i
A Practical Training Report
Undertaken at
NORTH WESTERN RAILWAY LALGARH,BIKANER
From 23-05-2016 to 22-07-2016
By
AMIT RAJ
13ECTME007
Submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical Engineering)
Submitted to-
Department of Mechanical Engineering
College of Engineering & Technology, Bikaner
September 2016
ii
A Practical Training Report
Undertaken at
NORTH WESTERN RAILWAY LALGARH,BIKANER
From 23-05-2016 to 22-07-2016
By
AMIT RAJ
13ECTME007
Submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical Engineering)
Submitted to-
Department of Mechanical Engineering
Govt College of Engineering & Technology, Bikaner
September 2016
iii
iv
Certificate by Student
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 ”NORTH WESTERN RAILWAY” Of “BASIC TRAINING CENTRE
LALGARH,BIKANER” from 23-05-2016 to 22-07-2016.
The matter presented in this Report has not been submitted by me for the award of any
other degree elsewhere.
AMIT RAJ
13ECTME007
Sept. 2016
v
ACKNOWLEDGEMENT
I would like to express a deep sense of gratitude and thanks profusely to my report guide Mr.
Gopal Sharma (Senior Section Engineer) for his proper guidance and valuable suggestions.
Without the wise counsel and able guidance, it would have been impossible to complete the
report in this manner. Their interest and constant encouragement helped me in making the report
a success.
Finally, I would like to add few heartfelt words for the people who where the part of summer
training in various ways, especially my friends and classmates who gave me unending support
right from the beginning.
I am deeply indebted to Sir Rajesh Kumar Ojha, HOD, Mechanical Department, College of
Engineering & Technology, Bikaner and Dr. S.K. Bansal, Principal, College of Engineering &
Technology, Bikaner, all other Staff of Mechanical Department, College of Engineering &
Technology, Bikaner for giving me an opportunity to undergo a summer vocational training in a
government company.
I am also thankful to all those engineers and technicians without whom it was not possible for
me to clear my doubts and difficulties.
After coming to this institute and knowing State of Art Technology available with learned
Training staff, I would like to come again to this coveted institute if got a chance.
Finally I express the utmost sense of gratitude to my family members being pillars of strength,
inspiration and support in my life and career.
AMIT RAJ
13ECTME007
Sept. 2016
1
CHAPTER 1
CHRONICAL HISTORY
Train operations in this Western part of Rajasthan in the erstwhile, Bikaner state were
initially under ‘Jodhpur and Bikaner State Railways’. Later when Maharaja Ganga Singh Ji
Bahadur took over the reins of Bikaner state.
The train operations of Bikaner state came under his patronage under the banner of ‘Bikaner
State Railways’. At that time there was no arrangement for over-hauling of Loco coaches.
Wagon and other allied stock. Foundation stone for this workshop was laid by “Maharaja
Ganga Singh Ji Bahadur” on 18th March 1925 in the outskirts of Bikaner town known as
Lalgarh. Over the years, the mushrooming growth of colonies in an around Bikaner and
Lalgarh has resulted in amalgamation of the township with Bikaner.
The other motive to setup for this workshop was to provide employment opportunities to
local inhabitants.
The functioning on 1st March 1921 i.e. within one year of its inception. This workshop
remained under state Govt. up to 1.4.1949 and after there under Central Govt. up to 1.4.1950.
With the recognition of Railways network, the workshop becomes a part of Northern
Railways W.E.F. 14.4.1952.
The workshop was entrusted with qualitative and quantitative targets for maintenance of
M.G. rolling stock along with manufacture of components required for its own use and also
for the division.
1.1Activities
The work shop was initially set up as M.G.POH Shop for Locos, Coaches and Wagons and
Within a short span became a premier source of repairs and manufacture of Loco, Carriage
and Wagon Wheels and Components for its own use and for the division with the advent of
modern technology, where diesel traction was phased out from this region also last steam
Loco 3504 YG rolled out of this workshop on 31.3.94 after IOH. The staff rendered surplus
due to phasing out of steam traction has been re-deployed on new activities. With conversion
of Jodhpur shops from M.G. to B.G.POH of Air Conditioned M.G. Coaches was transferred
2
to this workshop in 1996 and POH of non AC MC Coaches of Jodhpur division has been
transferred W.E.F. July 1998.
