MADHAV UNIVERSITY

PRACTICAL TRAINING

AT

BASIC TRAINING CENTRE MECHANICAL WORKSHOP, N.E. RAILWAY, GORAKHPUR

SUMITTED IN PARTIAL FULLFILTMENT FOR THE AWARDED OF

DIPLOMA MECHANICAL ENGINEERING

(2017-18)

SUBMITTED BY: VIJAY KUMAR RAJBHAR

1
 Department of Mechanical Engineering
MADHAV UNIVERSITY
PINDWARA

CERTIFICATE

This is to certify that Mr. VIJAY KUMAR RAJBHAR of Diploma (Mechanical Engineering) Roll
No.L16DPME0009 has completed / partially completed / not completed his Industrial Training during the
academic year 2017-2018 as partial fulfillment of the Diploma (Mechanical Engineering) course.

Class Incharge Head of the Department

Examined by: 1) ____________________ 2) _________________________

Date:

2
3
 ACKNOWLEDGEMENT
Practical training is a synthesis of student hard work and the guidance received by virtue of their
mentor experience. Thus the acknowledgement helps the students to express their deep hearted
gratitude towards those who have contributed to their success by the able guidance and timely
suggestions. I would like to thanks all the people who directly or indirectly helped me in my
process of learning’s during 45 days training. I would also find a great pleasure in learning &
training in such a great organization.

I express my deeply regards to Dr. Deepak Paliwal sir for given the valuable suggestion
and knowledge. I am also grateful to Mr. Gagan Goyal without whose help I’ll never be able to
complete my 30 days training at BASIC TRAINING CENTERE MECHANICAL
WORKSHOP, N.E. RAILWAY, GORAKHPUR and make my learning successfully.

(VIJAY KUMAR RAJBHAR)

Enrollment No-L16DPME0009
Diploma Final Year

Signature of the student

4
 Table of Contents

Chapter No. Contents Page No.

1 1. Introduction 8
1.1 Division In Indian Railway 9
1.2 About Gorakhpur Mechanical Workshop 9
1.3 Statics And specification 10
1.4 Overview Of Entire Shops 10
2 2. Machine Shop 11
2.1 Description 11
2.1.1 Capstan And Turret Lathe Section 12
2.1.2 Milling Section 14
2.1.3 Center Lathe Section 15
2.1.4 Drilling Section 15
2.1.5 Shaper And Slotter Section 16
3 3. Shell Shop 18
3.1 Main Parts Of Shell 18
3.2 Fitting Shop 18
3.3 Welding Shop 19
3.3.1 Types Of Welding Used In Shop 20
3.4 Gas Welding 20
4 4. Heat Treatment Shop 21
4.1 Different Type Of Heat Treatment Processes 21
4.1.1 Annealing 22
4.1.2 Hardening 22
4.1.3 Martempring 23
5 5. Spring Shop 24
5.1 Tests Performed Of Helical And Laminated Springs 24
5.2 Spring Scratching 25
5.3 Various Reasons Of Spring Failure 26
5.4 D’ Buckling 26
5.5 Various Other Machine In This Section 26
6 6. Brake Shop 28
6.1 Braking System 28
6.1.1 Air Braking System 28
6.1.2 Electronically Controlled Pneumatic Brakes 28
6.2 Main Part Of Air Brake System 29
6.3 Description Of Some Important Braking System 29
6.3.1 Brake Cylinder 29
6.3.2 Brake Pipe 30
6.3.3 Feed Pipe 30
6.3.4 Distributor Valve 30
6.3.5 Angle Cock 30
6.3.6 House Coupling 30
6.3.7 Guard Van Valve And Pressure Gauge 31
6.3.8 Isolating Cock 31
5
 6.3.9 Chock 34
7 7. Wheel Shop 32
7.1 Wheel Testing & Machining 32
7.1.1 Axel Journal Turning Lathe 33
7.1.2 Hydraulic Wheel Press With A Facility Of Mounting 33
7.1.3 Axel Turning Machine 33
7.2 Wheel Profile Lathe 34
7.3 Zyglo Testing 34
8 8. Jigs And Fixtures Shop 35
8.1 Jigs 35
8.2 Fixture 35
8.3 Design Of Jigs And Fixtures 35
9 9. Paint Shop 36
9.1 Purpose Of Painting 36
9.2 Material Used In Painting 36
9.3 Paint Material 36
9.4 The Main Process Involve Painting 37
9.5 Types Of Paint 38
10 10. Material Handling System 36
10.1 Material Handling Equipment 40
10.2 Types Of Materials Handling Equipment Available In Shop 40
10.2.1 Overhead Crane 41
10.2.2 Conveyer Belt 42
10.2.3 Small Industrial Trucks 43
References 44

6
 LIST OF FIGURES

Fig. No. Title Page No.

