INDUSTRIAL TRAINING REPORT

AIR BRAKING SYSTEM OF LINKE HOFMANN BUSCH (L.H.B)

COACHES

Submitted in partial fulfillment of the

Requirements for the award of
Degree of B.Tech. in Mechanical Engineering

Submitted By – Tushar Kumar Yashwant

Enrollment No:

SUBMITTED TO

Department of Mechanical Engineering

SHRI G S INSTITUTE OF TECHNOLOGY & SCIENCE INDORE 452003
2021-22

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CERTIFICATE

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 DECLARATION BY STUDENT

I hereby declare that the Industrial Training Report/ Seminar Report entitled "Title of the project" is an
authentic record of my work of Industrial Training/ Internship/ Seminar during the period from
__________ to__________ in partial full fulfillment the award of B.Tech. in Mechanical Engineering
from Shri G S Institute of Technology & Science Indore during the academic year 2022-23. I further
declare that where others’ words have been included, I have adequately cited and referenced the
sources.

(Signature of student)

(Name of Student)

(Enrollment No)
Date: ____________________

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 ACKNOWLEDGEMENT
We take this opportunity to express our sincere gratitude to the people who have been helpful in the
successful completion of our industrial training and this project. We would like to show our greatest
appreciation to the highly esteemed and devoted technical staff, and supervisors of the coaching depot
Jabalpur. We are highly indebted to them for their tremendous support and help during the completion
of our training and project.
We are grateful to the C.D.O and S.S.E of the coaching depot Jabalpur and who granted me permission
for industrial training in the shed. We would like to thank all the people who directly and indirectly
helped and gained us to complete our training and project in the coaching depot Jabalpur, including the
instructor and technical officers of the coaching depot Jabalpur.

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 ABOUT ORGANIZATION

WEST CENTRAL RAILWAY (WCR)

The West Central Railway (abbreviated WCR), one of the 18 zones of the Indian
Railways, came into existence on 1 April 2003. It is headquartered in Jabalpur. It was
created by taking away two divisions namely the Bhopal division and Jabalpur division
from central railways and one division namely the Kota division from the western
railway. The WCR zone provides rail route coverage to the west-central region of India.
Most of its route is in the states of Madhya Pradesh and Rajasthan with a very little
portion in the state of Uttar Pradesh.

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 TABLE OF CONTENTS

S.No Contents Page No

1 Introduction to L.H.B coach
and ICF coach

2 About coaching depot

Jabalpur,
tools and technology
3 Air brake system

4 Types of air brake system

5 Type of graduated release

air brake

6 Component of air brake

system

7 Working principle air brake

system

8 The process involved in

working of air brake system

9 Charging of air brake

system

10 Recharging of air brake

system

11 Manual releasing

12 Safety

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13 Types of toilets used in Indian
train

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 CHAPTERS
a) Introduction

 Linke Hofmann Busch (LHB) coaches

Linke Hofmann Busch (LHB) coaches are the passenger coaches of Indian Railways that were
developed by Linke-Hofmann-Busch of Germany [1] (renamed Alstom LHB GmbH in 1998
after the takeover by Alstom and now known as Alstom Transport Deutschland) and mostly
produced by Rail Coach Factory in Kapurthala, India.
They have been used since 2000 on the 5 ft 6 in (1,676 mm) broad gauge) network of Indian
railways. Initially, 24 air-conditioned coaches were imported from Germany for use in
the Shatabdi Expresses, after which the Rail Coach Factory started manufacturing after
technology transfer.
The coaches are designed for an operating speed of up to 160 km/h and could go up to
200 km/h. However, they have been tested up to 180 km/h.
Their length of 23.54 m and width of 3.24 m mean a higher passenger capacity, compared to
conventional rakes. The tare weight of the AC chair car was weighed as 39.5 tonnes.
 These coaches are made of stainless steel and the interiors are made of aluminum which makes
them lighter as compared to conventional rakes.
Each coach also has an “advanced pneumatic disc brake system” for efficient braking at higher
speeds, and "modular interiors" that integrate lighting into ceiling and luggage racks with wider
windows

