CHAPTER-01

INTRODUCTION

1.1 INDIAN RAILWAY

The history of rail transport in India began in the mid-nineteenth century.Prior to

1850, there were no railway lines in the country. This changed with the first railway
in 1853. Railways
E
develope fo short b the as Ind Company
were gradually d, r a while y British t ia and
subsequently
by the Colonial British Government, primarily to transport troops for their
numerous wars, and secondly to transport cotton for export to mills in UK. Transport of
Indian passengers received little interest till 1947 when India got freedom and
started to
develop railways in a more judicious manner
Indian Railways is an Indian state-owned enterprise, owned and operated by the
Government
of India through the Ministry of Railways.

The first train in the country had run between Roorkee and Piran Kaliyar on
December 22, 1851 to temporarily solve the then irrigation problems of farmers,
large quantity of clay was
required which was available in Piran Kaliyar area, 10 km away from Roorkee. The necessity
to bring clay compelled the engineers to think of the possibility of running a train between the
[4]
two points. In 1845, along with Sir Jamsetjee Jejeebhoy, Hon. Jaganath
Shunkerseth (known as Nana Shankarsheth) formed the Indian Railway Association.
Eventually, the association was incorporated into the Great Indian Peninsula Railway,
and Jeejeebhoy and Shankarsheth became the only two Indians among the ten directors
of the GIP railways. As a director, Shankarsheth participated in the very first
commercial train journey in India between Bombay and Thane on 16 April 1853 in a
14 carriage long train drawn by 3 locomotives named Sultan, Sindh and Sahib. It was
around 21 miles in length and took
approximately 45 minutes.
A British engineer, Robert Maitland Brereton, was responsible for the expansion of the
railways from 1857 onwards. The Calcutta -Allahabad- Delhi line was completed by 1864.
The Allahabad- Jabalpur branch line of the East Indian Railway opened in June 1867.
Brereton was responsible for linking this with the Great Indian Peninsula Railway, resulting
in a combined network of 6,400 km (4,000 mi). Hence it became possible to travel directly
from Bombay to Calcutta via Allahabad. This route was officially opened on 7 March 1870

1
and it was part of the inspiration for French writer Jules Verne's book Around the World in
Eighty Days. At the opening ceremony, the Viceroy Lord Mayo concluded that
"it was
thought desirable that, if possible, at the earliest possible moment, the whole
country should
be covered with a network of lines in a uniform system"
Indian Railways is the world's seventh largest commercial or utility employer, by
number of
employees, with over 1.307 million employees as of last published figures in 2013. As
for rolling stock, IR holds over 239,281 Freight Wagons, 62,924 Passenger Coaches and
9,013 Locomotives. The trains have a 5 digit numbering system and runs 12,617 passenger
trains and 7421 freight trains daily. As of 31 March 2013, 20,884 km (12,977 mi)
(31.9%) of
[7]
the total 65,436 km (40,660 mi) route length was electrified. Since 1960,
almost all
electrified sections on IR use 25000 Volt AC traction through overhead catenary
delivery.

2
 1.2 N E RAILWAY GORAKHPUR

Gorakhpur workshop was established in 1903 for repair and overhauling of MG

steam locomotives, coaches and wagons. Due to gauge conversion from MG to BG,
POH activity of 50 BG coaches /month was started in sep1984.The POH of MG
coaches was also stopped from January 2002.At present, this workshop is mainly
carrying out POH of BG AC and NON-AC coaches in number 180 per months.
Capacity augmentation and modernization project phase-1(coasting RS.22.7 crore)
and phase -2(coasting Rs.18 cr.) has been sanctioned and are under progress.

STAISTICS AND SPECIFICATION

1. No of officers -19.
2. No of supervisors-378.
3. On roll strength- 5282.
4. Total are covered-29.8 Hectare.
5. Covered area-12.6 Hectare.
6. Township area Gorakhpur.
7. Power consumption- 208662 KWH.

3
 CHAPTER-02

MAIN SHOPS IN WORKSHOP

2.1 MACHINE SHOP

In this section all kinds of machining is done to obtain the correct size and shape of
the job. Besides, machining of steel job, Aluminium-plates are also machined here.
Machining is other performed manually or on automatic machines.

Machines are two types…

1. AUTOMATIC.

2. MANUALLY.

There are three types of automatic machine.

1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.

NUMERICAL CONTROL-The machining parameter are feed from the

control panel by pushing buttons .The job is machined according to the
parameter There are N.C. boring machine in this shop.

