Railway Workshop Training Report Summary

TRAINING REPORT
On
RAILWAY WORKSHOP
At
JAGADHARI, YAMUNA NAGAR
Submitted in partial fulfillment of the requirement
for the award of the degree
Of
Bachelor of Technology
In
Mechanical Engineering
By
ANISH MALAN
Uni. Roll: 2910437
Semester: 7TH
.
Department of Mechanical Engineering
Kurukshetra Institute of Technology & Management, Kurukshetra
Kurukshetra University, (Haryana)

Sr.No. Description Page. No
Student’s Declaration ii
Training Certificate iii
Acknowledgement iv
1 Railway workshop overview 1
2 Organization of Indian railway 2
3 Zonal railways 3
4 Organizational structure of railway 4
5 Production units 5
6 Quality policy 6
7 Quality objective 6
8 Safety measures followed in workshop 6
9 Classification of railway stock 7
10 Important system and component of railway stock 8
11 Wheel shop 10
12 Zyglo test for roller bearing 17
13 Ultrasonic test for axel 19
14 Braking system 21
15 CNC plasma cutting machine 28
16 Maintenance of a coil spring 29
17 Cylinder procedure of repair of air brake 31
18 Procedure to repair distribution valve 32
20 Procedure to fit bolster suspension 32
21 Main part of train trolley 33
22 Reference 35

Student’s Declaration
I, ANISH MALAN a student of Department of Mechanical Engineering, Kurukshetra
Institute of Technology & Management, Kurukshetra hereby declare that I have
completed my summer training at RAILWAY WORKSHOP, JAGADHARI and have
prepared the training report myself in partial fulfillment of the requirement for the award
of the degree of Bachelor of Technology in Mechanical Engineering from Kurukshetra
University, Kurukshetra.
Date: ANISH MALAN
Roll No.2910437

ACKNOWLEDGEMENT
God gives us life to decorate it with knowledge. Life without knowledge is like river
without water.
“An Engineer without technical training is like a soldier without a weapon.”
The acknowledgement gives me a pleasure to express my grateful thanks to those
who took keen interest in completing the training report.
I am heartily indebted to my industrial training coordinator Mr. Dyan Singh, in
northern railway, Jagadhri workshop. For his valuable instructions, which he gave to
prepare the training report .
I am thankful to Mr. S.S.Daiya (H.O.D. Mechanical Deptt.) &all faculty member
for allow me for industrial training.
I am also thankful to Mr. Ramesh Vasudeva (Head of Basic Training Center”),
who is a glowing source of inspiration for the successful completion of training.
ANISH MALAN
Roll.no. 2910437

RAILWAY WORKSHOP OVERVIEW
In 1947, after independence, the truncated North-Western Railway, renamed, as East-
Punjab railway had no workshop to undertake repairs of Broad Gauge rolling stock. For
some time, the repairs to BG stock were carried out at Kalka. Later it was decided to set
up the first major post independence C &W workshop of Indian railways at Jagadhari as
part of Northern Railway and foundation stone of the workshop was laid on
08/02/1952.The workshop was set up for undertaking the POH of 75 units of coaching
stock and 225 units of goods stock per month.
The workshop capacity has since been expanded and developed and over a period of time
the target of the workshop has been increased to current level of 1150 units of wagon and
135coaches per month. This includes 17 A.C coaches besides; IOH of18 A.C. coaches are
carried out per month.
Kalka workshop is also under the administrative and technical control of Chief Work
Manager, Jagadhari Workshop, and caters to POH and manufacture of Narrow Gauge
stock and foundry activities.
Jagadhari Workshop has achieved a landmark by establishing its quality system in
accordance with ISO 9001-2000 requirements. Six shops viz, Carriage Bogie Shop,
Roller Bearing Shop, Wheel Shop, A.C. Electrical Shop, DV Section and SAB Section
had earlier been awarded ISO 9002-1994 certification in July 2000.
Jagadhari workshop has also been established its own Basic Training Center (BTC) for
providing training to the artisan staff and its apprentice. Training is being revamped by
improving course content, providing modern training aids and suitable training to trainers
and by providing training notes to each trainee.

