NWR CARRIAGE WORKSHOP, AJMER

CARRIAGE REPAIR WORKSHOP AJMER,

RAJASTHAN
A PRACTICAL TRAINING REPORT
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR
THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY
(MECHANICAL ENGINEERING)

SUBMITTED TO
RAJASTHAN TECHNICAL UNIVERSITY, KOTA

SUBMITTED BY
Name University Enroll No.
RAJAT SHATMA 15E1EAMEM40P053

14-05-2018 TO 09-07-2018

GOVERNMENT ENGINEERING COLLEGE AJMER

 NWR CARRIAGE WORKSHOP,
AJMER
CARRIAGE REPAIR WORKSHOP AJMER,
RAJASTHAN
A PRACTICAL TRAINING REPORT
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR
THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY
(MECHANICAL ENGINEERING)

SUBMITTED TO
RAJASTHAN TECHNICAL UNIVERSITY, KOTA

SUBMITTED BY
Name University Enroll No.
RAJAT SHARMA 15E1EAMEM40P053

14-05-2018 TO 09-07-2018

GOVERNMENT ENGINEERING COLLEGE AJMER

ii
 ACKNOWLEDGEMENT

I am grateful to Supervisor, (B.T.C.) of carriage workshop AJMER.

We would like to thanks to all those peoples who directly or indirectly helped and guided us to
complete our training and project in the workshop, including the following instructors and
technical officers of carriage and various sections.
I am extremely thankful to Dr. ROHIT MISHRA, HOD, Department of Mechanical Engineering,
Government Engineering College, Ajmer, for his valuable suggestions and encouragement.

I am also thankful to MR. DILIP GEHLOT, Training and placement officer, Government
Engineering College, Ajmer for providing the opportunity to get this knowledge.

I also pay my deep regards to my parent and friends whose blessings made this project work a success.

SIGNATURE OF STUDENT

RAJAT SHARMA
15E1EAMEM40P053

iii
 CERTIFICATE
I hereby certify that I have completed the 60 days Training in partial fulfillment of the
requirements for the award of Bachelor of Technology in Mechanical Engineering. I did my
training in NWR CARRIAGE WORKSHOP AJMER from 14-05-18 to 09-07-18

The matter presented in this Report has not been submitted by me for the award of any other
degree elsewhere.

Signature of Student
RAJAT SHARMA ( 15E1EAMEM40P053 )

iv
 PREFACE

Summer training in business organization infuses among students a sense of critical analysis of
the real engineering problems to which they are exposed. This gives them an opportunity to apply
their conceptual, theoretical, imaginative and technical skills in a real life situations and to
evaluate the results there of.

I am lucky that I got an opportunity to work at CARRIAGE WORKSHOP, INDIAN

RAILWAYS, AJMER visited the concern for 45 days and prepared my report and the study
done is divided into various chapters to get full knowledge. The training has helped me boosting
up my confidence and determination; which will help me to face real life situations in years to
come.

This project report is a comprehensive work, with lucid and systematic presentation of subject
matter. Each concept is explained with number of illustration and diagrams for easy
understanding.
Report also provides information about organization, their profiles, and history, product and service
areas.

I trust and believe that the blinding of my academic and practical experience has made the report
useful not only to the company but also to engineer.

v
 TABLE OF CONTENTS

Sr. No. TITLE Pg. No.

Acknowledgement iii
An Introduction to NWR Carriage Workshop
CHAPTER 1

1.1 INTRODUCTION 1
1.2 HISTORY OF INDIAN RAILWAY 1
1.3 THE FIRST TRAIN 2
1.4 WORKSHOP 4
1.5 HUMAN RESOURCES & DEVELOPMENT 7

CHAPTER 2
WHEEL AND MACHINE SHOP

2.1 BOGIE AND WHEEL SHOP 12

2.2 BOGIE FRAME 13
2.3 PRIMARY SUSPENSION 13
2.4 SECONDARY SUSPENSION 13
2.5 BOGIE SELECTION BLOCK DIAGRAM 14

CHAPTER 3
3.1 MILLWRIGHT SHOP 15
3.2 OBJECTIVE OF MILLWRIGHT SHOP 15
3.3 DEPARTMENTS OF MILLWRIGHT SHOP 15

vi
 CHAPTER 4
COACH COMPONENT REPAIR AND TESTING
4.1 CARRIAGE WORKSHOP 16
4.2 ORGANIZATION PROFILE 17
4.3 WORKSHOP PROFILE 17
4.4 DAILY CONSUMPTION 18
4.5 POH TIMINGS FOR COACHES 18
4.6 PRESENT ACTIVITIES 19
4.7 POH FLOW CHART 20
4.8 BUFFER PLUNGER 21
4.9 SCREW COUPLING 22
4.10 TRACK DESTRESSING 23
CHAPTER 5
COACH UNDER GEAR
5.1 INTRODUCTION 24
5.2 OPERATION 25
5.3 TWIN AIR BRAKE SYSTEM 27
5.4 DYNAMIC BRAKE IN ELECTRICAL LOCO 28
5.5 PNEUMATIC DIRECT LOCO BRAKE 30
5.6 PNEUMATIC AUTOMATIC BRAKE 30
5.7 PARKING BRAKE 30
5.8 EMERGENCY BRAKE 31