1 2.1 Capstan Lathe 12
2 2.2 Turret Lathe 13
3 2.3 Milling machine 14
4 2.4 CNC Milling Machine 14
5 2.5 Center Lathe 15
6 2.6 Drilling Operation 16
7 2.7 Drilling Machine 16
8 2.8 Oxyacetylene Welding 19
9 2.9 Heat Treatment Process Of Part 19
10 5.1 Helical Spring 22
11 5.2 Coach Chassis With Helical Spring 24
12 5.3 Overview Of Mounting Of Helical Spring 25
13 5.4 Calculation of Rolling Friction 26
14 5.5 Finishing Of Helical Spring 27
15 6.1 Mounting Of Air Brakes 29
16 6.2 Brake Disk In Coaches 30
17 7.1 Inspection Of Wheel In wagon 32
18 7.2 Operation On Axel Turning Machine 33
19 7.3Profiling Of Wheel On Lathe 34
20 7.4 Zyglo Testing Machine 34
21 8.1 Fixture 35
22 9.1 Paint 37
23 9.2 Thinner 37
24 9.3 Layer Of Coach painting 38
25 10.1 Overhead 41
26 10.2 Conveyer Belt 42
27 10.3 Small Industrial Trucks 43

7
 1. INTRODUCTION

Indian Railways is an Indian state-owned enterprise, owned and operated by the

Government of India through the Ministry of Railways. It is one of the world's largest railway
networks comprising 115,000 km (71,000 mi) of track over a route of 65,436 km (40,660 mi)
and 7,172 stations. In 2014–15, IR carried 8,425 million passengers annually or more than 23
million passengers daily (roughly half of which were suburban passengers) and 1050.18
million tons of freight in the year. In 2014–2015 Indian Railways had revenues of 1441.67
billion (US$23 billion) which consists of 940.0 billion (US$15 billion) from freight and
375.0 billion (US$6.1 billion) from passengers tickets.

Railways were first introduced to India in the year 1853 from Bombay to Thane. In 1951
the systems were nationalised as one unit, the Indian Railways, becoming one of the largest
networks in the world. IR operates both long distance and suburban rail systems on a multi-
gauge network of broad, metre and narrow gauges. It also owns locomotive and coach
production facilities at several places in India and are assigned codes identifying their
gauge, kind of power and type of operation. Its operations cover also provides limited
international services to Nepal, Bangladesh and Pakistan. Indian Railways is the world's
seventh largest commercial or utility employer, by number of employees, with over 1.307
million employees. As for rolling stock, IR holds over 239,281 Freight Wagons,
62,924 Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel and
4,568 electric locomotives).

The trains have a 5 digit numbering system and runs 12,617 passenger trains and 7421

8
freight trains daily. As of 31 March 2013, 20,884 km (12,977 mi) (31.9%) of the total
65,436 km (40,660 mi) route length was electrified, Since1960, almost all electrified
sections on IR use 25,000 Volt AC traction through overhead catenary delivery.

1.1 Division In Indian Railway

The Indian Railways is divided into zones, which are further sub-divided into divisions, each
having a divisional headquarters. There are a total of sixty-nine divisions. Each of the
divisions, is headed by a Divisional Railway Manager (DRM) who reports to the General
Manager (GM) of the zone. A DRM can be appointed from any services of Indian railway,
Indian Administrative Service (IAS) and Indian Revenue Service (IRS) for the tenure of 3
years but it can be exceeded on the recommendation of Railway Board. Divisional officers
heading all departments viz. engineering, mechanical, electrical, signal and
telecommunication, accounts, personnel, operating, commercial, safety, medical, security
branches report to the Divisional Railway Manager. The DRM is assisted by one or two
Additional Divisional Railway Managers (ADRM) in the working of the division.

1.2 About Gorakhpur Mechanical Workshop

Gorakhpur workshop was established in 1903 for repair and overhauling of MG steam
locomotives, coaches and wagons. Due to gauge conversion from MG to BG, POH activity
of 50 BG coaches /month was started in sep1984.The POH of MG coaches was also
stopped from January 2002.At present, this workshop is mainly carrying out POH of BG
AC and NON-AC coaches in number 180 per months. Capacity augmentation and
modernization project phase-1(coasting
RS.22.7 cr.) and phase -2(coasting Rs.18 cr.) has been sanctioned and are under progress.
There are 493 stations, two Mechanical workshops (one each at Gorakhpur and Izatnagar),
two diesel sheds (one each at Gonda and Izatnagar), one Engineering workshop at Gorakhpur
and one Signal workshop at Gorakhpur, on this Railway

9
1.3 Staistics And Specification

1. No. of officers - 21.

2. No. of supervisors- 388.
3. On roll strength- 5282.
4. Total are covered- 29.8 Hectare.
5. Covered area- 16.7 Hectare.
6. Track Length- 45.5 km(approx.)
7. Township area Gorakhpur.
8. Power consumption- 208662 KWH

1.4 Overview of Entire Shops

In Mechanical workshop there are various shops dedicated to meet the requirements. Every
shops are provided to carry out the different manufacturing processes that are required in
overhauling processes. The various shops are listed below. To get the desired efficiency the
supervisors and workers are given with a specific shop to perform the machining and non-
machining processes.

