CENTRAL RAILWAY

CARRIAGE REPAIR WORKSHOP

MATUNGA , MUMBAI - 400001

SUBMITTED BY :-
VAIBHAV CHANDRAKANT PISAL

UNDER THE GUIDANCE OF

MR. S. R. MAHAJAN

(CHIEF INSTRUCTOR , BTC)

&

MR. M. A. QADRI

(INSTRUCTOR , BTC)

TRAINING PERIOD
16 DECEMBER,2017 TO 30 DECEMBER,2017

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 ACKNOWLEDGEMENT
Mechanical Engineering is a complex subject that can be difficult to grasp without the
benefit of wide experience and training . Thus exposure to the Industry and Shop Floor
knowing about various machines and machinery practices constitute an important part of
making an engineer from Mechanial or Industrial discipline.

We would like to use this medium to express our sincere feelings of gratitude to all
those people who have selflessly taken pains to make this report successful and our training
at Carriage Workshop , Central Railway , Matunga. It is very worthwhile and value added
experience to take this opportunity to express our gratitude to all the individuals whose
contribution have helped us in undergoing training.

First of all we would like to thank Mr.Krushilal (CWM), R. K. PATHAK (Training Officer)
, and S. R. Mahajan(CI,BTC) for giving us an oppportunity to take training in this historic
workshop.

We express our heartily gratitude to Mr. M. A. QADRI (INSTR. ,BTC) for his unstinting
support and suggestions which gave us direction to work .

We would also like to thank all workshop officials, shop superintendents, working
staff for the invaluable help at all time.

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 INDEX
CONTENTS PAGE NO.
o Acknowledgement 2
o Introduction to carriage workshop 3-5
o Shops visited duirng workshop
Machine Shop and Shock Absorber (Day 1-3) 6-20
Wheel Shop(Day 4-5) 21-33
Trolley Shop(Day 6-7) 34-39
Heavy Corrosion Shop(H.C.R)(Day 8-9) 40-54
Lifting Under Frame Shop(L.U.F) (Day 10-12) 55-70
Conclusion 71
Bibliography 72

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 INTRODUCTION

The Carriage Workshop,Matunga was set up in 1915 as the reapir workshop for broad
gaugeand narrow gaige coaches and wagons of the erstwhile great Great Indian Peninsular
(GIP) Railway. This covers te traingular piece of land/area of 35 hector , incuding a covered
area of about 11 hectors , skirted by the Central Railway suburban corridors on the east and
the Western Railway corridors on thw west. The strength of the employees is not more than
8200(Approx.) . The consumption of electricity is about 6 lakh units per month.

The Matunga Carriage Workshop of the Central Railway on 21 April, 2016 celebrated 100
years of service and became the first zonal workshop to complete a centenary of service in
India.

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 MAIN ACTIVITIES :

TARGET ACTIVITIES
232 coaches per month including 38 A/C POH of Mail/Express/Passengers Coaches
coaches
68 coaches per month (Approx.) POH of EMU coaches
300 coaches per month (Approx.) Total number of coaches

ACHIEVEMENTS OF MATUNGA WORKSHOP

First Zonal workshop on Indian Railways to start cleaning of bogiesby Grit blasting in 2004.
This has improved the safety standards of Rolling stock by enabling better examination.

First Zonal workshop in Indian Railways to provide consultancy for ISO 9001:2000 Certificate
to another unit (Kalyan Freight Depot in the year 2003).

First Railway unit in which more than 3500 workers , supervisors, union officials and officers
took pledge on the New Year day against PASTING OF POSTERS on walls on 1st January, 2003.

First Zonal Railway workshop to convert all ARMEs and 'A' class ARTs into Air Brake in the
year 2002.

First Railway coaching workshop in indian Railways to convert 100% of Mail/Express rakes
into Air Brakes in the year 2002.

First Zonal workshop in Indian Railways to get ISO 14001 certification in the year 2002.

First Zonal workshop in Indian Railways to get ISO 9001 certification in the year 2001.

First Zonal workshop to start provision of BMBC in 1993-94.

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 MACHINE SHOP

CENTER LATHE MACHINE

The Centre Lathe is used to manufacture cylindrical shapes from a range of materials
including; steels and plastics. Many of the components that go together to make an engine
work have been manufactured using lathes. These may be lathes operated directly by people
(manual lathes) or computer controlled lathes (CNC machines) that have been programmed
to carry out a particular task. A basic manual centre lathe is shown below. This type of lathe is
controlled by a person turning the various handles on the top slide and cross slide in order to
make a product / part.

The headstock of a centre lathe can be opened, revealing an arrangement of gears. These
gears are sometimes replaced to alter the speed of rotation of the chuck. The lathe must be
switched off before opening, although the motor should automatically cut off if the door is
opened while the machine is running (a safety feature).

The speed of rotation of the chuck is usually set by using the gear levers. These are usually on
top of the headstock or along the front and allow for a wide range of speeds.

However, sometimes the only way to set the lathe to a particular speed is to change the gear
arrangement inside the headstock. Most machines will have a number of alterative gear
wheels for this purpose.

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 MILLING MACHINE

Milling machines move a workpiece into a fixed cutter, or a cutter into a stationary
workpiece in vertical or horizontal directions along X, Y, and Z axes.