CHAPTER 6

PAINT AND TRIMMING SHOP

6.1 ROLLER BEARING SECTION 34
6.2 PROCEDURE FOR OPENING 34
6.3 PROCEDURE FOR CLEANING 35

vii
 CHAPTER 7
7.1 ELECTROPLATING SECTION 38
7.2 SMITHY SHOP 40
7.3 HEAT TREATMENT 45
7.4 SPRING SECTION 47

08 CONCLUSION 49

10 REFERENCES 50

viii
 CHAPTER 1

HISTORY OF INDIAN RAILWAYS

Fig. 1

1.2 INDIAN RAILWAYS: A GREAT INSTITUTION AND A GREAT

TRADITION

Indian Railways! It truly reflects India! It is complex, sometimes unwieldy and unmanageable, and yet
full of life. It prospers against all odds! It is not just a transport organization. It is a great social institution.
So many things may go wrong in the country, but the Indian Railways somehow manages to keep its head
up above the waters, and it always runs the trains, serving millions of people everyday! Indian Railways
is patient with and sad about those who try to bring damage to its network of passenger and goods trains,
hoping that these people one day will repent for their sins and recognize the merit of the institution that
has served the nation with great distinction.

1.3 THE FIRST INDIAN TRAIN

The first train started running on the Indian soil on 16 April, 1853. It had 14 carriages and three engines –
Sindh, Sahib, and Sultan. The opening of the railway in the East was a major occasion and the day was
declared as a public holiday in the city of Bombay. 1853, just four years ahead of the First War of
Independence, otherwise called the Sepoy Mutiny!

On November 18, 1852, a locomotive hauled some coaches on a trial run from Bori Bunder to Thana. This
probably counts as the first “real” train to run in India.

ORGANIZATIONAL STRENGTHS

 First locomotive rolled out and dedicated to nation in January,1964

 A flagship company of Indian Railways offering complete range of flanking products in its area
of operation

QUALITY ASSURANCE

Quality has been a crusade since its very inception. They actively inculcate the primary importance of a
quality product in all their workmen, supervisors and engineers from the day they join. Each of our
workmen is continually trained and re-trained in Quality aspects.

Under ISO 9002 certification scheme, all our jigs and fixtures, tools and gauges are calibrated regularly
according to a carefully worked out plan.

COMMITMENT TO ENVIRONMENT/SOCIETY

They firmly believe that no organization can operate in vacuum and therefore, they owe a lot
not only to the environment we breathe in but also to the society we live in. Their environmental policy
and other social goals enshrine this commitment and are reflected in their activities.

Environmental Policy

“They, at Diesel/ Loco Workshop, Ajmer, while carrying out Chrome-plating will continually strive to
minimize the impact of our activities on the environment.

They will minimize the resource consumption and waste generated from these shops to make our
surroundings greener and cleaner.

They shall spread the message of environmental protection to the community by disseminating our
Environmental Policy to employees and to the public.”

10
 Societal Orientation

Their untiring efforts to make our micro-environment cleaner and better speak volumes about our
commitment to society in general. Value and Wealth creation not only for stakeholder but for whole
society as a dominant shareholder.

Introduction
Mechanical Department of NWR is headed by Chief Mechanical Engineer Shri Nikhilesh Jain. Mechanical
Department looks after the maintenance of rolling stock i.e. coaches, wagons and diesel locos. Under this
department there are carriage and wagon workshops (Looking after heavy maintenance of coaches &
wagons), diesel sheds (Looking after maintenance of diesel locomotives) and divisions where there two
wings viz. C&W wing and Loco wing. C&W wing looks after minor schedule of coaches and wagons &
Loco wing looks operation of diesel loco and crew management.

There are three workshops in NWR viz. Ajmer C&W workshop, Bikaner workshop and Jodhpur
workshop. Also there are three Diesel Sheds viz., Abu Road diesel shed ( BG ), Bhagat Ki Kothi diesel
shed ( BG ) and Phulera Diesel Shed ( MG ).

The Mechanical Department of NWR is having cadre strength of (approx.):

Officers = 57

Staff = 19221

Work Shop

AJMER WORKSHOP

11
Aimer has been in the limelight from the time of the great king Prithvi Raj Chouhan. It continued to
maintain its importance during the Moghul dynasty. Subsequently, British resident was head quartered
here for controlling the princely states of Rajputana and Malwa.

Rajputana State Railway was opened on 18th Aug 1876. The Railway was renamed as Rajputana-Malwa
Railway when a new line from Ajmer to Khandwa was added to it. Bombay Baroda & Central India
Railway came into existence in 1890 and Rajputana-Malwa MG system was leased to it Central Workshop
was setup at Ajmer in 1877.

The foundation of the prestigious Central Workshop was laid in 1876 and established in 1877 to undertake
repairs and manufacture of steam locomotives, carriages and wagons of Rajputana-Malwa MG system
Carriage and Wagon activity was shifted in 1884 to south of this shop..

Carriage and Wagon workshop was built in 1884 for repairs and manufacture of Carriage and Wagon for
the Rajputana-Malwa Railway. This Workshop has proud privilege of being the first workshop in the
country to set up facilities in 1902 for the production of steel castings. The manufacturing of new coaching
and wagon stock continued in this workshop till the setting up of Integral Coach Factory and till
development of certain private and public sector factories for the manufacture of wagons. This Workshop
was modernized during 1986-92 at a cost of Rs.
31.81 crores. Gauge conversion in the Workshop took place in 1995-96.

Ajmer Workshop Group consists of following Administrative units.

1. Carriage Workshop

2. Ajmer Diesel Loco & Wagon Workshop

3. Electrical Workshop

4. Electrical Production Shop

5. Central Chemical & Metallurgical Lab.

6. EDP Center

7. Supervisors Training Center

8. Ajmer District of Stores, Ticket printing

9. Workshop Accounts Office

12
10. Workshop Personnel Office

At Ajmer, Signal shop was set up in 1885 for manufacturing of signals, signal points and crossing. Present
it is headed by ASTE.