 Air Braking System of Linke Hofmann Busch (L.H.B) Coaches

COACHING DEPOT JABALPUR

5X95+G65, RAIL SOURABH COLONY, JABALPUR (M.P) 482001

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SUBMITTED BY – TUSHAR KUMAR YASHWANT

Integral Coach Factory

Integral Coach Factory (ICF) is a manufacturer of rail coaches located in Perambur, Chennai, Tamil

Nadu, India. It was established in 1955 and is owned and operated by the Indian Railways. It is located
in Perambur, in the suburbs of Chennai. The ICF is one of the five rake production units of the Indian
Railways, the other four being the Modern Coach Factory at Raebareli, Rail Coach
Factory at Kapurthala , Marathwada Rail Coach Factory at Latur and Rail coach factory at sonipat .[1]

The coach factory primarily manufactures rolling stock for Indian Railways but also exports railway
coaches to other countries. ICF set a new record producing 2,503 coaches in the fiscal year 2017–18. It
became the world's largest railway coach manufacturer, rolling out 3,262 coaches in the fiscal year
2018–19, up from 1,437 coaches in 2009–10,[2] expecting to produce 4,000 units in the fiscal year
2019–20.[3]

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A premier production unit of the Indian railways, the ICF manufactures a range of coaches,
including Linke-Hofmann-Busch (LHB) ones, in addition to self-propelled train sets (SPTs) such
as electrical multiple units (EMU).[4]

In 1948, the Government of India decided that a separate Railway Coach Building Works should be
established with a view to attain self-sufficiency in coaches for Indian Railways. A technical Aid
Agreement was concluded on 28 May 1949 with the Swiss Car and Elevator Manufacturing
Corporation Ltd. of Switzerland, who have been pioneers in the field of light-weight coach building for
obtaining the necessary technical assistance in the establishment of a factory in India for building the
coaches. A supplemental agreement was signed on 27 June 1953. After a comprehensive survey of
several alternative sites for locating the factory, the vacant Railway land to the west of the Loco Repair
Shops of the Southern Railway at Perambur was chosen as the final site in June 1951. The site is
ideally situated with rail connections to the factory readily available and a nearby suburban railway
station to bring workmen to the factory.

 History

The Integral Coach Factory is one of the earliest production units of independent India. It was initiated
by Chief Minister K. Kamaraj and inaugurated by the first Prime Minister of India Jawaharlal Nehru on
2 October 1955. Later the Furnishing Division was inaugurated on 2 October 1962 and the production
of fully furnished coaches steadily increased over the years. The total estimated cost of the factory
was ₹ 74.7 million. In full production, about 350 broad-gauge coaches per annum are produced.[5] The
number of persons sent to Switzerland from the Integral Coach Factory for training in technical jobs in
1954 and 1955 was 64.

 Manufacturing
 The ICF consists of two main divisions, namely, shell division and furnishing division. The
shell division manufactures the skeleton of the rail coach, while the furnishing division is
concerned with the coach interiors and amenities. An ancillary unit to the ICF is being built
in Haldia, West Bengal for furnishing diesel multiple units.[7] ICF manufactures more than 170
varieties of coaches including the Kolkata Metro rakes for BHEL, NGEF, Medha, first and
second class coaches, pantry and kitchen cars, luggage and brake vans, self-propelled
coaches, electric (EMU), diesel (DMU) and mainline electric multiple unit (MEMU), metro
coaches and diesel-electric tower cars, accident relief medical vans (ARMV), inspection cars
(RA), fuel test cars, track recording cars and luxury coaches. The plant employs about 11,095
people and manufactures about 2000 coaches per year. ICF churned out 1,503 coaches in
2010[8] and in August 2011, ICF was sanctioned a project for manufacturing stainless steel
shells and high-speed bogies and an increase in capacity from 1,500 to 1,700 coaches.[8] In
2013–14, it built 25 LHB coach, 248 air-conditioned and 1185 non-AC coaches.[9] It plans to
increase its manufacturing capacity of LHB coach. It has set a target to manufacture 300 LHB
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 coach in 2014–15 and reach a capacity of 1000 LHB coach by 2016–17. Now, the conventional
type of coaches of ICF design has been completely dispensed with and ICF is manufacturing all
steel all welded modern LHB coach fully. ICF has turned out a record outturn of 2277 coaches
during the year 2016–17 consisting of more than 50 variants involving high technological
inputs, meticulous planning and execution.[10] In 2019, ICF produced 4300 coaches. A total of
60,000 coaches had been produced till end of December 2019, by ICF since its inception. This
makes ICF the largest rail coach manufacturer in the world. On an average, the ICF turns out
about 10 coaches of various types in a single day.[11]