1. Machine Shop
2. Shell Shop
3. Heat Treatment Shop
4. Spring Shop
5. Brake Shop
6. Air Conditioning Shop
7. Wheel Shop
8. Jigs and Fixtures Shop
9. Paint Shop

10
 2. MACHINE SHOP

2.1 Description

In this section all kinds of machining is done to obtain the correct size and shape of the job.
Besides, machining of steel job, Aluminum-plates are also machined here. Machining is other
performed manually or on automatic machines. Machines are two types…

1. Automatic
2. Manual
There are three types of automatic machine.

1. Numerical control
2. Computer numerical control
3. Direct numerical control machine

Numerical Control-The machining parameter are feed from the control panel by pushing
buttons .The job is machined according to the parameter There are N.C. boring machine in
this shop.
Computer Numerical Control- In this machine all the data corresponding to the initial work
piece to the final product is feed into the computer. All the process required in the order of
action is fed with the help of programmer .In this machine one, has to just fix the job is to the
chuck. All the other process is done automatically. This is the machine use for large scale
production. In this shop there is one CNC chucker turret Lathe machine.

Direct Numerical Control-This machine is controlled by installing a control room away

from the work place .These machine are D.N.C. machine. These are fully automated .The
machine shop is divided into different divisions to the task accomplished .Theses sections
are-

1. Capstan and turret lathe section

2. Milling section
3. Center lathe section
4. Drilling section
5. Shaper and Slotter section
6. Heavy machine section
11
2.1.1 Capstan And Turret Lathe Section

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

A capstan machine is a processing machine used to make the same parts again and again. The
cutting bits are mounted on a rotatable turret known as a capstan, which permits the client to
rapidly change the introduction of the bits for slicing without needing to take off the first bit
and afterward mount the second. A bit of crude material, off and on again known as a clear, is
mounted into the capstan machine and is then spun at high velocity. The cutting apparatuses,
some of the time known as blades, are then used to slice into the clear to make another shape
or outline.
Manual capstan machine machines can additionally list the instruments to a particular
position to make parts more than once, however mechanical pieces will need to be put by
hand before the operation starts. The client will place bars or pieces deliberately for every
progressive instrument that will perform the cutting, and those squares will must be uprooted
and afterward supplanted if an alternate part is to be made. This includes a bit of time over a
CNC machine, yet spares time over different styles of machines that don’t offer capstans.

Fig. 2.1- Capstan Lathe

12
The term "capstan lathe" overlaps in sense with the term "turret lathe" to a large extent. In many times
and places, it has been understood to be synonymous with "turret lathe". In other times and places it has
been held in technical contradistinction to "turret lathe", with the difference being in whether the
turret's slide is fixed to the bed (ram-type turret) or slides on the bed's ways (saddle-type turret). The
difference in terminology is mostly a matter of United Kingdom and Commonwealth usage versus United
States usage. American usage tends to call them all "turret lathes". A subtype of horizontal turret lathe is
the flat-turret lathe. Its turret is flat (and analogous to a rotary table), allowing the turret to pass beneath
the part. Patente

by James Hardness of Jones & Lamson, and first disseminated in the 1890s, it was developed
to provide more rigidity via requiring less overhang in the tool setup, especially when the part is
relatively long. Hollow-hexagon turret lathes competed with flat-turret lathes by taking the conventional
hexagon turret and making it hollow, allowing the part to pass into it during the cut, analogously to how
the part would pass over the flat turret. In both cases, the main idea is to increase rigidity by allowing a
relatively long part to be turned without the tool overhang that would be needed with a conventional
turret, which is not flat or hollow.

Fig. 2.2- Turret Lath

13
2.1.2 Milling Section

Milling is the machining process of using rotary cutters to remove material from a work piece by
advancing (or feeding) in a direction at an angle with the axis of the tool. It covers a wide variety of
different operations and machines, on scales from small individual parts to large, heavy-duty gang milling
operations. It is one of the most commonly used processes in industry and machine shops today for
machining parts to precise sizes and shapes

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

Fig. 2.3- Milling Machine Fig. 2.4- Cnc Milling Machine

14
2.1.3 Center Lathe Section
Heavier lathes are provided in this section. All the lathes have four jaws chuck for better
holding centering is done either manually or with the help of universal scriber. All kinds of
turning are performed here. Parting off is other major operation done.

Fig. 2.5- Center Lathe

2.1.4 Drilling Section

Drilling operation is carried out here. A large for the operation .To complete the operation
faster a few gauge milling machine are also provided. Cutting fluid is sometimes used to ease
this problem and to prolong the tool's life by cooling and lubricating the tip and chip flow.
Coolant may be introduced via holes through the drill shank, which is common when using a
gun drill. When cutting aluminum in particular, cutting fluid helps ensure a smooth and
accurate hole while preventing the metal from grabbing the drill bit in the process of drilling
the hole.