1.3 CARRIAGE WORKSHOP

This Workshop has obtained ISO 9002 Certification in Sept. 2001 and has obtained ISO 14000
Certification in Oct. 2002 this workshop is having 10 Officers, 282 Supervisors and 3054 other staff.

PRESENT ACTIVITIES

The outturn of Rolling Stock is as under:-

4. Coaches : BG 81 Vus per month

MG 53 Vus per month

2. POH of BG AC Coaches was started on 30.9.96 and present outturn is 10 VUS per month

3. Corrosion repair of BG Coaches was started on 17.6.96.

4. This workshop under takes POH of prestigious trains Palace on Wheels (BG), Royal Oriental Express
(MG).

In addition, there are various manufacturing activities. Emphasis has been given on quality of outturn.
Regular quality audits are being conducted in vital section/Shops

QUALITY POLICY

Mechanical department of North western Railway is dedicated to customer success. Our objective is
100% mission success between normal maintenance intervals. The strategy is to identify measure,
analyze, improve & control process characteristics critical to our product reliability. These processes
reach beyond North Western Railway to our suppliers & customers only through open communication
and cooperation and mutual trust we can continually improve these processes and thus the quality of
everything.
13
 OBJECTIVES

 Safe & punctual transportation of goods and passengers.

 Success and satisfaction of customers & other interested parties.
 Continuous improvement through constant monitoring & upgrading process.
 Continuous upgrading of skill, knowledge, team work & participation of our man through training
& guidance and visionary leadership.
 Implementation Human Research & Development mechanisms like objective annual assessment,
training etc.
 Optimum utilization of resources.
 Development of innovative culture through suggestions schemes and open communication.
 Bring all the wastages to zero.
 Transparency in our working system.
 Bench marking of key activities.
 Effective reductions in expenditure.
 Clean & environment friendly surroundings.

1.4 HUMAN RESOURCES & DEVELOPMENT

Staff Welfare Activities

The Personnel Department is headed by Chief Personnel Officer Sh. G.L. Meena and assisted by team of
Personnel Officers and subordinate staff in Headquarter and Divisions/ Units on this railway.

14
This railway has been formed with merger of part of Northern & Western Railway and has come into
operation w.e.f. 1st of October, 2002.

CHAPTER 2

BOGIE AND WHEEL SHOP

2.1 BOGIE AND WHEEL SHOP

15
 Bogie is very important part of the coach. It has to carry the motors, Brake system
and suspension system, all within a tight envelope.
It is subjected to several stresses and shocks and may have to run at in a high-speed
application.
The different parts of the bogie are as follows:

• SIDE FRAME

• BOLESTEN PLATE

• SPRING PLANK

• WHEELS

• BRAKE BEAM

• EQUALIZING LEVER

• LINK

• BRAKE BLOCK HANGER (HOLDER)

• BRAKE BLOCKS

• BRAKE BEAM SUPPORTS

• CENTRAL PIVOT

• SIDE BEARER

• AXLE BOX (CARTIAGE BEARINGS)

• PRIMARY SUSPENSION SPRINGS

• SECONDARY SUSPENSION (SHOCK ABSORBER)

16
2.2 BOGIE FRAME

Bogie frame may be casted or may be fabricated. It is made of steel plate or cast
steel.

2.3 PRIMARY SUSPENSION

Coil springs, two of which are fitted to each axle box in this design. They carry the weight of the
bogie frame and anything attached to it.

2.4 SECONDARY SUSPENSION

For secondary suspension, dashpot arrangement is provided inside the coil springs. This dampens
the vibration.

2.5 BOGIE SECTION BLOCK DIAGRAM

The load transmission system of the locomotive is :

17
 LOCOMOTIVE

BOGIE

SPRING

SHADDLE

EQUALIZING BEAM

AXLE

WHEEL

RAILWAY LINES

CHAPTER 3

MILLWRIGHT SHOP

3.1 OBJECTIVES OF MILLWRIGHT SHOP

• Supply of Water in Workshop.

18
 • Maintenance of Cranes and Traverser and Repairing.

• Furnace Oil Supply.

• Compressed Air Supply in Workshop for Pneumatic Machine.

• Internal Transportation.

• Maintenance and Repairing of Fork, Lift Trucks and Clisters.

• Maintenance and Repairing of Machine and Equipments.

3.2 DEPARTMENTS OF MILLWRIGHT SHOP

• MACHINE REPAIRING SECTION

• AIR COMPRESSOR SECTION

• CRANE SECTION

• RAIL MOTOR SECTION

• LATHE SECTION(Repair of m/c like Lathe, Shaper etc)

CHAPTER 4

CARRIAGE WORKSHOP

19
 Fig.3

4.1 ORGANIZATION PROFILE

ISO 9002 / 1994 &
ISO 14001 / 1996 CERTIFIED

The carriage workshop in Ajmer was built in year 1887 by the Rajputana Malwa Railway
for repair and construction of carriage and wagon stock. This workshop has the proud of privilege
of being the first workshop in the country to setup facilities in 1902 for producing steel castings.
During World Wars Ist and IInd this workshop had also contributed to the defence requirements by
manufacturing some war materials and special rolling that was required that time. At a time here
in this carriage workshop was Asia’s number one foundry.
The manufacturing of new coaching and wagon stock continued in the carriage shop, Ajmer till
the settling up of Integral Coach Factory (I.C.F.) at Perambur, Chennai for the manufacture of the
coaches and till the development of certain selected railway workshops.

