1

A SEMINAR REPORT ON
“COACH CARE CENTER (INDIAN RAILWAY)”

Submitted in partial fulfillment of the

Requirement for the award of the degree
Of

BACHELOR OF TECHNOLOGY
In
Mechanical engineering
By
KARTIK AGGARWAL
(Roll No. 1303340049)

Seminar Coordinator HEAD OF DEPARTMENT

DEEPIKA PATHAK Dr. RAVI SHANKAR PRASAD
(Asst. Prof.) (Professor)

DEPARTMENT OF MECHANICAL ENGINEERING

RAJ KUMAR GOEL INSTITUTE OF TECHNOLOGY
GHAZIABAD (U.P.)
ABDUL KALAM TECHNICAL UNIVERSITY,(AKTU)
2016-017

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RAJ KUMAR GOEL INSTITUTE OF TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

Certificate
Certified that the Seminar Report entitled “Northern
Indian Railway Coach Care Center-ANVT” is being

submitted by Mr. KARTIK AGGARWAL in partial

fulfillment for the award of the degree of in
MECHANICAL Engineering of A.K.T.U. Technical
University, Lucknow, under my supervision and
guidance during the academic session 2016-17.

Seminar Coordinator HEAD OF DEPARTMENT

DEEPIKA PATHAK Dr. RAVI SHANKAR PRASAD
(Asst. Prof.) (Professor)

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ACKNOWLEDGEMENT
I express my gratitude to Sr. DME / Coaching / Indl. Trg/ 2016-2017 / NR /DLI
Division who allotted coach care center in ANAND VIHAR railway station as training
centre. My special thanks goes to Mr. Kansal (Sr. Section Engineer / C & W / NR /
Coach care centre) for his invaluable support and guidance and for providing the training
schedule of six weeks containing four different tasks that are conducted in the coach care
centre DLI Depot.

I humbly thank each and every personnel who explained me the various tasks being
carried out at sick line (Coach care centre) which really boost my practical knowledge
and encouraged me to learn more.

I am indebted to my supervisor Mrs. Deepika pathak of Department of Mechanical

Engineering, Raj Kumar Goel Institute of Technology, Ghaziabad for his critical
suggestions and encouragement throughout the course of my seminar. I got benefited
by his ability to think clearly on the basis of fundamentals; his approach to solving all
problems through conceptualization, optimization and his flair of managing man and
materials.

I wish to express my deep sense of gratitude towards Dr. Ravi Shankar Prasad, Professor
and Head, Department of Mechanical Engineering, Raj Kumar Goel Institute of
Technology, Ghaziabad for his valuable suggestions and encouragement. In the end I
would also like to thank HARSHIT BHATIA AND SIMRANJEET KAUR for their sincere
efforts in completion of this report.

Seminar Coordinator HEAD OF DEPARTMENT

DEEPIKA PATHAK Dr. RAVI SHANKAR PRASAD
(Asst. Prof.) (Professor)

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(KARTIK AGGARWAL)

CONTENT PAGE NO.

 ABSTRACT 5

 ABBREVIATIONS 6

 INTRODUCTION 7

 MAINTENANCE & OVERHAULING 9

 ICF AND LHB COACHES 10

 IMPORTANT PARAMETERS OF LHB COACHES 12

 VARIOUS PARTS OF LHB RAKE 13

1. WHEEL AND AXLE ASSEMBLEY 13

2. BOGIE 15

3. PRIMARY SUSPENSION 16

4. SECONDARY SUSPENSION 17

5. SHELL & BODY 19

6. TROLLEY 20

 MAINTENANCE OF BOGIE &COACHES 21

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 INTERMEDIATE OVERHAULING 22

 AIR BRAKE MAINTENANCE 23

 BRAKE DOWN MAINTENANCE 24

 WASHING LINE MAINTENANCE 26

 SUGGESTIONS 28

 REFERENCES 29

ABSTRACT

In 1947, after independence, the truncated North –Western Railway,

renamed, as East-Punjab railway had no Workshop to undertake repairs of
Broad Gauge Rolling Stock. sometime the repairs to BG stock were called
out as Kalka.Later it was decided to set up the First major Post
Independence C&W Workshop of Indian Railways as Jagadhari as part of
Northern Railway and Foundation Stone of the Workshop was laid on
08/002/1952.The workshop was set up for undertaking the POH of 75 units
of coaching stock and 225 units of goods stock per month.
The workshop capacity has since been explained and developed over a
period of time the target of the workshop has been increased to current
level of 1150 units of wagon and 135 coaches per month.This imcludes 17
A.C. coaches besides;IOH of 8 A.C. coaches are carried out per month.
Kalka workshop also undertake the administrative and technical
control of Chief Work Manager, Jaghadhari Workshop and caters to POH
and manufacture of narrow gauge stock and foundary activities.
Jaghadhari Workshop has achieved a landmark by establishing its
quality system in accordance with ISO 9001-2000 requirements. SixShops
viz. Boggie Shop, RollerBearing Shop, Wheel Shop, A.C., Electrical
Section, DV Section and SAB Section had earlier been awarded ISO-
9002 1994 Certification in July 2000.