COMPUTER NUMERICAL CONTROL- In this machine all

the data
corresponding to the initial work piece to the final product is feed into the
computer. All the process required in the order of action is fed with the help of
programmer .In this machine one, has to just fix the job is to the chuck. All the
other process is done automatically. This is the machine use for large scale
production. In this shop there is one CNC chucker turret Lathe machine.

DIRECT NUMERICAL CONTROL-This machine is controlled by

installing a control room away from the work place .These machine are D.N .C.
machine. These are fully automated .The machine shop is divided into different
divisions to the task accomplished
.Theses sections are-

1. Capstan and turret lathe section.

2. Milling section.

4
3. Drilling section.
4. Central lathe section.
5. Heavy machine section.

5
 Fig 2.1 manually operated machine

DRILLING SECTION-Drilling operation is carried out here. A large for the

operation
.To complete the operation faster a few gauge milling machine are also provides.

6
Fig 2.2 drilling machine

7
CENTER LATHE SECTION-Heavier lathes are provided in this
section. All the lathes have four jaws chuck for better holding centering is done
either manually or with the help of universal scriber. All kinds of turning are
performed here. Parting off is other major operation done.

Fig 2.3 lathe machine

SHAPER-The machine is also called horizontal shaping machine. It works

on quick-
return mechanism .The arm of shaper reciprocating horizontally.
The cutting take place only in the forward stroke. The bed of the machine is fixed
and the tool reciprocating. Shaping, Planning, Grooving etc are performed by this
machine.

8
 Fig 2.4 shaper

SLOTTER-The is vertical shaping machine .The arm reciprocating in the

vertical direction .Most parts are the same as shaper .Slotting is the process
that is carried on this machine .

Fig 2.5 Slotter

9
N.C.BORING-By this boring machine, various different operations can be done
such as drilling machine etc. The depth of cut and the feed is controlled by pushing
the button of control panel. The fig.is displayed while machine, the work table rotates
and the tool is fixed.

10
PLANNER-Planner is used for the very large jobs. The basic difference between
shaper and planner is procedure of giving relative motion between the work piece
and tool .In the shaper, the tool reciprocates while in planner the table reciprocates.

Fig 2.6 planner

2.2 HEAT TREATMENT SHOP

Heat treatment is the process of heating and cooling of a material to change its
physical and mechanical properties without changing the original shape and size.
Heat treatment of steel is often associated with increasing its strength, but can also
be used to improve machinability, formability, restoring ductility, etc. Basic heat
treatment process for steels are described in the following subsections.

DIFFERENT TYPES OF HEAT TREATMENT PROCESS

1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.
11
6. Spheroidizing.
7. Normalizing.
8. Nitriding.

12
Fig 2.7 heat
treatment

13
Fig 2.8 Iron
Carbon Diagram

14
HARDENING
Hardening involves heating of steel, keeping it at an appropriate temperature until
all pearlite is transformed into austenite, and then quenching it rapidly in water or
oil. The temperature at which austentizing rapidly takes place depends upon the
carbon content in the steel used. The heating time should be increased ensuring that
the core will also be fully transformed into austenite. The microstructure of a
hardened steel part is ferrite, martensite, or cementite.

TEMPERING
Tempering involves heating steel that has been quenched and hardened for an
adequate period of time so that the metal can be equilibrated. The hardness and
strength obtained
depend upon the temperature at which tempering is carried out. Higher
temperatures will
result into high ductility, but low strength and hardness. Low tempering
temperatures will
produce low ductility, but high strength and hardness. In practice, appropriate
tempering temperatures are selected that will produce the desired level of hardness
and strength. This operation is performed on all carbon steels that have been
hardened, in order to reduce their brittleness, so that they can be used effectively in
desired applications.

Austempering
Austempering is heat treatment that is applied to ferrous metals, most notably steel
and ductile iron. In steel it produces a bainite microstructure whereas in cast irons
it produces a structure of acicular ferrite and high carbon, stabilized austenite
known as ausferrite.

Martempering
Martempering is a heat treatment for steel involving austenitisation followed
by step quenching, at a rate fast enough to avoid the formation of ferrite,
pearlite or bainite to a temperature slightly above the martensite start (Ms)
point.

Annealing
Annealing is a heat process whereby a metal is heated to a specific
temperature /colour and then allowed to cool slowly. This softens the metal
which means it can be cut and shaped more easily. Mild steel, is heated to a red
heat and allowed to cool slowly.

