes various types of computer numerical control machines like lathes, mills, drills to machine parts to the required specifications. The workshop oversees the repair and overhaul of railway coaches and aims to modernize its facilities and processes for increased efficiency.
The document provides information about Indian Railways and the North Western Railway zone. It discusses the Mechanical Department which oversees maintenance of rolling stock. It then summarizes the Ajmer Railway Workshop and Carriage Workshop, noting their history and roles in maintaining coaches. The document outlines different types of train maintenance including primary, turnaround, and secondary maintenance. It also describes maintenance schedules for coaches including A-Schedule, B-Schedule and periodic overhauling.
Report on Ajni electric Loco shed Nagpurrushi1234rap
This document provides details about an industrial training completed at the Electric Loco Shed in Ajni, Nagpur by four students. It includes a certificate from the loco shed certifying that the students completed their training from December 3rd to 15th, 2018. The document then provides an acknowledgment, table of contents, and begins discussing the loco shed, providing background on Indian Railways and describing some of the key locomotive types maintained at the Ajni shed, including their specifications.
This document provides an industrial training report from a student's internship at the Coach Care Centre in Hazrat Nizamuddin, Delhi. It includes an introduction to Indian Railways, an overview of the organization and facilities at the Coach Care Centre, descriptions of different types of train accommodations like AC 1st class, 2AC, and 3AC coaches, and explanations of various maintenance tasks performed like train maintenance schedules, lifting of coaches, air brake systems, and washing of coaches. The report was prepared by Alok Raj, a mechanical engineering student, as part of his four-week industrial training placement.
This document provides details about an internship training project conducted at the Central Railway Locomotive Workshop in Parel, Mumbai. It includes an introduction, certificates of completion for three interns, an acknowledgment, an index of topics covered in the internship report, and initial sections on braking systems used in Indian railways. Specifically, it discusses the classification of braking systems, focusing on air brake systems which use compressed air supplied by air compressors to activate brakes on each coach through a series of pipes, reservoirs, valves and cylinders.
This document provides information about various locomotive sheds and their locations across different railway zones in India. It discusses the type of locomotives maintained at each shed, along with some background details. The zones covered include Western, North Western, Central and others. Information about workshops located in different cities that provide periodic overhauls is also mentioned.
This document is an industrial report submitted to Bikaner Technical University summarizing a student's internship at the Northwestern Railway Loco Workshop in Ajmer, India. It includes chapters on the introduction and history of Indian Railways, the organizational structure of the workshop, and detailed descriptions of the various shops within the workshop including the diesel shop, wheel shop, bogie shop, wagon rebuilding shop, machine shop, and inspection department. The report provides an overview of the operations and maintenance activities performed at the workshop on diesel locomotives and wagons.
The document provides information about the Diesel Locomotive Works (DLW) in Varanasi, India. Some key points:
- DLW is the largest diesel-electric locomotive manufacturer in India, producing locomotives since 1964.
- It produces locomotives with power outputs ranging from 2,600-5,500 horsepower. Current models include EMD GT46MAC and GT46PAC locomotives under license from EMD.
- DLW supplies locomotives domestically to Indian Railways and exports internationally to countries in Asia, Africa, and South America. It has an annual production capacity of 250 locomotives.
This document is an industrial training report submitted by Himanshu S. Singh to Ramendra Kr. Visen on his training at the Diesel Locomotive Workshop in Varanasi. The report provides background on Indian Railways and the history and operations of the Diesel Locomotive Workshop, including its establishment, annual production capacity, manufacturing processes, and departments.
This industrial training report provides a 3 sentence summary of the document:
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1. IMPLANT TRAINING REPORT ON
CENTRAL RAILWAY CARRIAGE WORKSHOP
MATUNGA, MUMBAI-400019.
Submitted by
SARVESH M. RAWATE
Under the Guidance of
MR. S.R. MAHAJAN MR. M.A. QADRI
(CHIEF INSTRUCTOR, BTC) (INSTRUCTOR, BTC)
VEERMATA JIJABAI TECHNOLOGICAL INSTITUTE
H.R Mahajan Marg, Matunga , Mumbai - 400 019
TRAINING PERIOD : 17/05/2019 to 31/05/2019
2. 1
TABLE OF CONTENTS
ACKNOWLEDGEMENT…………………… 2
INDIAN RAILWAYS……………………….. 3
INTRODUCTION TO CARRIAGE
WORKSHOP MATUNGA ………………… 4
LIFTING UNDER FRAME (LUF) ………….9
HEAVY CORROSION REPAIR(HCR)…….20
MACHINE SHOP …………………………… 28
WHEEL SHOP ………………………………36
TROLLY REPAIR SHOP ………………… 47
1. EMU- Electrical Multiple Units
2. Ml – Main Line
CONCLUSION ……………………………..59
3. 2
ACKNOWLEDGEMENT
The in-plant training opportunity I had with Carriage Workshop
Matunga-400019 was a great chance for learning and
professional development. Therefore, I consider myself as a very
lucky individual as I was a part of it. I am also grateful for having
a chance to meet so many wonderful people and professionals
who led me through this training.
The manuscript would not have been possible without the help of
Mrs. Anjali Sinha (CWM) and Mr. Mahesh Degaonkar
(Training Officer-AWM).
I express my deepest gratitude to Mr. Sanjay Mahajan
Sir (Chief Instructor, BTC, Mechanical).
I also thank Mr. Mansoor Qadri Sir (Instructor, BTC,
Mechanical) for taking part in making useful decisions and giving
necessary advice and guidance with arranging all facilities. I
choose this moment to acknowledge his contribution gratefully.