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ABBREVIATIONS

DLI - Delhi
CME - Chief Mechanical Engineer
DME - Divisional Mechanical engineer
C & W - Carriage and Wagon
NR - Northern Railway
IOH - Intermediate Overhauling
POH - Periodic Overhauling
Etc. - Etcetera
BP - Brake Pipe
FP - Feed Pipe
CR - Control Reservoir
DV - Drain Valve
AR - Auxiliary Reservoir
BC - Brake cylinder
SAB - Slack Adjuster Brake
BMBS - Bogie Mounted Brake System
BMBC - Bogie Mounted Brake Cylinder
CI - Cast iron

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Loco - Locomotives
SWTR - Single Wagon Test Rig
SCTR - Single Coach Test Rig
BSS hanger - Bolster spring Suspension hanger
ICF – Integral Coach Factory
RDSO – Research Designs and standards Organisation

INTRODUCTION

"Lifeline of the Nation"

 Type : Public sector undertaking

 Reporting mark : IR

 Industry : Railways

 Founded : April 16, 1853

 Headquarters : New Delhi, India

 Area served : India

 Chairman : Arunendra Kumar

 Services : Passenger railways

: Freight services
: Parcel carrier
: Catering and Tourism Services
: Parking lot operations
: Other related services

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 Track gauge : 1,676 mm (5 ft 6 in)

: 1,000 mm (3 ft 3 3⁄8 in)
: 762 mm (2 ft 6 in)
: 610 mm (2 ft)
 Electrification : 23,541 kilometers (14,628 mi)

 Length : 65,000 kilometers (40,000 mi)

 Revenue : 1256.8 billion (US$21 billion)

 Net income : 104.1 billion (US$1.7 billion)

 Owner(s) : Government of India (100%)

 Employees : 2.2 million (2012)

 Parent : Ministry of Railways through Railway Board (India)

 Zones : 17 Railway Zones

 Website : www.indianrailways.gov.in

COACH CARE CENTRE ( ANVT) :

Coach Care centre at ANAND VIHAR ,also called Sick line ,is the workshop for the
major and periodical maintenance of the coaches it consists of modern facilities like pit
for working under frame And crane for separation of coach & bogie for repair of all type
of defects.

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ROLE OF C&W IN RAILWAYS:

A. Related with Open Line working :-

i) To ensure and co-operate in safer running of rolling stock.

ii) To attend required schedule maintenance & running repairs of rolling Stocks till the stocks are
again due for P.O.H.
iii) To assist in time running of trains to maintain the punctuality.

B. Related with Work -Shop working :-

i) To attend Periodical Overhauling of Rolling Stocks.

ii) To adopt required modifications.
iii) To maintain proper records of all the rolling stocks running in Indian Railways .

MAINTENANCE & OVERHAULING

The methods of inspection, replacement or repair of components/assemblies, usage of the quality
of material/specifications of materials and keeping the tolerances/dimensions is called
maintenance.
WHY REQUIRED: Maintenance is required on any equipment to keep it in good working
condition with safety, security and reliability so that it shall not fail during the course of work.

TYPES OF MAINTENANCE:

1. Preventive Maintenance: It is the method of carrying out inspection, repairs/replacements of

components/assemblies before the failure of equipment.
(a) Trip Schedule (b) A Schedule (c) B Schedule
(d) IOH (e) POH

2. Brake down Maintenance: It is a method of carrying out inspection, repairs/replacement of

components/assemblies after the failure of equipment. The following are brake down
maintenance :
A. Sick line attention B. Attention of derailment. C. Other accidents

TRAIN MAINTENANCE SCHEDULE:

 Washing line :- after every 2500 km

 Sick line :-
 A- Schedule - after 30 days of manufacturing or of periodic overhauling, repetitive

 B-Schedule - after 90 days of manufacturing or of periodic overhauling, repetitive

 C-Schedule - after 180 days of manufacturing or of periodic overhauling,

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repetitive

 Intermediate Overhauling - after 9 months of manufacturing or of periodic

overhauling.

 Periodic Overhauling - After the returning date given by the workshop after periodic
overhauling.