1.2 Workshop at a Glance
Total Area - 141226 sq.m.
Total Covered Area - 24292 sq.m.
Track Inside Workshop - 2.6 km.
Roads - 6760 meter
Machinery & Plants - 232
Manpower - 1405
Staff Quarters - 340
Over Head Cranes - 03
Area Under Crane
25 m.t. - 3972 sq.m.
05 m.t. - 2905 sq.m.
Hoists/Cranes - 27
Connected Load - 3300 kW
Maximum Demand - 480 kVA
Contract Demand - 500 kVA
Transformer Capacity - 1450 kVA
Diesel Generating Sets - 03
Average Power Factor - 0.9
3
CHAPTER 2
PERODIC OVER HAULING
Periodic over hauling (P.O.H) is a process of 18 days during which checking and
repair/replacing of parts take place. In a P.O.H., the broken parts are repaired, light
bulbs/tubes replaced, batteries replaced, wiring repaired if needed, the coach is repainted.
Each coach which carries passengers on Indian Railways undergoes P.O.H. after fixed
period.
Time period of POH for:
Mail Exp POH after 12 months.
Passenger POH after 18 months.
1.1 Schedule for POH:-
01 day Disassemble of electrical components. (Carriage shop)
02 day Lifting, lowering and stripping. (Carriage shop)
03 day Body repair. (Welding and corrosion shop)
04 day Carpenter work. (Carpenter shop)
05 day Painting. (Painting shop)
01 day Electrical component fitting. (Carriage shop)
01 day Adjustment of all parts. (Carriage shop)
01 day Vacuum testing. (Vacuum shop)
1.2 Procedure for POH
At first coach enters in the work shop for pre-inspection.
Then coach is sent for disassembling of electrical components in carriage shop for one
4
day.
After it, coach is sent for stripping for two days.
Then coach is sent for body and corrosion repair in welding shop & corrosion shop
for three days.
After corrosion repair, it is sent to carpenter shop for four days.
Then it is sent for painting in painting shop. Here it is kept for five days.
After it electrical components are fitted in carriage shop.
After fitting the electrical components, adjustment of all parts is done in carriage
shop.
At last the vacuum testing is performed in vacuum shop.
Thus the periodic over hauling of eighteen days is completed in different shops.
5
CHAPTER 3
HEAT TREATMENT
3.1 Various Heat Treatment Process:
It is an operation of heating and cooling of metals in the solid state to induce certain desired
properties into metals. Heat treatment can alter the mechanical properties of steel by
changing the size and shape of the grains of which it is composed, or by changing its micro-
constituents.
The most commonly used operations of heat treatment are:
Annealing
Normalising
Hardening
Tempring
Carburising (case- hardening)
3.3.1 Annealing
The softening process in which iron base alloys are heated above the transformation range,
held there for a proper time and cooled slowly (at rate of 30to 150 C per hour) below the
transformation-rage in the furnace itself.
The success of annealing depends on controlling the formation of austenite, and the
subsequent transformation of the austenite at high sub-critical temperatures.
The objects of annealing are:
To soften the metal so that it can be cold worked.
To reduce hardness and improve machinability.
To refine grain size due to phase recrystallisation and produce uniformity.
To increase ductility of metal.
6
To prepare steel for subsequent heat-treatment.
To relieve internal stresses.
To produce a desired micro-structure.
3.3.1 Normalising
The process in which iron base alloys are heated 40 to 50 C above the upper transformation
range and held there for a specified period (to ensure that a fully austenitic structure is
produced) and followed by cooling in still air at room temperature.
The objects of normalising are:
To eliminate coarse grain structure obtained during forging, rolling and stamping and
produce fine grains.
To increase the strength of medium carbon steel.
To improve the machinability of low carbon steel.
To improve the structure of weld (uniformly of structure).
To reduce internal stresses.
To achieve desired results in mechanical and electrical properties.
3.3.2 Hardening
The heat-
soaking at this temperature for a considerable period to ensure through penetration of the
temperature inside the component, followed by continuous cooling to room temperature by
quenching in water, oil or brine solution.
The parts on which hardening process is applied:
As the hardness in steel is due to carbon content only.
The hardening process is carried out only on high carbon steels.
It is only applied on tool and structural steels.
7
Purpose of Hardening:
To harden the steel to resist wear.