7
 Types
There are several basic types of milling machines:

Vertical milling machines (VMC) have a vertical spindle, similar to the drill press, but with
an X-Y table that permits positioning the work.
Horizontal milling machines (HMC) also have an X-Y table for workpiece positioning;
however, the cutters are mounted on a horizontal arbor across the table.
Universal milling machines (UMC) can be used for either vertical or horizontal milling. The
spindle head articulates to allow for either type of milling operation.
Gantry milling machines are used with large workpieces. They allow for articulation of the
spindle as needed for five-axis and six-axis milling machines.
Machining centers are machine tools that are used to repeat operations automatically.
Most machining centers are computer numerically controlled (CNC).
CNC milling machines are programmed with a set of commands called G-codes and use
CAT (V-Flange), BT, or HSK tooling.
Specifications
Milling machines carry specifications for spindle performance, movement, and table size.
Spindle speed is the rotational speed range of the spindle head. Drive power is the rated
power of the turbine, electric motor, or reciprocating engine that drives the spindle. The
number of tools that the tool magazine supports is also an important consideration. Simple
machines accommodate only one machine tool. Movement specifications for milling
machines include:

number of axes
maximum X-axis travel
maximum Y-axis travel
maximum Z-axis travel
In terms of table size, the length of the table is measured parallel to the main axis of
movement. The width of the table is measured perpendicular to the main axis of movement.

Features
Milling machines may include controls that support or include software packages for
computer-aided design (CAD) or computer-aided manufacturing (CAM). Programmable
machines can be set up for automated or semi-automated operations. Rotary tables allow
rotation of the workpiece and provide travel along multiple axes. Milling machines with a
cooling system are designed to prevent overheating and damage to the machinery during
prolonged use. Suppliers who provide on-site calibration can help to ensure the precise
operation of equipment. Some milling machines have a user interface with a digital readout.
Others have an enclosure that houses the workspace. Vertical milling is more common than
horizontal milling, largely because the workpiece is simple mounted. Horizontal milling is
used if a large amount of material has to be removed, or there is less of a need for accuracy.

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 GRINDING MACHINE

A grinding machine, often shortened to grinder, is any of various power tools or machine
tools used for grinding, which is a type of machining using an abrasive wheel as the cutting
tool. Each grain of abrasive on the wheel's surface cuts a small chip from the workpiece via
shear deformation.

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 Grinding is used to finish workpieces that must show high surface quality (e.g., low surface
roughness) and high accuracy of shape and dimension. As the accuracy in dimensions in
grinding is of the order of 0.000025 mm, in most applications it tends to be a finishing
operation and removes comparatively little metal, about 0.25 to 0.50 mm depth. However,
there are some roughing applications in which grinding removes high volumes of metal quite
rapidly. Thus, grinding is a diverse field.

Types
These machines include the:

 Belt grinder, which is usually used as a machining method to process metals and other
materials, with the aid of coated abrasives. Analogous to a belt sander (which itself is
often used for wood but sometimes metal). Belt grinding is a versatile process suitable for
all kind of applications, including finishing, deburring, and stock removal.
 Bench grinder, which usually has two wheels of different grain sizes for roughing and
finishing operations and is secured to a workbench or floor stand. Its uses include shaping
tool bits or various tools that need to be made or repaired. Bench grinders are manually
operated.
 Cylindrical grinder, which includes both the types that use centers and the center
less types. A cylindrical grinder may have multiple grinding wheels. The work piece is
rotated and fed past the wheel(s) to form a cylinder. It is used to make precision rods,
tubes, bearing races, bushings, and many other parts.
 Surface grinder, which has a head that is lowered to a work piece, which is moved back
and forth under the grinding wheel on a table that typically has a controllable permanent
magnet (magnetic chuck) for use with magnetic stock (especially ferrous stock) but can
have a vacuum chuck or other fixture means. The most common surface grinders have a
grinding wheel rotating on a horizontal axis cutting around the circumference of the
grinding wheel. Rotary surface grinders, commonly known as "Blanchard" style grinders,
have a grinding head which rotates the grinding wheel on a vertical axis cutting on the end
face of the grinding wheel, while a table rotates the work piece in the opposite direction
underneath. This type of machine removes large amounts of material and grinds flat
surfaces with noted spiral grind marks. It can also be used to make and sharpen metal
stamping die sets, flat shear blades, fixture bases or any flat and parallel surfaces. Surface
grinders can be manually operated or have CNC controls.
 Tool and cutter grinder, which usually can perform the minor function of the drill
bit grinder, or other specialist toolroom grinding operations.
 Jig grinder, which as the name implies, has a variety of uses when finishing jigs, dies,
and fixtures. Its primary function is in the realm of grinding holes for drill bushings and
grinding pins. It can also be used for complex surface grinding to finish work started on a
mill.

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 Gear grinder, which is usually employed as the final machining process when
manufacturing a high-precision gear. The primary function of these machines is to remove
the remaining few thousandths of an inch of material left by other manufacturing
methods (such as gashing or hobbing).
 Die grinder, which is a high-speed hand-held rotary tool with a small diameter grinding bit.
They are typically air driven (using compressed air), but can be driven with a small electric
motor directly or via a flexible shaft.
 Angle grinder, another handheld power tool, often used
in fabrication and construction work.

RADIAL DRILLING MACHINE

Adrilling machine is primarily utilized for drilling holes of different sizes and precise depths on
the surface of an object. Moreover, a drilling machine can even perform several other
functions such as tapping, reaming, counter sinking, spot facing, counter boring, etc. It is
commonly referred as a drill press; and has the capacity to drill very tiny holes and also
extremely large holes. The drilling machine is considered as one of the most elementary as
well as highly essential machine tools.

Numerous types of drilling machines are now manufactured and readily available in the ;
including the radial drilling machine. All the varieties of drilling machines, actually execute the
same basic drilling function. However, there are certain specific operations that can be done
very accurately and more efficiently by that particular type of drilling machine. They are
widely used in several manufacturing processes, and especially in the construction industry.

Nowadays radial drilling machines are supplied in various types and sizes of the drill head and
base plate, including the all geared radial drilling machines. They are designed to fulfill the
specific requirements of numerous engineering functions and related operations. The coolant
system and power feed of the spindle is a common feature of the radial drilling machines.