In computer numerical control (CNC) machine tools a process called peck drilling, or
interrupted cut drilling, is used to keep swarf from detrimentally building up when drilling
deep holes (approximately when the depth of the hole is three times greater than the drill
diameter). Peck drilling involves plunging the drill part way through the workpiece, no more
than five times the diameter of the drill, and then retracting it to the surface. This is repeated
until the hole is finished. A modified form of this process, called high speed peck drilling or
chip breaking, only retracts the drill slightly. This process is faster, but is only used in
moderately long holes, otherwise it will overheat the drill bit. It is also used when drilling
stringy material to break the chips

15
 Fig. 2.6- Drilling machine Fig. 2.7-Drilling Operation

2.1.5 Shaper And Slotter Section

(A) Shaper

The machine is also called horizontal shaping machine. It works on quick-return mechanism
.The arm of shaper reciprocating horizontally. The cutting take place only in the forward
stroke. The bed of the machine is fixed and the tool reciprocating. Shaping, Planning,
Grooving etc. are performed by this machine.

(B) Slotter

The slotter is vertical shaping machine .The arm reciprocating in the vertical direction. Most
parts are the same as shaper .Slotting is the process that is carried on this machine.

(C) N.C.Boring

By this boring machine, various different operations can be done such

as drilling machine etc. The depth of cut and the feed is controlled by pushing the button of
control panel. The fig.is displayed while machine, the work table rotates and the tool is
fixed.

16
(D) Planer

A planer is a type of metalworking machine tool that uses linear relative motion between
the work piece and a single-point cutting tool to cut the work piece. A planer is similar to a
shaper, but larger, and with work piece moving, whereas in a shaper the cutting tool moves.
Planer is used for the very large jobs. The basic difference between shaper and planner is
procedure of giving relative motion between the work piece and tool. In the shaper, the tool
reciprocates while in planner the table reciprocates.

17
 3. SHELL SHOP

Shell shop is divided into two parts-

1. Fitting Shop
2. Welding Shop

3.1 Main Parts of Shell

Various parts of shell are as follows-

1. Under Frame

(A)Sole Bar

(B)Head Stock Assembly

(C)Body Bloster Assembly
(D)Through Floor (E)Crops
Bearer (F)Tubular Structure
2. Side Bar

3. Roof

4. End bar

5. Center Pivot (Guide of turning of train)

3.2 Fitting Shop

Fitting work is a very important work in engineering. In fitting shop unwanted material is
removed with the help of hand tools. It is done for mating, repair and manufacturing
purposes. The person working in the fitting shop is called a fitter.
A fitter should have the complete knowledge of the tools used in the shop. Commonly used
tools are hacksaw, files, chisels etc
.

18
3.3 Welding Shop

Welding is a fabrication or sculptural process that joins materials,

usually metals or thermoplastics, by causing fusion, which is distinct from lower
temperature metal-joining techniques such as brazing and soldering, which do not melt the
base metal. In addition to melting the base metal, a filler material is
often added to the joint to form a pool of molten material (the weld pool) that cools to form a
joint that can be as strong, or even stronger, than the base material

Fig. 2.8- Oxyacetelyne Welding

Some of the best known welding methods are

1. Shielded metal arc welding (SMAW)
2. Gas tungsten arc welding (GTAW)
3. Gas metal arc welding (GMAW)
4. Flux-cored arc welding (FCAW)
5. Submerged arc welding (SAW)
6. Electroslag welding (ESW)

19
3.3.1 Types Of Welding Used In Shop

1. CO2 arc welding

2. Manual metal arc welding.
3. Bharat cutting gas(B.C.G.)
4. Liquefied Petroleum Gas
5. Oxy-acetylene gas welding

3.4 Gas Welding

The most common gas welding process is oxyfuel welding, also known as oxyacetylene
welding. It is one of the oldest and most versatile welding processes, but in recent years it
has become less popular in industrial applications. It is still widely used for welding pipes
and tubes, as well as repair work. The equipment is relatively inexpensive and simple,
generally employing the combustion of acetylene in oxygen to produce a welding flame
temperature of about 3100 °C. The flame, since it is less concentrated than an electric arc,
causes slower weld cooling, which can lead to greater residual stresses and weld distortion,
though it eases the welding of high alloy steels. A similar process, generally called oxyfuel
cutting, is used to cut metals. on Indian Railways, Aluminum Thermic (A. T.) Welding,
Flash Butt (Electric Resistance) Welding and Gas Pressure Welding processes are presently
in use for welding of rail joints. Flash Butt Welding is being done on Zonal Railways
departmentally, using Stationary Flash Butt Welding Plants of different makes. Mobile
Flash Butt Welding Plants, capable of in situ Flash Butt Welding of rail joints, are also in
operation on some of the Zonal Railways. The Code of Practice for Flash Butt Welding of Rails
(tentative) was issued in January, 1972. Revision of this Code is being made to cover procedures
for Flash Butt Welding of heavier and higher strength rails now used on Indian Railways and to
incorporate the latest practices. This Code of Practice is being renamed as "Manual for Flash Butt
Welding of Rails".