Introduction of payment by results (Incentive Scheme) was introduced in 1961. This workshop
was modernized in 1986-96 at the cost of Rs. 31.81 Crores. The gauge conversion in the workshop
took place in 1995-96 and the first BG (Broad Gauge) was taken for Periodic Over Hauling (POH)
in January 1996 and turned out in February 1996.
Presently carriage workshop, Ajmer is a coach repair workshop in North Western Railway Zone
of Indian Railways. The workshops involved in repairing of Broad Gauge and Meter Gauge (Air
20
Conditioned and Non Air Conditioned) coaches. This workshop has also the privilege of Periodic
over Hauling (POH) of most prestigious tourist trains in Indian Railways, namely PALACE ON
WHEELS and ROYAL ORIENT EXPRESS.

4.2 WORKSHOP PROFILE

Table.2
S.NO PARAMETER VALUE
1. Departments Covered Area 66,000 Sq. Meter
2. Total Area 2,25,000 Sq. Meter
3. Total Trees 650 Nos.
4. Total Gardens 35 Nos.
5. Green Patches 90 Nos.
6. Total Employees 4392 Nos.
7. Budget 2002 – 03 Rs. 57 Crore

4.3 DAILY ENERGY CONSUMPTION AT CARRIAGE WORKSHOP

Table.3

S.NO ENERGY SOURCE CONSUMPTION IN RS.

1. ELECTRICITY 48,774/-
2. FURNACE OIL 24,781/-
3. ACETYLENE GAS 4,923/-
4. OXYGEN 2,036/-
5. DIESEL 2,108/-
6. KEROSENE 966/-
7. COAL 850/-

Total Daily Energy Consumption at Carriage Workshop-84,438/-

Total Annual Cost- 2,53,31,400/

PURPOSE OF CARRIAGE WORKSHOP

The primary purpose of carriage workshop is periodic overhauling (POH) of the following
Broad Gauge (BG) and Meter Gauge (MG) coaches of trains.
1. POH of PALACE ON WHEELS (POW)
21
 2. POH of ROYAL RAJASTHAN ON WHEELS (RROW)
3. POH of Broad Gauge Coaches
4. POH of Meter Gauge Coaches
The term periodic overhauling (POH) stands for a process, which includes inspection of
whole coach with its all parts and components and to repair the defective components. It also
includes POH of some parts like shock absorber, slack adjuster, vacuum cylinders, buffers, bogie,
body repair, train lighting etc.

4.5 POH TIMINGS FOR THE COACHES

POH timings for the coaches are either every 9 months or after running two lakh kilometers
whichever is earlier.

4.6 ANNUAL OUT-TURN

Table.4
S. NO. NON AC COACH
TRAIN TYPE AC COACH TOTAL

1. Broad Gauge 120 840 960

2. Meter Gauge 36 576 612

4.6 PRESENT ACTIVITES

a) Present targets for POH of rolling stock is as under activity :

Table.5
S.NO. COACH TYPE TARGET
1. Broad Gauge Coach POH including 10 AC Coaches (Per 80 Coaches
Month)
2. Meter Gauge Coach POH including 2 AC Coaches (Per 52 Coaches
Month)

b) Major Manufacturing activities :Bearing Brasses (Meter Gauge) Target = 2000

Units

4.7 COACH POH PROCESS FLOW CHART

22
 D

A B C G K L M

A - Pre Inspection of Coach

B - Shipping of Coach Components
C - Lifting and Shipping of Under Frame Components
D - Bogie Repair
E - Coach Body Repair, Repairing of Screw Coupling etc.
F - Repairing of Windows / Seats etc.
G - Painting
H - POH of AC equipments
I - Repairing of Light
J - Water Tank Repairs and Pipe Fitting
K - Assembly
L - Testing and Inspection
M - Train Examination

23
4.7 COACH UNDER FRAME

In this section the POH work is done under the frame. Before lifting the Coach from
the bogies, the cotter pin is removed from the center pivot.

Main functions of this shop is POH of following Coach Under Frame Parts
• Buffer Plunger
• Screw Coupling
• Train Pipe (For Vacuum Creation)
• Reservoir Tank
• Lifting and Lowering of Coach
• Pivot and Side bearings
• Truff Floor
First the whole frame is separated from the bogie with the help of crane and after that
frame puts on trassels and bogie sends to the bogie section.

4.8 BUFFER PLUNGER

The Function of buffer plunger is to absorb axial directions shocks due to brakes as
speed variations.

Fig.4
4.9 SCREW COUPLING
Screw Coupling is the arrangement to connect two coaches. One coach pull the another by
this screw coupling.

24
 Fig.5

Expansion joints

Expansion joints (or 'switch expansion joints') are joints provided at intervals in the track to allow
space for rails to expand in hot weather. Earlier expansion joints were simply gaps between the
ends of adjoining rails. These gaps result in a lot of violent shocks to the vehicles riding on the
rails and besides, limit the lengths of rails that can be used. Newer expansion joints have the
neighbouring ends of rails tapering with diagonal cuts so that as they expand they can slide past
one another to some extent. This allows for longer welded rail segments to be used and also
reduces the shock to passing vehicles. Thermal expansion of rails is often arrested by the
provision of heavy RCC sleepers (280kg weight) and firmly clipping the rails to the sleepers. This
prevents thermal expansion from propagating to the ends of the rails, except for a section near the
ends ('breathing length') that is allowed to expand. Such expansion joints are provided once every
3km to 4km on most sections today, and especially close to distant signals or advanced starters
where track-circuiting begins.