It gives me immense of amount of pleasure to have got this
wonderful opportunity to observe and interact with all the
hardworking people of the workshop and understand more
clearly as what goes in to making a train work and ensuring
safety as well.
4. 3
INDIAN RAILWAYS
MINISTER OF RAILWAY : Piyush Goyal .
CHAIRMAN : Vinod Kumar Yadav.
Indian Railways (IR) is India's national railway system operated
by the ministry of Railway . It manages the fourth largest railway
network in the world by size, with 69,182-kilometre (42,988 mi)
route as of April 2019 (64298 KM Broad Gauge + 3200 KM Meter
Gauge + 1684 KM Narrow gauge). Routes are electrified with 25
kV AC electric traction while thirty three percent of them are
double or multi-tracked.
Indian Railway (IR) runs more than 20,000 passenger trains
daily, on both long-distance and suburban routes, from 7,349
stations across India. The trains have a five-digit numbering
system. Mail or express trains, the most common types, run
at an average speed of 50.6 kilometers per hour (31.4 mph).
In the freight segment, IR runs more than 9,200 trains daily.
The average speed of freight trains is around 24 kilometers
per hour (15 mph). As of March 2017, IR's rolling stock
consisted of 277,987 freight wagons, 70,937 passenger
coaches and 11,452 locomotives. IR owns locomotive and
coach-production facilities at several locations in India. The
world's eighth-largest employer, it had 1.308 million
employees as of March 2017. In the year ending March
2018, IR carried 8.26 billion passengers and transported
1.16 billion tonnes of freight. In the fiscal year 2017–18, IR is
projected to have revenue of 1.874 trillion (US$27 billion),
consisting of 1.175 trillion (US$17 billion) in freight revenue
and 501.25 billion (US$7.3 billion) in passenger revenue,
with an operating ratio of 96.0 percent .
5. 4
INTRODUCTION
Carriage Workshop, Matunga was set up in 1915 as a repair
workshop for broad gauge and narrow gauge coaches and
wagons of the erstwhile Great Indian Peninsula (GIP)
Railway. The workshop covers a triangular piece of
land/area of 85 Acres, including a covered area of about 35
Acres, skirted by the Central Railway suburban corridors on
the east and the Western Railway corridors on the west.
The workshop capacity has since been expanded and
developed and over a period of time the target outturn of the
workshop has been increased to the current level of 149
Non-AC Coaches, 36 AC Coaches POH, 7.5 LHB and 99
EMU Coaches POH per month. LHB coaches schedule
maintenance is started in Matunga Workshop since
December`2018. Matunga Workshop is proud of becoming
the first Railway Workshop to start the industrial use of CNG
since March`2017. Matunga Workshop is certified with ISO
50001, ISO 3834, 5 S, Green Co-Rating Certification and
NABL (ISO/IES 17205:2005) Certification.
Matunga Workshop is headed by Chief Workshop Manager
and is assisted by five JA Grade officers of Mechanical,
Electrical & EMU i.e. Dy.CME(R), Dy.CME(P),
Dy.CME(EMU), Dy.CEE(G), Dy.CEE(EMU). CWM is also
assisted by Dy.CPO, WAO & XEN(Works). Store Depot is
attached to the Workshop and is headed by
Dy.CMM. Besides this, administrative control of Sanpada
EMU POH Workshop is also under CWM/Matunga.
6. 5
MILESTONES OF MATUNGA WORKSHOP
1906: Acquisition of land between Dadar and Matunga for Railway
workshop is proposed on 12th April.
1911: Proposal of Carriage & Wagon workshop is sanctioned by
Railway board.
Cost of marshy land for C&W workshop: Rs.7,93,213/-
Cost of construction of workshop and staff quarters: Rs. 94, 35,285/-
.
1915: C&W workshop is set up as a repair workshop for coaches and
Wagons of the erstwhile Great Indian Peninsula (GIP) Railway.
Out turn of the new workshop was estimated to be 2000 coaches
per annum in terms of 4-wheel unit.
Matunga Workshop manufactured shells and converted coaches for
military movements, supply of food grains & other ancillary supply
during war.
1918-19: First Cell Charging Van manufactured.
1919-20: Facilities to manufacture Wagons is developed.
1932-33: New first class, second class, Servant and Restaurant Cars
manufactured according to standard design.
1937: First 1st AC coach manufactured by Matunga workshop. It
was introduced in 7 DN / 8 UP (Calcutta Mail) on 01.12.1937.
1939-40: Motor trolleys were built for Defense department.
1941-42: Coaches exported to foreign countries.
1941-42: 12 BG coaches converted to Ambulance train no.27 for
Defense department.
1919-20: Provision of window bars to body side windows (First
Safety Measure).
1949-50: Conversion of motor coach to double decker coach. It was
put to service to obtain public opinion.
1953: Tank Wagon Repair Shop is set up at Kurla under
Administrative control of Matunga Workshop.
1954: Special Coach arrangement were made during visit of Marshal
Tito, President of the Federal Republic of Yugoslavia in Dec.
7. 6
1955: First ART is manufactured having its own operation theatre
with latest medical equipment. It was the first of its kind in India.
1957-59: AC twin car coach no. 9000 & 9001 for President of India
was manufactured.
1960: Basic Training Centre is setup.
1963-64: Development of sliding (Mc Gregor type) and swinging
(Schindler type) roof attachment for open wagon.
1982: EMU POH activity started at Matunga.
1991-92: 3 coaches are modified for JEEVAN REKHA train, equipped
to serve as Hospital on Rail.