ORGANISATION OFINDIAN RAILWAYS
The Indian railway are at present the biggest public undertaking of the government of
India heaving capital at charge of about Rs. 39,000 crores, which includes investment of
about Rs. 9,500 crore from capital fund.
The enhancement regulating the construction and operation of railways in India are the
Indian Tramway act of 1816 and the Indian railway act of 1890 as amended from time to
time. The executive authority in connection with the administration of the railway acts
with central government and the same has been delegated to the railway board as per the
Indian railway act referred to above.
*Net return on capital investment: - The total budget estimate figure of cumulative
investment on Indian railways in the year 2002-2003 is rs.50, 969 crores and the net
revenue in 2002-2003 estimate at rs.36699.27 crores which works out of to 7.3%of the
capital investment.

ZONAL RAILWAYS
The entire Indian railways system has been divided into nine railways having different
territorial jurisdictions which vary roughly between 4000 to 1000 route kms. The route
kilometers of various zonal railways is given in the tabular from in table:
Name of Zonal Railway Head Quarters
Central Railway Mumbai
Eastern Railway Calcutta
Northern Railway New Delhi
North- Eastern Railway Gorakhpur
North- East Frontier Railway Malegaon
Southern Railway Chennai
South Eastern Railway Calcutta
Western Railway Mumbai
Southern Central Railway Secunderabad
North Central Railway Allahabad
South Western Railway Bangalore
East Central Railway Hajipur
East Coast Railway Bhubaneswar
West Central Railway Jabalpur
North Western Railway Jaipur
South Eastern Central Railway Bilaspur

ORGANISATIONAL STRUCTURE OF RAILWAY BOARD

PROUCTION UNITS
There are six production units as per details given in table: -
S.N Manufacturing units Head Quarters Function
1. Chittranjan locomotive works
(CLW)
(CL(
Chittranjan Manufacture of
electric
locomotive
2. Diesel locomotive works (W) Varanasi Manufacture of
diesel
locomotive
3. Integral coach factory (ICF) Madras Manufacture of
coaches
4. Diesel Component works
(DCW)
Patiala Manufacture of
diesel
components
5. Rail Coach factory (RCF) Kapurthala Manufacture of
Coaches
6. Wheel and axle Plant Bangalore Manufacture of
wheels and axles

QUALITY POLICY
“The maximize customer satisfaction through continuous improvement in the quality of
our products and services and strive for continuous improvement in productivity.”
QUALITY – OBJECTIVES
1. Insuring compliance to out turn targets.
2. Ensuring compliance to requirements of the documented quality system &
periodic verification through internal quality audits.
3. Reduction in customer complaints.
4. Reduction in “In-Service Failure” attributable to workshop.
5. Regular training to employees to improve work environment as skills and
motivation level.
6. To reduce total cost by up gradation of technology
SAFETY MEASURES FOLLOWED IN WORKSHOP
1. Never be careless while working in workshop.
2. Never go without shoes in workshop.
3. Never wear loose clothes while working on machine..
4. Workshop floor should be free from grease and oil..
5. Tools and other object should be placed at proper place
6. Never work on any machine without proper training and guidance.
7. Always use goggles or face shield, gloves etc while welding.
8. Gas cylinder should be placed away from fire.

CLASSIFICATION OF ROLLING STOCK
While numerous types of rolling stocks are in use in the railways, some of the important
terms which should be know even to railway-men not directly associated with the rolling
stock are described below:
Rolling stock: Any vehicle capable of moving on railway track is called rolling stock.
Locomotive: The vehicle containing the source of power to pull the train is called
locomotive. It is usually attached in front of the train.
Coaches: Vehicles designed for carrying passengers are called coaches. In addition,
certain other vehicles attached to passenger trains are also covered under the coaches.
These include postal vans, inspection carriages, Etc.
Wagons: Vehicles designed for carrying various commodities are called wagons. These
may be open, covered, flat, tank or other types depending upon the commodity to be
transported.
Train: Train is the group of Vehicles and one or more locomotives moving on rail which
needs line clear to enter a block Section.
Train Load: Trainload is defined as the total of the entire train. Good management
ensures that the trainload is maximized for the various types of trains.
Electrical Multiple Unit: Self powered set of coaching Stock run on electric traction for
Short distance commuter operation is called EMU these operate as multiples as sets of 3
or 4 coaches with each set incorporating usually one powered coach.