 Non-Periodic Overhauling - This is done after 12 months or 18 months after the

manufacturing date or the periodic overhauling date depending on the condition of the
corresponding coach.

 Inter Lifting Schedule - This is a special kind of maintenance done within the
maintenance facility with lifted coach and parts.

PERIODIC OVERHAULING – Periodic overhauling is the best available process of

maintenance of coaches in India. This generally operated after 12 or 18 months after the
manufacturing or the previous periodic overhauling done in any workshop. This undergoes a
huge process of lifting the coach, isolating the all parts, and changing or replacing the necessary
or damaged parts. In other words, this is the process of renewing the coaches. Here are some
varieties-

 12-month basis –
 18 months basis -
 Mail and express trains -
 Passenger trains -
 For MLR coaches - 18 months -
 For new built coaches - 24 months -

POH DATE AND RETURN DATE – POH date is that date on which it’s POH has been
done previously in a workshop. This is written on the coach. And the return date is the date on
which it is to be dropped off from the track and to be taken for another periodic overhauling.
Generally, they have a 12 month or 18-month gap between them in accordance with the
definition of the POH. Both of the dates should be given by the corresponding workshop where
its POH has been done.

SIGNIFICANCE OF COACH NUMBER – Every coach has its own unique number
attached to it which obviously carries some significant information to us. Generally, in India that
is of five numbered. The first two digits represents the year of manufacturing of the coach. And
the rest three digits represent the list of types of coaches. It represents of which type the coach is.

EXAMPLE 06023 – we can write it up as 06 and 023

06 represents the year of manufacturing which is year 2006

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And 023 represents

the type which is an FAC type coach.

ICF AND LHB

COACHES
(Integral Coach Factory & Linke Holfmann Busch)

Till recently, Indian Railways have been transporting passenger traffic mainly through coaches
of ICF design. These coaches are being manufactured at ICF and RCF. A limited number of
these coaches are being manufactured at BEML/Bangalore also. These type of coaches are
having limitations in terms of

 Speed potential,
 Heavy corrosion,
 Poor riding comfort,
 Wearing of parts in the under gear.
To overcome these limitations, Indian Railways entered into supply and technology transfer
contracts with M/s. ALSTOM LHB/Germany to initially supply 24 coaches consisting of 19.
AC chair cars, 2 AC executive class chair cars and 3 Generator cum brake vans. The bogies for
these coaches are manufactured by M/s. FIAT/SIG Switzerland. These coaches arrived in India
and got commissioned in the year 2001 and put in service on route. These type of coaches are far
superior with respect to passenger comfort, safety, speed, corrosion, maintenance and aesthetics
in appearance. These coaches are also longer as compared to ICF design resulting into more
carrying capacity. The expected benefits from these type of coaches are as under-
i. Higher Carrying Capacity - These coaches are about 2 meters longer than ICF coaches.
With this extra length two additional rows of chairs in chair cars or one additional bay in

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sleeper coaches can be accommodated.

ii. The weight of LHB coach is lesser as compared to ICF design coaches . LHB coach can
accommodate 72 passengers as compared to 64 in conventional AC III Tier Coach. Thus
giving better pay to tier ratio.
iii. Low Corrosion – There will be low corrosion of LHB coaches due to extensive usage of
Stainless Steel and better design and manufacturing techniques.
iv. Low Maintenance – Replacement and removal of sub-systems will be required only after
one million kilometers.
v. LHB Coaches have aesthetically superior interiors with FRP panels for side wall and roof.
They can be removed easily for maintenance, resist water seepage and are wear resistant.
vi. There are no visible screws inside the passenger compartment.
vii. Better Passenger Comfort: Ride Index of 2.5 (Not exceeding 2.75) has been specified as
compared to in conventional ICF coaches.
vii. LHB coach offers Better Passenger Safety due to:
 Use of fire retardant materials for furnishing.
 Provision of emergency open able windows.
 Vertically interlocked. Centre Buffer couplers.
ix. LHB coach offers better passenger amenities due to:

 More space for pantry;

 Individual reading light in chair car;
 Ergonomically designed chairs with reclining back rest

Important Parameters of LHB Coaches

Overall Dimensions of Coach

Gauge 1676 mm

Length over body 23540 mm

Length over buffer 24000 mm

Height over roof 4039 mm

Maximum width over body 3240 mm

Maximum distance between inner wheels 12345 mm

Window opening 1180x760 mm

Distance between centre pivots 14900 mm

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Height of compartment floor from rail level 1303 mm

Under tare condition

Maximum buffer drop under gross load 75 mm

and worn conditions

Maximum height of centre line of side 1105 mm

Buffers above rail level for empty vehicle

Maximum height of centre line of side 1030 mm

Buffers above rail level for loaded vehicle

Maximum tare weight

Chair car 39.4 t

First AC 40.5 t
Second AC 48.4 t
Third AC 50.6 t
LSLR 37.9 t
Wheels mono block 915 mm