Radial Drill Machine

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A radial drill machine is a special purpose drilling machine. It normally has a drilling head that
is mounted to slide along the radial arm. This radial arm can be raised, lowered, or rotated, on
a vertical pole in order to adjust the position of the drill above the work piece. Radial drilling
operation can be performed on a wide range of materials such as cast iron, steel, plastic, etc.
It is widely used in the metal working industry.

The radial drill is fitted with a rotating, cutting tool which is known as the drill bit. It has a
large gear head that moves along the arm and radiates from the column of the drilling
machine. The radial arm swings and moves the drill head away, in order to place the work
piece on the base of the radial drilling machine. This swinging movement also enables to drill
holes at various points on the work piece, without actually moving the work piece.

These radial drilling machines are reputed for their precision and effectiveness.

A radial drill ensures smooth rotation of the column and helps to prevents angular movement
of spindle axis. It can hold a drill of specific diameter, known as a chuck; that revolves at a
particular rpm/revolutions per minute in order perform the drilling operation.

Radial drilling machines are very useful for mechanical machining, that includes various
applications and several functions such as drilling, boring, tapping, reaming, lapping,
screwing, counter boring, spot facing, and much more. Radial drilling can be easily done for
holes of various sizes such as 30 mm, 50 mm, 70 mm, and up to 100 mm. Besides this a vast
range of radial drilling machines with relatively larger capacity are also readily available
globally.

AXL
E
TUR
NIN
G
MA
CHI
NE
Axle
turni
ng
This
proce

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ss occurs on axial turning machine.The CNC Axle Lathe (ATL-200/400) finish turns the wheel
seats, bearing journal fillets, and upset axle ends of an axle for new production as well as for
reclaiming of axles (which involves finish turning of wheel seats only). For reclaiming
operations, the lathe can be fitted with an automatic probing system designed to measure
the diameter of each axle wheel seat and calculate the target diameter. Optional tool post
mounted burnishing rollers are available for surface finish improvement. The lathe can be
equipped with an optional elevator that is electrically actuated and designed to interface
with material handling systems for automatic loading and unloading of axles. The axle drive
system consists of end face drivers and a compressible center. The ATL-200 is an economical
single carriage lathe. The ATL-400 has dual independent carriages for high production
requirement The machine’s headstock is fixed while the tailstock moves automatically to
chuck the axle and accommodate a range of axle lengths. Various options are available for
fully automatic turning of new and used plain bearing and roller bearing axles. The machine
is specifically designed for continuous duty service and can be configured for many
applications including semi-finish turning, finishing turning, roller burnishing, and bearing
journal chamfering. All of these metalworking processes are performed without the use of
coolant. Sheet metal bending is the manufacturing process by which most enclosures,
electrical boxes, brackets and components are formed through the use of a machine known
as a CNC pressbrake. (Panel Bending machines can also be used, although their operation is
outside the scope of this feature.

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 VERTICAL BORING MACHINE
Boring This process is mainly done by vertical boring machine. In machining, boring is the
process of enlarging a hole that has already been drilled, by means of a single-point cutting
tool. 35 Wheel Boring Machine 36 vertical boring is a machining process whereby a part to
be machined is clamped to a bed and a machining tool is rotated to produce some
cylindrical, internal feature in the work piece. The cylindrical surface to be produced is
oriented in the vertical direction and the tool is typically fed down into the work piece. Many
vertical boring operations can be performed by a conventional mill and boring attachment,
so in general vertical boring machines are used to machine large castings and blocks of metal
too heavy for a regular mill. One of the advantages of carrying out the boring operation in
the vertical position is the ease of clearing cuttings from around the cutting tool. Another key
advantage is that the need for a large amount of power to rotate a very large block of steel
and the associated dangers are avoided. Another variation on the vertical borer is the
vertical lathe. With this type of machine, the work piece is rotated instead of the cutting tool,
but the general operation and application is similar but the application is for smaller, lighter
work pieces. Typical applications for vertical boring are: Line boring of large machine tool
casings and engine blocks. Machining internal bearing diameters in large castings. Finish
machining of cylindrical surfaces on very large work pieces.

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 PRESS FITTING MACHINES
Press fitting Wheel presses are used for press fitting. Wheel Presses are used to mount /
dismount wheels and brake discs onto / from axles. The Wheel Press will comprise a
substantial steel frame with hydraulic cylinders to apply the necessary pressing loads. The
function of the Wheel Press depends on the required parameters of operation and the
15
throughput required from the equipment. For high production rates, it is often necessary to
have separate dedicated machines for each stage of the process, whereas for lower
production rates, all of the functions can be integrated into a single machine.

GEAR CUTTING MACHINE

Gear Cutting Machine Hobbing is a machining process for gear cutting, cutting splines, and
cutting sprockets on a hobbing machine, which is a special type of milling machine. The teeth
or splines are progressively cut into the workpiece by a series of cuts made by a cutting tool
called a hob. Compared to other gear forming processes it is relatively 46 inexpensive but
still quite accurate, thus it is used for a broad range of parts and quantities. It is the most
widely used gear cutting process for creating spur and helical gears and more gears are cut
by hobbing than any other process as it is relatively quick and inexpensive. A type of skiving
that is analogous to the hobbing of external gears can be applied to the cutting of internal
gears, which are skived with a rotary cutter (rather than shaped or broached). Process
Hobbing uses a hobbing machine with two skew spindles, one mounted with a blank
workpiece and the other with the hob. The angle between the hob's spindle (axis) and the
workpiece's spindle varies, depending on the type of product being produced. For example, if
a spur gear is being produced, then the hob is angled equal to the helix angle of the hob; if a
47 helical gear is being produced then the angle must be increased by the same amount as
the helix angle of the helical gear. The two shafts are rotated at a proportional ratio, which
determines the number of teeth on the blank; for example, for a single-threaded hob if the

16
gear ratio is 40:1 the hob rotates 40 times to each turn of the blank, which produces 40 teeth
in the blank. If the hob has multiple threads the speed ratio must be multiplied by the
number of threads on the hob. The hob is then fed up into the workpiece until the correct
tooth depth is obtained. Finally the hob is fed through the workpiece parallel to the blank's
axis of rotation. Often multiple blanks are stacked, then cut in one operation. For very large
gears the blank can be gashed to the rough shape first to make hobbing easier.