Diesel multiple Units: This is similar to the EMU concept except that these are powered
by a Diesel engine for operation on non-electrified routes.
Rail Cars /Buses: Self-powered coaches operating generally as a single coach used on
such route where traffic is limited but spread over the day.
IMPORTANT SYSTEM & COMPONENT OF ROLLING STOCK
1.Body: The body of the vehicle usually has a continuous under frame for carrying the
weight of the body and the commodities/passengers. The body comprising of the under
frame, sidewalls, and end walls and its dimensions also the interior is designed according
to its use
2.Running Gear: This is essentially the part of the vehicle, which enables the rolling
stock to run smoothly over the undulations in the permanent way. This comprises of the
following:
3. Bogies: Super structure of any rolling stock normally rests on bogies through the
medium of center pivot and side bearers on the bogie bolster, the bolster normally is
supported on the bogie frame. This arrangement provides independence of movement
between the super structure and the bogie frame.
4. The bogie frame: Suspension provided between the axles and bogies frame is termed
primary suspension and between bolster and the bogie frame is called secondary
suspension. Wagons are normally provided with single suspension while the coaches are
normally provided with both primary and secondary suspension.
5. Wheels: These may be solid or fitted with tires of special heat treated steel, shrink
fitted on to the vehicle. With conical surface and negotiate the permanent way. These
carry the way load of vehicle. These can be either cast or forged.

WHEEL BOGIE FRAME SPRING
6. Axle: Two wheels are joined by an axle to form a wheel set. Axles are usually forged.
A vehicle may have 2, 4,6or 8axles though some special vehicles with axles are available.
7. Axle-box: This is the interface between rotating wheel and the non-rotating vehicle
body. Previously anti-friction based bearing surfaces were used but all current designs in
corporate roller bearings.
8. Springs: Various types of springs are provided between the vehicle and its wheel sets.
The function of these springs is to absorb the vibrations and shocks induced by the
permanent way so that the transportation of the passengers and commodities does not
exceed prescribed levels of vertical and lateral acceleration.

WHEEL SHOP
It is the place where machining, finishing and fitting of wheel is done on several
machines. Before fitting, an axle undergoes various stages to obtain a high quality
product.
 First of all, surface finishing or smoothening of the axle takes place. It is sent to
an Axle turning Lathe (AXL), which is a CNC machine. The whole process was
done automatically. We have to just feed the operations in the computer. In it
rough axle changes into a smooth axle.
 Then the smooth axle is sent to Axle Grinding Lathe (AXL) again a CNC
machine. In it grinding of the wheel sheet takes place according to the diameter
of the disc.
 Then axle and disc is sent to a ‘hydraulic press’ where of the wheel axle is
checked. At a certain fixed pressure, the axle fits into the disc. This pressure is
fixed. For an ICF wheel axle, this pressure is 73-79 tones.
 After fixing, wheel axle is sent to the drilling machine where drilling on the
axle takes place.
 Then polishing of the wheel axle is done and finally, bearings are fitted.

Machines in wheelshop
 Vertical lathe with boring tool
 CNC lathe for axle turning
 Grinding lathe
 Drilling machine
 Hydraulic press
 Axle Journal Turning & Burnishing lathe
 Wheel lathe

Various processes done in wheel shop
BORING OF WHEEL
Boring of wheel is done on vertical turret lathe with boring tool (single point cutting
tool)
OPERATION
1. Put disc on the machine table as flange in upward direction of wheel.
2. Centralized the disc.

3. According to drawing make rough surface and finish boring.
4. Make all sharp edges rough with the help of form tool.
5. Check the internal dia.of the bore which is done.
6. Put off disc.
AXLE TURNING
Turning of axle is done on CNC machine.
OPERATION:
1. Fit the axle on CNC lathe.
2. See the program on V.D.U and check it.
3. For different part of axle see different program (N1, N2, N3……)
4. Operate machine for particular machining.
5. Machine all part of axle according to given upper Instruction.
6. Remove axle down after machining completed.
AXLE GRINDING
1. Fit the finish axle on grinding lathe.
2. Measure dimension of wheel disc which is fit on axle.