Maximum axle load permissible 16 tones

Number of toilets 3

Number of seats 78 (2nd AC Chair car)

56 (Exe. AC Chair car)
24 (First class sleeper FAC)
52 (Two tier AC sleeper AC2T)
72 (Three tier AC sleeper AC3T)

Higher speed potential 180 kmph up gradable to 200

Ride index of coach 2.5 at 160 kmph but not >2.75

VARIOUS PARTS OF THE LHB RAKE

Wheel And Axle Assembly
This is the part of a rake which is just adjacent to the tracks. It basically consists of four main
parts:
a) Wheel
b) Axle
c) Bearing and Housing

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Wheel
Wheel of a rake is a specifically made cylindrical portion having an outer edge shape to fit in the
Railway track. The material is STAINLESS STEEL.

Axle

Axle is the main long cylindrical bar on which wheels are fixed with the help of bearings. This is
also made of stainless steel as above. Each axle contains 2
wheels, the brake cylinders are also attached to it and in case of LHB coaches, the braking discs
are fixed on to the axle.

Components of Wheel and Axle Assembly -

1. Two brake disks (4), diameter 640 mm and width 110 mm.

2. In built slack adjusting brake cylinder fitted

3. Two wheel disc of tread dia 915 (New), 845 (worn).

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Axle Bearings

A taper roller cartridge type bearing is used and it makes up a preassembled unit. The axle
bearings on the bogie are fitted with sensors for detecting speed (whose signal is elaborated by
the ant slipping system) and a current return device.
The ends of the control arms are fitted with centering devices for the primary suspension spring
assembly. The bearing lubricating plug is fitted in the lower part.

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Axle Bearing Longitudinal Section

BOGIE
The FIAT Bogie is two-axle type, with a primary and a secondary suspension. The bogie
assembly is shown in fig. 1-1. The Salient features of FIAT Bogie are:

Solid Welded Bogie Frame made up of two longitudinal components connected by two
cross beams. The bogie frame rests on the primary suspension spring units and supports the
vehicle body by means of Bolster beam. The Bolster beam is connected to the bogie frame by
secondary suspension.

Primary Suspension consists of two steel coil springs (internal/external) laid out on the
Control Arm upper part.

Secondary Suspension consists of two spring packs which sustain the bolster beam over the
bogie frame. Each spring pack is made up by an internal and external spring. An Anti-roll bar
fitted on the bogie frame realizes a constant, reduced inclination coefficient during running. The
bogie frame is linked to the bolster beam through two vertical dampers, a lateral damper, four
safety cables and the traction rods. The bogie frame is linked to the coach body through two yaw
dampers.

Traction Centre – The traction centre transmits traction and braking forces between bogie
frame and body by a traction lever on the bolster beam pin and two rods.

Disk Brakes – The FIAT bogie is fitted with pneumatic disk brakes. The pneumatically
operated brake cylinders are fitted with automatic device for taking up the clearances.

Taper Roller Cartridge Bearing – Fiat Bogie is fitted with 130 mm Cartridge type roller
bearings.

BOGIE FRAME
The bogie frame is a solid welded frame made by steel sheets and forged or cast parts. The frame
is made up of two longitudinal components (1) connected by two cross-beams (2) which also
support the brake units. The various supports which connect the different bogie components are
welded to the frame. The bogie frame rests on the primary suspension spring units and supports
the vehicle body by means of a bolster beam. The bolster beam is connected to the bogie frame
by the secondary suspension.

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1. Bogie frame longitudinal component 2. Cross-beam

Primary Suspension
Primary suspension is implemented by two units (see FIG. 4-3) of two steel coil springs (internal
(4) and external (5)) laid out on the control arm upper part (13) by a centering disk (8) and
adjustment shims, (if required).
The suspension is also completed by the following components:

 A control arm (13), fitted with twin-layer elastic joints (12), connecting the axle bearing to
the bogie frame and transmitting, not stiffly, lateral, longitudinal and part of the vertical forces;
 A vertical damper (14), Rubber elements (2) separate the primary suspension from the bogie
to realize noise reduction

Stops and protections are mounted on the bogie frame for the lifting.