4.10 TRACK DESTRESSING

IR divides the country into five zones based on the normal temperature variation expected in each
region. The maximum rail temperature difference is about 70C (ranging from a minimum of -5C
to a maximum of 60C or so -- the rail temperature can be several degrees higher than the ambient
temperature. The neutral temperature or stress-free temperature for CWR is usually fairly high,
40C or even higher in some locations depending on expected summer temperatures -- it is usually
5 to 10C higher than the expected mean temperature for the zone's range.

25
Track destressing is carried out when the ambient temperature is high, not much below the
maximum that is normally attained in the area. Switch expansion joints (SEJ) are provided at the
ends of long welded rails to allow for the cumulative thermal expansion movements of the ends
of the rails. Most SEJs allow for a movement of the ends of the rails of about 120mm, but there
are some SEJs with a maximum gap of about 190mm.

Because of the high neutral temperatures, IR does not issue speed restrictions in the summer for
reasons of excessive ambient temperature as railways in some other countries do. But track
patrollers continuously monitor the track in the daytime in the summer (11am - 5pm) to verify
that no section of track is developing a tendency to buckle. Rail fasteners used by IR are of the
type that completely resist longitudinal motion of the rails

A lot of track destressing is still done manually, but IR also uses hydraulic track tensors to destress
and pretension rails. Lateral and vertical adjustments are usually done manually using hammers
or mallets and crowbars to lift and move the rails after they are unfastened from the sleepers. The
unfastening and fastening of the sleepers is also usually done manually.

IR uses various kinds of Pandrol design fasteners, ERC Mark III (850-1100kg toe load), and
ERC Mark V (1200-1500kg toe load) (the latter developed by RDSO). Pandrol 'J' clips, often
yellow in colour, which have a lower profile and lower toe load), are used where they need to be
removed and reinserted easily and where ordinary clips might interfere with the fastening of
fishplate bolts.

26
 CHAPTER 5

AIR BRAKES

5.1 INTRODUCTION

With the accent on faster movement of passengers traffic more and more fast trains are being
introduced on key router by Indian Railways, such trains need to be equipped with an efficient
brake system, which is the graduated release type compressed Air Brake System. The graduated
release air brake have numerous advantages over the vacuum brakes which are fitted on bulk of
passenger trains at present running with the Indian Railways. Some of the major advantages of
air brakes over the vacuum brake is as follows :

1. Fast Propagation rate i.e. 250 to 280 m/sec.

2. Inexhaustible
3. Can have longer trains at higher speeds
4. Higher braking force for better control and short braking distance
5. Light in weight
6. Simple rigging
7. Compact and easy to maintain

27
Air brakes would thus replace the conventional vacuum brakes, which has several limitations like
brake power, taking excessive braking timings. Limitations on train length and greater stress on
maintenance etc. In present time

Broad Gauge Trains - Air Brakes

Meter Gauge and Goods Trains - Vacuum Brakes

Fig.6
5.2 OPERATIONS

The air supplied to the system is produced by the compressor in the locomotive and is stored in
the main reservoir. From the main reservoir a regulated pressure of 6 kg. /cm2 flows to the feed
pipe (FP) through the feed valve (FV) and regulated pressure at 5 kg. /cm2 by the drivers brake
valve to brake pipe through Reservoir Charger in the Distributor Valve (DV).

The Brake pipe (BP) pressure controls the Distributor Valve (DV) on all the Coach which in turn
control the flow of compressed air from air reservoir to brake cylinder (In Application) and from
brake cylinder to atmosphere (In release Position).

During Application, the driver in the loco lowers the Brake Pipe (BP) pressure. This
Brake pipe pressure reduction causes the main diaphragm assembly of Distributor Valve to move

28
into the top position, this causes the air reservoir to supply air to brake cylinder through the
Distributor valve, during release the Brake pipe pressure is raised once again to 5 kg./cm2 .

Emergency application can be done in three ways:

1. By operating handle of Driver Brake valve in loco by bringing it to emergency

position.
2. By operating Alarm Chain.
3. By operating Guards emergency brake valve.
In case of application by alarm chain, pulling the Pull off Box is operated which in turn activates
the emergency valve in that coach causing exhaust of Brake Pipe Pressure through a choke. At
the same time a micro switch installed in the emergency brake valve is transmitted signal to the
driver and guard to stop the train.

5.3 TWIN PIPE AIR BRAKE SYSTEM

1. BRAKE PIPE (B.P.)

2. FEED PIPE (F.P.)
3. CUT OFF ANGLE COCK (B.P.)
4. CUT OFF ANGLE COCK (F.P.)
5. HOSE COUPLING (B.P.)
6. HOSE COUPLING (F.P.)
7. CENTRIFUGAL DIRT COLLECTOR
8. CONTROL RESERVOIR (8 Liters)
9. AUXILIARY RESERVOIR (100 Liters)
10. BRAKE CYLINDER (355 mm. Dia
11. ISOLATING COCK (Ball Type)
12. CHECK VALVE WITH CHOKE
13. T – FLANGE (20 X 20 X 20 NB)
14. T – FLANGE (25 X 25 X 25 NB)
15. PASSENGER ALARM RELAY VALVE
16. PASSENGER EMERGENCY ALARM SIGNAL DEVICE

29
TWIN PIPE AIR BRAKE SYSTEM

fig.7

30
 USING DYNAMIC BRAKES IN AN ELECTRIC LOCO

The Dynamic or Rheostatic brake is applied by the crew to control the train without any
application of train brakes or locomotive brakes. Important guide lines for using the dynamic brake
of locomotive are given below.