Spheroidizing
Spheroidizing is a form of heat treatment for iron-based alloys, commonly carbon steels, in
order to convert them into ductile and machinable alloys.
A spheroidized structure in high-carbon steel is usually obtained by a divorced eutectoid
15
transformation (DET) reaction, which occurs during slow cooling of aus- tenite
with fine cementite particles.

Normalizing
Normalizing Heat Treatment Definition. Normalizing Heat Treatment process is heating a
steel above the critical temperature, holding for a period of time long enough for
transformation to occur, and air cooling.

16
Nitriding
Nitriding is a heat treating process that diffuses nitrogen into the surface of a metal to create
a case-hardened surface. These processes are most commonly used on low-carbon, low-alloy
steels. However, they are also used on medium and high-carbon
steels, titanium, aluminum and molybdenum. Recently, nitriding was used to generate unique
duplexmicrostructure (Martensite- Austenite, Austenite-ferrite), known to be associated with
strongly enhanced mechanical properties.

2.3 WELDING SHOP

Welding is a fabrication or sculptural process that joins materials,

usually metals or thermoplastics, by causing fusion, which is distinct from lower temperature
metal-joining techniques such as brazing and soldering, which do not melt the base metal. In
addition to melting the base metal, a filler material is often added to the joint to form a pool
of molten material (the weld pool) that cools to form a joint that can be as strong
as the base material. Pressure may also be used in conjunction with heat, or by
itself, to produce a weld.
Some of the best known welding methods include:

1. Shielded metal arc welding (SMAW) - also known as "stick welding", uses
an electrode that has flux, the protectant for the puddle, around it. The electrode
holder holds the electrode as it slowly melts away. Slag protects the weld puddle from
atmospheric contamination.
2. Gas tungsten arc welding (GTAW) - also known as TIG (tungsten, inert gas), uses a
non-consumable tungsten electrode to produce the weld. The weld area is protected
from atmospheric contamination by an inert shielding gas such as Argon or Helium.
3. Gas metal arc welding (GMAW) - commonly termed MIG (metal, inert gas), uses a
wire feeding gun that feeds wire at an adjustable speed and flows an argon-based
shielding gas or a mix of argon and carbon dioxide (CO2) over the weld puddle to
protect it from atmospheric contamination.
4. Flux-cored arc welding (FCAW) - almost identical to MIG
welding except it uses a special tubular wire filled with flux; it can be used
with or without shielding gas, depending on the filler.
5. Submerged arc welding (SAW) - uses an automatically fed consumable electrode
and a blanket of granular fusible flux. The molten weld and the arc zone are protected
from atmospheric contamination by being "submerged" under the flux blanket.
6. Electroslag welding (ESW) - a highly productive, single pass welding process for
thicker materials between 1 inch (25 mm) and 12 inches (300 mm) in a vertical or
close to vertical position.
17
18
avoid burns, electric shock, vision damage, inhalation of poisonous gases and fumes, and
exposure to intense ultraviolet radiation.
Until the end of the 19th century, the only welding process was forge welding,
which blacksmiths had used for centuries to join iron and steel by heating and
hammering. Arc welding and oxyfuel welding were among the first processes to develop late
in the century, and electric resistance welding followed soon after. Welding technology
advanced quickly during the early 20th century as World War I and World War II
drove the demand for reliable and inexpensive joining methods. Following the
wars, several modern welding techniques were developed, including manual
methods like SMAW, now one of the most popular welding methods, as well as
semi-automatic and automatic processes such as GMAW, SAW, FCAW and ESW.
Developments continued with the invention of laser beam
welding, electron beam welding, magnetic pulse welding (MPW), and friction stir welding in
the latter half of the century. Today, the science continues to advance. Robot welding is
commonplace in industrial settings, and researchers continue to develop new welding
methods and gain greater understanding of weld quality.

Fig 2.9 welding by torch

Oxy Fuel Welding

Oxy-fuel is one of the oldest welding processes, besides forge welding. Still used in industry,
in recent decades it has been less widely utilized in industrial applications as other
specifically devised technologies have been adopted. It is still widely used for

19
welding pipes and tubes, as well as repair work. It is also frequently well-suited,
and favored, for fabricating some types of metal-based artwork. As well, oxy-fuel
has an advantage over electric welding and cutting processes in situations where
accessing .