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1. Bogie frame
2. Rubber disks
3. Centering
disk
4. Internal spring
5. External spring
6. Bump stop
7. Shim
8. Centering
disk
9. Control Arm
Lower Part
10. Plate
11. Block
12. Rubber joint
13. Control
Arm Upper
Part
14. Damper

Secondary Suspension
The secondary suspension enables lateral and vertical displacements and bogie rotation with
respect to body when running through curves. It is implemented by two spring packs which
sustain the bolster beam (1) over the bogie frame (6). Each spring pack is made up by an internal
(3) and an external spring (4), mounted and positioned through the centering discs (5). An anti
roll bar (2), fitted on the bogie frame (6), realizes a constant, reduced inclination coefficient
during running. The bogie frame is linked to the bolster beam through two vertical dampers (7), a
lateral damper (8), four safety cables (9) and the traction rods (10). The bogie frame is also
linked to the coach body through two yaw dampers (11).
1. Bolster beam
2. Anti- roll bar
3. Internal spring
4. External spring
5. Centering disk
6. Bogie frame
7. Vertical damper
8. Lateral damper
9. Safety cables
10. Traction rod

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11. Yaw damper

Cross Bar – Cross bar is the connection between the two ends of the trolley which also
maintains the uniform distribution of the hauling force to all wheels to ensure equal velocity.

Bolster Assembly – Bolster assembly is the host of the secondary suspension system. In other
words it is like two interconnected housing for springs. It also connects trolley and the body of
the rake. The main function of bolster assembly is to transform the hauling force and the raking
force form body to wheel and from wheel to body respectively.

Draw and Buffing Gear Assembly – Draw and buffing gears are attached to the end of
one coach and this two gear mechanism are made to suit two adjacent coaches into an uniform
continuous movement. They also transform the hauling force from main engine to the following
rake, draw gear is specialized for these purpose, whereas the buffing gears are essential for
maintaining a vibration less motion of a coach with respect to its former one.

We have two different arrangements of draw and buffing gear assembly in ICF and LHB
coaches. They are-

Screw Coupling and the side buffers serve the aforesaid purpose in case of the draw and
buffing gears respectively in case of ICF coaches. Screw coupling not only gives the boost but
also let two coaches to connect in the formation of a continuous rake. The two jaws of the screw
on both sides are guarded with spring and rubber to minimize the vibration the hauling force
produces. They are called the DRAFT GEARS.

Side Buffers are uniquely shaped buffers. They have a flat plate made of stainless steel and
duly lubricated in contact to each other facing each other in motion. They are also guarded with
the iron plated and spring and rubber to minimize the vibration as much as possible.

For LHB coaches we have a multipurpose serving coupling between the two coaches. It is called
in technical terms the Center Buffer Coupling. It has got a special locking system operated by
handle.

SHELL

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The body shell is of integral light weight construction consisting of separate assembly group for
under frame, side wall, roof and end wall. The individual assemblies are joint to each other by
welding.

Three types of steel are used for manufacture of body shell:

Shell Assemblies Steels used and their UTS Yield

%age compositions Stress
N/mm2
N/mm2

Side wall, End wall

and Roof structure
X2 Cr8 Ferritic Steel 450-600 320
(SS 409M)

(C< .03%, Cr 10-12%,

Si 1%, Mn 1.5%)

Roof sheet and

Trough floor
X5 CrNi 18 10
Austenitic Steel (SS
700-850 235
304)

(C< .07%, Cr 18%, Ni

10 % Si 1%, Mn 2%)

Under frame

IRS M-41 / Corten Steel

(C < .01%, Cr .35 -.6%, 440-480 320

Ni .2 - .4%

Cu .3 - .6% Si .3 - .7%,
Mn .25%)

BODY

Body is basically the coach itself without the braking mechanisms and suspensions. It has the
following constituents. They are discussed below:
 The Carriage is the main structure of the coach. This contains a floor which is called Turf.
There are Arch Levers which maintain the weight distribution throughout the whole coach.
And then there is the roof which is of a typical aero dynamical shape.

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 At the bottom of the carriage there are two kinds of bars made of stainless steel which
transfers the weight from the carriage to the wheels.
The Sole Bar is throughout the whole body of the coach vertically. These are at the bottommost
position of the body.
The Cross Bar is the horizontally arranged bars across the body. They get their support from the
sole bar.

CENTER PIVOT ASSEMBLY -

Center Pivot is welded to the upper bolster plank and passes through the supporting frame which
is rectangular in shape. This is a pivoting system used in transportation of force through a
mechanically advantageous system of pivot. At the bottom of the center pivot there is a traction
lever. A traction rod is also connected at the end of traction lever having its other end connected
with the cross bar.
Body- Bogie Connection – Especially in case of the LHB Coaches, there are a special kind
of bolts called swing bolts, which are four numbered in each trolley. These connect the body to
the bogie to the body. Each bolt is fastened with a pin which can swing in the direction of the
motion.