3. Give interference in mm.
Type of wheel interference (mm)
 BCN 0.21
 LHB 0.23
 ICF(13T) 0.17
 ICF(16T) 0.18
TAPPING
Tapping is a process to cut the internal threads in already drilled holes. In this process a
tapping tool is used to cut internal threads. All these processes are done on tapping
machine or drilling machine.
OPERATION:

1. Set the wheel and axle assembly for tapping.
2. Use the tapping tool for tapping.
3. Cut internal threads in already drilled hole.
WHEEL PRESS OPERATION
1. Put axle’s disc in the hydraulic press range.
2. Put them in press such that wheel and axle in some bore.
3. On wheel seat of axle, paste (basic lead ancarbonate+boil lincid oil) is applied.
4. Hole of disc touch the axle bore.
5. Pressure is of 400-600 kG/sq.mm.
Parameter:
Interference Pressure
ICF (13T) 0.11 mm. 68.8-103.2T
ICF (16T) 0.181mm. 71.2-106.8T
BCN 0.211mm. 84-126T

Type of wheel Max. Size Min.size
ICF 918 837
BOX 1003 873
BCN 1003 919
LHB 918 857
IR-20 891 836
DLC 840 780
IRS 1090 1003
BOB 918 825
TYRE 918 857
EMU 955 857
AXLE JOURNAL TURNING & BURNISHING
OPERATION (Done on AJTB Lathe):
1. Fit wheel on AJTB lathe.
2. Check dia. Of journal & shoulder.
3. According to drawing, turning the journal for correct size.

4. Give proper feed and accurate pressure.
Parameter:
ICF T-0-2-609, WTA C3-0
BCN WD-89025-s-02
Tyre Turning:
1. Fit the pre expansion wheel on wheel lathe.
2. Worm wheel is according to profile, turning wheel to give proper diameter.
ZYGLO TEST FOR ROLLER BEARING
Bearing:
It is an additional part attached to the axle along wheel disc to minimize friction. The
whole load of the coach is imparted to the bearing. The load on the axle is reduced. Thus,
its main function is to save the wheel and axle from any damage like stress or strain. It
can be of various types like: roller type, cartridge type, etc.
Zyglo test:
At the places where ultrasonic test does not works like at the surface of axle, bearing, etc.
The zyglo test works. Thus this test is used for the detection of faults like cracks on
surfaces of bearings, axle, etc.

Procedure:
First of all bearings are detached from the axle and they undergo inspection. If the
workers working on them find any cracks or scratch type pattern and they are not sure
due its small size, then they are sent for zyglo test which is as follows:-
 First of all, bearing is dipped in a tank of ‘fluorescent dye’. It is left for 20-25
min. this is done so that dye is penetrated into the crack.
 Then the bearing is put into a rinse tank so that excess dye can be rinsed off is
costly. Moreover, there is no use of extra dye.
 Then, roller is washed under a low-pressure water tap to remove the unwanted
dye. Pressure of the water should be low. If pressure is high, it can remove the
whole dye, which is not wanted.
 Roller is placed in a hot chamber for round about 20-25 min. to make it
completely dry.
 Now, roller is put in a tank full of developer powder. It is moved in the tank so
that developer powder can penetrate into the cracks. The function of this powder
is to impart a different color (green) to the cracks.
 Now, roller is placed in a dark room where a violet lamp is moved all round the
bearing. If any crack exists, it can be seen in the form of a zigzag line of green
color. Then that bearing is rejected.
This method is also used for heavy pieces which are difficult to carry, are repaired on the
site itself. This process is called RDP (Red Dye Penetrate) method.
In it instead of fluorescent dye, a red dye is used. Rest of the process is similar. In place
of dipping in tank, we spray chemicals on the pieces to be tested. This process is used for
heavy parts like wheel, axle, etc.