20
 4. HEAT TREATMENT SHOP

Heat treatment is the process of heating and cooling of a material to change its physical and
mechanical properties without changing the original shape and size. Heat treatment of steel is
often associated with increasing its strength, but can also be used to improve machinability,
formability, restoring ductility, etc. Basic heat treatment process for steels are described in
the following subsections.

4.1 Different Types Of Heat Treatment Processes

1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.
6. Stress relieving.
7. Spheroid zing.
8. Normalizing
9. Case hardening.

10. Cyaniding.

11. Flame hardening.

12. Induction hardening.

13. Nitriding.

21
 Fig. 4.1- Heat Treatment Process Of Parts

4.1.1 Annealing

Annealing is one of the most important heat treatment operation applied to steel. It is the
process of heating the steel in a furnace to a point not exceeding 50° above its upper critical
point and maintaining the steel at that temperature for a considerable time (30-60 minutes) to
convert the whole steel to austenite. Steel is allowed to cool down slowly through a medium
of hot sand, hot ashes or hot lime dust. The rate of cooling is to be maintained at 150-200ºC

4.1.2 Hardening
In hardening process, the steel is first heated to a point exceeding 50ºC above the upper
critical point for hypo-eutectoid steels and 30-50ºC above for hyper- eutectoid steel. Then the
steel is soaked at this temperature for a considerable time to ensure that all the pearlite and
cementite have changed into austenite. After that the steel is cooled rapidly to keep the
austenite to remain as such at room temperature. This process consists of two operations –
heating and quenching. If these two operations are properly carried out, then the required

22
4.1.3 Martempering

Martensite is stable only up to 200ºC. If a piece of steel, which has been hardened, is
subsequently heated to a temperature above 200ºC, the decomposition of martensite will start
taking place. This decomposition is in the order of troostite first and then sorbite.

Martensite decomposes into troostite, which is a finely dispersed mixture of cementite and
ferrite, in the temperature ranges of 200-300ºC. Tempering at temperature between 500-
600ºC will lead to the formation of the globular structure of sorbite. The object of tempering
is to remove excessive brittleness and induce toughness.

23
 5. SPRING SHOP
In this section the helical and leaf spring are prepared. The helical spring is the most
commonly and vastly used in the coaches as well as in the engine. Every helical spring
undergoes a specific set of testing before application in the coaches. For this purpose there
are certain machine for testing, grading and repairing it. All materials to some degree show
elastic properties and will deform to some extent when they are subjected to external loads.
“When the load is removed, the material will return to its original shape” without any
deformation provided its elastic limit is not exceeded. A material which shows these
properties can be considered a spring.

Fig. 5.1- Helical Spring

5.1 Tests Performed On Helical And Laminated Springs

(1) Visual and magnetic crack detection.

(2) Spring scraping machine.
(3) D’ buckling

Visual and magnetic crack detection. The visual test with the help of magnifying lens and
glass the spring the is inspected of-

Corroded--------------- Fail

Deep seam of mark -------------------- Fail Surface

crack ------------- Fail
No sound defect ------------- Fail

In the magnetic testing a mixture of kerosene oil and magnetic red ink is sprayed on the

24
spring and inspected for the clinging of the oil droplets. If oil clings at same place if present
the presence of crack. There are variation reasons for the failure of the helical spring such as
free height load test, dent mark, corrosion and breakage.

CAUSE PERCENTAGE OF FAILURE

Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%

Fig. 5.2-Coach Chassis With Helical Spring

5.2 Spring Scraging

After the buckling test, the spring should be put on scraping machine and the camber should
be measured. In this test, the spring should be pressed quickly and camber should be
measured 2 times. The spring should be test such as, it should not be more than ½ of the
plate. In helical spring scraping, the spring is kept on the machine and its free height us
measure. Now the spring is compressed, under certain and its compression is noted down.
The compression is matched from the table provided for springs. If the compression matches,
the spring is passed otherwise rejected.

25
 Fig. 5.3- Overview Of Mounting Of Helical Springs

5.3 Various Reasons Of Spring Failure

1. Over camber of the spring.

2. Short camber of the spring.
3. Leaf broken.
4. Gap between the leaves of the spring.

5.4 D’ Buckling

On this machine, buckling is performed on laminated spring. The leaves of the springs are
assembled and pressed. Now it is put on the buckling machine axial and longitudinal forces are
applied.

5.5 Various Other Machines In This Section-

1. Quenching tank.
2. Tempering furnace.
3. Rolling machine.
4. Cambering and hardening.
5. Hardness testing machine.

In hardness the use Brinell hardness test machine.