TROLLEY

Trolley is basically the separated part containing the wheel and other similar components which
are essential to run a coach. When they are attached with the body they are called the bogie.
Here we are going to discuss about the trolley parts of the ICF coaches.

 Trolley Frame – Trolley frame is the main construction of the trolley on which the other
components rest. This is a metallic construction just like a cage having different gaps in between
to fit the components.

 Center Pivot – This is the centrally situated hole which will indicate the correct position
of the trolley when fitted with the body. There is a counter part of the hole attached at the body
itself to indicate the perfect position of the trolley. When assembled they should match perfectly.
 Side Bearing – Side bearing is the bearing space engulfed by lubes and a bearing made of
bronze which plays a good role in distributing the weight throughout the trolley.
 Brake Cylinder – If we see the trolley in the direction of the motion we will see two
brake cylinders one after one which have the air supply through one outlet. These brake cylinders
operate in a critical air pressure and contains a piston which we call the slug adjuster. At that
particular pressure the piston inside those cylinders moves and the brakes hold firm onto the
wheels.
 Brake Blocks – In ICF coaches we generally use the K & L types of brake blocks. These
are used as components of shoe brakes attaches at wheels. These special type of blocks are used
because of their increased coefficient of friction and also the heat absorbing capability.
 Equilateral Sterod – This is attached to the trolley symmetrically along the trolley frame
horizontally to minimize the lateral force when in motion.
 Anchor Rod – These are rods attached vertically to minimize the longitudinal load. Both
of them are made of stainless steel.

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 Suspension Systems – These are anti-vibrational attachments which are attached to the
main frame and the wheel bearing.

MAINTENANCE OF THE TRAINS

THE PRIMARY STRUCTURE :- Train is the combination of various types of coach and
the train engine.There are many kind of rakes which play an important role in serving the
main purpose of driving a train. Like public transportation and carrying goods etc.
There are also varieties of train engines depending on the medium they are driven by, like
electrical and fuel based, especially diesel. Here we are going to concentrate on the trains
which
are used mainly for travelling and are equipped with such facilities.

Down
Drawntrain
outarriving
of the The rake stabled at the
atDrawn
platform
ou yard or sent for
maintenance

Engine
detached

So rake can be defined as the combination of coaches attached together after detachment of the
engine from the train.

THE MAINTENANCE OF THE TRAINS:- The maintenance of the trains is an

important criteria for every coaching facility and workshop. This is very important to make the
system run smoothly and to look after the passenger safety. So knowledge about the proper
maintenance is essential.
Seen from the point of view of the train itself there are three kinds of maintenance available in
Eastern railways.

Primary Maintenance- According to the rules of railways, every division of railways

possesses the responsibility of running some specific trains. For those trains under the
consecutive divisions primary maintenance is done before that train leaves that section of
railways. In other words the primary maintenance is done at the mother or the terminal
station.
Here every aspect of pressure related systems, and aspects of public safety are checked. The
continuity, the bonding between coaches etc is also taken care of. This takes at about 5 –
6 and half an hour duration until it is given the fit to run certificate.
Each primary maintenance comprises a form which is known as the v-5 form.
This form has information spaces about those aspects that are secured during this maintenance.
If a train is given fit instead of any fault not so fatal, that is written in the certificate.

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Round trip/Turn Around Maintenance- This maintenance takes place after the train
reaches its final destination from the staring one. This is a short duration maintenance
preparing the train to send it backto the terminal station. Just the necessary maintenance
is carried out.
This takes about one hour forty minutes to about two hours to complete.

Secondary Maintenance- Secondary maintenance is a specific type of the primary

maintenance. When the train runs for about 3500 kilometers orabout 3 days, either way,
then at the destination station the train undergoes the secondary maintenance. Here the
measures taken are just similar to the primary one. The duration is about six to seven
hours.

INTERMEDIATE OVERHAULING
(i). IOH i.e. Intermediate Overhauling which is required to be given every nine months ± 30
days at the nominated primary depot.
(ii). Coaches are required to be detached from the rake and taken to the sick line for examination
and repairs.
(iii). For maintenance of major break–down/ mal-functioning of any subassembly etc. the
decision whether the coach is to be detached from the formation for attending to
maintenance/replacement of major subassembly is dependent on maintenance requirements,
operational convenience, time availability etc. The decision is taken by the Engineer (C&W).
Coach failure report should be made.
(iv). At depot, the coach that is detached for IOH is taken over to the washing line for cleaning,
lubrication and minor maintenance. The coach that are detached due to a major defect in the
distributor valve, brake cylinder, Auxiliary reservoir etc, is taken to the pit line for the
replacement of such sub-assemblies, on unit exchange basis. The detachment of coach is carried
out so as to make the maintenance or testing activities convenient and faster so that the coach is
made ready for use without delay.