 Utkrisht coaches of Chennai–Kollam Express, manufactured by ICF, in Kollam Junction
railway station

 ICF has also turned out the first semi high speed train sets of India, the Train 18, later
christened as Vande Bharat Express, the first of which was flagged off by the Prime Minister of
India on 15 February 2019 runs between New Delhi Railway Station and Varanasi Junction
Railway Station.[12] ICF has till date manufactured a total of 10 Vande Bharat train sets which
operate between different cities of India:
 The following table provides the list of trains in service as of February 2023

ABOUT COACHING DEPOT JABALPUR

The Coach holding capacity of Coaching Depot Jabalpur is 963 coaches of which 17 trains are Primary
Maintain trains and 7 trains are other ends maintain trains.

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A. Tools and technology
A) Infrastructure
Covered Shed – 160x25M
Pit Number 1 - 120M
Pit Number 2 - 70M

B) Synchronized Jack – 25T (5 Sets)

Single Car Testing Rig (SCTR) – 04 Nos
Welding Plant – 08 Nos

C) Activities
Sch. Attention -- IOH&SS-1, SCRT of off POH&SS-2 Coaches
Un Sch. Attention – Sick attention both (Mechanical & Electrical)

Washing Pit Line & Washing Apron

A) Infrastructure
Number of Pit Line – 6 (All CAMTECH Design Pit LineLinesmber 1, 2, 3, 4, 5 & 6 are
24 ICF
Coach Length)
Washing Apron – 2 Nos ( 18 & 18 Coach Length)
B) M&P(Machine & Plant)
Rake Test Rig (RTR) – 06 Nos
High-Pressure Pump – 04 Nos
Compressor - 05 Nos
Welding Facility – Available in all pit lines
C) Activities
Primary Maintenance – 17 Trains

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 RI/RO, STR & Watering of enroute trains

A ) Infrastructure
Number of Platforms – 6 Nos
Watering Facilities – All 6 platforms
RI/RO Facility – All 6 platforms
b.)Activities
Number of trains for RI/RO and STR – 79 per day

Watering – All passing through trains

Other Activities
a.)Fitment and Maintenance of Bio Toilet
b.)Coach Mitra Seva
c.)Pest and Rodent Control

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  Overall Dimensions Of LHB Coaches

1. Gauge - 1676 mm
2. Length over body - 23540 mm
3. Length over CBC - 24000 mm
4. Wheel Base - 2560 mm
5. Maximum width over body - 3240 mm
6. Distance between center pivots - 14900 mm
7. Height of compartment floor from rail level under tare condition - 1303 mm
8. Height of the center line of coupler from rail level under tare condition -
1105mm
9. Maximum distance between inner wheels - 12345 mm
10. Maximum axle load Permissible - 16 tonne
11. Higher speed potential 160 Kmph upgradable to 200
12. Ride index of coach* - 2.5 at 160 Kmph but not >2.75

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 BOGIE Of LHB COACHES(DESIGN FEATURES OF
BOGIE)
 The bogie frame consists of two side members of a Y-shaped longitudinal beam connected by
two tubular steel members. These members are connected by two channel-shaped longitudinal
members. The Y- Y-shaped side members consist of a structural steel sheet and welding is done
to form box sections.
The minimum strength of the structure is 52 Kg/mm² with class D weld. This is a two-stage
suspension bogie. The car body directly rests on the secondary stage helical springs which rest
on a Y-shaped side beam. The bogie frame rests on the primary stage helical spring which is
resting above the axle box crown. The traction and braking force from the axle to the bogie
frame is transferred through the articulated control arm system of primary suspension and
traction and braking from the bogie to the body is transferred through the rocker arm device.
Dimensional parameters and weight particulars are given below:

 Bogie wheel base = 2560mm

Width of the bogie frame = 2240mm.
Height from rail level to top of bogie frame (under tare load condition) = 925mm
Mass of total bogie = 6330 Kg.
Secondary spring mass/bogie = 942 Kg
Primary spring mass/bogie = 2611 Kg.
Un sprung mass/bogie = 3100 Kg.
Bogie Length = 3534 mm
Bogie Width = 3030 mm
Distance between bogie centers’ of the coach= 14900mm.

