The document is a practical training report submitted by Pragyadev Singh Rathore during their internship at the Carriage and Wagon Workshop of North Western Railway in Bikaner, India from June 29th to July 30th, 2022. The report provides details of the training received in different sections of the workshop such as periodic overhauling, air brakes, wheel repair, bogie overhaul, and meter gauge operations over the 60 day period to fulfill the requirements for a Bachelor of Technology degree in Mechanical Engineering.

1. A Practical Training Report
undertaken at
CARRIAGE AND WAGON WORKSHOP NORTH WESTERN
RAILWAY LALGARH, BIKANER
From 29-06-2022 to 30-07-2022
By
PRAGYADEV SINGH RATHORE
19EEBME031
Submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical Engineering)
Submitted to-
MR. RAVI SINGH (Junior Engineer)
HEAD OF TRAINING
WORKSHOP BASIC TRAINING INSTITUTE , BIKANER
DEPARTMENT OF MECHANICAL ENGINEERING
BIKANER TECHNICAL UNIVERSITY

2. BIKANER
Certificate by Student
I hereby certify that I have completed the 60 Days training in partial fulfillment of the
requirements for the award of Bachelor of Technology in Mechanical Engineering.
I did my training in “NORTH WESTERN RAILWAY” Of “WORKSHOP BASIC
TRAINING INSTITUTE , BIKANER” from 29-06-2022 to 30-07-2022. The matter
presented in this Report has not been submitted by me for the award of any other degree
elsewhere.
PRAGYADEVSINGH RATHORE
19EEBME031
JULY,. 2022

3. ACKNOWLEDGEMENT
I would like to express a deep sense of gratitude and thanks profusely to my report guide Mr.
RAVI SINGH (Junior Engineer) for his proper guidance and valuable suggestions. Without
the wise counsel and able guidance, it would have been impossible to complete the report in
this manner. Their interest and constant encouragement helped me in making the report a
success.
Finally, I would like to add few heartfelt words for the people who where the part of summer
training in various ways, especially my friends and classmates who gave me unending support
right from the beginning.
I am deeply indebted to Dr.Dharmendra, Mechanical Department, Engineering College Of
Bikaner OF Bikaner Technical University, Bikaner and Dr. Richa Yadav, HEAD ,
TRAINING AND PLACEMENT, Engineering College Bikaner Of Bikaner Technical
University, Bikaner, all other Staff of Mechanical Department, University Department Of
Rajasthan Technical University, Kota for giving me an opportunity to undergo a summer
vocational training in a government company.
I am also thankful to all those engineers and technicians without whom it was not possible for
me to clear my doubts and difficulties.
After coming to this institute and knowing State of Art Technology available with learned
Training staff, I would like to come again to this coveted institute if got a chance.
Finally I express the utmost sense of gratitude to my family members being pillars of strength,
inspiration and support in my life and career.
PRAGYADEV SINGH RATHORE
19EEBME031
JULY, 2022

4. TABLE OF CONTENTS
S.NO. CHAPTER
PAGE
NO.
1 CHRONICAL HISTORY 1
2 PERODIC OVER HAULING 3
3 AIR BRAKE 5
4 WHEEL / C.T.R.B. 9
5 CASNUB BOGIE 14
6 WAGON BODY 16
7 IOH BOGIE 20
8 METERGAUGE 23
9 CENTRE BUFFER COUPLER 28
10 TOOL SHOP & SHOCK ABSORBER 30
11 MILL WRIGHT 37
CHAPTER 1
CHRONICAL HISTORY

5. Train operations in this Western part of Rajasthan in the erstwhile, Bikaner state were initially
under ‘Jodhpur and Bikaner State Railways’. Later when Maharaja Ganga Singh Ji Bahadur
took over the reins of Bikaner state.
The train operations of Bikaner state came under his patronage under the banner of ‘Bikaner
State Railways’. At that time there was no arrangement for over-hauling of Loco coaches.
Wagon and other allied stock. Foundation stone for this workshop was laid by “Maharaja
Ganga Singh Ji Bahadur” on 18th March 1925 in the outskirts of Bikaner town known as
Lalgarh. Over the years, the mushrooming growth of colonies in an around Bikaner and
Lalgarh has resulted in amalgamation of the township with Bikaner.
The other motive to setup for this workshop was to provide employment opportunities to local
inhabitants.
The functioning on 1st March 1921 i.e. within one year of its inception. This workshop
remained under state Govt. up to 1.4.1949 and after there under Central Govt. up to 1.4.1950.
With the recognition of Railways network, the workshop becomes a part of Northern
Railways W.E.F. 14.4.1952.
The workshop was entrusted with qualitative and quantitative targets for maintenance of
M.G. rolling stock along with manufacture of components required for its own use and also
for the division.
1.1Activities
The work shop was initially set up as M.G.POH Shop for Locos, Coaches and Wagons and
Within a short span became a premier source of repairs and manufacture of Loco, Carriage
and Wagon Wheels and Components for its own use and for the division with the advent of
modern technology, where diesel traction was phased out from this region also last steam
Loco 3504 YG rolled out of this workshop on 31.3.94 after IOH. The staff rendered surplus
due to phasing out of steam traction has been re-deployed on new activities. With conversion
of Jodhpur shops from M.G. to B.G.POH of Air Conditioned M.G. Coaches was transferred