26
Fig. 5.4- Calculation Of Rolling Friction Fig. 5.5- Finishing Of Helical Springs

27
 6. BRAKE SHOP

6.1 Braking System

Working-By means of frictional force between wheel and brake pad. Mainly two
types of braking system is used-
1. Air-Braking system.
2. Vacuum-brake system.
3. Electronically control Pneumatic Brakes

6.1.1 Air Braking System

This is new method of braking system, which is more efficient than the vacuum brakes. It is
used at first in Rajdhani and satabdi coaches. Progress conversion of vacuum brakes in air-
brake has being undertaken.

6.1.2 Electronically Controlled Pneumetic Brakes

Electronically controlled pneumatic brakes (ECP) are a development of the late 20th
Century to deal with very long and heavy freight trains, and are a development of the EP
brake with even higher level of control. In addition, information about the operation of the
brakes on each wagon is returned to the driver's control panel.With ECP, a power and
control line is installed from wagon to wagon from the front of the train to the rear.
Electrical control signals are propagated effectively instantaneously, as opposed to changes
in air pressure which propagate at a rather slow speed limited in practice by the resistance
to air flow of the pipework, so that the brakes on all wagons can be applied simultaneously,
or even from rear to front rather than from front to rear.This prevents wagons at the rear
"shoving" wagons at the front, and results in reduced stopping distance and less equipment
wear.There are two brands of ECP brakes available, one by New York Air Brake and the
other by Wabtec. These two types are interchangeable.

28
6.2 Main Parts Of Air Brake System

1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributer pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.

6.3 Description Of Some Important Parts Of Air Braking System

6.3.1 Brake Cylinder

There are two 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 block cylinder.

Fig. 6.1- Mounting Of Air Brakes

29
6.3.2 Brake Pipe

This is charged from the locomotive at 5 kg/cm3 and causes application and release of
brakes due to change in its pressure through the locomotive control system. The pipe
linked to distributor system.

6.3.3 Feed Pipe

It having 6kg/cm3 pressure, and keeps the auxiliary reservoir charge at fuel pressure
even when brakes are applied. Feed pipe are also connected to the distributor valve.
6.3.4 Distributor Valve

It is connected to the brake pipe auxiliary reservoir and brake cylinder. It controls the
pressure in the brake cylinder. It controls the pressure in the brake cylinder in proportion to
the reduction of pressure in brake-pipe.

6.3.5 Angle Cock

It is use for alarming purpose.

Fig. 6.2- Brake Disc In Coaches

6.3.6 House Coupling

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 mean of braided rubber and metal coupling.

30
6.3.7 Guard Van Valve And Pressure Gauge

These are provided in the guards compartments. These are provided to control the train movement.

6.3.8 Isolating Cock

Use for isolating the air from one point to the other point.

6.3.9 Choke

It is device for restricting the flow of air from one point brakes circuit to other point.
The handle of this cock is kept parallel to the pipe to indicate that it is in open
conditions.

31
 7. Wheel Shop

In this shop, repair work of the wheel and axel is under taken. As it is known that, the wheel
wears throughout its life. When at work the profile and diameter of the wheel constantly
changes. To improve it’s working and for security reason, it is repaired and given correct
profile with proper diameter .The diameter of new wheel is-
Type Wheel dia. Distance b/w journal Journal Axel wheel seat
center (mm) size(mm) dia. (mm)

ICF 915 2159 120*113.5 172,0.25,0.35

BMEL 915 2210.2 120*179 171,0.45,0.63

Fig. 7.1- Inspection of Wheels In Wagon

Wheel can be used certain minimum diameter after which it is discarded. The diameter of the
wheel when it is condemned are-
S.N TYPE OF WHEEL DIAMETER IN (MM)
1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839

7.1 Wheel Testing & Machining

In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for
assessing the condition of the component of wheel such as axel trial wheel disc and
32
The shop consist of-

(1) Axel journal testing lathe.

(2) Hydraulic wheel press with facility of mounting.
(3) Axel turning lathe.
(4) Vertical turning lathe.

7.1.1 Axel Journal Turning Lathe

On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is
used of carbon tool.
7.1.2 Hydraulic Wheel Press With A Facility Of Mounting

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

7.1.3 Axel Turning Machine

External and internal diameter is corrected by this lathe, wheel is tightened on the rotating clutch. The
stationary is carbide tool cut the wheel to correct diameter.

Fig. 7.2- Operation on Axel Turning Machine

33
7.2 Wheel Profile Lathe
The profile of the wheel is repaired on this machine. Correct profile is cut by carbide tool.

Fig. 7.3- Profiling Of Wheel On Lathe

7.3 Zyglo Testing

It is a non-destructive testing is used to detect the flows or discontinuities in materials

without using impairing their use fullness. This testing is used for ferrous is non-ferrous
metals.

Fig. 7.4- Zyglo Testing Machine

34
 8. JIGS AND FIXTURES SHOP

If a component to be produced in small numbers then procedure adopted is marketing out,

setting on machine, clamping to machine table. Nevertheless. It would not be suitable for
producing same component in large quantities because of economic reason. A faster and more
profitable method calls for a device jigs & fixture.