SHOCK ABSORBER SECTION

INTRODUCTION:-
Shock absorber ia a section of Carriage Workshop which vcarroes out the POH of dampers
and shock absorbers of secondary suspensions. They are mainly use to reduce the effects of
travelling on uneven tracks and give better comfort.

Complete testing and maintenance of shock absorbers is done here.

DIFFERENT COMPANIES PROVIDING SHOCK ABSORBERS :-

o Escort
o Gabriel
o Knorr
o India Auto

TYPES OF SHOCK ABSORBERS :-

o 100 kg
o 200 kg
o 300 kg

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18
Different combinations of above shock absorbers are used to fulfil different operating conditions.
Combination of 100kg & 200kg in used in lateral position.Combination of 200kg & 300kg is used in
trailer coach. Combination of 100kg & 300kg is used in motor coach.

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 TESTING OF CAPACITY

Test load is within +/-20% of specified load.

machine used is shown below.

Calibration machine is very important and it is done annually to ensure that the graph obtained is
correct.

RECOMMENDED QUANTITY OF OIL FOR SHOCK ABSORBERS

GABRIEL INDIA - 500ml

KNORR BREMSE INDIA - 460-465ml

ESCORTS INDIA - 635-675ml

INDIA AUTO - 1000ml

BASIC COMPONENTS OF SHOCK ABSORBER :-

o Piston ring
o Oil
o Packing spring
o Packing piston rod seal
o Bushes
o Poppet valve
o Springs
Work Instruction :-

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 o Receipt of Damper
o Clean damper with brush
o inspection for POH
o Disassembly of protection tube
o dismantle complete components in kerosene
o Inspection
o Replace worn out parts
o Assemble
o Load testing
o Marking of id number and overhaul date
o Paint externalluy
o Dispatch

AIR SUSPENSION
It is used as seconadry suspension. Comparatively it is costlier than the spring suspension. But
because of more comfort they are used in express trains like Duronto, also in modern
suburban trains.Average cost of these suspensions are Rs.1,00,000

TESTING OF AIR SUSPENSION

o Place the spring assembly in test rig.
o Connect air supply to test rig and raise the air pressure to 6kg/sqcm.
o Close the air supply source.
o Hold on test for 20 minutes.
o Pressure loss of 0.03kg/sqcm. will constitute a satisfactory test.
o This completes the test.

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 WHEEL SHOP

Introduction

The Wheel Shop is one of the most important shops in the Workshop. The wheel shop is
responsible for the inspection and repair of the wheel which is the most important part of a
bogie. The wheels are dismantled from the trolley and sent to the wheel shop. Depending on
the amount of damage, either normal or heavy repair is done.

Types of Axles:

1. 16T – Dia 152 mm for AC Coach

2. 13T – Dia 145 mm for Sleeper Coach

Main Activities carried out at the Workshop:

1. Re-Disking of wheel

2. Normal Repairing

3. Re-Axeling of wheel

4. Re-Gearing of wheel

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 Components of Wheel Set:

The wheel set assembly is made up of the following components

1. Wheel Discs on both sides of axle

2. An axle to hold these wheel discs in position

The standard dimensions are:

1. Wheel Seat:

1. 169mm to 175mm for trailer

2. 169mm to 180mm for ICF

3. 190mm to 195mm for Motor Coach

2. Axle Shoulder:

1. 145mm for trailer coach

2. 160mm for motor coach

3. Journal:

1. 130.04mm for Trailer coach

2. 140.04mm for Motor coach

4. Axle:

1. 2316mm for ICF trailer coach

2. 2286mm for ICF main coach 19

3. 2362mm for motor coach

23
 Inspection of Wheels:

1. Visual Inspection:
1. This is the first step in the inspection process of wheels and is done with naked eye.

2. This step should be carried out carefully.

3. Length, Diameter and profile of wheel and axle are checked in this inspection.

2. Sound Test:
1. This is the next test

2. In this test when a hammer is struck sharply on the region free from internal flaws it emits
a clear ringing note whereas a region with large internal flaws will have a flat unusual note.

3. This test gives important information to the skilled operator about the 20 amount of crack
that has occurred on the wheel assembly.

3. Ultrasonic Test:
1. This test is used to detect internal or invisible cracks.

2. It is a type of Non Destructive Testing. It relies upon transmission and reflection of

ultrasonic beams or waves. The frequency range of ultrasonic waves varies from 20Hz to
20000Hz.

3. The ultrasonic waves are usually produced by the Piezoelectric Effect within the crystal
probe which is placed on the surface of the specimen. Discontinuities below the surface cause
reflection of the ultrasonic waves which appears as peaks upon Cathode Ray Oscilloscope
receiver.

4. The size of peak seen on the receiving tube is some indication of the size of the defect. 5.
The crystal probe thus becomes the receiver as well as the transmitter. These techniques are
useful for detecting cracks, voids and defects below the surface as well as near the surface. .

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 Main machines used:

1. It is an important machine in the wheel shop. The main function of the wheel lathe is
turning. The wheel is turned to a required diameter.

2. This is the axle turning CNC machine which is used to turn the axle diameter .

3. This is the universal axle grinding machine.

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 4. This machine is used for Turing and burnishing of the axle journal .