For applying dynamic brake, the master controller (MP) is brought to the 'O' position from the
traction mode. Then the MP is turned towards the braking position. Before taking the notch for
applying dynamic braking the following should be carried out for smooth braking in the train.

1. Before using dynamic brakes load should be bunched up on the buffers by applying A 9
slightly and then releasing.
2. The current limit should not go beyond 750A per traction motor.
3. While applying dynamic brakes, the locomotive brake should be released. The locomotive
brake should not be applied while applying dynamic brakes as it may cause wheels to lock
and slide on the rails.
4. The high-tension compartment should be closely observed for any signs of overheating.

Braking procedures for WAP-5 / WAG-9 locomotives

Braking – General

WAP-5/WAG-9 locomotives are equipped with the following brake systems:

- regenerative brake (electric brake)

- direct loco brake
- automatic train brake
- parking brake (charged spring brake)

If the control electronics of the brake equipment is not working, then a priority 1 fault message is
displayed and a traction interlock is provided. (Brake control failed means: MCE input 'Brake
electronics OK' = 0).

If the brake control electronics fails with the cab activated, the emergency brake will apply
automatically.

31
If the speed of the loco is above 10 km/h and the pneumatic loco brake is applied, a start/running
interlock is provided. The brake application is detected by pressure switch brake cylinder bogie 1
or 2.
The isolation cock brake pipe control system shall be in open position on the leading loco of a train.
The closed cock on a leading loco causes a start/running interlock.

To avoid feeding of the brake pipe from a banking loco, the isolation cock brake pipe control
system shall be in closed position on a loco operating in banking mode. The open cock on a
banking loco causes a start/running interlock.

Regenerative brake

The driver has to operate the regenerative brake with the TE/BE throttle.
If the regenerative brake is more than 10 kN, the automatic loco brake shall be cut out (=> MCE
output 'Loco brake cut out' = 1 and the pneumatic brake effort MCE output 'Pneumatic brake effort
demand' shall be 0 V).

If the regenerative brake is not available or fails when braking, equivalent pneumatic loco brake
will be applied by increasing the signal at MCE output pneumatic brake effort demand from 0V
(=no braking effort) to required value between 0V and 10V (=max braking effort) corresponding to
the BE demand. The restart of regenerative brake is possible again, after TE/BE throttle is brought
to '0'.

Even if the electric brake and the pneumatic loco brake are applied simultaneously due to a fault,
overbraking of the loco is prevented since the slip/slide control reduces the electric brake effort.

The electric brake effort will be reduced from full braking effort at 10km/h down to 0kN at zero
speed. The ramp shall be setable during commissioning.

5.5 Pneumatic direct loco brake

The direct loco brake is only able to brake the loco. The brake handle is only active in an active cab.

Monitoring for a direct loco brake application, is the pressure switch […]
Pressure: 0.2/0.65 kg/cm²

32
5.6 Pneumatic automatic train brake

The automatic train brake is able to brake the train and the loco. On each cab is a brake handle for
the automatic train brake.

If the driver activates the automatic brake by the automatic train brake handle, the pneumatic brakes
are applied on the locomotive and the train.
There is a spring loaded foot switch on each cab to release the automatic loco brake.

In case of
- automatic brake pressure […] < 4.75 kg/cm² and
- demanded tractive effort > 0 and
- speed > 10 km/h a start/running interlock is generated.

5.7 Parking brake

An illuminated push button is on each cab to apply and release the parking brake. An applied parking
brake will be indicated through the illuminated push button on the active cab.

It will not be possible to move the loco (start/running interlock), if the parking brake is applied.
The parking brake is monitored by a pressure switch.

Parking brakes shall be applied by MCE, if the cab activation key switch is turned to Pos."0".

The application of parking brake is disabled above a speed of 5 km/h.

5.8 Emergency brake

The emergency brake is applied in one of the following cases:

- Emergency brake required by vigilance control equipment

Input for MCE: Binary input 'Emergency brake required' and pressure switch emergency brake.

- Emergency brake required by the brake handle of automatic train brake.

Input for MCE: Pressure switch emergency brake.

- Application of emergency brake by assistant driver's emergency brake cock Input for MCE:

33
Pressure switch emergency brake.

- Application of emergency stop push button

Input for MCE: Binary input from the push button and pressure switch emergency brake. The VCB

is opened and panto is lowered by application of emergency brake through emergency stop push

button (by hardware).

- Emergency brake application on a coach (ACP = Alarm chain pulling) results in no directly brake

application, only buzzer activation inside the cab (detection by air flow sensor and brake pipe

pressure).

- Emergency brake application by over speed monitoring of System MEMOTEL

CHAPTER 6

ROLLER BEARING SECTION

6.1 PROCEDURE FOR OPENING OF ROLLER BEARING

1. Bring Journal (Axle box removed) at the bearing opening work place.

34
 2. Open end locking nuts using proper key wrench and remove end locking plate and locking
nut.
3. Remove roller bearings using Inventom Bearing Extractor (Hydraulic machine uses oil at a
pressure of 4 Kg./cm2)

4. Take roller bearings for cleaning.

5. Remove distance ring with ring cover and felt ring from journal and take them at their
respective cleaning places.
6. Ensure end lock nut and plates should not be used again.
7. Also take retaining ring to the cleaning place.
8. After the bearing is sent to the bearing washing plant.

