Pakistan Railway

2014

INTERNSHIP REPORT
Duration
4 weeks
(18/7/2014-------17/8/2014)

MET Centre
Pakistan Railway Mughal
Pura Lahora (Pakistan)

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COMSATS Institute Of Informaion And

Technology (Sahiwal)

Submitted By

Azhar Hussain
Bachlor of Science in Mechanical Engineering
(Batch 2011)

Submitted To

MET Centre
Pakistan Railway Mughal Pura Lahore
(Pakistan)

Submittion Date=> 16/8/2014

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Introduction to Pakistan Railway

PAKISTAN RAILWAYS
Introduction
Pakistan Railways provides an important mode of Transportation in the farthest corners of the
country and brings them closer for Business, sight seeing, pilgrimage and education. It has been
a great integrating force and forms the life line of the country by catering to its needs for
large scale movement of people and freight. The possibility of Karachi as a sea port was first
noticed in the mid of 19th century and Sir Henry Edward Frere who was appointed
Commissioner of Sind after its annexation with Bombay in 1847 sought permission from Lord
Dalhousie to begin survey of sea port. He also initiated the survey for Railway line in 1858 . It
was proposed that a railway line from Karachi City to Kotri, steam navigation up the Indus
/Chenab upto Multan and from there an other railway to Lahore and beyond be constructed. It
was on 13th May,1861 that first railway line was opened for public traffic between Karachi
City and Kotri, the distance of 105 miles. The line between Karachi City and Keamari was
opened on 16.6.1889.By 1897 the line from Keamari to Kotri was doubled. The railway line
from Peshawar to Karachi closely follows Alexander’s line of march through the Hindu Kush
to the sea. Different sections on existing main line from Peshawar to Lahore and Multan and
branch lines were constructed in the last quarter of 19th century and early years of 20th century.
The 4 sections i.e.Scinde railways, Indian Flotilla company Punjab railway and Delhi railways
working in a single company were later on amalgamated into Scinde, Punjab & At the time of
partition, North Western Railway’s 1847 route mile was transferred to India leaving route miles
5048 to Pakistan. In 1954 The railway line was extended to Mardan and Charsada section and
in 1956 Jacababad-Kashmore 2’-6’’ line was converted into broad gauge. Kot Adu-Kashmore
line was constructed between 1969 to 1973 providing an alternate route from Karachi to up
country

Wagons and Carriages workshop

 Spring Shop
 Black Smith Shop

Spring Shop
Spring
A spring is an elastic object used to store mechanical energy. Springs are
usually made out of spring steel. There are a large number of spring designs; in
everyday usage the term often refers to coil springs.

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Small springs can be wound from pre-hardened stock, while larger ones are
made from annealed steel and hardened after fabrication. Somenon-ferrous metals are
also used including phosphor bronze and titanium for parts requiring corrosion
resistance and beryllium copper for springs carrying electrical current (because of its
low electrical resistance).

Types of Spring
Springs can be classified depending on how the load force is applied to them

 Tension/extension spring
 Compression spring
 Torsion spring
 Constant spring
 Variable spring
They can also be classified based on their shape

 Coil spring
 Flat spring
 Machined spring
 Cantilever spring
 Coil spring or helical spring
 volute spring
 Hairspring or balance spring
 Leaf spring
 V-spring

Operation
The Operation Carried by spring Shop are given below:

First we take straight rod and we make the required measurement according to the given
dimesion. The both ends of the rod are heated by Farnace at given temprature then we apply
hammering operation carried by pneumatic hammer.These rod after tapered are heated at
temperature 800C to 900C near about the crystallization temperature. The heated rod is
inserted into roll machine which convert these rod into coiled springs. Then the little bit
measurement are required to either compress or stratchad the spring for the maintainance of
the gap between springs.