Roller Bearing:
Introduction Roller Bearings are a type of rolling-element bearing that uses cylinders (rollers)
to maintain the separation between the moving parts of the bearing (as opposed to using
balls as the rolling element). The purpose of a roller bearing is to reduce rotational friction
and support radial and axial loads. The rollers in the roller bearing are tapered cylindrical in
shape because the surface contact of this roller is more than spherical one and hence it has
more load carrying capacity than spherical.

26
 Types:
1. Spherical Roller Bearing

2. Cylindrical Roller bearing

3. Taper Roller Bearing

Parts of roller bearing:

1. Outer Race

2. Inner Race

3. Roller

4. Cage

5. Spacer ring

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 Inspection of bearing:
1. Noise

2. Seals

3. Temperature

4. Lubrication

Bearing Cleaning:
Here the cleaning of used bearings is done. The various chambers are as follows: The bearings are first pre washed and
cleaned with hot water. The temperature of water is about 156F. After passing through this chamber, the bearing
passes through chambers which contain higher proportion of chemical. 1 Pre Wash chamber 2050 liter 2 Washing
Chamber 2050 liter, 2 to 4% chemical 3 Rinse chamber 1120 liter, 2 t0 4 % chemical.

Bearing mounting:
That is no press fit between the bearing and the journal and hence the question of using a press ends over Being a heat
sunk fit; the Bering is heated by means of an induction heater where the bearing is heating up to 120 degrees Celsius.
Automatic timer is around 3 minutes per bearing.

Bearing dismounting:
As there is a heat sunk fit between the journal and the bearing, it cannot be removed by any ordinary method. It is
removed by using a hydraulically operated device. The principle of the device is that the oil under pressure enters
between the journal and the shaft and forces out the bearing and hence removal of bearing becomes relatively easier.

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34
 TROLLEY REPAIR SHOP

Introduction:
This shop is responsible for the inspection and repair of trolley of the Main Line and EMU
coaches. After the shell of the coach is lifted in the Lift and Under Frame shop, the lower part
of the coach called trolley is sent to the trolley repair shop. Here the suspension and wheels
are dismantled from it.

This workshop consists of two sections:

1. Mail Line trolley repair section

2. EMU line trolley repair section

Types of trolleys:
1. Main Line trolley

a. 13 ton trolley b. 16 ton trolley

2. EMU Line Trolley:

a. Motor Coach trolley b. Trailer Coach trolley

35
 The important components of the trolley are described below:

Bogie Frame:

A 4- or 6-wheeled truck used in pairs under long-bodied railway vehicles. The bogie has a
central pivot point which allows it to turn as the track curves and thus guide the vehicle into
the curve. Here it has to carry the motors, brakes and suspension systems all within a tight
envelope. It is subjected to severe stresses and shocks.

Uses of Bogie:
1. Support the shell of the coach

2. Stability of coach on curved tracks

3. Minimize effect of vibrations by absorbing them using suspensions

36
 Bogie Bolster:

The body bolster is a box type fabricated member made up of channels and welded to the
body of the coach. It is a free floating member. The body bolster transfers the dead weight of
the coach body to the bogie frame. There are two types of bolsters on an ICF bogie: body
bolster and bogie bolster. The body bolster is welded to the coach body whereas the bogie
bolster is a free floating member which takes the entire load of the coach through the body
bolster.

Center Pivot Arrangement:

37
 The center pivot pin joins the body with the bogie and transmits the tractive and braking
force on the bogies. It is equipped with rubber silent block bushes which tend to centralize
the bogies with respect to the body and control and damp angular oscillations of the bogies.
A center pivot pin is bolted to the body bolster. The center pivot pin runs down vertically
through the center of the bogie bolster through the center pivot. It allows for rotation of the
bogie when the coach is moving on the curves. A silent block, which is cylindrical metal
rubber bonded structure, is placed in the central hole of the bogie bolster through which the
center pivot pin passes. It provides the cushioning effect.

Brake Beam Assembly:

ICF bogie uses two types of brake beams. 13 ton and 16 ton. Both of the brake beams are
fabricated structures. The brake beam is made from steel pipes and welded at the ends. The
brake beam has a typical isosceles triangle shape. The two ends of the brake beam have a
provision for fixing a brake head. The brake head in turn receives the brake block. The
material of the brake block is non-asbestos and non-metallic in nature.

38
 Primary Suspension:
The primary suspension in an ICF Bogie is through a dashpot arrangement. The dashpot
arrangement consists of a cylinder (lower spring seat) and the piston (axle box guide). Axle
box springs are placed on the lower spring seat placed on the axle box wing of the axle box
housing assembly. A rubber or a Hytrel washer is placed below the lower spring seat for
cushioning effect. The axle box guide is welded to the bogie frame. The axle box guide acts as
a piston. A homopolymer acetyl washer is placed on the lower end of the axle box guide. The
end portion of the axle box guide is covered with a guide cap, which has holes in it. A sealing
ring is placed near the washer and performs the function of a piston ring. The axle box guide
moves in the lower spring seat filled with dashpot oil. This arrangement provides the
dampening effect during the running of the coach.

HEAVY CORROSION REPAIR SHOP

Introduction
39
 Rust is the result of oxidation of metal. Any prolonged contact of water and salts leads to
corrosion of the metal. Any metal which contains iron bonds with oxygen found in water
molecule and forms iron oxide or rust. Rust will speed up the corrosion process so proper
upkeep is required. Corrosion is a chemical phenomenon of oxidation of iron which results in
loss of section and therefore of strength. Oxidation takes place only when steel is in contact
with atmosphere in presence of moisture. So in order to stop corrosion we have to prevent
the contact of atmosphere with the steel. In order to do so the coaches are painted by
inhibitive zinc chromate red oxide primer.