1995: The First DMU - Diesel Push Pull Train between Diva and Vasai
is flagged off on 7th Feb. The coaches were furnished by Matunga
Workshop.
2002-03: 8 heritage coaches repaired for 150th anniversary of
Indian Railways.
2007-08: Adoption of 18 months POH periodicity from 12 months.
2013: First refurbished rake turned out for Amravati Express.
2014: Fitment of Bio-toilet tanks started.
2013: First of its kind Medical Recovery Van turned out. The coaches
are equipped with modern medical equipment. A generator van
provides continuous power supply.
2013: 4 coaches converted to Green Toilet.
2015: First of its kind, twin toilets provided with vacuum flushing
system in II AC coach.
2016: Matunga Workshop celebrates 100 years. Centenary
celebration attended by Hon’ble MR.
2016: CCTV installed in ladies’ compartments of 10 rakes in Sub-
urban trains.
2016: Overhauling facilities for Siemens Traction motors developed.
2017: Installation of 20KW Solar Plant in March`2017.
2017: Design & modification into Porto-type Bio-tank to made
suitable for Deccan Odyssey coaches. Fitted bio tanks in all
lavatories of Deccan Odyssey coaches.
2017: Modification in AC coach Lavatory to avoid foul smell inside
the lavatory.
8. 7
2017: Matunga Workshop got the ISO 3834, ISO 50001, 5S and
Green Co rating Certification.
2018: Matunga Workshop has converted a DEMU coach into a Self-
Propelled Inspection Car (CR 15493).
2018: Matunga Workshop designed, developed, fabricated &
commissioned an Automatic & Digital DV Test Bench, in house.
2018: Matunga Workshop got the NABL-ISO/IES 17205:2005
certification.
2019: Matunga Workshop has completed SS-2schedule and turned-
out Ist LHB coach on 05.01.2019.
A FEW FIRSTs OF MATUNGA WORKSHOP
First Workshop to start provision of bogie mounted air brake system
in 1993-94.
First Workshop to start the concept of End Life Rehabilitation in
EMU coaches in the year 1998.
First Railway Workshop in Indian Railways to get ISO-9001
Certification in the year 2001.
First Railway Workshop in Indian Railways to get ISO-14001
Certification in the year 2002.
First Railway coaching workshop in Indian Railways to convert 100%
of Mail/Express rakes into Air brake in the year 2002.
First Workshop in Indian Railways to provide consultancy for ISO
9001:2000 Certificate to another unit (Kalyan Freight Depot in the
year 2003).
First Workshop in Central Railway and only second in Indian
Railways to introduce payment of salary to incentive workers
through ECS in November 2003.
First Workshop on Indian Railways to start cleaning of bogies by Grit
blasting & improve safety standards of Rolling stock in 2004.
First Workshop on Indian Railways to provide all coaches with Bogie
Mounted Air Brake System by the end of Jan.2011.
First Workshop on Indian Railways to start Cushioning in Unreserved
Coaches from Oct. 2008. All coaches have been completed by
Jan.2011.
9. 8
First Workshop on Indian Railways to start use of Compressed
Natural Gas (CNG) March`2017.
First Workshop to develop vertical gardens on walls during 2018.
First Workshop in Indian Railways to get ISO 45001:2018 for
implementing Occupational Health & Safety Management System.
PRESENT ACTIVITIES OF MATUNGA WORKSHOP:
o POH of BG AC Coaches.
o Refurbishing of AC Coaches.
o POH of BG Non-AC Coaches.
o Refurbishing of Non-AC Coaches.
o NPOH of Coaches.
o Heavy Corrosion Repair of BG AC and Non-AC coaches.
o POH of BG EMU Coaches.
o Mid Life Rehabilitation of EMU Coaches.
o Supply of all type of wheel to divisions.
o Supply of IOH Bogies(ICF) to divisions.
o Supply of overhauled DVs to divisions.
o Supply of components for maintenance of Coaching Rolling
stock to Divisions.
o POH of special luxury train such as Deccan Odysseys coach,
Impact India.
o Modifications in Mainline & EMU coaches.
o SS-2/3 of LHB coaches.
10. 9
LIFTING UNER FRAME
{LUF}
There are 3 sections in LUF:
1. Lifting
2. Air brake system
3. Distributer valve room (DV room)
1. LIFTING AND LOWERING OF SHELLS:
LIFTING THE COACH BODY
• On receipt of a coach for POH, it must be taken on Lifting line/
Stripping line where electrical fittings should be stripped and batteries
removed. Furnishings, especially seats and backrests should be
inspected thoroughly and only those that require repairs or attention
should be removed.
• Before lifting a coach, the following components should be removed,
disengaged or disconnected
(i) Dynamo belt on the axle pulley in case of underframe mounted
dynamos and disconnection of electrical connection from junction box
on alternator in case of bogie mounted alternator.
(ii) Lavatory chute, if situated over the bogie.
(iii) Brake pull rod from bogie brake rigging.
(iv) Centre pivot cotter.
(v) Axle box safety straps.
(vi) Bolster safety straps.
11. 10
(vii) Steel/ wooden blocks of requisite thickness should be inserted in
between the bolster and bogie frame on both sides and of both the
bogies so as to keep the bolster springs compressed.
(viii) Dismantle vertical shock absorbers.
(ix) Air vent screws on bogie frame above dash pots should be
unscrewed completely after cleaning the area around the air vent holes
properly.
(x) Vacuum/air brake fittings.
(xi) Buffer and draw gear.
(xii) Lavatory chutes.