20
In oxy-fuel welding, a welding torch is used to weld metals. Welding metal results
when two pieces are heated to a temperature that produces a shared pool of molten
metal. The molten pool is generally supplied with additional metal called filler.
Filler material depends upon the metals to be welded.
In oxy-fuel cutting, a torch is used to heat metal to its kindling temperature. A stream of
oxygen is then trained on the metal, burning it into a metal oxide that flows out of
the kerf as slag.

Fig 2.10 gas welding and flames

21
 2.4 WHEEL SHOP

In this shop, repair work of the wheel and axel is under taken. As it is known
that, the wheel wears throughout its life. When at work the profile and diameter
of the wheel constantly changes. To improve it’s working and for security
reason, it is repaired and given correct profile with proper diameter.

The diameter of new wheel is-

Type Wheel dia. Distance b/w journal Journal Axel wheel

center (mm) size(mm) seat dia. (mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.2 120*179 171,0.45,0.63

Wheel can be used certain minimum diameter after which it is discarded. The
diameter of the wheel when it is condemned are-

S.N TYPE OF WHEEL DIAMETER IN (MM)

1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839

Fig 2.11 wheel

WHEEL TESTING & MACHINING

22
In this shop wheel sets are removed from the bogies, the entire wheel is first
inspected for assessing the condition of the component of wheel such as axel
trial wheel disc .

23
 The shop consist of-

(1) Axel journal testing lathe.

(2) Hydraulic wheel press with facility of mounting.
(3) Axel turning lathe.
(4) Vertical turning lathe.

Axel journal turning lathe.

On this lathe, the diameter of the axel is brought to the correct diameter. The
cutting tool is used of carbon tool.

Hydraulic wheel press with a facility of mounting.

The wheel is pressed on the axel with the help of this machine. A calculated amount
of pressure is applied and the wheel is pressed.

Axel turning machine.

External and internal diameter is corrected by this lathe, wheel is tightened on the
rotating clutch. The stationary is carbide tool cut the wheel to correct diameter.

Wheel Profile Lathe.

The profile of the wheel is repaired on this machine. Correct profile is cut by
carbide tool.

2.5 PAINT SHOP

The Work of this shop is to paint the coaches and bogie.In this shop there are many
sections and they are following –

1. COACH PAINTING.
2. LETTER SECTION.
3. TRIMMING SECTION.
4. CORROSION SECTION.
5. POLSIH SECTION.

PURPOSE OF PAINTING-

1. FOR PROTECTION AGAINST COROSION.

24
 2. FOR DECORATION.
3. FOR COVERING.

MATERIAL USED IN PAINTING –

1. PAINT MATERIALS.
2. ENEMAL MATERIALS.

25
 3. VARNISH MATERIALS.
4. LACQUER MATERIALS.

PAINT MATERIALS-

1. BASE.
2. BINDER.
3. THINNER.
4. DRIER.
5. PIGMENT.
6. INERT OR FILLER MATERIAL.

Fig 2.12 Paint box

Fig 2.13 Thinner

THE MAIN PROCESS INVOLVE IN PAINTING – Firstly, Putin is prepared

and it gets filled at the places where holes and cracks has been found.
26
Secondly, the primer is put on the body and then finally painting is done in order to
give the body desire shape.

27
The overhauling of the coaches has been in given time interval it improves the
quality of coaches and it also prevents the coaches from break down. The
maintenance of coaches is according to time being is done as following-

1. MAIL EXPRESS- 12 MONTHS.

2. PASSENGER- 18 MONTHS.
3. NEWLY COACHES- 24 MONTHS.

TYPES OF PAINT-
1. Aluminum Paint.
2. Anti-corrosive.
3. Asbestos paint.
4. Bituminous paint.
5. Cellule paint.
6. Cement paint.
7. Distemper.
8. Plastic paint.
9. Graphite paint.
10. Oil paint
11. Silicate paint.
12. Luminous paint.
13. Enamel paint.
14. Emulsion paint.

2.6 SPRING SHOP

In this section the helical and leaf spring are prepared. For this purpose there
certain machine for testing, grading and repairing it.

28
Fig 2.14 spring

29
The test performed on helical spring and laminated spring are -

(1) Visual and magnetic crack detection.

(2) Spring scraping machine.
(3) D’ buckling

Visual and magnetic crack detection. The visual test with the help of magnifying
lens and
glass the spring the is inspected of-

Corroded Fail

Deep seam of mark Fail

Surface crack Fail

No sound defect Fail

In the magnetic testing a mixture of kerosene oil and magnetic red ink is sprayed on
the spring and inspected for the clinging of the oil droplets. If oil clings at same
place if present the presence of crack. There are variation reasons for the failure of
the helical spring such as free height load test, dent mark, corrosion and breakage.