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 Vulnerable members and location
1. Headstock

2. Tubular frame below lavatories and trough floors in all coaches adjoining lavatories and
under luggage compartments of SLR and parcel van as well as pantry vehicle.

3. Sole bars, turn under and body pillars.

4. Sole bars and pillars behind the sliding door pockets of SLR and parcel vans

5. Sole bars, pillars and turn under at door corner. Above fig shows the damaged part of the
tubular

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 Corrosion Repairs during POH
1)Repairs to under frame members: Repairs to under frame members should be carried out
as per RDSO pamphlet no C7602 for ICF coaches. Corrosion resistant steel sheet for trough
floor, pillars, sidewalls and roof should conform to IRS M41-97. Electrode IRS class B2 of
approved brands. Paint red oxide zinc chromate primer is-2074-62. Bituminous anti corrosive
solution to IRS-P30-96.

2)Repairs to Headstock: Only 8mm thick sheet is to be used headstock repairs.

3)Repairs to Sole bar: The new sole bar section to be welded from both inside and outside.

4)Repairs to Side Wall Members: For repairs to side and end wall members, interior fittings
interior panels & window frames are to be stripped. Repairs to be done as per RDSO sketch
No. 76019.

5)Repairs to Trough Floor:

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 For trough floor repairs plywood flooring to be stripped. Repairs to be done as per RDSO
instructions. Repairs to Roof: Special attention to be paid at locations where gutter moldings
are welded and where ventilators are fitted. RDSO instructions to be followed.

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 Welding parameters for Body pillars to Body pillars:
1. Thickness: 2 to 5mm 2.

Type of welding: CO2 / MMAW

3. Type of welding machine: Rectifier / transformer

4. Filer wire / electrode: 0.8mm IRS class 1/3.15mm Class D Electrode

5. Welding position: horizontal

6. Welding voltage: 18-20V

7. Welding current: 80-110A

8. Gas flow rate: 12-15 LPM

Welding parameters for Sole Bar to Body Pillars:

1. Thickness: 2 to 5mm

2. Type of Welding: CO2 / MMAW

3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Vertical

6. Voltage: 18-22V

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 7. Current: 80-110V

8. Gas flow rate: 12-15 LPM

Welding parameters for Sole Bar to Sole Bar:

1. Thickness: 5mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Vertical/Over Hand

6. Voltage: 20-24V

7. Current: 110-120V

8. Gas flow rate: 12-15 LPM

Welding parameters for Body pillars to body side panel

1. Thickness: 2mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Vertical/Horizontal

6. Voltage: 18-22V

7. Current: 80-110V

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 Welding parameters for Trough floor
1. Thickness: 2 to 5mm

2. Type of Welding: CO2 / MMAW

3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Horizontal

6. Voltage: 18-22V

7. Current: 80-110V

8. Gas flow rate: 12-15 LPM

Welding parameters for Intermediate plate to auxiliary headstock

1. Thickness: 12-10mm

2. Type of Welding: CO2 / MMAW

3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: down hand

6. Voltage: 26V

7. Current: 180-200A

Welding parameters for Headstock to sole bar

1. Thickness: 5 to 8mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M

1 5. Position: Vertical

6. Voltage: 24-28V

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 7. Current: 130-150A

Welding parameters for Auxiliary Headstock to Yoke slide

1. Thickness: 10mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Down hand

6. Voltage: 26-30V

7. Current: 140-150A

8. Gas flow rate: 12-15 LPM

LIFTING AND UNDER FRAME SHOP

There are 3 sections in the LUF:

1. Lifting

2. Air Brake System

3. Distributor valve room

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 1. Lifting and Lowering of Shells:
Lifting and lowering of coaches is used to dismantle the shell and bogie of a coach in order to
be sent to their respective shops for POH. This is done by removing the centre pivot and
attachment of the bogie by using a crane. The shell is then rested on the tracer and bogie is
sent to the trolley section by using traverse of capacity 80T. There are 6 lines and in each line
3 cranes are mounted from which any 2 are used for lifting the shell. Maximum 4 coaches
can be lifted and rested on tracer in each line.

Before lifting the coach following parts should be removed or disengaged:

1. Dynamo belt

2. Lavatory chute

3. Brake pull rod

4. Centre pivot cotter

5. Axle box safety straps

6. Bolster safety straps

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 7. Shock absorbers

8. Buffers

Inspection of under frame:

Following components of the under frame are to be inspected:

1. Sole bars, body pillars, turn under and pillars above lifting pad

2. Sole bars and pillars behind the sliding door packets of SLRs and parcel vans.

3. Head stock

4. Sole bars, pillars, and turn-under at the door corners.

5. Trough floor below lavatories and bays adjoining lavatories.

AIR BRAKES
INTRODUCTION

The air brake is the standard, fail-safe, train brake used by Indian railway. It is based on the
simple physical properties of compressed air. PRINCIPLE A moving train contains energy,
known as kinetic energy, which needs to be removed from the train in order to cause it to
stop. The simplest way of doing this is to convert the energy into heat. The conversion is
usually done by applying a contact material to the rotating wheels or to discs attached to the
axles. The material creates friction and converts the kinetic energy into heat. The wheels
slow down and eventually the train stops. The material used for braking is normally in the
form of a block or pad.

2 The vast majority of the world's trains are equipped with braking systems which use
compressed air as the force to push blocks on to wheels or pads on to discs. These systems
are known as "air brakes" or "pneumatic brakes". The compressed air is transmitted along
the train through a "brake pipe". Changing the level of air pressure in the pipe causes a
change in the state of the brake on each vehicle. It can apply the brake, release it or hold it
"on" after a partial application. The system is in widespread use throughout the world.

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 WORKING
The feed pipe and brake pipe which run throughout the length of the train have air pressure
at 6kg/cm2 and 5kg/cm2 respectively.