8.1 Jigs

Jig may be described as a plate, or metal box, structure or a device usually made of which
metal is clamped or fastened or located one after others for the other for specific operation in
such a way that it will guide one or more cutting tools to the same position

Fig. 8.1- Fixture

8.2 Fixture
This may be structure for locating holding and supporting a component or work piece
securely in a definite position for a specific operation but it does not guide the cutting tool.
The cutting tool are set in position by machine adjust or by trial& error method.

8.3 Design Of Jig& Fixtures

1. Sharp corners may be avoided.

2. Adjustment locator must be provided.
3. Locating pins should be tapered.
4. Quick acting, clamps should be provided.
5. Safety criterion should be provided.

35
 9. PAINT SHOP

The Work of this shop is to paint the coaches and bogie. In this shop there are many
sections and they are following –

1. Coach Painting
2. Letter Section
3. Trimming Section
4. Corrosion Section
5. Polish Section

9.1 Purpose Of Painting

1. For protection against corrosion

2. For Decoration
3. For covering

9.2 Material Used In Painting

1. Paint Materials
2. Enemal Materials
3. Varnish Materials
4. Laquer Materials

9.3 Paint Material

1. Base
2. Binder
3. Thinner
4. Drier
5. Pigment
6. Inert or Filler Material

36
 Fig. 9.1 - Paint Fig. 9.2- Thinner

9.4 The Main Process Involve In Painting

Firstly, Putin is prepared and it gets filled at the places where holes and cracks has been
found.

Secondly, the primer is put on the body and then finally painting is done in order to give the
body desire shape.

The overhauling of the coaches has been in given time interval it improves the quality
of coaches and it also prevents the coaches from break down. The maintenance of
coaches is according to time being is done as following-

1. Mail Express- 12 Months.

2. Passenger- 18 Months.
3. Newly Coaches- 24 Months.

37
 Fig. 9.3- Layer of Coach Painting
9.5 Types of Paint-

1. Aluminum Paint.
2. Anti-corrosive.
3. Asbestos paint.
4. Bituminous paint.
5. Cellule paint.
6. Cement paint.
7. Distemper.
8. Plastic paint.
9. Graphite paint.

10. Oil paint

11. Silicate paint.

12. Luminous paint.

13. Enamel paint.

14. Emulsion paint.

38
Prism has vast experience in supplying complete Painting lines, equipment’s, systems for
painting Rail coaches, Wagons, locomotives and railway components. Our range of
equipment for the railway industry include robotic blasting equipment, manual blasting
equipment, Paint booths(specially designed for painting rail coaches, wagons and
locomotives),energy efficient paint curing/baking ovens, Catalytic ovens, waste water
treatments and paint sludge separation systems.
We supply complete robotic blasting, manual blasting for blasting the rail wagons and
coaches before painting which is also known as pretreatment.
Prism specially designs paint booths for rail wagons, rail coaches and locomotives. These
paint booths have been supplied to various customers such as Indian railways, Jindal
railways and modern industries.
our catalytic ovens were installed for curing the paint of the rail wagons. This catalytic
oven reduces the curing time to 3 minutes compared to convention paint curing oven which
takes12 minutes, this brings down the drying time and energy costs by a huge margin
Prisms Painting lines for railways are very cost effective with proven designs and successful
plants running worldwide.
Prism can even do civil works for special government projects.
 Designed specifically for automatic painting of 2 different types of Railway
Coaches, viz., AC DC EMU coach & AC 2 tier coach / ii class 3 tier sleeper coach.

 System comprises of two nos. Side reciprocators for painting of two sidewalls having
stroke length 2500 mm and one no. Roof reciprocator having stroke length 6300 mm
to paint top of the coach.

 Specially designed profile of Roof Reciprocator to match with Contour of the Rooftop
of two different types of coaches.

39
 10. MATERIAL HANDLING SYSTEM

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

10.1 Material Handling Equipment-

Material-handling equipment is equipment that relate to the movement, storage, control

and protection of materials, goods and products throughout the process of manufacturing,
distribution, consumption and disposal. Material handling equipment is the mechanical
equipment involved in the complete system. Material handling equipment is generally
separated into four main categories: storage and handling equipment, engineered systems,
industrial trucks, and bulk material handling.

40
10.2 Types of Material Handling Equipment Available In Shop

1. Over Head Crane

2. Conveyer Belt

3. Small Trucks

Fig. 10.1- Overhead Crane

10.2.1 Overhead Crane

An overhead crane, commonly called a bridge crane, is a type of crane found in industrial
environments. An overhead crane consists of parallel runways with a traveling bridge
spanning the gap. A hoist, the lifting component of a crane, travels along the bridge. If the
bridge is rigidly supported on two or more legs running on a fixed rail at ground level, the
crane is called a gantry crane (USA, ASME B30 series) or a goliath crane (UK, BS 466).