(xiii) Under slung water tanks & WRAS, where provided.
(xiv) Battery box and electrical fittings.
(xv) AC equipment in AC coaches.
• Coach body should be lifted off the bogies either by two overhead
electric cranes of 25 tonnes capacity each with suitably designed lifting
tackles or by four powered lifting jacks of 15 tonnes capacity each
operated simultaneously by one control switch. The coach body should
be lifted uniformly without jerks and should remain horizontal during
the lifting/ lowering operation. Coach should not be lifted from any
point other than at the lifting pads.
• The coach should never be lifted from one end only. If lifted from
one end, the Centre pivots and the dash pot guides are likely to suffer
damages, body panels are likely to get dented near the body bolster.
The sealed windows of AC coaches are also likely to break.
• After the coach body is lifted, it should be kept on trestles. The
revolving steel trestles of the would prove useful for this purpose Lines
should be protected by scotch blocks with locking arrangement and
key should be kept with Engineer till the time maintenance work is
carried out.
12. 11
INSPECTION OF UNDER FRAME:
Following components of the under frame are to be inspected:-
1. Sole bars ,body pillars ,turn under and pillars above lifting pad.
2. Sole bars and pillars behind the sliding door packets of SLRs and
parcel vans.
3. Sole bars, pillars and turn under at the door corners.
4. Trough floor below lavatories and bays adjoining lavatories.
2. AIR BRAKE SYSTEM
Air brakes are used in Indian Railways. They are more efficient than any
other brakes in all conditions.
CLASSIFICATION OF AIR BRAKE SYSTEM:
On the basis of type of release, air brake system is classified as:
1.Direct release air brake system
2.Graduated release air brake system
13. 12
Both Direct and Graduated release are further available in two forms
viz.
1. Single pipe
2. Twin pipe
The diagram of air brake system shown below which illustrates the
schematic layout of air brake equipment on the under frame of freight
stock.
The schematic layout of Air Brake System is shown below:
As shown in the figure, the single pipe graduated release air brake
system consists of following components:-
1. Distributive valve
2. Common pipe bracket with control reservoir.
3. Auxiliary reservoir (100 litres)
4. Three way centrifugal dirt collector.
5. Isolating cock.
6. Brake cylinder (355 mm diameter)
7. Cut of angle cock (32 mm size on either ends of brake pipe)
8. Air brake hose from BP to brake equipments (20mm bore)
14. 13
9. Guard emergency brake valve
10. Pressure guages for BP.
Brake cylinder:-
These are manufactured in 8' dia (203 mm) with 3.3/4" stroke (95
mm). This is a brake cylinder with integral Slack Adjuster for
application in Indian railways coaching brake system which
eliminates use of separate Slack Adjuster and reduces rigging and
levers to a considerable extent.
Each vehicle has at least one brake cylinder. Sometimes two or more
are provided. The movement of the piston contained inside the
cylinder operates the brakes through links called "Rigging". The
rigging applies the blocks to the wheels.
On every wagon fitted with air brake system one brake cylinder is
provided for actuating the brake rigging for the application and
release of brakes.
16. 15
Auxiliary Reservoir
Auxiliary Reservoir feeds brake cylinder through Distributor Valve in
brake application position. 200 lts capacity is reservoir used for coach
brake system. The operation of the air brake on each vehicle relies on
the difference in pressure between one side of the triple valve piston
and the other. In order to ensure there is always a source of air
available to operate the brake , an "auxiliary reservoir" is connected
one side of the piston by way of the triple valve. The flow of air into
and out of the auxiliary reservoir is controlled by the triple valve.
17. 16
Overhauling of Air Brake Equipments:-
Flow process chart for Air Brake Equipments:
18. 17
3. DRISTIBUTOR VALVE:-
Indian Railway uses C3W type distributor valve. It consists of the
following sub assembles:-
1. Main body
2. Quick service valve
3. Main valve
4. Double release valve
5. Auxiliary reservoir check valve
FUNCTION OF DISTRIBUTOR VALVE
For application and release of brakes brake pipe pressure has to be
reduced and increased respectively with the help of driver's brake
valve. During these operations the distributor valve mainly performs
the following function.
1. Charges the air brake system to regime pressure during
normal running condition
2. Helps in graduated brake application, when pressure in
brake pipe is reduced in steps
3. Helps in graduated brake released, when pressure in brake
pipe is increased in steps.
4. Quickly propagates reduction of pressure in brake pipe
throughout the length of train by arranging the additional
air pressure reduction locally inside the distributor valve.
5. Limit maximum brake cylinder pressure for all service
application/emergency application
20. 19
Isolating Cock:
Ball type isolating cocks are used to provide facility for cutting-off
of air supply to auxiliary reservoir from feed pipe as well as
isolation of brake cylinder.
Cut Off Angle Cock:
Cut off angle cocks are provided at the end of brake pipe and feed
pipe on each vehicle to maintain flow of air in the air brake system
during the run of vehicle. These cocks are closed while isolating
the vehicle from the train for any reason. Cut off angle cock are
supplied either in 1.1/4" (32 mm) or 1" (25 mm) sizes.
Check Valve With Choke:
Check valves are used between feed pipe and auxiliary reservoir
to permit flow of air from feed pipe to auxiliary reservoir in one
direction only.
21. 20
Heavy Corrosion Repair (HCR)
Introduction:
Coaches incorporate a number of pressed steel sections made out
of thin sheets (1.6, 2.0 / 2.5, 3.15 and 4 mm) and plates of
thickness 5 to 16 mm in the construction of the shell. These
sheets/plates are considerably stressed, as the design of the coach
is based on the principle of a “self supporting structure" and it is,
therefore, essential that these coaches are maintained in good
condition free from corrosion. The trough floor which is designed
to take 70% of the buffing force needs particular attention.