The compressed air is supplied by the compressor/ expressor on the locomotive and the
pipes of adjacent coaches are joined by using flexible couplings. For application of brakes,
the air pressure in the brake-pipe is reduced ( the drop in pressure being proportional to the
braking effort required).

This drop in pressure is sensed by the Distributor valve (DV) which allows compressed air
from the Auxiliary Reservoir into the Brake cylinder and results in brake application.

When the discharge of air from the brake pipe is stopped, the pressure of 5kg/cm2 is
restored and DV cuts off supply of air to the brake cylinder, thereby releasing the brakes.

The brake cylinder develops a maximum air pressure of 3.5kg/cm2 during emergency brake
application.

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The function of the feed pipe having air pressure of 6kg/cm2 is to restore the air pressure in
the brake pipe and the auxiliary reservoir after brake application so that the brakes get
released quickly and the train can restart.

Our goods trains are working 7 on single pipe system in which only brake pipe is present &
therefore charging of Auxiliary reservoirs is also through brake pipe.

TESTING
Testing of Air Brakes
1. Before an EMU train is issued for traffic from a shed after scheduled inspections, POH or
unscheduled repairs, a supervisor of the M5 section should test the air brakes of the
complete train formation. The brakes should be tested from the driving cabs at both ends of
the train formation. A list of items to be checked in the case of Westinghouse brakes of ICF
EMUs is given below for guidance. Detailed check lists on similar lines should be prepared for
different types on EMUs and units fitted with Knorr brakes. These should be in the form of
printed forms. The completed forms duly signed by the supervisor of M5 should be
preserved in the PPO for a period of six months.

Check :
i) that all inter-car hose connections are made and all coupling, isolating the drain cocks are
in the normal position.

ii) that MR pressure is maintained between 5.8 and 7 kg/cm2 and the compressors start and
stop respectively at these values of pressure.

iii) that when the Driver's control switch, EP brake switch and isolating valve switch are put
on, the green indicator light in the driving cab glows.

iv) that the brake pipe pressure builds upto 4.57 kg/cm2 in approx, 90 seconds.

v) that when the brake controller handle is moved from position 1 to position II step by step
( a minimum of 6 steps should be used), the brake cylinder pressure builds up to the value
proportional to the handle position and is maintained at this value by the self-lapping
mechanism. In position II the pressure should be 3.5 kg/cm2 for cast iron brake blocks and
1.5 kg/cm2 and 2.0 kg/cm2 for motor and trailer coaches respectively provided with

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composite brake blocks. When brakes are applied the orange lamp should light-up to prove
the application of brakes in all the bogies.

vi) that when the handle is moved back from position II to position I step-by-step ( a
minimum of 6 steps should be used) the brake cylinder pressure is reduced to the value
corresponding to the handle position and is maintained at this value by the self-lapping
mechanism.

vii) that when the handle is quickly moved from position I to position II, the brake cylinder 8
pressure will rise to the maximum set value.

viii) that on moving the controller handle from position II to position I, the brake cylinder
pressure drops to zero.

ix) that during EP application and release the brake pipe pressure is not affected.

x) that when controller handle is moved from position I to position III and then to IV, the
brake pipe pressure drops gradually with sound of escaping air, and brake cylinder pressure
rises correspondingly. When the controller handle is moved back to III, the drop in brake pipe
pressure and the rise in brake cylinder pressure should be arrested.

xi) that when controller handle is moved from position I (after allowing full BP pressure to
build up) quickly to 'Emergency' position V, brake pipe pressure is reduced rapidly and brake
cylinder pressure rises to slightly more than 3.9 kg/cm2 within 2.5 seconds.

xii) that with the brake controller in the driving cab in position II the brake cylinders on each
bogie are functioning and there is no leakage. Check also that the manual release valves have
wires attached to them to facilitate operation from the sides of the train.

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Passenger emergency alarm system is provided between the main brake pipe and the alarm
chain. When the alarm chain is pulled, the air pressure from the Brake pipe is vented out
through the 8 mm choke provided in the Passenger emergency alarm valve. Due to the
sudden drop of air pressure from the brake pipe in the system, the airflow indicator in the
Locomotive deflects from its normal position and also gives hooting signal. By this the driver
comes to know about the drop in BP in the formation and he applies the brakes to stop the
train.

The passenger emergency alarm system consists of two main parts.

1. Passenger emergency alarm valve (PEAV)

2. Passenger emergency alarm signal device (PEASD)

The passenger emergency alarm valve (PEAV) consists of a spring loaded hollow piston fitted
with a check valve at the bottom. It has also got a control chamber at the bottom of the
piston and a brake pipe chamber at the top of the piston. An 8 mm diameter exhaust port is
provided at the bottom of the valve to release the air from main brake pipe. The brake pipe
chamber available at the top of the piston is connected with the PEASD through branch
pipes. The PEASD consists of a pilot valve which can be operated by pulling the chain by the

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passenger. It is also provided with two numbers of exhaust ports to facilitate the removal of
air from the top of the piston (Brake pipe chamber) by pulling the chain.

WORKING
During charging the brake pipe chamber and the control chamber of PEAV is charged with 5
Kg/Cm2, the control chamber is charged through the restricted passage. The air which is
available at the brake pipe chamber at the top of the piston is also made available at the top
of the pilot valve of PEASD. During charging the spring loaded check valve closes the passage
between main brake pipe and the exhaust of PEAV. When the chain is pulled by the
passenger, the pilot valve in PEASD is lifted first. The air from brake pipe chamber of PEAV is
then released through the exhaust ports of PEASD and in turn brings the pressure at the top
of the piston to zero immediately. Due to the existence of control pressure at the bottom of
the piston, the hollow piston gets lifted, which in turn 10 connects the main brake pipe with
the exhaust to deplete the air from main brake pipe to initiate brake application. Resetting of
PEASD Unlike vacuum brake, where in turning the disc will automatically reset the valve, in
air brake system in addition to the turning the disc, the key which is integral part of PEASD
has to be turned by 90 degree clockwise. In recent modification, a wire rope is connected to
the PEASD so that it can be reset from ground level eliminating the need to climb the coach
for resetting the PEASD.