Overhead cranes are commonly used in the refinement of steel and other metals such as
copper and aluminium. At every step of the manufacturing process, until it leaves a factory
as a finished product, metal is handled by an overhead crane. Raw materials are poured into
a furnace by crane, hot metal is then rolled to specific thickness and tempered or annealed,
41
and then stored by an overhead crane for cooling, the finished coils are lifted and loaded
onto trucks and trains by overhead crane, and the fabricator or stamper uses an overhead
crane to handle the steel in his factory. The automobile industry uses overhead cranes to
handle raw materials. Smaller workstation cranes, such as jib cranes or gantry cranes, handle
lighter loads in a work area, such as CNC mill or saw.
Almost all paper mills use bridge cranes for regular maintenance needing removal of heavy
press rolls and other equipment. The bridge cranes are used in the initial construction of paper
machines because they make it easier to install the heavy cast iron paper drying drums and
other massive equipment, some weighing as much as 70 tons.

Fig. 10.2- Conveyer Belt

10.2.2 Convert Belt

A conveyor belt is the carrying medium of a belt conveyor system (often

shortened to belt conveyor). A belt conveyor system is one of many types of
conveyor systems. A belt conveyor system consists of two or
more pulleys (sometimes referred to as drums), with an endless loop of carrying
medium—the conveyor belt—that rotates about them. One or both of the pulleys are
powered, moving the belt and the material on the belt forward. The
powered pulley is called the drive pulley while the unpowered pulley is called the idler
pulley. There are two main industrial classes of belt conveyors; Those in general
42
Today there are different types of conveyor belts that have been created for conveying
different kinds of material available in PVC and rubber materials.
The belt consists of one or more layers of material. Many belts in general material
handling have two layers. An under layer of material to provide linear strength and shape
called a carcass and an over layer called the cover. The carcass is often a woven fabric
having a warp & weft. The most common carcass materials are polyester, nylon and cotton.
The cover is often various rubber or plastic compounds specified by use of the belt. Covers
can be made from more exotic materials for unusual applications such as silicone for heat or
gum rubber when traction is essential.

Fig. 10.3- Small Industrial Trucks

10.2.3 Small Industrial Trucks

Industrial trucks:

 Used to move materials over variable (horizontal) paths with no restrictions on the area
covered (i.e., unrestricted area) as lifting capabilities.

 Used when there is insufficient (or intermittent) flow volume such that the use of a
conveyor cannot be justified.

 Provide more flexibility in movement than conveyors and cranes.

 Not licensed to travel on public roads—"commercial trucks" are licensed to travel on

public roads.

43
 REFERENCES

1. T E Harrison (Chief Engineer of the North Eastern Railway at the time, document of
December 1877 quoted (page 193) in F.A.S.Brown Great Northern Railway
Engineers Volume One: 1846–1881, George Allen & Unwin, London, 1966: (for
those who feel the Victorians should have metric conversions backfitted: at speeds of
45.5 miles per hour (73.2 km/h) - 48.5 miles per hour (78.1 km/h) stopping distances
were 800 yards (730 m) - 1,200 yards (1,100 m))
2. Jump up ^ [1], Report of the Court of Inquiry into the Circumstances
Attending the Double Collision on the Great Northern Railway which occurred at
Abbotts Ripton on the 21st January 1876, HMSO, 1876
3. Jump up ^ According to (C) Hamilton Ellis, Nineteenth Century Railway
Carriages, Modern Transport, London, 1949 The Midland supplied both the
hydraulic-braked trains trialed at Newark (see below) Ellis goes on to note op cit p
58
4. Freezing possibilities told against the hydraulic brakes, though the Great
Eastern Railway, which used them for a while, overcame this by the use of salt water
5. Jump up ^ "Welcome to Saskrailmuseum.org". Contact Us. September 11,
2008. Retrieved October 3, 2008
6. http://www.google.com/patents/US1924237 patents/US1924237
7. ^ Jump up to: a b Merriam-Webster, Merriam-Webster's Collegiate
Dictionary, Merriam-Webster.
8. ^ Jump up to: a b Houghton Mifflin Harcourt, American Heritage Dictionary
of the English Language (5th ed.), Houghton Mifflin Harcourt.
9. Jump up ^ Oxford Dictionaries Online, Oxford Dictionaries Online, Oxford
University Press.
10. Jump up ^http://www.oxfordadvancedlearnersdictionary.com/dictionary/bogie
11. Jump up ^ Jenkinson, David (1988). British Railway Carriages of the 20th Century -
Volume 1: The end of an era, 1901-22. London: Guild Publishing. p. 10. CN 8130.
12.^ Jump up to: a b c d Isao Okamoto (December 1998). "How Bogies Work"
(PDF). Japan Railway & Transport Review (18): 52–61.
13. Jump up ^ Parkin, Keith (1991). British Railways Mark 1 Coaches. Penryn:
44
45
46