Corrosion when once started spreads rapidly and this would be
dangerous in so for as stress bearing members of the shell are
concerned. It is, therefore, essential to stop the initiation of
22. 21
corrosion and attempts made to arrest the spread of corrosion
particularly in places, which are not easily accessible for inspection
and attention. Immediate attention should, therefore be paid by the
Railways to arrest corrosion when noticed, so that the strength of
the body shell is not impaired. Even slight corrosion when once
noticed if not attended to immediately may eventually result in
perforations necessitating heavy repairs. Corrosion is a chemical
phenomenon of oxidation of Steel surfaces which results in loss of
section and therefore of strength. Oxidation takes place only when
steel surfaces are exposed to atmosphere in the presence of
moisture. Unless water is drained out quickly, no paints except
those that are based on epoxy resin could stand long under
accumulation of water and dust, as eventually the film of paint
would break down resulting in water seeping to the metal surface
and causing corrosion. In all-metal Integral coaches, steel surfaces
are protected from coming in contact with atmosphere by the
application of an inhibitive zinc chromate red oxide primer.
Surfaces which are not finish painted have also been given 3/4
coats of bituminous emulsion/ solution, which gives added
protection to the steel surfaces by excluding moisture along with
primer. If due to some reason or other, like the abrasive action of
sand or other particles, the bitumen paint film breaks down, the
inhibitive primer acts as a second line of defense. Corrosion of steel
surfaces start only when both the bitumen and the primers suffer from
mechanical injuries. Copper bearing steel, which has an inherent
resistance to atmospheric corrosion more than the ordinary mild
steel was earlier used in the construction of these coaches. Since
1979 low alloy high yield strength corten steel to IR Specification No.
M-41 is being used for steel and is being gradually introduced for
plates as well.
23. 22
GENERAL INSTRUCTIONS FOR INSPECTION IN
WORKSHOPS: When coaches are received in the workshops for
repairs they should be thoroughly inspected for locating corroded
members by competent and trained staff who have thorough
knowledge of integral coaches. Adequate instruments such as
spiked hammer, torch etc should be provided to enable proper and
through inspection being carried out. It is seen that these coaches
generally require their first corrosion repair after 9-11 years. It is
therefore essential to visually inspect all coaches irrespective of
their age and if signs of corrosion are noticed, they should be
subjected to through detailed inspection. For those post 1977 built
coaches which are provided with sealed window sills and closed
turn unders mandatory opening of side wall sheet for inspection is
not necessary this should be done on condition basis only.
Normally, coaches thoroughly inspected and attended to for
corrosion repairs in accordance with the instructions given in this
pamphlet should not require corrosion repairs at the same
location for a further period of six to seven years, but in view of
factors such as non-availability of materials of the prescribed quality
and specification variations in quality of workmanship and climatic
and service conditions from Railway to Railway, it is difficult to
predict the period with any degree of accuracy. it will, therefore,
be necessary that on subsequent visits of these coaches to shops
for POH, all coaches irrespective of age and the degree of attention
given in the previous POHs should be subjected to a thorough
examination.
24. 23
PROCEDURE FOR INSPECTION OF MEMBERS AND
LOCATIONS IN WORKSHOPS:
1. Trough floor:
Non AC coaches built since 1982 on the trough floor below the
luggage compartment of SLRs and Parcel Vens and adjacent bays
of lavatories and the under frame members are provided with FRP
sandwiched in between layers of bituminous emulsion. The trough
floor at these locations should be examined visually from below
for signs of corrosion supplemented by tapping with a spiked
hammer. If signs corrosion of are noticed, the trough floor should be
replaced. In case of replacement of trough floor below luggage
compartment of SLRs, LRs etc and bays adjacent to the lavatories
under doorways as also in case the whole trough floor in a coaches
25. 24
has been replaced and painted with RDSO specification
M&C/PCN/123/2006 for high performance anticorrosion epoxy.
2. Sole bars, body pillars and turn under:
Turn under with elongated holes: The sole bars, body pillars and
turn under in the bays under and adjoining lavatories should be
examined visually from the below the coach and through the
elongated holes in the turn under after removing accumulated dirt
and cleaning the inside surfaces. A torch light may be used to
facilitate inspection. The inside of sole bar above the trough floor,
however, cannot be visually inspected. If incidence of corrosion is
noticed in the bottom half of the sole bar, the trough floor should
be cut to a width of 300 mm and requisite length for examining
the inside top half. If heavy corrosion is noticed, the side wall
should be cut to a height of 500 mm from the bottom of the
turn under covering sufficient length and all the exposed parts,
26. 25
after scraping and cleaning should then be examined to determine
the extent of corrosion.
3. Turn under without elongated holes: coaches without elongated
holes in the turn under, should be visually examined,
supplemented by tapping with spiked hammer on the bottom
of the turn under as well the lower half of the sole bar, from
inside, if corrosion is suspected, a 100 mm diameter hole in
the bottom of turn under in the suspected area should be cut
without damaging the pillar, for examining the inside. If signs
of corrosion are noticed, side wall up to height of 500 mm
bottom of turn under should be cut for thorough examination.
4. Sole bar, turn under and pillars above the lifting pads:
If signs of corrosion are noticed, the side wall sheet above the lifting
pads should becut to a height of 500 mm above the turn under
and to length of half a metre on either side of the lifting pads
and the structural members scraped cleaned and examined minutely
to ascertain the extent of corrosion.