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Black Smith Shop

A blacksmith is a metalsmith who creates objects from wrought iron or steel by forging the
metal, using tools to hammer, bend, and cut (cf. whitesmith). Blacksmiths produce objects such
as gates, grilles, railings, light fixtures, furniture, sculpture, tools, agricultural implements,
decorative and religious items, cooking utensils, and weapons.While there are many people
who work with metal such as farriers, wheelwrights, and armorers, the blacksmith had a general
knowledge of how to make and repair many things, from the most complex of weapons and
armor to simple things like nails or lengths of chain

Smithing process

Blacksmiths work by heating pieces of wrought iron or steel, until the metal becomes soft
enough to be shaped with hand tools, such as a hammer, anvil and chisel. Heating is
accomplished by the use of a forge fueled by propane, natural gas, coal, charcoal, coke or oil.
Forging

Forging is the process in which metal is shaped by hammering. Forging is different from
machining in that material is not removed by it; rather the iron is hammered into shape. Even
punching and cutting operations (except when trimming waste) by smiths will usually re-
arrange metal around the hole, rather than drilling it out as swarf.
Drawing
Drawing lengthens the metal by reducing one or both of the other two dimensions. As the depth
is reduced, or the width narrowed, the piece is lengthened or "drawn out."
As an example of drawing, a smith making a chisel might flatten a square bar of steel,
lengthening the metal, reducing its depth but keeping its width consistent.
Bending
Heating iron to a "forging heat" allows bending as if it were a soft, ductile metal, like copper
or silver.
Bending can be done with the hammer over the horn or edge of the anvil or by inserting a
bending fork into the Hardy Hole (the square hole in the top of the anvil), placing the work
piece between the tines of the fork, and bending the material to the desired angle. Bends can
be dressed and tightened, or widened, by hammering them over the appropriately shaped part
of the anvil.
Upsetting
Upsetting is the process of making metal thicker in one dimension through shortening in the
other. One form is to heat the end of a rod and then hammer on it as one would drive a nail: the
rod gets shorter, and the hot part widens.
Punching
Punching may be done to create a decorative pattern, or to make a hole. For example, in
preparation for making a hammerhead, a smith would punch a hole in a heavy bar or rod for
the hammer handle.

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Combining processes
The five basic forging processes are often combined to produce and refine the shapes necessary
for finished products. For example, to fashion a cross-peen hammer head

Welding
Welding is the joining of the same or similar kind of metal.A modern blacksmith has a range
of options and tools to accomplish this. The basic types of welding commonly employed in a
modern workshop include traditional forge welding as well as modern methods, including
oxyacetylene and arc welding.
Finishing
Depending on the intended use of the piece a blacksmith may finish.

Locomotive Workshop
 Machine Shop
 Tool Shop
 Diesel Classification Shop

Machine Shop
machine shop

A facility that has machine tools for working with metals or other relatively hard materials,
such as some polymers. Various kinds of machine shops make and repair all types of metal
objects, from machine tools, dies, and molds to mass-produced parts such as screws, pistons,
or gears.

Machining operations

An operation that changes the shape, surface finish, or mechanical properties of a material by
the application of special tools and equipment. Machining almost always is a process where a
cutting tool removes material to effect the desired change in the workpiece. Typically, powered
machinery is required to operate the cutting tools.
The three principal machining processes are classified as turning, drilling and milling. Other
operations falling into miscellaneous categories include shaping, planing,
boring, broaching and sawing

 Turning operations are operations that rotate the workpiece as the primary method of
moving metal against the cutting tool. Lathes are the principal machine tool used in turning.
 Milling operations are operations in which the cutting tool rotates to bring cutting edges to
bear against the workpiece. Milling machines are the principal machine tool used in
milling.

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 Drilling operations are operations in which holes are produced or refined by bringing a
rotating cutter with cutting edges at the lower extremity into contact with the workpiece.
Drilling operations are done primarily in drill presses but sometimes on lathes or mills.
 Miscellaneous operations are operations that strictly speaking may not be machining
operations in that they may not be swarf producing operations but these operations are
performed at a typical machine tool. Burnishing is an example of a miscellaneous
operation. Burnishing produces no swarf but can be performed at a lathe, mill, or drill press.

Tool Shop
A machine tool is a machine for shaping or machining metal or other rigid materials, usually
by cutting, boring, grinding, shearing, or other forms of deformation. Machine tools employ
some sort of tool that does the cutting or shaping. All machine tools have some means of
constraining the workpiece and provide a guided movement of the parts of the machine. Thus
the relative movement between the workpiece and the cutting tool (which is called
the toolpath) is controlled or constrained by the machine to at least some extent, rather than
being entirely "offhand" or "freehand".
The precise definition of the term machine tool varies among users, as discussed below. While
all machine tools are "machines that help people to make things", although not all factory
machines are machine tools.
Today machine tools are typically powered other than by human muscle (e.g., electrically,
hydraulically, or via line shaft), used to make manufactured parts (components) in various ways
that include cutting or certain other kinds of deformation.
With their inherent precision, machine tools enabled the economical production
of interchangeable parts.
Diesel Classification Shop

A diesel locomotive is a type of railway locomotive in which the prime mover is a diesel
engine. Several types of diesel locomotive have been developed, differing mainly in the means
by which mechanical power is conveyed to the driving wheels (drivers).