6. to this workshop in 1996 and POH of non AC MC Coaches of Jodhpur division has been
transferred W.E.F. July 1998.
1.2 Workshop at a Glance
Total Area 141226 sq.m.
Total Covered Area 24292 sq.m.
Track Inside Workshop 2.6 km.
Roads 6760 meter
Machinery & Plants 232
Manpower 1405
Staff Quarters 340
Over Head Cranes 03
Area Under Crane
25 m.t.
05 m.t.
3972 sq.m.
2905 sq.m.
Hoists/Cranes 27
Connected Load 3300 kW
Maximum Demand 480 kVA
Contract Demand 500 kVA
Transformer Capacity 1450 kVA
Diesel Generating Sets 03
Average Power Factor 0.9
CHAPTER 2
PERODIC OVER HAULING

7. Periodic over hauling (P.O.H) is a process of 18 days during which checking and
repair/replacing of parts take place. In a P.O.H., the broken parts are repaired, light
bulbs/tubes replaced, batteries replaced, wiring repaired if needed, the coach is repainted.
Each coach which carries passengers on Indian Railways undergoes P.O.H. after fixed period.
Time period of POH for:
Mail Exp POH after 12 months.
Passenger POH after 18 months.
• Schedule for POH:-
01 day Disassemble of electrical components. (Carriage shop)
02 day Lifting, lowering and stripping. (Carriage shop)
03 day Body repair. (Welding and corrosion shop)
04 day Carpenter work. (Carpenter shop)
05 day Painting. (Painting shop)
01 day Electrical component fitting. (Carriage shop)
01 day Adjustment of all parts. (Carriage shop)
01 day Vacuum testing. (Vacuum shop)
• Procedure for POH
• At first coach enters in the work shop for pre-inspection.
• Then coach is sent for disassembling of electrical components in carriage shop for one
day.
• After it, coach is sent for stripping for two days.

8. • Then coach is sent for body and corrosion repair in welding shop & corrosion shop for
three days.
• After corrosion repair, it is sent to carpenter shop for four days.
• Then it is sent for painting in painting shop. Here it is kept for five days.
• After it electrical components are fitted in carriage shop.
• After fitting the electrical components, adjustment of all parts is done in carriage shop.
• At last the vacuum testing is performed in vacuum shop.
• Thus the periodic over hauling of eighteen days is completed in different shops.
CHAPTER 3
AIR BRAKE
Introduction To Air Brake :
A moving train contains energy, known as kinetic energy, which needs to be removed from the
train in order to cause it to stop. The simplest way of doing this is to convert the energy into
heat. The conversion is usually done by applying a contact material to the rotating wheels or to
discs attached to the axles. The material creates friction and converts the kinetic energy into
heat. The wheels slow down and eventually the train stops. The material used for braking is
normally in the form of a block or pad.
The vast majority of the world's trains are equipped with braking systems which use compressed
air as the force to push blocks on to 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” or, in North America, a “train line". Changing the level of air pressure in the pipe
causes a change in the state 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..

9. Driver's Brake Valve
The driver controls the brake by means of a valve in the cab. The brake valve will have (at least)
the following positions: "Release", "Running", "Lap" and "Application" and "Emergency".
There may also be a "Shut Down" position, which locks the valve out of use.
The "Release" position connects the main reservoir to the brake pipe. This raises the air
pressure in the brake pipe as quickly as possible to get a rapid release after the driver gets the
signal to start the train.
In the "Running" position, the feed valve is selected. This allows a slow feed to be
maintained into the brake pipe to counteract any small leaks or losses in the brake pipe,
connections and hoses.
"Lap" is used to shut off the connection between the main reservoir and the brake pipe and to
close off the connection to atmosphere after a brake application has been made. It can only be
used to provide a partial application. A partial release is not possible with the common forms
of air brake, particularly those used on US freight trains.
"Application" closes off the connection from the main reservoir and opens the brake pipe to
atmosphere. The brake pipe pressure is reduced as air escapes. The driver (and any observer
in the know) can often hear the air escaping.