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18
 SOME IMAGES OF FIAT
BOGIE

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20
 AXLE

It is the main long cylindrical bar on which bogies are fixed with the help of bearings. Each axle
contains two wheels, the brake cylinders are also attached to it and in the case of LHB Coaches,
the braking discs are fixed onto the axle The axle-mounted brake disc consists of a gray cast
iron friction ring, and a cast steel hub, connected using radially arranged elastic resilient sleeves
which are secured in the hub using hexagon screws. The Friction ring is manufactured as a solid
component or in a split. In the latter case, the two halves are held together by two tight-fit
screws

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22
 DETAILS OF WORK DONE

 AIR BRAKE SYSTEM

In the Air Brake system, compressed air is used for operating the brake system. The locomotive
compressor charges the feed pipe and the brake pipes throughout the length of the train. The
feed pipe is connected to the auxiliary reservoirs and the brake pipe is connected to the brake
cylinders through the distributor valve. Brake application takes place by dropping the pressure
in the brake pipe.

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  Types of Air Brake Systems

1. Direct Release System

(100% Creation & Drop of Pressure)
In a direct release system, the brake cylinder pressure cannot be
reduced in steps by increasing the brake pipe pressure in steps
during release. The brakes are released immediately, as soon as
releasing of brakes is initiated.
2. Graduated Release System
In this system, the brake cylinder pressure can be reduced
gradually in steps in proportion to the increase in brake pipe
pressure.

There are two types of Graduated

Release Air Brake:-
1. Single Pipe Air Brake System
There is only one pipe called the brake pipe running from the loco to the brake van to get continuity of
air for the application & release of brakes.
i) At present running in goods stock. (Except latest developed BOX-N HL, BCN HL wagons)
ii) Releasing time is more than 45 to 60 sec.
2. Twin Pipe Air Brake System
i) In addition to the brake pipe, there is one more pipe called the feed pipe, running loco to the brake
van to charge the auxiliary reservoir continuously to 6 kg/cm2.
At present running in coaching stock and also in the latest developed BOX-N HL, BCN
HL wagons)

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  Components of Air brake systems

1. Brake pipe and feed pipe (twin pipe system for coaching stock, single pipe system for goods stock).
2. Air brake cylinder –355mm diameter
(Pressure max. 3.8 ± 0.1 kg/cm2 )
3. Distributor Valve.
4. Passenger Emergency Alarm Signal Device.
5. Passenger Emergency Valve.
6. Guard's Emergency Valve.
7. Slack Adjuster.
8. Hose coupling for brake pipe and feed pipe.
9. Auxiliary reservoir 100 lit capacity for Wagons & 200 Lit for Coaching Stock.
10. Cut off Angle cock.
11. Check the valve with the choke.
12. Dirt collector
13.Pressure: Effective cylinder pressure = 3.8kg/cm2

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 Working principle of Air Brake

Under normal conditions, the Brake pipe is charged with 5 kg/Cm2 from the Loco. The control
reservoir and the Auxiliary reservoir are also charged with 5 kg/Cm2 from the Brake pipe
through the Distributor valve in the case of the single pipe system. In the twin pipe system, the
auxiliary reservoir is charged to 6 kg/Cm2 through the feed pipe.