28. 27
The inner head stock, the outer head stock and the stiffening
immediately behind the buffers including stiffening tubes and the
junction of sole bar at the head stock should be visually examined
for incidence of corrosion. After removing the buffer assembly, the
head stock should be carefully examined as corrosion has been
primarily noticed at this location.
6. Pillars behind the sliding door pockets of SLRs & Parcel vans:
The pockets for sliding doors should be opened and the
accumulated dust dislodged and thoroughly cleaned. If on visual
examination, signs of corrosion are noticed the side wall sheet
should be cut to a height of 500 mm above the turn under and
to a distance of one meter on either side of the sliding door
corners and the pillars thoroughly examined. The trough floor to a
width of 300 mm from sole bar should also be removed and the
sole bar thoroughly examined to ascertain the extent of corrosion.
Sole bars, pillars at door corners. If corrosion is noticed, the turn
under to a width of half a meter from the door corner should be
cut and the accumulated dust dislodged. The structural members
should be thoroughly scraped, cleaned and examined carefully to
assess the extent of corrosion.
29. 28
Machine Shop
Introduction
The machine shop has 2 rooms, tool room and shock absorber section.
The tool section has a number of machines which are used to
manufacture certain types of job. These jobs are used at various
sections of the Matunga Railway Workshop.
The shock absorber section is where dampers and air springs are
rehabilitated and tested according to mentioned capabilities.
Machine tool section
In this section different kinds of jobs like gauges and gears are
manufactured with the use of machines.
A gauge is a locally manufactured tool for faster size approximation.
Gears like bevel gears and helical gears are regularly manufactured.
Depending on complexity of gear and skill of the worker, a typical
requires about 6 hours to 35 hours to manufacture.
30. 29
List of all machines in tool room:
Horizontal milling machine
Surface grinding machine (flat)
32. 31
Universal milling machine
Shock absorber section
Dampers:
Dampers are major shock absorbers used in railway coaches. A
single coach will have up to 8 dampers in total.
Dampers are manufactured by 4 major companies:
India Auto, Gabriel, Escort, Knorr.
These dampers have similar capacity but differ in structure.
Damper capacity:
600kg -These are black in color ; Used in EMU coaches.
33. 32
900kg - These are blue in color ; Used in motor coaches
.
Damper dismantling, parts and cleaning
34. 33
Damper testing
1. Old dampers are removed from coaches.
2. Old dampers are dismantled, firstly protective shell is removed.
3. Old dampers cleaned and visual inspection is done.
4. Damaged parts are removed and new parts are used.
35. 34
Dampers performance is tested under load conditions and
corresponding performance graph is obtained. If graph is close to ideal
working then the damper is marked safe for work.
Air springs:
Air suspension is a type of suspension where properties of air are
used for cushioning effect.
These are height controlled load leveling suspension devices.
Coil springs have constant stiffness whereas air springs offer load
proportionate stiffness.
They are used in EMU and LHB coaches
36. 35
Air spring testing
Air spring testing machine
Air springs test machine is a test device used to observe the changes in
the height and diameter of air springs of motor vehicles under air
pressure and compression.
The standard air spring capacities are 140 kg, 150 kg and 180kg.
37. 36
WHEEL SHOP
INTRODUCTION :
1. Wheel Shop is one of the important shop in Matunga
Railway Workshop , as it deals with the repairing of wheels,
assembly of wheels, testing of wheels and removal of wrong
design wheels (ex. Small diameter
wheels, weared wheels, damaged wheels). After receiving the
wheel set from trolley repair shop, depending upon the
amount of damage wheels undergoes normal
repair or Heavy repair .
2. Railway wheel is assembly of two wheels fixed to the axle by
interference fit and they rotate along with the axle, without
any independent relative movement as in the case of other
automobile wheels.
3. These wheels are provided with flange towards the inner side,
which guide the wheels to travel on the rails and does not
allow it to fall down from the rails.
38. 37
WHEEL SHOP IS SUB-DIVIDED INTO:
1. Wheel Repair Section.
2. Wheel Assembly Section .
3. Roller Bearing Section .
TYPES OF WHEEL:
1. ICF Coach Wheel.
2. EMU Coach Wheel.
3. LHB Coach Wheel.
THE CAPACITY OF WHEEL :
1. EMU – ( 16 tonne , 20 tonne ) & 955 diameter (+3 tolerence).
2. Mail – ( 13 Tonne , 16 Tonne ) & 915 diameter (+3 tolerence).
TYPES OF AXLE :
1. 13 T – 145 mm diameter for sleeper Coach .
2. 16 T – 152 mm diameter for AC coach.
3. 130 mm diameter for main line coach.
4. 140 mm diameter for motor coach & HCC coach.
39. 38
MAIN ACTIVITIES CARRIED OUT IN WHEEL SHOP
:
1. Normal Repair .
2. Re-Discing of Wheel .
3. Re-axleing of Wheel .
4. Re-Gearing of Wheel.
MATERIAL OF WHEEL :
1. Steel made by Electric or Basic Oxygen process .
2. Steel shall be of killed quality for forged steel .
LHB Wheel
Motor coach (EMU)
ICF coach & EMU Trailar
coach.
40. 39
3. The max hydrogen content shall not exceed 3 ppm .
4. The max nitrogen content shall not exceed 0.007% .
1. Hub is the centre portion of the wheel, where the wheel is fixed to
the axle by means of interference fit.