10. Most driver's brake valves were fitted with an "Emergency" position. Its operation is the
same as the "Application" position, except that the opening to atmosphere is larger to give a
quicker application.
• A controlled reduction of pressure by the driver
• A rapid reduction by the driver using the emergency position on his brake valve
• A rapid reduction by the conductor (guard) who has an emergency valve at his
position
• A rapid reduction by passengers (on some railways) using an emergency system to
open a valve
• A rapid reduction through a burst pipe or hose
• A rapid reduction when the hoses part as a result of the train becoming parted or
derailed.
Brake Release:
The driver has placed the brake valve in the "Release" position. Pressure in the brake pipe is
rising and enters the triple valve on each car, pushing the slide valve provided inside the triple
valve to the left. The movement of the slide valve allows a "feed groove" above it to open
between the brake pipe and the auxiliary reservoir, and another connection below it to open
between the brake cylinder and an exhaust port. The feed groove allows brake pipe air
pressure to enter the auxiliary reservoir and it will recharge it until its pressure is the same as
that in the brake pipe. At the same time, the connection at the bottom of the slide valve will
allow any air pressure in the brake cylinder to escape through the exhaust port to atmosphere.
As the air escapes, the spring in the cylinder will push the piston back and cause the brake
blocks to be removed from contact with the wheels. The train brakes are now released and
the auxiliary reservoirs are being replenished ready for another brake application.
Brake Application:

11. The driver has placed the brake valve in the "Application" position. This causes air pressure
in the brake pipe to escape. The loss of pressure is detected by the slide valve in the triple
valve. Because the pressure on one side (the brake pipe side) of the valve has fallen, the
auxiliary reservoir pressure on the other side has pushed the valve (towards the right) so that
the feed groove over the valve is closed. The connection between the brake cylinder and the
exhaust underneath the slide valve has also been closed. At the same time a connection
between the auxiliary reservoir and the brake cylinder has been opened. Auxiliary reservoir
air now feeds through into the brake cylinder. The air pressure forces the piston to move
against the spring pressure and causes the brake blocks to be applied to the wheels. Air will
continue to pass from the auxiliary reservoir to the brake cylinder until the pressure in both is
equal. This is the maximum pressure the brake cylinder will obtain and is equivalent to a full
application. To get a full application with a reasonable volume of air, the volume of the brake
cylinder is usually about 40% of that of the auxiliary reservoir.

12. CHAPTER 4
WHEEL / C.T.R.B.
• Bearing
A bearing is a component used to reduce friction in a machine. Bearings may be
classified broadly according to the motions they allow and according to their principle of
operation.
Major types
Common motions include linear/axial and rotary/radial. A linear or thrust bearing allows
motion along a straight line, for example a drawer being pulled out and pushed in. A
rotary bearing allows motion about a center, such as a wheel on a shaft or a shaft through
housing. Common kinds of rotary motion include both one-direction rotation and
oscillation where the motion only goes through part of a revolution. Essentially, bearings
can reduce friction by shape, or by its material. By shape, finds an advantage by reducing
contact surface, such as using a sphere to roll anything on. By material, exploits the
nature of the bearing material used. An example would typically be the various plastics
that have self-lubricating properties. Combinations of shape and properties can even be
employed with the same bearing. An example of this is where the cage is made of plastic,
and it separates the rollers/balls, which reduce friction by their shape and finish.
• Roller Bearing
• Principle of Operation

13. There are at least six common principles of operation sliding bearings, usually call
“bushings", "journal bearings", "sleeve bearings", "plain bearings"; rolling-elements
bearings
Fig 4.1 Roller Bearing
such as ball bearings and roller bearings; jewel bearings, in which the load is carried by
rolling the axle slightly off-center; fluid bearings, in which the load is carried by a gas or
liquid; magnetic bearings, in which the load is carried by a magnetic field; and flexure
bearings, in which the motion is supported by a load element which bends.
Fig 4.2 Roller Bearing
• Advantages of Roller Bearings:
• Roller bearings being anti friction less efforts are requires in comparison to
frictional bearings.
• Engine can haul heavier weight.
• The percentage of running hot in comparison to conventional bearing is nil.
• Since there in no wear on the journals, so the life of axles is increased.

14. • Due to very little lateral clearances in the roller bearings, the riding has been
comfortable.
• Every round trip or fortnightly oiling is not to be done.
• Quick acceleration of and high speed is achieved.
• Rolling stock can be hauled at higher speeds.
Disadvantages of Roller Bearings:
• Initial cost of roller bearing is very high.
• Its fitment on journal requires extra ordinary care and handling by highly skilled
and trained staff.
• It requires a highly dust proof room, as a very little dust particle will fail the bearing.
• Since they are supplied in fully assembled conditioned, so complete changing of
bearing is necessary even if a part damaged.
• Types of Roller Bearing
The following three types of roller bearings are in use on wagons, coaches and engine:
• Roller.
• Inner race.
• Outer race.
• Cage.
Cylindrical roller bearings are used on wagons, BEML coaches and engines. Spherical
roller bearings are used on ICF coaches, some wagons and engines. Tapered roller
bearings are only used on engines.
• Wheel Shop