• When the brake pipe is 5 kg/Cm2, the brake cylinder is connected to the exhaust through the
distributor valve to keep the brakes in the released position fully. Whenever the brake pipe
pressure is reduced below the Control reservoir pressure, the Distribution Valve connects the
auxiliary reservoir with the brake cylinder, and the air from Auxiliary Reservoir is sent into the
brake cylinder to apply the brake. Whenever the brake pipe pressure is equal to the Control
Reservoir pressure, the Distribution Valve disconnects the Brake Cylinder from the Auxiliary
Reservoir, which and in turn, connects the Brake Cylinder with the Exhaust for the release of
brakes fully

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 Processes involved in working of Air Brake System

•Charging
•Application
•Release
•Manual Release

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 Charging of Air Brake system

The brake pipe is charged with 5 Kg/Cm2 by the driver’s brake valve from the LoThe feedFeed
pipe is charged with 6 Kg/Cm2. The auxiliary reservoir is charged with 6 Kg/Cm2. (Up to 5
Kg/ Cm2 it is charged by both brake pipe and feed pipe. Beyond 5 Kg/Cm2 & up to 6 Kg/Cm2,
it is exclusively charged by feed pipe.) The Control reservoir is charged through the distributor
valve to 5 Kg/sq cm of the Brake pipe. During charging Brake cylinder is connected to the
exhaust through the distributor valve, to keep the brakes in the released condition.

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 Releasing/Recharging of Air Brake System

During the release, the Brake pipe pressure is increased in steps. When the Brake pipe pressure
is increased in steps, the brake cylinder is disconnected from the Auxiliary reservoir and in turn
connected to the exhaust. The air from the Brake cylinder is released/vented progressively
depending upon the increase in the brake pipe pressure. When the brake pipe pressure is
brought to 5 Kg/Cm2 the air from the brake cylinder is completely exhausted and the brakes are
released fully.

 Manual Releasing
Whenever the loco is detached, Brake pipe pressure is brought to zero and brake application
takes place due to the existence of Control reservoir pressure at the bottom of the main
diaphragm. To release the brakes manually, the hollow stem in the Distribution valve should be
brought to the normal position by releasing the air from the Control reservoir. To facilitate this,
the release valve provided at the bottom of the Distribution valve is given a brief pull. During
this operation, the air from the Control reservoir is released which in turn brings the hollow
stem to the normal position to connect the Brake cylinder with the exhaust for releasing of
brakes

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  SAFETY EQUIPMENT

S.N. ITEM COACH

HOLDING
500(100 SG AC +
400 NON-AC)

1 helmets, hand gloves, industrial As per

shoes, masks, requirement
minor lamp etc.

2 Fire extinguishers, hydrants, As per

sand buckets requirement
with stand

3 Safety belts As per

requirement
4 First aid box As per
requirement

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 Types of toilets used in Indian railway coaches –

3 types of Toilet systems are, currently, used in the Indian Railway Coaches.

1. Conventional Toilet System - This system releases the Fecal matter onto the
railway tracks, which is being used from decades.
2. Controlled Discharge Toilet System(CDTS) - This toilet system releases the fecal
matter onto the tracks depending on the speed of the train. This system is mainly
developed to keep the tracks in railway stations and city limits clean. There will be
an under-slung tank, which holds the fecal matter and other waste from the
toilets. The outlet of the tank will be closed when the speed of the train is less
than 30 Kmph. The waste will be released onto the tracks only when the train is
travelling above 30 Kmph and also the train should be in acceleration. The speed
limit of any train within the city limits is 30 kmph. This avoids dumping the waste
onto the tracks in the city limits and the stations.

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3. Bio-Toilet System - This is the newest toilet system developed by the DRDO and Research
Designs and Standards Organisation(RDSO), a subsidiary of Indian Railways, combined. This
system totally obliterates the release of fecal matter onto the tracks, making the railway
premises clean.

This toilet system has a Bio-Digestive Tank which holds all the fecal matter from the toilet. The
Digestive tank has 2 chambers.

1. The first chamber has Anaerobic bacteria, which feeds on the fecal matter and
convert it to liquid waste. The byproduct of this process is Carbon-Dioxide(CO2)
and Methane, which are later released into the atmosphere.

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 2. The second is a Chlorination Chamber. The liquid waste from the Anaerobic
chamber is treated with chlorine and is chlorinated. The disinfected fluid is later
released onto the tracks.

