Professional Documents
Culture Documents
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 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.
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. 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
CHAPTER 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
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-
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. Patented
by James Hartness 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.
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.
DRILLING MACHINE
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.
(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.
CHAPTER 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)
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, Alumino 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".
CHAPTER 4
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.
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.
FIG 9- 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 per hour.
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 structure is obtained.
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.
CHAPTER 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 10- HELICAL SPRING
In the magnetic testing a mixture of kerosene oil and magnetic red ink is sprayed on the 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.
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.
ROLLING FRICTION
CHAPTER 6
BRAKE SHOP
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.
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.
6.3.9 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.
CHAPTER 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)
Wheel can be used certain minimum diameter after which it is discarded. The diameter of the
wheel when it is condemned are-
CHAPTER 8
JIGS AND FIXTURES SHOP
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.
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.
CHAPTER 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
1. Base
2. Binder
3. Thinner
4. Drier
5. Pigment
6. Inert or Filler Material
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.
CHAPTER 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.
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, 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.
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 material handling
such as those moving boxes along inside a factory
and bulk material handling such as those used to transport large volumes of resources and
agricultural materials, such
as grain, salt, coal, ore, sand, overburden and more.
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.
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.
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: Pendragon. p. 35. ISBN 0-906899-49-4.
14. Jump up ^ Parkin 1991, p. 37
15. Jump up ^ Unofficial West Somerset Railway website – Bogies
16.Marsh, G.H. and Sharpe, A.C. The development of railway brakes.
Part 1
1730-1880 Railway engineering journal 2(1) 1973, 46-53; Part 2 1880-1940
Railway engineering journal 2(2) 1973, 32-42
17. Winship, I.R. The acceptance of continuous brakes on railways in Britain
History of technology 11 1986, 209-248. Covering developments from
about 1850 to 1900.
18. Baur, Karl Gerhard (2006). Drehgestelle - Bogies. Freiburg i.B.: EK-
Verlag. ISBN 978-3-88255-147-1.