15. The wheels of new tyre undergo various operations and for this the wheel shop is further
divided into the major six sections.
• Axel Pressing Section:
In this section axel and tyre (solid) made from Company are received in the workshop as
separate piece. On the pressing machine they are pressed and tyre axle assembly is made.
The machine used for axel pressing is hydraulic in this there are pistons which are
operated through cam and cam is run with the help of motor. These pistons create
pressure due to which on jaw moves as the pressure increases.
Through the movement of the jaw, the jaw applies pressure on the axel and tyre which
are clumped there is a clearance between the tyre and axel is kept. The diameter of the
axel is
kept large in thousands place of decimal and dia. of the tyre is kept small.
• Tyre Section:
The tyres used are solid but they have a limit. When their diameter is reduced to 610mm,
then they are rejected and are converted into rim. Then on this, tyre made in company are
brought to the workshop and machined and are mounded on the rim. These tyre are also
used till there outer dia. is 610mm after that they are declared condemn. After that they
are removed and raw tyres are mounted on it. Mounting of tyre is done in heating
furnace.
• Heating Furnace:
In this furnace the process of mounting is done, for this the machined tyres (of required
size) are heating in the open furnace. This furnace is kerosene operated means kerosene is
burned fire heating. The internal dia. of tyre is smaller and dia. of the rim is large in
thousands place of decimal. The axel and rim assembly is then inserted in the tyre and
brought out. After that a ring in inserted and hammered in the slot cut in the tyre so that
at running the tyre may not run out. The clearance is kept so that the tyre and axel get
fixed after cooling. Thus the heating is completed.

16. • Axle Testing Section:
After the type has been mounted on the rim the tyre and axel assemble is sent for testing
to check if there are any defects. Defects may be in form of porosity, inclusions Cracks,
Scratch etc, and due to the movement of type they get increased If any defeat is found in
the assembly then they are rejected. The process used for testing the defect is called
ultrasound testing.
• Ultrasonic Testing:
The machine used for this testing consists of a probe which is connects to the machine
with the help of lead. The machine has a graphed screen and other contr4olling switch
for controlling the frequency etc. The machine words at 190-230 volts.
It is done so that if the axel face is oval, then the probe will not come in confect with the
end face and the sound waves will not pass through the axel. The main defects are cracks,
which are created at the wheel seat because the whole load is on the wheel and wheel is
fitted at the
applying dry fluorescent liquid (FP-23) on the roller bearing spraying or
immersing. Following steps are:-
• Remove excess liquid.
• Remove excess by washing with water.
• Dry up the roller bearing by passing hot air through blowers.
• Put the roller bearing in dry developer powder.
• Inspect the roller bearing under ultra violet lamp.
CHAPTER 5
CASNUB BOGIE

17. INTRODUCTION:
This bogie was first fitted in BOXN wagons and was designated as CASNUB 22W. This was later
modified as CASNUB 22W(M) to take care of high wheelwear reported on earlier version. Subsequently
CASNUB 22NL (Narrow jaw) and CASNUB 22 NLB (Narrow jaw with fish belly bolster) versions were
introduced. The CASNUB 22 HS bogie has been developed for high-speed operation with maximum
permitted speed up to 100 km/h. All CASNUB 22W bogies are to be converted to CASNUB 22W
(Retrofitted) by the maintenance depots and workshops
The various bogie versions developed are as under : ƒ
• CASNUB -22W
• CASNUB -22W (Retrofitted) ƒ
• CASNUB -22W(M) ƒ
• CASNUB -22NL ƒ
• CASNUB -22NLB ƒ
• CASNUB -22HS
•
These bogies are now used in the following wagons:-
• BOXN BOBR
• BCN BOBRN
• BCNA BOBY
• BRN BOBYN
• BTPN BFK
• BTPGLN
•
CONSTRUCTIONAL DETAILS ƒ
The bogie comprises of two cast steel frames and a floating bolster. The bolster is supported on
the side frame through two nests of springs. This also provides a friction damping proportional to
load. A fabricated mild steel spring plank connects the side frames.