1. Fecal Matter + Anaerobic Bacteria -> Liquid Waste + Carbon Gases(CO2 and
Methane)
2. Liquid Waste upon Chlorination gives Disinfected Fluid.
Merits of Bio-Toilets :

1. The tracks and railway premises will be cleaner than ever.

2. Less maintenance, as the Anaerobic Bacteria is self-regenerating.
3. It helps the Swacch Bharat Mission.
Demerits :

1. The tank capacity is less and takes much time for the bacteria to decompose the fecal

matter. Often this makes the toilets unusable till the process is completed.

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2. This makes the toilets in the coaches stink.

3. Bottles, Menstrual Pads, Baby Diapers and other solid waster should not be thrown
into the toilet. If thrown, it blocks the toilet completely and has to be manually

removed. Till then, the toilet will be unusable.

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Fire Detection & Suppression Systems

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Keeping passenger safety as the focal point of concern, the Indian Railways have taken
extraordinary steps to detect and suppress the unfortunate event of a fire breaking out on the
train.
The performance of Fire Detection and Response System on Rolling Stock is essential to life
safety and operational performance.
Early and reliable warning of a fire event can

1. Prevent panic and injury

2. Prevent loss of life and assets
3. Minimizing disruption of service
4. Preserving reputation

Sanrok Enterprises are the leaders for providing innovative solutions for Fire Detection and
Suppression for rolling stock by providing the Aspiration Type Smoke Detector for very early
warning of smoke/fire incidence for each Indian Railway coach. Our advanced systems have been
installed on a plethora of trains such as Rajhdhani, Shatabdi,  Duronto, Humsafar, Garib Rath etc.
All our fire detection and suppression systems comply with the latest RDSO specifications and
are of international standards (EN 54 ) & accredited from global agencies such as
UL/FM/VdS/ActivFire etc.

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The Aspiration Smoke Detector (EN 54-20) works on the principle of actively drawing air
samples from the coach through several holes in sampling pipe that are directed to a detection
chamber in the detector. The presence of smoke in the sample air results in the scattering of the
laser that is instantly detected by a propriety configuration of light receiver. Depending upon the
smoke level, an output signal is processed and displayed on the detector chamber. The system is
designed as a multi level alarm system with each level of smoke threshold resulting in a different
alarm warning for the passengers .The Fire Detection System in all the coaches are connected by
hardwire to Central Monitoring System (CMS) which is located in the Power Cars where
technical personnel are present.
The Power Cars / Pantry are also equipped with High Pressure Water Mist Fire Suppression
System. In case of Fire in the technical area of the Power Cars, the attendant cuts off the fuel
supply and activates the fire suppression system that releases a high pressure mist to suppress and
extinguish fire.
With our deep technical knowledge, latest technology, strategic tie-ups and team of highly
qualified  engineers and technicians, Sanrok is the leader in providing the most stringent
measures and advanced and innovative solutions for Fire safety so as to provide safe travels to
the millions of people travelling daily on the Indian Railways.

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 CONCLUSION

In a review of this training, It has been an excellent and rewarding experience. We had a huge
advantage as engineers to practice a profession, the application of which has no boundaries and
it is extremely beneficial to discover how engineers from different fields find solutions and face
problems that occur in various situations with different capabilities
The only change that an undergraduate has to experience is the industrial training period. We
feel that we got the maximum out of that experience, and we also learned the way of working in
an organization, and the importance of maximum commitment, punctuality, and team spirit. In
our opinion, We have gained a lot of knowledge and experience that is required to be successful
in this top-notch engineering challenge, After all, Engineering is a challenge and not
specifically a job The skills we acquired in the field and behind the desk were extremely good
and we were embellished by the marvelous experience. It was a pleasant training environment.
We thank this reputed organization for helping us whole heatedly

 References

1. Coaching depot jabalpur

2. https://en.wikipedia.org/wiki/Indian_Railways

3. Draft Guidelines on Maintenance Facilities in Coaching Depots on IR.

4. https://www.quora.com/How-does-the-biotoilet-in-railways-work
5. https://sanrok.in/featured/fire-detection-suppression/
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6. https://rdso.indianrailways.gov.in/works/uploads/File/Pamphlet%20on%20Fire
%20prevention%20&%20Safety%20at%20RRI%20installations.pdf

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