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Mechanical Summer Training Report NE Railway Gorakhpur
Mechanical Summer Training Report NE Railway Gorakhpur
AT
MECHANICAL WORKSHOP
NORTHERN EASTERN RAILWAY, GORAKHPUR
Submitted for partial fulfilment of the requirements for the award of the degree
Of
Bachelor of Technology
In
Mechanical Engineering
Submitted by:
ABHISHEK CHAURASIA (1319240006)
Submitted to:
Mr A.K. JHA
Professor
CERTIFICATE
This is to certify that ABHISHEK CHAURASIA (1319240006) has carried out the Industrial
Training at MECHANICAL WORKSHOP (NER, GORAKHPUR) from 13-Jun-2016 to 14-
July-2016 for award of Bachelor of Technology in the stream of Mechanical Engineering from
Dr. A.P.J. Abdul Kalam Technical University, Lucknow. The Industrial Training work and
studies carried out by the student himself and it is an authentic report.
Mr A.K. JHA
Professor
Dept. of Mechanical Engineering
GLBITM, Greater Noida
2
ACKNOWLEDGEMENT
I would like to take this opportunity to express my profound sense of gratitude and sincere
thanks to Mr ANIRUDH SINGH for being helpful and a great source of inspiration. His keen
interest and constant encouragement gave me the confidence to complete my Industrial Training
successfully. I wish to extend our sincere thanks for their excellent guidance and suggestions for
the successful completion of my training.
3
DECLARATION
The information in data given in the report is authentic to the best of my knowledge.
4
TABLE OF CONTENTS
CONTENTS PAGE
NO.
CERTIFICATE
II
ACKNOWLEDGEMENT
III
DECLARATION
IV
LIST OF FIGURES
VIII
CHAPTER 1
1
1. INTRODUCTION
2
1.1 DIVISION IN INDIAN RAILWAY
1.2 ABOUT GORAKHPUR MECHANICAL WORKSHOP
2
1.3 STAISTICS AND SPECIFICATIONS
3
1.4 OVERVIEW OF ENTIRE SHOPS
3
CHAPTER 2
4
2. MACHINE SHOP
4
2.1 DESCRIPTION
4
5
2.1.1 CAPSTAN AND TURRET LATHE SECTION
5
2.1.2 MILLING SECTION 7
2.1.3 CENTER LATHE SECTION
8
2.1.4 DRILLING SECTION
9
2.1.5 SHAPER AND SLOTTER SECTION
10
CHAPTER 3
11
3. SHELL SHOP
11
3.1 MAIN PARTS OF SHELL
11
3.2 FITTING SHOP
12
3.3 WELDING SHOP
12
3.3.1 TYPES OF WELDING USED IN SHOP
14
3.4 GAS WELDING
14
CHAPTER 4
15
4. HEAT TREATMENT SHOP
15
4.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESSES
15
4.1.1 ANNEALING
16
4.1.2 HARDENING
17
4.1.3 MARTEMPERING
17
6
CHAPTER 5
17
5. SPRING SHOP
17
5.1 TESTS PERFORMED ON HELICAL
AND LAMINATED SPRINGS
18
5.2 SPRING SCRAGING
19
5.3 VARIOUS REASONS OF SPRING FAILURE
20
5.4 D’BUCKLING 20
5.5 VARIOUS OTHER MACHINES IN THIS SECTION 21
CHAPTER 6
21
6. BRAKE SHOP
21
6.1 BRAKING SYSTEM
21
6.1.1 AIR BRAKING SYSTEM
22
6.1.2 ELECTRONICALLY CONTROLLED
PNUMETIC BRAKES 22
6.2 MAIN PARTS OF AIR BRAKE SYSTEM
22
6.3 DESCRIPTION OF SOME IMPORTANT
PARTS OF AIR BRAKING SYSTEM
23
6.3.1 BRAKE CYLINDER
23
6.3.2 BRAKE PIPE
23
6.3.3 FEED PIPE
23
6.3.4 DISTRIBUTIVE VALVE
24
7
6.3.5 ANGLE COCK
24
6.3.6 HOUSE COUPLING
25
6.3.7 GUARD VAN VALVE AND PRESSURE GAUGE
25
6.3.8 ISOLATING COCK
25
6.3.9 CHOKE
25
CHAPTER 7
25
7. WHEEL SHOP
25
7.1 WHEEL TESTING AND MACHINING
26
7.1.1 AXEL JOURNAL TURNING LATHE
27
7.1.2 HYDRAULIC WHEEL PRESS
WITH A FACILITY OF MOUNTING
27
7.1.3 AXLE TURNING MACHINE
27
7.2 WHEEL PROFILE LATHE
28
7.3 ZYGLO TESTING
28
CHAPTER 8
29
8. JIGS AND FIXTURES SHOP
29
8.1 JIGS
29
8.2 FIXTURE
30
8
8.3 DESIGN OF JIG AND FIXTURE
30
CHAPTER 9
30
9. PAINT SHOP
30
9.1 PURPOSE OF PAINTING
30
9.2 MATERIAL USED IN PAINTING
31
9.3 PAINT MATERISL
31
9.4 THE MAIN PROCESS INVOLVE IN PAINTING
31
9.5 TYPES OF PAINT
32
CHAPTER 10
34
10.MATERIAL HANDLING SYSTEM
34
10.1 MATERIAL HANDLING EQUIPMENT
10.2 TYPES OF MATERIAL HANDLING
EQUIPMENT AVAILABLE IN SHOP
35
10.2.1 OVERHEAD CRANE