18. FIG:- BOGIE GENERAL ARRANGEMENT CASNUB-22W BOGIE
The CASNUB bogie assembly consists of the following components:
i. Wheel set with Cartridge Bearing
ii. Axle Box/ adapter, retainer bolt & side frame key assembly
iii. Side frames with friction plates and brake wear plates
iv. Bolster with wear liners
v. Spring plank, fit bolts & rivets
vi. Load bearing springs and snubber springs
vii. Friction shoe wedges
viii. Centre pivot arrangement comprising of Centre pivot top, Centre pivot
Bottom, Centre pivot pin, Centre pivot retainer & locking arrangement
ix. Side Bearers
x. Elastomeric Pad
xi. Bogie Brake Gear

19. xii. Brake Beam
CHAPTER 6
WAGON BODY
Welding
Welding consists of the joining of two or more pieces of metal by the application of heat
and sometimes of pressure.
The process can be defined according to:
• The method of joining.
• The surface to be weld.
Further, it can be differentiated as to whether it is
• By hand.
• By machine.
• Classification of Welding Process
The welding processes can be classified as under:
• Gas Welding.
• Arc Welding.
• The Process Can Be Further Be Sub-Divided As:
• Gas Welding :
• Oxy –Acetylene Welding.
• Air – Acetylene Welding.
• Oxy – Hydrogen Welding.
The operations performed in the welding shops are:

20. • Electric Welding.
• Gas Welding.
• Gas Cutting
Arc Welding
Arc welding refers to a group of welding processes that use a welding power supply to
create an electric arc between an electrode and the base material to melt the metals at the
welding point. They can use either direct (DC) or alternating (AC) current, and
consumable or non- consumable electrodes. The welding region is sometimes protected
by some type of inert or semi-inert gas, known as a shielding gas, and/or filler material.
Fig : Arc Welding
The process of arc welding is widely used because of its low capital and running costs.
This also makes it ideal for use in schools and in other public settings.
The various forms of arc welding are:
• Electro slag welding.

21. • Plasma arc welding.
• Gas metal arc welding.
• Gas tungsten arc welding.
• Gas Welding
Gas welding is a process in which the required heat to melt the surfaces is supplied by a
high temperature flame obtained by a mixture of two gases. The gases are mixed in
proper proportions in a welding torch. For controlling the welding flame, there are two
regulators on the torch by which the quantity of either gas can be regulated. Usually the
mixture of oxygen and acetylene is used for welding purposes.
Two types of flam are produced:-
• Oxygen rich blow torch flame.
• Fuel rich blow torch flame.
Fig : Oxygen Rich Blow Torch Flame
Fig : Fuel Rich Blow Torch Flame
• Oxy-Acetylene Cutting
The oxy-acetylene cutting process is achieved by blowing away the molten material,
which is melted by the combustion heat of acetylene gas and oxygen. Generally, only

22. steel material is cut using this process and material of remarkable thickness can be cut.
However, the thickness that can be cut is based on a user's skill and the size of a torch
used.
CHAPTER 7
IOH BOGIE
Bogie frame
The bogie frame is a solid welded frame made by steel sheets and forged or cast parts. The
frame is made up of two longitudinal components (1) connected by two cross-beams (2) which
also support the brake units. The various supports which connect the different bogie components
are welded to the frame. The bogie frame rests on the primary suspension spring units and
supports the vehicle body by means of a bolster beam. The bolster beam is connected to the
bogie frame by the secondary suspension.
1. Bogie frame longitudinal component
2. Cross-beam
Primary suspension:
Primary suspension is implemented by two units (see FIG.) of two steel coil springs (internal (4)
and external (5)) laid out on the control arm upper part (13) by a centering disk (8) and
adjustment shims, (if required). The suspension is also completed by the following components:

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

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

25. 10. Traction rod
11. Yaw damper
CHAPTER 8
METERGAUGE
• Carriage Shop
In carriage shop, the coaches are repaired. The coach consists of:
• Frame.
• Dashpot spring
• Bolster spring.
• Brake lock
• Equalizing stay
• Brake shoe key
• Bearing piece
• Pivot seat
• Brake appalling frame
• Anchor link
These are discussed below:
• Frame:
It is based on which the coaches rest. The whole of the coach is on the frame.
• Dashpot spring:
It is used as a shock absorber and is also known as a primary shock absorber its main
parts are:

26. • Guide.
• Upper seat spring.
• Guide bush.
• Lower seat spring.
• Rubber washer.
• Iron washer.
• Brass guide ring.
• In lower seat oil is filled. The oil is available by “Servo 68”.
The assembly of lower seat is:-
• Wire spring.
• Guide ring.
• Brass ring.
• Rubber washer.
• Guide cap.
• Guide lock.
The oil in lower seat 750 ml and is also filled in side of barear whose capacity
is 2.5 liters.
• Bolster spring :
It is also a shock absorber but generally known as a secondary stock absorber. It has
lower spring and upper spring and a simple spring mounted between them.
• Brake Block :
This is an important element of train. These are used to stop the train.