ULTRASONIC TEST FOR AXLE
Ultrasonic rays:
Ultrasonic rays are those rays whose frequency range is beyond hearing range i.e. greater
than 20,000 cycles per sec.
Principle:
This test is based on the principle of piezoelectric effect i.e. if a material is subjected to
mechanical vibrations there will be an e.m.f. generated at both surface or vice -versa.
This test is used to detect any fault i.e. cracks, blowholes, slag inclusion etc, in the axle
and wheel; internally i.e. this test is for internal defect only.
Procedure:
Its procedure is divided into three stages:-

1. Normal scanning testing:
In it, U-V rays are passed linearly to the axle i.e. at an angle of ‘0’degree or 180 degree.
If any fault lies within the path of U-V rays, then the U-V rays suddenly reflects back
and give different signals on cathode ray tube (CRT)
CRT is a screen type device attached with transducer where location of cracks along
with their size can be seen in the form of pulses or signals. But, this testing also has a
drawback and that is due to the geometry of the axle portion (1) and (2) Remains
untested. For them, we will move to our second testing
2. Low Angle testing:
In this testing diagram of the axle is made with its dimensions then few operations are
done on the diagram. First of all, a line is made to touch the initial face to the rigid
surface. And then the angle which this line is making with the horizontal is calculated.
Once the angle is calculated, then on the original axle we will pass the U-V rays from the
same angle with horizontal. The angle so obtained is a small angle. Therefore, this testing
is called Low Angle Testing.
This testing also has a drawback. As the U-V rays will find out the faults only in portion
(2) and still the portion (1) remains untested .This drawback is removed by our third and
final testing.
3. High Angle Testing:
In this testing also, some paper work is done first. First of all, in a diagram of the axle, a
line is drawn from the portion (1) to the opposite end, which will cut the axle beyond the
rigid surface, as clear from the above diagram. Then angle ‘x’ (the unknown angle of the
diagram) is calculated. Later on with this angle keeping in mind U-V rays is passed in the
axle to find fault in portion (1).

BRAKING SYSTEM
Brake have utmost importance in a moving body. Every moving body has brakes to
control the speed or motion. Various mechanisms are employed for braking system.
Frictional force is utilized in process of application of brakes. Therefore, our braking
system issues maximum development of frictional forces. In the Indian Railway, there are
used two type of braking system in the engines and all type of coaches.
Factor affecting the brake:
The various factors that govern braking action in any vehicle are:-
 Pressure
 Surface area in contact
 Kind of material
 Heat generation.
Basic requirements of brake:
Keeping in the view the safety of human life and physical resources the basic
requirements of brake are:-
1. Brake must be strong enough to stop the vehicle during an emergency with in a
shorter possible distance.
2. There should be no skidding during brake application & driver must have proper
control over the vehicle during the emergency.
3. Effectiveness of brakes should remain constant even on prolonged application or
during descending on a down gradient.
4. Brake must keep the vehicle in a stationary position even when the driver is not
present.
The two types of brake systems are –
1. Vacuum brake system

2. Air brake system
VACUUM BRAKE SYSTEM
Vacuum brakes have so far being considered standard on Indian Railways, but now it is
gradually replaced by Air Brakes. It is now considered for coaching stocks except in BG
Electrical multiple units and BG/MG diesel Rail Cars.
The main parts of vacuum brake system are –
1. Direct admission valve
2. Hose pipe
3. Vacuum reservoir
4. Slack adjuster
5. Brake cylinder
PRINCIPLE OF APPLICATION OF VACUUM BRAKES
Engine creates the vacuum, which is transferred to the boogie by hose pipe. Proper
vacuum is maintained throughout the system. If vacuum pressure exceed from the
prescribed limits the brakes are applied. Chain pulling and mechanism used by the driver
are just procedure to input air into the system.
LIMITATIONS OF VACUUM BRAKE SYSTEM:
1 Brake cylinder piston takes longer time to release after each application of brakes
because single train pipe.
2 Successive brake application on gradients is not effective as piston takes longer
time for release.
3 Vacuum brakes are not suitable for high speed trains the maximum pressure
available for brake application is only atmospheric. The brake power is
inadequate for higher loads and speed.
4 Brake power destroyed over the period of time as train run over long period.