To enable steel to cut other metals.
3.3.4 Tempering
It is defined as the reheat process, reheating being carried out under sub-critical temperatures.
Such a reheating permits the trapped martensite to transform into troosite or sorbite depend
on the tempering temperature. It is an operation used to modify the properties of steel
hardened by quenching for the purpose of increasing its usefulness.
Tempering is divided into three classes:
Low temperature tempering.
Medium temperature tempering.
High Temperature Tempering.
3.3.4 Case Hardening
This process is used to produce a high surface hardness for wear resistance supported by a
tough, shock-resisting core. It is the process of carburisation, i.e. saturating the surface layer
of steel with carbon to about 0.9%, some other process by which, case is hardened and core
remains soft. The carburised steel is then heated and quenched, so that only the surface layers
will respond, and the core remaining soft and tough since, its carbon content is low.
8
CHAPTER 4
ROLLER AND BEARING SHOP & WHEEL SHOP
4.1 Bearing
A bearing is a component used to reduce friction in a machine. Bearings may be classified
broadly according to the motions they allow and according to their principle of operation.
Major types
Common motions include linear/axial and rotary/radial. A linear or thrust bearing allows
motion along a straight line, for example a drawer being pulled out and pushed in. A rotary
bearing allows motion about a center, such as a wheel on a shaft or a shaft through housing.
Common kinds of rotary motion include both one-direction rotation and oscillation where the
motion only goes through part of a revolution. Essentially, bearings can reduce friction by
shape, or by its material. By shape, finds an advantage by reducing contact surface, such as
using a sphere to roll anything on. By material, exploits the nature of the bearing material
used. An example would typically be the various plastics that have self-lubricating properties.
Combinations of shape and properties can even be employed with the same bearing. An
example of this is where the cage is made of plastic, and it separates the rollers/balls, which
reduce friction by their shape and finish.
4.2 Roller Bearing
4.2.1 Principle of Operation
There are at least six common principles of operation sliding bearings, usually call
“bushings", "journal bearings", "sleeve bearings", "plain bearings"; rolling-elements bearings
Fig 4.1 Roller Bearing
9
such as ball bearings and roller bearings; jewel bearings, in which the load is carried by
rolling the axle slightly off-center; fluid bearings, in which the load is carried by a gas or
liquid; magnetic bearings, in which the load is carried by a magnetic field; and flexure
bearings, in which the motion is supported by a load element which bends.
Fig 4.2 Roller Bearing
4.2.3 Advantages of Roller Bearings:
Roller bearings being anti friction less efforts are requires in comparison to frictional
bearings.
Engine can haul heavier weight.
The percentage of running hot in comparison to conventional bearing is nil.
Since there in no wear on the journals, so the life of axles is increased.
Due to very little lateral clearances in the roller bearings, the riding has been
comfortable.
Every round trip or fortnightly oiling is not to be done.
Quick acceleration of and high speed is achieved.
Rolling stock can be hauled at higher speeds.
Disadvantages of Roller Bearings:
Initial cost of roller bearing is very high.
10
Its fitment on journal requires extra ordinary care and handling by highly skilled and
trained staff.
It requires a highly dust proof room, as a very little dust particle will fail the bearing.
Since they are supplied in fully assembled conditioned, so complete changing of
bearing is necessary even if a part damaged.
4.2.5 Types of Roller Bearing
The following three types of roller bearings are in use on wagons, coaches and engine:
Roller.
Inner race.
Outer race.
Cage.
Cylindrical roller bearings are used on wagons, BEML coaches and engines. Spherical roller
bearings are used on ICF coaches, some wagons and engines. Tapered roller bearings are
only used on engines.
4.3 Wheel Shop
The wheels of new tyre undergo various operations and for this the wheel shop is further
divided into the major six sections.
4.3.1 Axel Pressing Section:
In this section axel and tyre (solid) made from Company are received in the workshop as
separate piece. On the pressing machine they are pressed and tyre axle assembly is made.
The machine used for axel pressing is hydraulic in this there are pistons which are operated
through cam and cam is run with the help of motor. These pistons create pressure due to
which on jaw moves as the pressure increases.
Through the movement of the jaw, the jaw applies pressure on the axel and tyre which are
clumped there is a clearance between the tyre and axel is kept. The diameter of the axel is
11
kept large in thousands place of decimal and dia. of the tyre is kept small.