27. • Equalizing stay :
This is used to hold the brake frame and coach beam together.
• Brake shoe key :
It is used to stop the brake shoe from running out. After the brake shoe is mounted on
the
brake shoe hanger the key is fitted in the holes.
• Bearing pieces :
It is the component on which the coaches or engines turns. The bearing pieces are two
in number and are kept in specially made bones that are filled with oil.
• Pivot seat :
It is a hole structure made in trolley so the pivot of the coaches may rest in it. It helps
to control the running away of coaches. As the stack adjuster moves the brake frame
is pulled and brakes are applied.
• Anchor link:
It is used for the movement of the coaches. As the coach towns the anchor link
controls the movement so that the coach may remain on track, otherwise it may down
from the track.
• Painting Shop
• Workshop:
In this shop Painting and external maintenance is carried out in two types of schedules:-
• A-Schedule (9 days)
• C-Schedule (5days)
• “A” Schedule (9 Days)
1st day Remove old paint.

28. 2nd day One coat of Red Oxide zinc chromate primer.
3rd day One coat of brush filler followed by spot putty to fill up holes / dents
were required.
4th day Filler, second coat to (including spotting where necessary).
5th day Rub down with silicon carbide water proof paper Gr.120and 220.
6th day One coat of under coat.
7th day Flat with silicon carbide water proof paper Gr-320. One coat of
enamel finishing.
8th day Flat with silicon carbide water proof paper Gr-400 and apply a second
coat of synthetic enamel finishing.
9th day Lettering with golden yellow & miscellaneous work (cleaning window
glasses etc.)
Working of schedule “A” is carried out after 5 years or in the poor condition of coach. In
this schedule, total removal of old paint and repainting.
• “C” Schedule (5 Days)
This type of schedule is carried out on the basic of coach and is independent of tome and
take place in following manner:
1st day Cleaning with shop solution or any other cleaning solution and wash
thoroughly with water touch up damaged portion with primer
recommended under A schedule.
2nd day Stop putty if necessary and one coat of under coat.

29. 3rd day Flat with silicon carbide water proof paper Gr-120 and 220 and apply one
coat of finishing enamel.
4th day Flat with silicon carbide water proof paper Gr.400 and apply a second
coat of synthetic enamel finishing.
5th day Lettering with golden yellow and miscellaneous
work. Other works:
Internal paints - White enamel paint.
Side panel - Smoke gray paint.
Under frame - Bituminous paint.
End panel - Black enamel paint.
Trolley - Bituminous
paint. Roof painting - Aluminum
paint.
• Marking of Coaches Together
Each coach should be marked with following details:
• Coach no. owing railway and mechanical code, if any.
• Name of base station for primary maintenance.
• No of compartments and seating capacity.
• Notices for use of alarm signal, safety precautions.
• Transportation code applicable to the type of coach. Carrying capacity of OCV’s
to the nearest tons up to one decimal place above actual capacity.

30. • Tare weights as recorded at the time of initial building or subsequent major
modifications.
• Return date showing the month and year in which the coach is required to be
returned to the owing railway workshop for POH.
The following legends should be stenciling of necessary particulars against each
• Make.
• Type.
• Specific gravity.
• Corrected to temperature.
CHAPTER 9
CENTRE BUFFERCOUPLER
Introduction
CBC (Centre buffer coupler)is a device for connecting one rolling stock with another in a
train formation. It is centrally located at both ends of the rolling stock. It allows the
vehicles to move independently to accommodate track curvature and elevation
change while remaining connected (coupled) together.
Earlier design
Draft load through screw coupling arrangement
Buffing load through side buffers
Screw Coupling.
Limitations
• Haulage of longer train is not possible in freight
• Climbing of coaches in collisions and derailment.

31. • Shunting Staff at Risk.
• Higher maintenance staff requirement
•
Centre Buffer Couple
• Transmits both draft & buffing load between
• vehicles and to/ from under-frame
• Absorb high frequency forces during impact
• Dissipates low frequency forces to protect
• the vehicle from damage.
• Multi functional units
• Draft+Buffing
• Automatic FP+BP connections
•
Advantages of CBC
• Safe for shunting staff & reduces time required.
• Automatic coupling type
• Quick detachment possible.
• Less staff for uncoupling
• Coach only -Anti-climbing feature is to
• prevent damage to life & property during accident.
• Prevention of un- coupling in the event of derailment / accident
•
Types of CBC adopted in IR
• AAR E/F type used in wagon.
• AAR(H) type Tight lock used in LHB coach.
• Supplied by M/S Faiveley & M/S Escorts
• Dellner Coupler used in LHB coaches

32. • Rigid Type- Shacku coupler used in EMU.
• Slackless drawbar – BLC wagons
• Transition coupling
• Hook type – MG/ NG stock
Main Components of CBC
• Coupler body,Knuckle,Lock
• Knuckle thrower
• Lock lifter assly
• Yoke,Yoke pin,Yoke pin support
• Striker casting
• Draft Gear
• Uncoupling device
• Back stop.
•
•
CHAPTER 10
TOOL SHOP & SHOCK ABSORBER
• Shaper:
It is used principally to machine flat or plane surfaces in horizontal, vertical and angular
planes. The cutting tool is mounted on the shaper head to the ram. The ram imparts a
reciprocating motion to the tool, which operates over the shaper table. It is generally not
used as production machine. Vertical cuts can be taken by feeding the tool with the
shaper head slide. The shaper head can be set at an angle in order to take angular cuts.
Shaping operation is best suited for machining complex configurations like keep internal
slots and difficult contours. When tool comes into contact with the job, it digs into the job
and, therefore the edges are generally not flat but slightly over curved. Due to its limited