AIR BRAKES
This is new method of the braking system, which is more efficient than the vacuum
brakes. This is the Japanese technology. It is used at first in Rajdhani and Satabdi
coaches. In it, compressed air is used for operating the brake system. The locomotive
compressor charges the feed pipe and the brake pipes throughout the length of the
train, the feed pipe is connected to the auxiliary reservoir and the brake pipe is
connected to the brake cylinder through the distributor valve. Brake application takes
place by dropping the pressure in the brake pipe.
The main parts of air brake system are following –
1. Brake cylinder
2. Brake pipe
3. Feed pipe
4. Distributor pipe
5. Angle cock
6. Hose pipe
7. Auxiliary reservoir
8. Guard’s van valve and pressure gauge
9. Isolating cock
10. Passenger emergency alarm signal device
11. Passenger emergency alarm valve
12. Dirt collector
BRAKE CYLINDER: There are tow 355 mm brake cylinder under frame, which is fed
by common distributor valve. It has the piston rod arrangement, which works under
pressure. Brake cylinder is connected to distributor valve on one side and by pivot to the
blank adjuster.

BRAKE PIPE: This is the charged from the locomotive at Skg/cm/cm and causes
application and release of brakes due to change in its pressure through the locomotive
control system. This pipe is linked to distributor valve.
DIAGRAM OF AIR BRAKE
FEED PIPE: This pipe is charged at a pressure of 6kg/cm/cm and keeps the auxiliary
reservoir charge at full pressure even when brakes are applied. Feed ipe is aso connected
to the distributor valve.
DISTRIBUTOR VALVE: It is connected to the brake pipe auxiliary reservoir and brake
cylinders. It controls the pressure in the brake cylinder in proportion to the reductions of
pressure in brake pipe.
ANGLE COCK : There are provide on each of the brake pipe and feed pipe and enable in
coaches to be isolated for the purpose of the alarming etc.

HOSE COUPLINGS: Both the brake pipe and feed pipe are fitted to the angle cock outlet
for the passage of compressed air from one coach to another by means of braided rubber
hose and metal coupling.
AUXILIARY RESERVOIR: This is connected to the feed pipe and distributor valve and
provides compressed air filling the cylinder.
GUARD’S VAN VALVE AND PRESSURE GAUGE: These are provided in the guard’s
compartments. These are provided to control the train movement.
ISOLATING COCK: It is device used to isolate the air from one point to brakes circuit to
other point. The handle of this cock is kept parallel to the pipe to indicate that it is in open
condition.
CHOKE: It is device for restricting the flow of air by limiting the size of the hole. It is
provided in passenger emergency alarm valve and non-return valve.
PASSENGER EMERGENCY ALARM SIGNAL DEVICE: It is fitted on the coach and
it is connected to alarm chain for actuating passenger emergency valve.
PASSENGER EMERGENCY ALARM VALVE: It is located under frame or one end
valve of each and it is connected as pipe for venting the brake pipe pressure to
atmosphere.
DIRT COLLECTOR: It is device consisting of filter fitted in the pipeline of brake and
feed of coach to separate dirt etc. from the air supply from locomotive.

PRINCIPLE OF OPERATION:
1. Charging the brake system:
 Brake pipe throughout the length of the train is charged with compressed air at
5kg/sq.cm.
 Feed pipe throughout the length of the train is charged with compressed Air at 6
kg/sq.cm.
 Control reservoir is charged to 5kg/sq.cm.
 Auxiliary reservoir is charged to 6kg/sq.cm.
2. Brake applicant stage:
 For brake applicant the brake pipe pressure is dropped by venting air from the
driver brake value subsequently the following a chain takes place
 The control reservoir is disconnected from the brake pipe.
 The distributor valve connects the auxiliary reservoir to the brake cylinders and
the brake cylinders piston is pushed outwards for applicant of brakes.
 The auxiliary reservoir is however continuously charged from feed pipe at 6Kg
/sq.cm
3. Brake release Stage:
 Brake are released by recharging pipe 5Kg/sq.cm. Pressure through the drivers
brake valve.
 The distributor valve isolated the brake cylinders from the auxiliary reservoir.
 The brake cylinder pressure is vented to atmosphere through DV and the brake
cylinders piston moves inwards.