CAUSE PERCENTAGE OF FAILURE

Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%

Spring scraging

After the buckling test, the spring should be put on scraping machine and the
camber should be measured. In this test, the spring should be pressed quickly and
camber should be measured 2 times. The spring should be test such as, it should not
be more than ½ of the plate. In helical spring scraping, the spring is kept on the
machine and its free height us measure. Now the spring is compressed, under
certain and its compression is noted down. The compression is matched from the
table provided for springs. If the compression matches, the spring is passed
otherwise rejected.

VARIOUS REASONS OF SPRING FAILURE ARE AS FOLLOW-

1. Over camber of the spring.

2. Short camber of the spring.
3. Leaf broken.
30
 4. Gap between the leaves of the spring.

D’ buckling

On this machine, buckling is performed on laminated spring. The leaves of the

springs are assembled and pressed. Now it is put on the buckling machine axial and
longitudinal forces are applied.

31
 CHAPTER-03

MATERIAL HANDLING SYSTEM

Material Handling is the field concerned with solving the pragmatic problems
involving the movement, storage in a manufacturing plant or warehouse, control
and protection of materials, goods and products throughout the processes of
cleaning, preparation, manufacturing, distribution, consumption and disposal of all
related materials, goods and their packaging .The focus of studies of Material
Handling course work is on the methods, mechanical equipment, systems and
related controls used to achieve these
functions. The material handling industry manufactures and distributes the equipment and
services required to implement material handling systems, from obtaining, locally
processing and shipping raw materials to utilization of industrial feed stocks in industrial
manufacturing processes. Material handling systems range from simple pallet rack and
shelving projects, to complex conveyor belt and Automated Storage and Retrieval
Systems (AS/RS); from mining and drilling equipment to custom built barley malt drying
rooms in breweries. Material handling can also consist of sorting and picking, as well
as automatic guided vehicles.

MATERIAL HANDLING EQUIPMENT-

Material-handling equipment is equipment that relate to the movement, storage, control

and protection of materials, goods and products throughout the process of
manufacturing, distribution, consumption and disposal. Material handling
equipment is the mechanical equipment involved in the complete system. Material
handling equipment is generally separated into four main categories: storage and
handling equipment, engineered systems, industrial trucks, and bulk material
handling.

32
 CHAPTER-04

BRAKING SYSTEM
Mainly two types of braking system is used-

1. Air-Braking system.
2. Vacuum-brake system.

AIR BRAKING SYSTEM

This is new method of braking system, which is more efficient than the vacuum
brakes. It is used at first in Rajdhani and satabdi coaches. Progress conversion of
vacuum brakes in air-brake has being undertaken.

The main parts of air-brake system are following-

1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributer pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.
10. Passenger emerging alarm signal devic
11. Dirt collector.

33
Fig 4.1

34
Description of some important parts of air-braking system-

BRAKE CYLINDER- There are two 355 mm brake cylinder under frame,
which is fed by common distributor valve. It has the piston-rod arrangement,
which works under pressure. Brake cylinder is connected to distributor valve on
one side and by pivot to the block cylinder.

BRAKE PIPE- This is charged from the locomotive at 5 kg/cm3 and causes
application and release of brakes due to change in its pressure through the
locomotive control system. The pipe linked to distributor system.

FEED PIPE- It having 6kg/cm3 pressure, and keeps the auxiliary reservoir
charge at fuel pressure even when brakes are applied. Feed pipe are also
connected to the distributor valve.

DISTRIBUTOR VALVE- It is connected to the brake pipe auxiliary reservoir

and brake cylinder. It controls the pressure in the brake cylinder. It controls the
pressure in the brake cylinder in proportion to the reduction of pressure in
brake-pipe.

ANGLE COCK- It is use for alarming purpose.

HOUSE COUPLING- Both the brake-pipe and feed pipe are fitted to the angle
cock outlet for the passage of compressed air from one coach to another mean
of braided rubber and metal coupling.

GUARD VAN VALVE & PRESSURE GAUGE- These are provided in the
guards compartments. These are provided to control the train movement.

ISOLATING COCK- Use for isolating the air from one point to the other
point.

CHOKE- It is device for restricting the flow of air from one point brakes
circuit to other point. The handle of this cock is kept parallel to the pipe to
indicate that it is in open conditions.

35