35
10.2.2 CONVEYER BELT
36
10.2.3 SMALL INDUSTRIAL TRUCKS
37
REFERENCES
38
9
LIST OF FIGURES
10
FIG 15 MOUNTING OF AIR BRAKES
23
FIG 16 BRAKE DISC IN COACHES
24
FIG 17 INSPECTION OF WHEELS IN WAGON
26
FIG 18 OPERATION ON AXEL TURNING MACHINE
27
FIG 19 PROFILING OF WHEEL ON LATHE
28
FIG 20 ZYGLO TESTING MACHINE
28
FIG 21 FIXTURE
29
FIG 22 PAINT
31
FIG 23 THINNER
31
FIG 24 LAYER OF COACH PAINTING
32
FIG 25 OVERHEAD CRANE
35
FIG 26 CONVEYER BELT
36
FIG 27 SMALL INDUSTRIAL TRUCKS
37
11
CHAPTER 1
INTRODUCTION
12
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.
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,
13
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.
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
15
2. Manual
16
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.
17
FIG 1- CAPSTAN LATHE
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
18
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.
19
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.
20
FIG 5- CENTER LATHE
21
FIG 6- DRILLING OPERATION FIG 7- DRILLING MACHINE
(B) SLOTTER
22
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
23
(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)
24
FIG 8- OXYACETELYNE WELDING
25
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, Alumino Thermic (A. T.) Welding, Flash Butt (Electric
Resistance) Welding and Gas Pressure Welding processes are presently in use for
welding of rail joints.
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".
26
CHAPTER 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.
27
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.
28
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.
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.
29
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.
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%
30
FIG 11-COACH CHASIS WITH HELICAL SPRING
31
FIG 12- OVERVIEW OF MOUNTING OF HELICAL SPRINGS
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
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
33
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 PNUMETIC 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.
34
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.
36
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.
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.
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 Axel wheel seat
journal center (mm) size(mm) dia. (mm)
37
FIG 17- 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
38
On this lathe, the diameter of the axel is brought to the correct diameter. The
cutting tool is used of carbon tool.
39
The profile of the wheel is repaired on this machine. Correct profile is cut by
carbide tool.
CHAPTER 8
40
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
41
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.
6. Accuracy is the basic need should not be compromised.
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
9.1 PURPOSE OF PAINTING
1. For protection against corrosion
2. For Decoration
3. For covering
42
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
43
1. MAIL EXPRESS- 12 MONTHS.
2. PASSENGER- 18 MONTHS.
3. NEWLY COACHES- 24 MONTHS.
44
11. Silicate paint.
12. Luminous paint.
13. Enamel paint.
14. Emulsion paint.
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.
CHAPTER 10
45
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.
47
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.
48
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.
49
REFERENCES
50
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.
51