PROCEDURE:
The activities performed to detach a coach with Air Brake system are as under-
i) Safety precautions shall be taken to prevent injury while detaching/attaching a coach.
ii) Remove the clamps on the cut-off angle cocks. Close the cut-off angle cock of both feed pipe
and brake pipe on both sides of the coach that has to be detached.
iii) Close the cut-off angle cocks of the feed and brake pipe of adjacent coaches. This is to ensure
that the air pressure locked up in the air hose coupling gets vented to atmosphere through the
vent hole of the cut-off angle cock.
iv) Observe above mentioned safety measures to close all the four cut-off angle cocks on either
side of the coach to be detached so that while opening air hose coupling, it may not cause injury
due to air pressure inside.
v) Release the brake of the coach to be detached by pulling the manual release lever of the
distributor valve.
vi) Open the Feed Pipe and Brake Pipe hose coupling from both sides of the coach.
vii) If the air pressure of brake cylinder does not vent by pulling the manual release valve of
distributor valve, open the brake cylinder vent plug to drain the air pressure.

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viii) Uncouple Screw coupling and detach the coach.

ix) Observe all other safety measures as prescribed.

AIR BRAKE SYSTEM MAINTENANCE

The maintenance of brakes consists of change of brake blocks , adjust stroke length, change of
brake cylinder, leakage in the brake system etc.
Check working of PEASD & PEAV by hearing the hissing sound of exhaust air. After resetting
with the help of key the exhaust of air should stop. Replace the defective PEASD/PEAV.

BRAKE DOWN MAINTENANCE

Brake down maintenance is a method of carrying out inspection, repairs/replacement of
components/assemblies after the failure of equipment. The following are brake down
maintenance:-

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A. Sick line attention B. Attention of derailment. C. Other accident

SICKLINE ATTENTION:

In sick line attention , mainly wheel defects are attended with the help of a wheel defect gauge
drawn below

WHEEL DEFECT GUAGE

WHEEL DEFECTS CAUSES

THIN FLANGE When the flange thickness reduces from 28.5mm (New) to 16 mm
(Condemn) or less, then the flange is called thin flange.
Flange thickness is measured at a depth of 13 mm from the tip of the
flange.
Repercussion: - Chances of bursting of point due to entering of flange
between Tongue rail and Stock rail
SHARP FLANGE When the radius given at the tip of flange is worn out from 14.5mm
(New) to 5 mm (Condemn) or less is called Sharp Flange.
Repercussion: - Shearing of fish plate bolts at rail joints
RADIUS TOO SMALL New Radius of flange at the root is 16R, when it is reduced to 13R or
AT THE ROOT OF below, it is called Radius too small at the root of flange.
FLANGE Repercussion: - Excessive lateral play result in chances of mounting of
flange over rail.
DEEP FLANGE The New height of the flange is 28.5mm, when it increased up to 35mm
or more is called Deep Flange
Repercussion: - Shearing of fish plate bolts at rail joints.
FLAT FACES ON Flatness on wheel circumference is called Flat faces on tyre.
TYRE 1. For Coaching Stock it is allowed up to 50 mm
2. For Goods Stock it is allowed up to 60 mm
Repercussion: - Chances of rail fracture due to hammering effect on rail.
HOLLOW TYRE If the groove on the wheel tread is up to 5 mm or more, it is called
Hollow tyre.
Repercussion:- Chances of entanglement of tongue rail nose with wheel.
THIN TYRE If the remaining thickness of tyre is less than 25 mm, it is called thin tyre.
Repercussion: - probability of breakage of tyre.

ATTENTION OF DERAILMENT:

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 Definition: -Derailment means off loading of wheel/wheels causing detention to rolling

stock/P.Way.
There are two broad categories of derailment :
i) Sudden derailment – Instant dismounting of wheel from rail.
ii) Gradual Derailment – Gradual climbing of flange on the rail.
 Sudden derailment: When derailing forces are high on a wheel it may suddenly jump off
from the rail table and the rolling stock derails. In this case no flange mounting marks are
available on the rail table. However the wheel drop marks can be seen on ballast or sleepers.
The possible causes for sudden derailment are –
(i) Sudden shifting of load
(ii) Improper loaded vehicle
 Gradual Derailment: The forces acting on the rail & wheel contact are the weight of the
vehicle transmitted by the wheel on the rail which keeps the vehicle on the track
When the wheels of the vehicle roll parallel to the rail there is no angularity, when there is
positive angularity the conditions creates the chance of derailment.
 Cause of Derailment: The cause of derailment can be largely classified into following two
major categories –
i) Equipment failure
ii) Human failure
Apart from the above cattle run over, sudden falling of boulders, trees etc. on the track, sinking
of track also may be the cause of derailment of rolling stock which do not require thorough
investigation.
Derailment occurred due to one or more of the following factors:
(a) Operational factors
(b) Track
(c) Rolling stock
(d) S&T

ACCIDENT:
Accident is an occurrence in the course of working of Railway which does or may affect the
safety of the Railway, its engine, rolling stock, permanent way and works, fixed installations,
passengers or servant or which affect the safety of others or which does or may cause delay to
train or loss to the Railway.