33. length of stroke, it is conveniently adapted to small job and best suited for surface
composed of straight-line elements and for batch production. It can produce all types of
surface finishes. It is also best suited for cutting keyways and splines on shafts. It can
produce all types of surface finishes. It is also best suited for cutting keyways and splines
on shafts.
• Principal Parts of Shaper :
• Ram
• Shaper head
• Column
• Base
• Cross-rail
• Saddle and table
• Shaper gibs
• Working of Shaper
• Work table on work seat in the vise for parallelism with the movement of ram.
• Squareness of vice jaws.
• For vertical facing, the tool movement should be exactly perpendicular to the table.
• Proper setting of job for parallelism.
• Milling Machine
Milling is the process of removing metal by feeding the work past a rotating multipoint
cutter. In milling operation the rate of metal removal is rapid as the cutter rotates at a
high speed and has many cutting edges. Milling machine is one of the most important
machine tools in a tool room as nearly all the operations can be performed on it with high
accuracy. Milling machine augments the work of a lathe and can produce the plain and
curved surfaces and also helical grooves etc. It is possible to have relative motion

34. between work piece and cutter in any direction and thus mill surfaces having any
orientation.
• Types of Milling Machine
According to the design, the distinctive classification is as follows:
• Column and knee milling machines
• Bed-type milling machine
• Plano- type milling machine
• Special Purpose milling machine
Principal Parts
(1) Base (2) Column (3) Knee (4) Saddle (5) Table (6) Over Arm
(7) Spindle (8) Arbor
• Ram Type Milling Machine:
In place of ordinary type of over-arm, there is ram which can slide forward and backward
for the adjustment of tool position or for shifting the cutter position quickly. The cutter
head is pivoted to the face of the arm and is capable of any angle adjustment between
vertical and horizontal positions. This range of adjustment often makes it possible to
complete jobs with
one set up without having to change the job to some other machine. Thus the movable
ram enables the throat distance to be adjusted in or out.
Some of the most common operations which can be performed on milling machine:
• All kind of grooves; straight, spiral, vertical and formed.
• Splines and key-ways on shafts.
• Slots for inserting teeth in milling cutters.

35. • Flats surfaces of all kinds at any angle.
• Contours of infinite variety with straight and spiral elements.
• Facing operations of all kinds.
• Plate and barrel cams.
• Forging and punch press dies.
• Jet and steam-turbine buckets, root and bucket surfaces.
• Indexing operations of all kinds; gear teeth, slots, flutes in twist
Slotter:
It could be considerable as a vertical shaper, having only vertical movement of ram. It is
mainly used for internal machining of blind holes or vertical machining of complicated
shapes which are difficult to be horizontal shaper. It is very useful for making key ways,
machining in square holes, cutting of internal and external teeth on big gears, machining
of dies, punches etc. The job is generally supported on round table which has a rotary
feed in addition to the useful table movement in cross-directions. The stroke of slotting
machines ranges from 300 to 1800 mm.
The ram can be either crank driven or hydraulically driven. Ram speeds usually range from
0.05 to2.5 mm/stroke. Cutting action takes place in downward stroke.
• Type of Slotter
• Puncher slotter.
• Production slotter.
• Tool-room slotter.
• Shock Absorber Section
The shock absorbers are of two types:
• Escort shock absorbers.

36. • Gabriel shock absorbers.
• Salient Features
• Escorts double acting hydraulic shock absorbers are re-condition able type
facilitating maximum utility and longer life.
• Escorts shock absorbers are used for both vertical as well as lateral applications.
• These shock absorbers have a wide range of end mounting, making them suitable
for various types of Rail-vehicle.
• They have double acting independently adjustable forces in tension and
compression to suit vehicle speed in all conditions.
• The ground and hard chrome plated piston rod is made corrosion free to provide
longer and trouble free service.
• Special oil in these shock absorbers results in operation even at higher temperatures.
• P.T.F.E. (Poly Tetra Fluro Ethylene) Sealing rings with rubber pressure rings
ensure higher life and consistency in damping forces.
• Construction
Overall dimensions of the shock absorber depend upon the space availability in the
vehicle under frame, the dimensional limits and the dimensions of the mounting bracket.
The end mountings are designed to suit the suspension system.
Escorts shock absorbers can be grouped into the some sub-assemblies.
These are as following:-
• Piston rod sub – assembly.
• Cylinder sub – assembly.
• Casing tube sub – assembly.