ADVANTAGES OF AIR OVER VACCUM BRAKE:-
Parameters Air Brakes Vacuum Brakes
Emergency braking
distance
632m 1097m
Brake power fading No fading At least by 20%
Weight of equipment per
wagon (approx.)
275kg 700kg
Pressure Gradient No up to 2000m.
Steep reduction in
vacuum in trains longer
than 600m.
Preparation time in
departure yards (45
BOX or 58 BOXN)
Less than 40 minutes. Up to 4 hours.
Safety on down gradients Very safe Needs precautions
Overall reliability Very good Satisfactory

CNC PLASMA CUTTING MACHINE
This is a latest technique of getting required pieces of coaches from the raw metal sheet.
Here plasma cutting of the metal sheet is done with the help of a computer. That is why it
is called a CNC Plasma Cutting.
One of the basic raw materials required for this machine is electricity, while in any other
cutting technique oxygen torch or any other things are required. Electricity required is of
low volt, which can later be converted to high volt according to the thickness of the sheet.
Along with electricity, a pressure of ‘11kg’ is also required. Other requirement of the
machine is a ‘copper’ electrode. Along with the electrode, a reactive metal called
‘feminum’ is placed which is a consumable metal with the passage of electricity and is
responsible for the cutting torch. Cutting torch is released from a ‘nozzle’ fitted below the
electrode.
The current comes from a three-phase supply of 440 volts. Metal sheet is placed below
the electrode on a bed, which acts as the earthing. As the current is started, the electrode
becomes positive while the metal sheet becomes negative. The electrode should be placed
at some distance above the metal sheet. It should not touch the metal sheet. Otherwise, a
short circuit can occur. Due to the presence of earthing the current gets a path and the
cutting is done.
We can use this technique to get various parts like wood step, coupling rod, etc in a short
duration.
The advantage of this technique is that since it is done with the help of a computer,
therefore, human error is eliminated. Moreover, we can save labor cost also. This machine
can cut more than one piece at a time by increasing the number of electrodes.

MAINTAINANCE OF A COIL SPRING
Coil spring is an integral part of the boggie system. They are of two types depending
upon their size. One is called Bolster spring (which is of big size coil spring). These
springs are maintained through three processes followed in an order, which are short
blasting, manful test and load testing. These processes are as follows: -
 SHORT BLASTING OF COIL SPRING:
This process is done too turn a rusted spring into a rustless spring using the help of a
spherical material called short (which is an alloy of steel and iron).
Procedure: -
The whole procedure is done automatically with the help of a ‘short blasting machine’.
First of all, spherical shorts of dia. 280 micrometer are poured in the inlet tank. Then with
the help of a pump these shorts are taken at a height in a tank which has an opening at the
bottom connected to a pipe. Below the pipe a blower or a fan is connected to provide the
sufficient thrust to these shorts.
At the same time, coils are inserted one by one on a horizontal plane in the machine. In
the path, at midway there is the pipe above them, pouring shorts with a high force. These
shorts coming with a high speed hits the rusted coil springs and removes the rust.
These rustless coils then come outside of the machine through another opening. The rust
material and the used shorts are collected in a tank. In this way a neat and clean coil
spring is obtained.
 MAGNAFLUX TESTING OF COIL SPRING:

This is the second procedure operated on the coil spring. This is to detect any fault like
cracks in the spring. The testing is based on the principle of electric magnetic field.
Procedure: -
First of all, a coil spring is placed on the testing machine. Below the machine a tank was
provided, in that tank we pour our testing agent i.e. a combination of kerosene oil and
magnaflux (chemical powder). It should be poured in a fixed ratio. For every one liter
0.75gm.of magnaflux should be added.
On one side of the coil spring a sheet is there, called ‘contact shot’. A piston called as
‘center contact piston’ from the other side emerges and through the spring it touches the
‘contact shot’. With the help of a small pump, oil is taken above to a pipe placed above
the coil spring. Oil is poured on the spring, so that it can penetrate into the cracks, if any.
Current supply is made ‘on’. Thus an ‘Electromagnetic field’ is generated around the
spring. The surrounding of the spring is then transferred into a dark room with the help of
the black curtains. Ultra violet lights are switched ‘on’ which is light blue in color. It any
crack was there in the spring, it can be spotted in a white color.