WASHING LINE MAINTENANCE

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.WORKS CARRIED OUT IN WASHINE LINE :

 Inspection
 Cleaning& washing
 Brake testing
 Pantry car provisions
 Watering
Platform cleaning and washing:
Wherever washable aprons are available on the platforms, the time available before the
terminating trains are pulled out into the yard, should be utilized for inside sweeping and toilet
cleaning.

External Cleaning / Washing:

i) Place the rake/coaches on the washing pit provided with equipments required for washing
and cleaning. It should be ensured that the rake/coach is protected with proper board/signal
for safety of the staff working on washing/cleaning job to prevent movement/disturbance in
the activity. Scotch blocks with locking arrangement should protect lines and keys should be
kept with Engineer (C&W) till the time rake is under maintenance.
ii) Before starting washing and cleaning of side wall, ensure that the glass shutters and louver
shutters of that side are lowered. Remove dirt/dust accumulated on shutters by compressed
air or duster.
iii) Remove old reservation charts/labels on the body panels. Splash water on old charts so that
they are wet for easy separation. Care should be taken to avoid any damage to the paint.
iv) The cleaning solution should be spread/rubbed with nylon brush or sponge brushes
and then rubbed thoroughly to clean the panels. Extra attention should be given to oily and
badly stained surfaces.
v) Destination boards may be removed and cleaned with brush/duster.
vi) Clean the external surface by high pressure jet where facilities are available.
vii) All exterior panels including end panels should be hosed with water and brushed
with diluted soft soap (detergent solution)
viii) The strength of the solution may be increased or decreased according to RDSO
specification M&C/PCN/101/ 2001.

Cleaning of Toilet:

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i) Before starting cleaning of toilets ensure that all repairs in the toilets have been carried out
and after cleaning no employee should enter in the toilet.
ii) Doors and walls should be cleaned with water sprayed by high pressure jet up to waist level.
Apply specified solution and rub thoroughly with sponge brush/duster/nylon bristle brush.
iii) Indian style lavatory pans have to be cleaned by thorough rubbing with concentrated
solution of recommended cleaning agent.
iv) Western style commode shall be cleaned as (iii) however due care should be taken that
recommended solution should not fall on commode lid which may damage/spoil it.
v) The flooring should be rubbed with nylon bristles/sponge brush and cleaned with
recommended
cleaning agent.
The drain holes
should be cleaned
thoroughly for
easy discharge of
water.
v) The mirrors in toilet
should be cleaned with
light wet cloth.
Recommended
solution should be used
for cleaning the
dirty portion of
glasses.
vi) After all the washing and cleaning in the toilets mentioned above, the toilets should be
thoroughly cleaned with water jets and water should be flushed out. All fittings and floor
should be wiped dry with a cloth.
vii) After cleaning, spray deodorant in the toilet to remove the bad odour.

Cleaning of buffers and screw couplings:

i) Buffer plungers should be scrubbed with a scraper to remove dirt and muck. Thereafter, they
should be wiped clean with cleaning oil and rubbed with coir rope.
ii) Screw coupling threads should be cleaned with wire brush to remove all dirt and dust.
Thereafter, it should be cleaned and given a light coat of oil. Oiling should be done on slack
adjuster also.

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CENTER BUFFER COUPLER

BRAKE TESTING IN WASHING LINE

 Mainly done to check the brake of the complete rake using Rake test rig.
 Rack testing rig is capable of testing full train (up to 24 coaches) at a time.
 The different activities / tests to be performed during rake test-
A -Carry out visual examination
B -Prepare of test rig for rake test
C -Leakage, service application & release test.

SUGGESTIONS:-
 Coach should be lifted from both sides during separation of bogie to avoid damage to
centre pivot.

 The brake blocks should placed on bogies as a set.

 Workers should wear helmet which will prevent any type of serious injury to their heads.

REFERENCES:-
 Carriage and Wagon Handbook for Northern Railways.
 RDSO website .
 CAMTECH Manual.
 Book on Carriage and Wagon by P.C.Gupta.

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