Multiple-unit operation
Most Diesel locomotives are capable of multiple unit operation (MU) as a means of
increasing horsepower and tractive effort when hauling heavy trains. All North
American locomotives, including export models, use a standardized AAR electrical control
system interconnected by a 27-pin jumper cable between the units. For UK-built locomotives,
a number of incompatible control systems are used, but the most common is the Blue Star
system, which is electro-pneumatic and fitted to most early diesel classes. A small number of
types, typically higher-powered locomotives intended for passenger only work, do not have
multiple control systems. In all cases, the electrical control connections made common to all
units in a consist are referred to as trainlines. The result is that all locomotives in
a consist behave as one in response to the engine driver's control movements.
The ability to couple Diesel-electric locomotives in an MU fashion was first introduced in
the EMD FT four-unit demonstrator that toured theUSA in 1939. At the time, American
railroad work rules required that each operating locomotive in a train had to have on board a
full crew.EMD circumvented that requirement by coupling the individual units of the
demonstrator with drawbars instead of conventional knuckle couplers and declaring the
combination to be a single locomotive. Electrical interconnections were made so one engine
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driver could operate the entire consist from the head-end unit. Later on, work rules were
amended and the semi-permanent coupling of units with drawbars was eliminated in favour of
couplers, as servicing had proved to be somewhat cumbersome owing to the total length of the
consist (about 200 feet or nearly 61 meters).
In mountainous regions, it is common to interpose helper locomotives in the middle of the train,
both to provide the extra power needed to ascend a grade and to limit the amount
of stress applied to the draft gear of the car coupled to the head-end power. The helper units in
such distributed power configurations are controlled from the lead unit's cab through coded
radio signals. Although this is technically not an MU configuration, the behaviour is the same
as with physically interconnected units.
Cab arrangements
Cab arrangements vary by builder and operator. Practice in the U.S. has traditionally been for
a cab at one end of the locomotive with limited visibility if the locomotive is not operated cab
forward. This is not usually a problem as U.S. locomotives are usually operated in pairs, or
threes, and arranged so that a cab is at each end of each set. European practice is usually for a
cab at each end of the locomotive as trains are usually light enough to operate with one
locomotive. Early U.S. practice was to add power units without cabs (booster or B units) and
the arrangement was often A-B, A-B-A, or A-B-B-A where A was a unit with a cab. Center
cabs were sometimes used for switch locomotives.
Cow-calf
In North American railroading, a cow-calf set is a pair of switcher-type locomotives: one (the
cow) equipped with a driving cab, the other (the calf) without a cab, and controlled from the
cow through cables. Cow-calf sets are used in heavy switching and hump yard service. Some
are radio controlled without an operating engineer present in the cab. This arrangement is also
known as master-slave. Where two connected units were present, EMD called these TR-2s
(approximately 2,000 HP); where three units, TR-3s (approximately 3,000 HP); where four
units, TR-4s (approximately 4,000 HP); although neither TR-3s nor TR-4s were actually sold.
Cow-calves have largely disappeared as these engine combinations exceeded their economic
lifetimes many years ago.
Present North American practice is to pair two 3,000 HP GP40-2 or SD40-2 road switchers,
often nearly worn-out and very soon ready for rebuilding or scrapping, and to utilize these for
so-called "transfer" uses, for which the TR-2, TR-3 and TR-4 engines were originally intended,
hence the designation TR, for "transfer".
Occasionally, the second unit may have its prime-mover and traction alternator removed and
replaced by concrete and/or steel ballast and the power for traction obtained from the master
unit. As a 16-cylinder prime-mover generally weighs in the 36,000 pound range, and a 3,000
HP traction alternator generally weighs in the 18,000 pound range, this would mean that 54,000
pounds would be needed for ballast.
A pair of fully capable "Dash 2" units would be rated 6,000 HP. A "Dash 2" pair where only
one had a prime-mover/alternator would be rated 3,000 HP, with all power provided by master,
but the combination benefits from the tractive effort provided by the slave as engines in transfer
service are seldom called upon to provide 3,000 HP much less 6,000 HP on a continuous basis.

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