2. Thickness of the wheel is maximum at the hub portion.
3. UT details is marked on the Hub.
41. 40
1. Disc is the portion of the wheel between the hub and the tyre.
2. This portion is the thinnest portion of the wheel as it does not
come in contact with rail nor it is coming in contact with the axle.
1. Tyre is the portion in contact with the rail, which wears out in
service.
2. The profile of the tyre is significant for safe running of the trains.
3. Taper is given on the tread to have higher diameter near the
flange and
lower diameter at the outer edge, to facilitate curve negotiation.
THE STANDARD DIMENSIONS ARE :
169mm to 175mm for trailer.
169mm to 180mm for ICF .
190mm to 195mm for Motor Coach .
.145mm for trailer coach .
160mm for motor coach .
130.04mm for Trailer coach .
140.04mm for Motor coach .
EMU – 2362 mm Length.
ICF – 2316 mm Length.
LHB – 2440 mm Length.
42. 41
INSPECTION OF TEST :
. Visual Inspection
1. This is the first step in the inspection process of wheels and is
done with naked eye.
2. This step should be carried out carefully.
3. Length, Diameter and profile of wheel and axle are checked in this
inspection.
2. Sound Test:
1. This is the next test
2. In this test when a hammer is struck sharply on the region free
from internal flaws it emits a clear ringing note whereas a region
with large internal flaws will have a flat unusual note.
3. This test gives important information to the skilled operator about
the
20. 20 amount of crack that has occurred on the wheel assembly.
3. Ultrasonic Test:
1. This test is used to detect internal or invisible cracks.
2. It is a type of Non Destructive Testing. It relies upon transmission
and reflection of ultrasonic beams or waves. The frequency range of
ultrasonic waves varies from 20Hz to 20000Hz.
3. The ultrasonic waves are usually produced by the Piezoelectric
Effect within the crystal probe which is placed on the surface of the
specimen. Discontinuities below the surface cause reflection of the
ultrasonic waves which appears as peaks upon Cathode Ray
Oscilloscope receiver.
4. The size of peak seen on the receiving tube is some indication of
the size of the defect.
5. The crystal probe thus becomes the receiver as well as the
transmitter. These techniques are useful for detecting cracks, voids
and defects below the surface as well as near the surface.
43. 42
THE MAIN MACHINE USED ARE :
WHEEL LATHE :
1. Wheel lathe is one of the important machines in the wheel shop.
The basic operation performed on this machine is turning
operation. The wheel is turned to the required diameter.
2. It is huge in construction. Wheel lathe is placed on a
huge platform. It consists of two headstocks. Both the centers
are live centers. It has two tool posts. Tool post can move on the
guide ways provided. The chucks used are four jaw universal
types.
JOURNAL GRINDING MACHINE:
1. The basic operation performed on this machine is grinding
of jounal. Both the abrading wheel as well as the journal
rotates.
2. In addition to basic operation the machine can also perform
turning the facing operations. The tool material used for this is
‘Cemented Carbide’.
AXLE TURNING LATHE:
1. The CNC used over here is basically a turning lathe. It is used for
turning axle from a raw material. ‘Fanuc Controller’ is employed
in this machine. Controller receives the signal (electrical) from
tape reader and causes the machine to respond.
2. A program containing blocks of number and alphabets is fed to
controller. The controller receives the electrical signal and causes
the machine to respond. It is accompanied by a hoist for
handling the axle on and off the machine.
44. 43
ROLLER BEARING
Roller Bearings are a type of rolling-element bearing that uses
cylinders (rollers) to maintain the separation between the moving
parts of the bearing (as opposed to using balls as the rolling
element).
The purpose of a roller bearing is to reduce rotational friction and
support radial and axial loads.
The rollers in the roller bearing are tapered cylindrical in shape
because the surface contact of this roller is more than spherical
one and hence it has more load carrying capacity than spherical.
Types:
1. Spherical Roller Bearing
2. Cylindrical Roller bearing
3. Taper Roller Bearing
Parts of roller bearing:
1. Outer Race
2. Inner Race
3. Roller
4. Cage
5. Spacer ring
Inspection of bearing:
45. 44
1. Noise
2. Seals
3. Temperature
4. Lubrication
Bearing Cleaning:
Here the cleaning of used bearings is done.
The various chambers are as follows:
The bearings are first pre washed and cleaned with hot water.
The temperature of water is about 156F. After passing through
this chamber, the bearing passes through chambers which contain
higher proportion of chemical.
1. Pre Wash chamber 2050 liter .
2. Washing Chamber 2050 liter, 2 to 4% chemical.
3. Rinse chamber 1120 liter, 2 t0 4 % chemical.
4. Dip Chamber 416 liter.
Bearing mounting:
That is no press fit between the bearing and the journal and hence the
question of using a press ends over Being a heat sunk fit; the Bering is
heated by means of an induction heater where the bearing is heating up to
120 degrees Celsius.
Automatic timer is around 3 minutes per bearing.
Bearing Dismounting :
As there is a heat sunk fit between the journal and the bearing, it cannot
be removed by any ordinary method. It is removed by using a hydraulically
operated device.
The principle of the device is that the oil under pressure enters between
the journal and the shaft and forces out the bearing and hence removal of
bearing becomes relatively easier.
48. 47
TROLLEY SHOP
(EMU-Electric Multiple Unit)
(ML – Main Line)
INTRODUCTION :
This shop is responsible for the inspection and repair of trolley of the
EMU coaches.
After the shell of the coach is lifted in the “Lift and Under Frame shop”,
the lower part of the coach called trolley is sent to the trolley repair
shop. Here the suspension and wheels are dismantled from it. This
workshop consists of section:
1. EMU line trolley repair section (Types of trolleys):
Motor Coach trolley.