CYLINDER PROCEDURE OF REPAIR OF AIR BRAKE
 Air brake cylinder must be clean from outside.
 Open the all nuts and bolts of air brake cylinder cover.
 Open all the parts of brake cylinder piston.
 Clean all the parts of brake cylinder with kerosene oil and check all the parts.
If anyone is damage then change it.
 Apply the grease inside the brake cylinder.
 Change all the rubber kits and use new one.
 Fit all parts of brake cylinder and tight all the nuts and bolts of cover plate.
 Fit brake cylinder on testing bench.
 Charge brake cylinder at 0.7 KG/ CM*CM pressure and check the leakage problem
by application of mixture of soap.
 Charge the brake cylinder again at 3.8 KG/ CM*CM pressure and check the leakage
Cannot be more than 0.1 KG/ CM*CM in 10 minutes.
 After testing the brake cylinder must be painted properly.
 Please write date on OK brake cylinder and kept on side.

PROCEDURETO REPAIR DISTRIBUTION VALVE (DV) (C3W OR
ESCORT TYPE)
 Open all the assemblies of DV.
 Put all assemblies in tray.
 At the time of opening please use fixture and proper tools which are required.
 Clean DV housing with wire brush.
 Clean DV parts with kerosene oil.
 Dry all the parts of DV that is lower cover or machining hole with the compressed
air and also use Air gun.
 Replace all the rubber and unused parts of DV.
PROCEDURE TO FIT BOLSTER SUSPENSION
 First of all see that the anchor link equalizing stay is fit properly in the bolster.
 See that the bolts of center pivot sleeve are properly tight.
 Fit suspension pin in the lower block and B.S.S Bracket.
 Put top block on the lower block suspension pin.
 Put hanger on top block of lower block.
 Put dead weight on lower flock.
 Fit the top block and hanger with the help of B.S.S Bracket suspension.
 Remove dead weight.
 Check the hanger for correct fitting.
 If hanger is loose then remove it.
 Check the safety strap of bolster suspension assembly.

MAIN PARTS OF TRAIN TROLLY:-
1. Main frame
2. Wheels
3. Air brake cylinder
4. Axle boxes Brakes (material is farado)
5. Bolster suspension
6. Bearing pieces for guidance
7. Primary suspension springs
8. Secondary suspension springs
9. Shockers for load resistance
10. Pulley and belts
11. Alternator and battery box
PROCEDURE TO REPAIR TRAIN TROLLY
1. First, the carriage is checked in the inspection section. Then it is send into carriage
lifting
shop .
2. The carriage is free from the trolley frame and then it is lifted with help of crane.
3. Carriage is lifted and put on the stands and then the carriage is repaired.
4. The under trolley of carriage is sent to carriage lifting shop.
5. The frame is set free from the wheels and other parts.
6. The main frame of trolley is lifted to washing tank and here it is dip in the solution
for 2 hours.
7. Then it is taken out and dries with the help of compressed air with the air gun.
After that frame comes to different sections . That are:-
1. The brake section is fixed on the frame and fork is also fitted by which help the
brake is come into play.

2. The bearing pieces of shockers which is fixed in the bolster is replaced by the help
of HYDRAULIC PRESS. Then it is fixed with fork and fork guides bolster to
BRAKE ON.
3. The primary section springs and secondary section springs are also replaced.
The centre shocker which is used to less the forces acting on the primary
and secondary section.
4. The alternator which is fixed under the frame is also changed and checked that it
is able or not to do train lighting.
5. The 2 air brake cylinders is first check in the air brake section and fitted on the
frame the pipes of air brake cylinder are also fits.
6. Before putting the complete frame on to the wheels. The pulley is fitted on the
axle rod with the rubber packing.
7. The frame is put on the wheels and the center shockers has been bolted to the frame
of axle.
8. At last the trolley is sent into the carriage shop and the carriage is put on the trolley.

REFERENCE
 http://www.nrmuworkshopdiv.com/jud/jud.html
 en.wikipedia.org/wiki/North_Central_Railway_zone
 workshop data files

Railway Workshop Training Report Summary

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