6.2 CLEANING OF ROLLER BEARING

Cleaning of roller bearing is done by “PROCECO” Machine and is carried out in three steps
basically. Three tanks are provided there in the machine. Pressure of these tanks is kept 5.3 Kg./cm2.
Processes included are mentioned in table below :

TABLE : WASHING AND CLEANING CHART FOR ROLLER BEARINGS

Table.6
S.NO. PROCESS USED PROCESS USED IN TEMPRATURE
PROCECO MACHINE

1. Cleaning of Grease and Oil stucked Washing by hot water (In 123º C
on roller bearings assembly Pre-Wash tank)

2. Cleaning of Grease and Oils using Performed in Wash tank 165º C

Alkali Chemical Reaction

3. Washing of Chemicals stucked Performed in Rinse tank 105º C

during Chemical Reaction

From Proceco machine, bearings are sent to the other cleaning process is done with kerosene or
petrol. After this bearings are sent to the inspection section.

35
 INSPECTION OF ROLLER BEARING
The inspection of roller bearings is done in following steps :

1. After washing roller bearing in PROCECO washing plant, wash roller bearing either in
kerosene or in petrol and put in on for inspection process.
2. Inspect all parts of bearings like inner race, outer race rollers, and cage.
3. Measure bearing radial clearance taking help of filler gauges. The standards limit of this
clearance is as given in the table.
4. After this inspection send it for Zyglo testing carefully

Table.7
S.NO. BEARING TYPE RADIAL CLEARANCE FOR UPPER LIMIT OF RADIAL
NEW BEARING (In mm.) CLEARANCE FOR USED
BEARINGS (In mm.)

BROAD METER BROAD METER

GAUGE GAUGE GAUGE GAUGE

1. NEI / FEG / NORMA 0.145 – 0.190 0.1 – 0.135 0.27 0.25

2. SKF / NACHI 0.145 – 0.190 0.1 – 0.135 0.195 0.25

ZYGLO TESTING OF ROLLER BEARING

1. Dip the bearing in the fluorescent emulsified dye for 10 minutes.

2. Excessive dye to be drained.
3. Excessive dye to be washed off with water.
4. Put the bearing in the oven for dryness.
5. Apply developer powder (BaSO4) on the dried bearing for the contrast.
6. Examine the bearings (Inner race only) under Ultra Violet light for any crack and mark the
rejected bearings by a red mark.

36
ASSEMBLY OF ROLLER BEARING

In assembly section roller bearing is assembled on the journal by using various processes. Induction
heating is done for expanding inner race of the bearing of so that it can be mounted on the journal of
the wheel without any problem. Induction heating includes following features :

1. Temperature is maintained at 120º C.

2. Minimum time for heating between induction coils is 5 to 7 minutes.

Fig.8

QUANTITY OF GREASE REQUIRED FOR LUBRICATION OF BEARING

1. Broad Gauge - 1.75 Kg.

2. Meter Gauge - 1.65 Kg.

BEARING DEFECTS

1. Excessive Clearance
2. Inner Race Crack
3. Roller Damage
4. Roller Pitted
5. Outer Race Pitted
6. Outer Race Crack

37
 Fig.9

CHAPTER 7

ELECTROPLATING SECTION

Electroplating is done for greater shining of a metal piece. It also increases the hardness of work
piece.

There are three main constituents of this process are :

• ANODE
• CATHODE
• ELECTROLYTE SOLUTION

38
 Fig.10

PROCEDURE

Removal of old layers of electroplating

DEGREASING
(10-30 minutes) then washing

Work piece dipped in a copper solution

COPPER BATH (10-20 minutes at 50º C) then washing

39
 Work piece dipped in this solution (10 -
30 minutes) Air agitation and filtration
BRIGHT NICKEL
and washing

HARD CROME It is done to gain hardness and washing

Buffing by buffing wheel, revolving at

high speed for finishing and shining
BUFFING

SMITHY SHOP

Smithing involves heating the metal or waste material in an open-hearth furnace and give it
the desired shape by forging. Optimal utilization of waste metal can be made through this shop.
Various Sections of Smithy Shop are :
• LIGHT FORGING SECTION
• HEAVY FORGING SECTION
• SPRING SECTION
• HEAT TREATMENT SECTION
• TENSILE TESTING AND INSPECTION

40
 Fig11

MAIN WORKS IN SMITHY SHOP ARE :

• Inspection and testing of draw bar, coil spring, leaf springs etc.
• Inspection and tensile testing of screw coupling, draw bar etc.
• Forging of different Jobs.
• Heat Treatment
• Stress relieving of draw bar, draw hooks etc.

41
 Fig.12

 FORGING OF DIFFERENT JOBS :

• APPLIED MACHINES : 1. Pneumatic Power Hammer

2. Drop Hammer

3. Oil Furnace, Hearth etc.

• EQUIPMENTS : Tongs, Hammer, Sladge Hammer, etc.

PROCEDURE

Heating of raw material in the oil furnace upto forging temperature.

42
 Fig.13
 To give the proper shape, cut the material how much required.

 Again put the work piece into the furnace for heating.

 Give up proper shape by the help of pneumatic hammer.

 After rough forging, finish forging is required.

 Inspection after cooling the jobs.