BOGIE
The bogie frame and components are all of welded light construction. The wheel sets are
provided with self-aligning spherical roller bearing mounted in cast steel axle box housing.
Helical coil spring used in both primary and secondary suspension. The weight of the coach is
transferred through the side barrel on the bogie bolster. The end of the bogie bolster helical
springs place over the lower spring beam suspended from the bogie frame . Hydraulic shock
absorbers and dash pots are provided in the secondary and primary suspensions resp.

Bogie MLR (Mid Life Rehabilitation):-

This process occurs after 12 to 14 years . In this process the life of coaches are extended upto
12 to 13 years. In MLR Bolster, guide bush, anchor link, primary and secondary suspension
coil, springs, gear box, bushes, brake bushes if necessary then brake cylinder also replaced
these components of BOGIES are replaced, if some components are not damage then are
reused.

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 IOH (Intermediate OverHaul):-
This process occur after 9 months interval. In the IOH approximately all nuts and bolts are
replaced , bearing , rubber packing ring etc. components are replaced.

POH (Periodic OverHauling):-

After 18 months POH process is done in this process following components are replaced.
Locking plates (T ) , Rubber sealing ring of axle box , Rubber packing ring , Guide ring , Guide
bush, nut & bolt, Brake gear bushes, Brake gear bushes, Sealing washer for air vent screw,
Rubber, hook support plate, All rubber item of air brake equipment, anchor

Design of Bogie Parts

1.Bogie bolster suspension: -

The bolster rest on the bolster coil springs two at each end located on the lower spring beam
which suspended from the bolster spring suspension hangers on either side .

2. Anchor link :-
The two anchor links diagonally positioned are provided silent block bushes. The links are
prevent any relative movement between the bogie frame and coach body. The floating bogie
bolster which supports the coach body is held in position longitudinally by the bolster sides
and the bogie .

3. Springs :-
In bogie helical springs are used in both primary and secondary suspension.

3.1 Primary suspension coil :-A steel coil spring two of which are fitted to each axlebox in
this design. They carry the weight of the bogie frame and anything attached to it.

3.2 Secondary suspension coil- : - A steel coil spring of which are fitted to the bolster.

4. Brake Cylinder :-
An air brake cylinder is provided for each wheel. A cylinder can operate tread or disc brakes.
Some designs incorporate parking brakes as well. Some bogies have two brake cylinders per
wheel for heavy duty braking requirements. Each wheel is provided with a brake disc on each
side and a brake pad actuated by the brake cylinder.

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 5. Gearbox :-
This contains the pinion and gearwheel which connects the drive from the armature to the
axle.

6. Lifting Lug :-
Allows the bogie to be lifted by a crane without the need to tie chains or ropes around the
frame.

8. Shock absorber :-
To reduce the effects of vibration occurring in between the wheel/rail interface.

9. Axlebox cover :-
Simple protection for the return current brush , if fitted and the axle bearing lubrication. 10.
Silent block :- This is synthetic rubber bush fitted in anchor link and pivot of ICF bogies to
transmit force without shock and reduce noise.

DIE PENETRATION TEST :-

Dye penetrant inspection (DPI), also called liquid penetrant inspection (LPI) or penetrant
testing (PT), is a widely applied and low-cost inspection method used to locate
surfacebreaking defects in all non-porous materials (metals, plastics, or ceramics). The
penetrant may be applied to all non-ferrous materials and ferrous materials, although for
ferrous 14 components magnetic-particle inspection is often used instead for its subsurface
detection capability. LPI is used to detect casting, forging and welding surface defects such as
hairline cracks, surface porosity, leaks in new products, and fatigue cracks on in-service
components. Penetrate is applied to the surface , excess penetrate is removed and after that
developer is applied and then crack are visible to eye.

3. Distributor Valve
Indian Railways uses C3W type Distributor valve.

It consists of the following sub-assemblies:

1. Main body
2. Quick Service valve

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 3. Main valve

4. Limiting device

5. Double release valve

6. Auxiliary reservoir check valve

A. Function of Distributor Valve:

For application and release of brakes the brake pipe pressure has to be reduced and
increased respectively with the help of driver's brake valve. During these operations the
distributor valve mainly performs the following function.

1. Charges the air brake system to regime pressure during normal running condition

. 2. Helps in graduated brake application, when pressure in brake pipe is reduced 35 in steps.

3. Helps in graduated brake release, when pressure in brake pipe is increased in steps.

4. Quickly propagates reduction of pressure in brake pipe throughout the length of the train
by arranging additional air pressure reduction locally inside the distributor valve.

5. Limits maximum brake cylinder pressure for full service application.

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 CONCLUSION
It has been a great privilege to be able to work and train in the Carriage Workshop, Matunga of Central
Railway. This training has been a great learning experience and one which will prove to be immensely useful
in the future.

This was my first practical experience of an industry or workshop of any kind and I am happy that I could
learn a lot in this short span.

I understood the various processes involved in the POH of Carriages, the various workshops, sections, etc.

I realized the importance of the work that is being done here as it is directly related in some or the other
way to the safety of passengers, hence it needs to be done responsibly.

I got knowledge of the hierarchy of the Railway Administration. Thus, this training will certainly benefit me in
my future career journey as experience in any actual industry is always helpful.

It also taught me the importance of team work as was shown by the workers in different sections.

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 BIBLIOGRAPHY
1. http://icfbogie.com/wp/
2. www.wikipedia.com
3. www.railway-technical.com
4. C & W Handbook

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