37. • Valve sub – assembly.
• End mounting sub – assembly.
Fig Typical Diagram of Digital Shock
Absorber
The bottom valve seat or the cylinder bottom seals the cylinder from the bottom as well
as locates the compression valve. For TV type shock absorbers a sheet metal cage is also
provided with the valve seat and the cylinder for this purpose. The compression valve
remains pressed against the valve seat because of the conical spring provided.
The top of the cylinder is sealed with the help of the guide disc that is pressed into
position by the lock ring through a round cord ring and a steel pressure ring. The guide
disc has a PEFE ring (placed in groove, inside the bore) which seals the piston rod
cylindrical surface.

38. Fig Non Digital Shock Testing Machine
The guide disc bore and stops any leakage of oil from the cylinder. The guide disc also
has a two lip oil seal which further wipes the piston rod surface and prevents the dust
from coming into the cylinder with the help of the upper lip.
A part from performing these functions the guide disc also serves as a guide to keep the
piston rod in an aligned position. The cylinder (compression) valve and the piston
(tension) valve are basically of the same design in all the shock absorbers. The complete
shock absorbing arrangement is encased within the casing tube sub-assembly with the
help of a lock ring (having external threads) which is tightened from the top. The female
threads provided at the top end of the casing tube are to secure this lock ring.
The piston rod reciprocates in and out of this casing tube when the shock absorbers get
subjected to shocks. The piston rod top forms the top end mounting of the shock
absorber. The piston is provided with the bore space (the valve area) for the tension valve
to be fitted in it.
The valve seat is sealed at the top with a small round cord ring and the piston valve is
located above the valve seat and is retained in position by means of a coil pressure

39. spring. Some small holes are provided in the piston, which converge in the valve are
from different points
on the upper face of the piston. The piston carries a PTFE sealing ring mounting on a
rubber pressure ring on its outside diameter. The damping valve parts are held together
by a high tensile hexagonal head bolt and nut, which is locked by a special tool. The area
above and below the piston in the cylinder is filled completely and the area between
cylinder and casing tube partly with shock absorbers oils. The cylinder must always be
full of oil while the casting tube should contain sufficient oil to keep the compression
valve always immersed in oil, even in the totally extended position of the shock absorber.
Principle of Working
When the shock absorbers is extended the oil above the piston in the cylinder flows
through the flow openings in the piston to the valve area and then it is expelled through
the openings of the spring discs and the slots of the forward discs, when the pressure is
low. When the piston moves downwards, the valves work in the reverse order. The oil
pressure increases in the area below the piston resulting in lifting of the piston valve
against the tension of the coil pressure spring. Prior to dismantling, it is absolutely
essential to thoroughly remove outside contamination such as dirt, oil, etc. from the
shock absorber, this is best carried out with the aid of a cleaning fluid such as
Trichloroethylene using suitable trays and brass wire brushes.
CHAPTER 11
MILL WRIGHT
Mechanical maintenance of machine plant , transportation of material

40. A millwright installs, dismantles, repairs, reassembles, and moves machinery in factories, power
plants, and construction sites. Because they work in production facilities and construction sites,
minor injuries such as cuts, bruises, and strains are common
The shop is divided into basically three sections .
1. EOT - electric hoist , traverser , machine of fabrication shop , machine shop etc.
2. MAINTENANCE OF M / C- wheel shop , roller bearing shop , m / c shop . fitting shop
etc.
3. TRANSPORT- all vehicles and compressors .
Other work performed by mill wright are repair of weight m / c and ticket m / c etc.
General work in shop :
• maintenance of m / c
• installation and errection
• machine tool repair
• preventive maintenance .
Preventive maintenance system
GIR IRI MIR IRI MIR IRIG
G- general overhaul
R - routine repair
M- medium repair
I - inspection .

41. I = 9 , M = 2 , R = 6 .
Advantages of preventive maintenance system :
1. Reduce breakdown .
2. Reduce overtime & lesser odd time repair .
3. Greater safety for workers .
4. Fewer large scale & repetitive repair .
5. Law maintenance & repair cost .
6. Low consumption of spare parts .
7. Increased life , better product quality , at low cost .
8. Better industrial relation because workers don't face lay off & loss of incentive
scheme
REFERENCES
• BHANDARI V.B., Design of Machine Element, Tata McGraw Hill Education Private
Limited, Fifth Reprint 2011.
• R.K. Jain, Production Technology, Khanna Publishers, Seventeenth Edition, Seventh
Reprint, 2012, Page no. 284, 289, 58, 64, 526.
• http://en.wikipedia.org/wiki/Indian_Railways HYPERLINK
"http://en.wikipedia.org/wiki/Indian_Railways".
• https://rdso.indianrailways.gov.in/
• http://www.indianrailways.gov.in/
• www.slideshare.com