HORIZONTAL TENSILE TESTING MACHINE

This machine is used for testing the tensile strength of following parts :

• Screw Coupling
• Draw Bar and Draw Hooks
• Bogie Suspension Hanger
SPECIFICATIONS OF HYDRAULIC POWER PACK
• MODEL - HPP 10
HORSE POWER - 10 SPEED (IN RPM)
- 1440 RPM TANK CAPACITY - 650 LITRE
2
MAXIMUM WORKING PRESSURE - 205 Kg/cm MOBILE OIL
- SAE 60 WORKING PROCEDURE

43
• Mark two punches on bent link and straight link at maximum distance and carefully apply
visual inspection.
• Load the screw coupling on tensile testing machine.
• Apply the load according to table given below. Load is applied on table by hydraulic system.
• Check for sometime the failure at particular load.
• Release the load.
• Unload the screw coupling from machine and measure the length between bent link and
straight link.
• If any permanent elongation is obtain then reject the screw coupling.

Fig.14

TABLE 8 : DRAW HOOK

S.NO. TYPE TEST LOAD

1. Broad Gauge Draw Hook (Simple) 36 Tonne

44
 2. Broad Gauge Draw Hook (Enhanced) 60 Tonne

3. Meter Gauge Draw Hook 25 Tonne

TABLE 9 : SCREW COUPLING

S.NO. TYPE TEST LOAD

1. Broad Gauge (IRS) 36 Tonne

2. Broad Gauge (ICF) 60 Tonne

3. Broad Gauge (Type II) 70 Tonne

4. Meter Gauge Simple 24.5 Tonne

HEAT TREATMENT

Heat treatment of different materials is done to relieve them from internal stresses and
improving their mechanical properties. Generally internal stresses developed during various cold and
hot working operations.

ADVANTAGES

• To improve machinability.
• To change or refine grain size.
• To relieve the stresses induced in metal.
• To improve mechanical properties.
• To produce a hard surface on a ductile interior.

CLASSIFICATION OF STEEL BY INDIAN RAILWAYS

1. CLASS – I Steel Carbon 0.05 – 0.15%

1. CLASS – II Steel Carbon 0.15 – 0.25%
2. CLASS – III Steel Carbon 0.25 – 0.35%

45
 3. CLASS – IV Steel Carbon 0.35 –0.45%

Fig.15
Only following heat treatment operations are carried out in this section:

1. ANNEALING :
It is the process; components are heated to 30 – 40 º C above the critical temperature (750º
C) and are held at this temperature for some time depending upon the thickness of the
component. Then it is allowed to cool slowly in the furnace.
2. NORMALISING :
In this process, components are heated to a specific temperature and then cooled in air
(Atmospheric). The temperature ranges from 866º C to 880º C and soaking time period is ½
(Half) minute/inch.

3. HARDENING :
Components are heated for considerable time and cooled by quenching in water or brine
solution. It is carried out on high carbon steel. This process is used to produce tool and
structural steel.

4. TEMPERING :
It is the process, which is done after the hardening. It reduces the brittleness. Tempering used
to relieve the internal stresses and to modify the properties of steel hardened by quenching for the
purpose of increasing it usefulness.

46
 SPRING SECTION
Two types of coil springs are used for suspension:

 Bolster Plate Spring

 Axle Box Spring

Fig.16

INSPECTION AND TESTING OF COIL SPRING

1. Dismantle springs are obtained.

2. “Sand Blasting” is done for cleaning and stress relieving.
3. Visual inspection of spring :
 If found any crack, seam, dent, pitting or breaked coil than reject immediately the spring
if not then pass.
4. Checking on magnetic crack detection machine by ultra violet light and reject the defective
springs.
5. Load Testing :
 Check free height of spring.
 Apply the load on the spring by load testing machine

47
  According to given table check the height at any particular load. That should be
according to the table.

Table.10
TYPE OF DRAWING NO. WIRE DIA FREE HEIGHT TEST PERMIS
SPRING OF SPRING (In mm.) LOAD SIBLE
(In mm.) (In HEIGHT
Kg.) WITH
LOAD
(In mm.)
Broad Gauge F – 0 – 006 33.5 360 2000 279 – 295
Axle Box Spring
Broad Gauge WTAC – 0 – 1 – 202 33.5 375 2800 264 – 282
Axle Box Spring
Broad Gauge F – 05 – 002 42 385 3300 301 – 317
Bolester Spring
Broad Gauge WTAG – 0 – 5 – 202 42 400 4800 291 - 308
Bolester Spring

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CONCLUSION

My practical training at” Carriage workshop Indian Railways, Ajmer” helps me to fill the gap
between practical and theoretical aspect of engineering. i have obtained practical knowledge during
training but time period was very less to obtained more practical experience in the industry.

Indian Railway, it truly reflects India. It is complex, sometimes unwieldy and unmanageable, and
yet full of life. It prospers against all odds. It is not just a transport organization. It is a great social
institution. So many things may go wrong in the country, but the Indian Railways somehow manages
to keep its head up above the waters, and it always runs the trains, serving millions of people
everyday. Indian Railways is patient with and sad about those who try to bring damage to its network
of passenger and goods trains, hoping that these people one day will repent for their sins and
recognize the merit of the institution that has served the nation with great distinction. If the company
were to identify the pitfalls in their product and undertake remedial measure, thus it will lead to more
good word of mouth publicity.

REFERENCE

The main source of reference for me, during my training period have been the people, who
are working for the company. They were the only source of information based on which I have
49
formulated the departments section and came to know about working methodology of the
organization. Though the presence of the company's website cannot be ignored which acts as a good
platform to compare their product range with the other are of the same category. Some more sources
of information are as follows, which help me in completion of my report:

1.Wikipedia (www.wikipedia.com)

2.Google (www.google.com)

3.Company Manuals

4.Carriage workshop site (www.nwr.indianrailways.gov.in)

5.Supervisor Training Centre, Ajmer

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