Trailer Coach trolley.
2. Mail Line trolley repair section (Types of trolleys):
13 ton trolley .
16 ton trolley .
49. 48
MOTOR COACH TROLLEY :
The trolley which lies below the motor coach (i.e coach on which
pantograph lies) is “Motor Coach Trolley”.
TRAILER COACH TROLLEY:
The trolley which lies below the ordinary coach (i.e without
pantograph) is “Trailer Coach trolley”.
MAIN LINE TROLLEY
50. 49
Main Units of ICF /EMU Bogie :
Bogie bolster with side bearers & center pivot .
Bogie frame .
Wheel and axle .
Body–bogie bolster joint .
Bogie bolster–bogie frame joint .
Bogie frame–axle joint .
Secondary suspension (between bogie bolster & bogie frame) .
Primary suspension (between bogie frame & axle) .
Bearing arrangement in axle box .
Brake system .
The important components of the trolley are described
below:
Bogie Frame:
A 4- or 6-wheeled truck used in pairs under long-bodied railway
vehicles. The bogie has a central pivot point which allows it to turn as
51. 50
the track curves and thus guide the vehicle into the curve. Here it has
to carry the motors, brakes and suspension systems all within a tight
envelope. It is subjected to severe stresses and shocks. And it carries
various parts like wheel, Damper, Air spring etc.
Railway Bogie Terminology
Each coach under frame requires two bogie one for the front chassis
and another for the back chassis of a coach. Bogie frame consists of
many sections for accommodating many parts of the bogie as shown in
above Figure.
GENERAL DESCRIPTION :
The bogie frame is an important and integral member of bogie in ICF
& EMU rail coach. The bogie in coach construction plays a vital part
since factors like safety; speed and comfort mainly depend on the
bogie on which the coach body is loosely mounted. The main
purpose of the bogie frame is to withstand and/or transfer vertical
loads of the superstructure with payload, lateral forces caused due
to negotiating the curves and interaction between rail and wheel
and longitudinal force due to drafting of the coach by the engine.
52. 51
The conventional bogie frame is made of heavy plate sections
fabricated to form “H” type frames consisting of two side frames,
two transoms, two headstocks and four longitudinal. The Fiat bogie
frame consists of two side frames connected by means of two
circular cross section. The material used is mild steel, (IS 2062,
fe410wc) and the frames are fabricated by employing CO2 welding
techniques. It supports the bogie bolster, wheel arrangement,
primary, secondary suspension and it provides pivoting action while
accepting the curves. It bares entire load of the coach and transmit
to the wheel through side bearers the tractive effect which is
transmitted through centre pivot pin both static and dynamic loads
while running.
FUNCTIONS OF BOGIE FRAME :
1. The main purpose of the bogie frame is to withstand and/or
transfer vertical loads of the superstructure with payload, lateral
forces caused due to negotiating the curves and interaction
between rail and wheel and longitudinal force due to drafting of
the coach by the Engine .
2. To have flexibility in the wheelbase, two bogies are provided per
coach, which are pivoted at two points by members called centre
pivot.
3. Bogie frame have sections for holding bolster, break
arrangement, axle box guide and many other parts which are
welded to the frame.
53. 52
Bogie Bolster:
The body bolster is a box type fabricated member made up of channels
and welded to the body of the coach.
It is a free floating member. The body bolster transfers the dead weight
of the coach body to the bogie frame.
There are two types of bolsters on an ICF bogie:
1. Body bolster.
2. Bogie bolster.
Side View of Bogie Frame ( 180KN )
Front View
150 KN to 180 KN converted.
54. 53
The body bolster is welded to the coach body whereas the bogie
bolster is a free floating member which takes the entire load of the
coach through the body bolster.
55. 54
SIDE BEARING :
Consists of a machined steel wearing plate immersed in an oil bath .
Floating bronze-wearing piece with a spherical top surface kept in it .
The coach body rests on the top spherical surface of these bronze-
wearing pieces through the corresponding attachments on the
bottom of the body-bolster .
CENTER PIVOT :
57. 56
Axle box guides are of cylindrical type welded to the bottom
flanges of the bogie side frame with close dimensional accuracy.
These guides together with lower spring seats located over the
axle box wings, house the axle box springs and also serve as shock
absorbers.
PRIMARY & SECONDRY SUSPENSION :
WEIGHT TRANSMISSION
58. 57
LHB (Linke Hofmann Busch ) COACH BOGIE :
Linke Hofmann Busch (LHB) coaches are the passenger
coaches of Indian Railways that have been developed by Linke-
Hofmann-Busch of Germany (renamed Alstom LHB GmbH in
1998 after the takeover by Alstom) and mostly produced by Rail
Coach Factory in Kapurthala, India.
60. 59
CONCLUSION
It has been a great priviledge to be able to work and train in the
Carriage Workshop, Matunga of Central railway. This training has been
a great learning experience and one which will prove to be immensely
useful in future.
This was my first practical experience of an industry or workshop of
any kind and I am happy that I could learn a lot in this short span.
I understood the various processes involved in the POH of Carriages
the various workshops, sections, etc.
I realized the importance of the work that is being done here as it is
directly related in some or the other way to the safety of passengers,
hence it needs to be done responsibly.
I got the knowledge of the hierarchy of the Railway Administration.
Thus, this training will certainly benefit me in my future career journey
as experience in any actual industry is always helpful. It also taught me
the importance of team work as was shown by the workers in different
sections.