4.3.2 Tyre Section:
The tyres used are solid but they have a limit. When their diameter is reduced to 610mm,
then they are rejected and are converted into rim. Then on this, tyre made in company are
brought to the workshop and machined and are mounded on the rim. These tyre are also used
till there outer dia. is 610mm after that they are declared condemn. After that they are
removed and raw tyres are mounted on it. Mounting of tyre is done in heating furnace.
4.3.3 Heating Furnace:
In this furnace the process of mounting is done, for this the machined tyres (of required size)
are heating in the open furnace. This furnace is kerosene operated means kerosene is burned
fire heating. The internal dia. of tyre is smaller and dia. of the rim is large in thousands place
of decimal. The axel and rim assembly is then inserted in the tyre and brought out. After that
a ring in inserted and hammered in the slot cut in the tyre so that at running the tyre may not
run out. The clearance is kept so that the tyre and axel get fixed after cooling. Thus the
heating is completed.
4.3.4 Axle Testing Section:
After the type has been mounted on the rim the tyre and axel assemble is sent for testing to
check if there are any defects. Defects may be in form of porosity, inclusions Cracks, Scratch
etc, and due to the movement of type they get increased If any defeat is found in the
assembly then they are rejected. The process used for testing the defect is called ultrasound
testing.
4.3.5 Ultrasonic Testing:
The machine used for this testing consists of a probe which is connects to the machine with
the help of lead. The machine has a graphed screen and other contr4olling switch for
controlling the frequency etc. The machine words at 190-230 volts.
It is done so that if the axel face is oval, then the probe will not come in confect with the end
face and the sound waves will not pass through the axel. The main defects are cracks, which
are created at the wheel seat because the whole load is on the wheel and wheel is fitted at the
12
applying dry fluorescent liquid (FP-23) on the roller bearing spraying or immersing.
Following steps are:-
Remove excess liquid.
Remove excess by washing with water.
Dry up the roller bearing by passing hot air through blowers.
Put the roller bearing in dry developer powder.
Inspect the roller bearing under ultra violet lamp.
13
CHAPTER 5
WELDING SHOP
Welding consists of the joining of two or more pieces of metal by the application of heat and
sometimes of pressure.
The process can be defined according to:
The method of joining.
The surface to be weld.
Further, it can be differentiated as to whether it is
By hand.
By machine.
5.1 Classification of Welding Process
The welding processes can be classified as under:
Gas Welding.
Arc Welding.
5.2 The Process Can Be Further Be Sub-Divided As:
Gas Welding :
i. Oxy –Acetylene Welding.
ii. Air – Acetylene Welding.
iii. Oxy – Hydrogen Welding.
The operations performed in the welding shops are:
Electric Welding.
Gas Welding.
Gas Cutting.
14
5.3 Arc Welding
Arc welding refers to a group of welding processes that use a welding power supply to create
an electric arc between an electrode and the base material to melt the metals at the welding
point. They can use either direct (DC) or alternating (AC) current, and consumable or non-
consumable electrodes. The welding region is sometimes protected by some type of inert or
semi-inert gas, known as a shielding gas, and/or filler material.
Fig 5.1 Arc Welding
The process of arc welding is widely used because of its low capital and running costs. This
also makes it ideal for use in schools and in other public settings.
The various forms of arc welding are:
Electro slag welding.
Plasma arc welding.
Gas metal arc welding.
Gas tungsten arc welding.
15
5.4 Gas Welding
Gas welding is a process in which the required heat to melt the surfaces is supplied by a high
temperature flame obtained by a mixture of two gases. The gases are mixed in proper
proportions in a welding torch. For controlling the welding flame, there are two regulators on
the torch by which the quantity of either gas can be regulated. Usually the mixture of oxygen
and acetylene is used for welding purposes.
Two types of flam are produced:-
Oxygen rich blow torch flame.
Fuel rich blow torch flame.
Fig 5.2 Types of Gas Torch Head
Fig 5.3 Oxygen Rich Blow Torch Flame
Fig 5.4 Fuel Rich Blow Torch Flame
16
5.5 Oxy-Acetylene Cutting
The oxy-acetylene cutting process is achieved by blowing away the molten material, which is
melted by the combustion heat of acetylene gas and oxygen. Generally, only steel material is
cut using this process and material of remarkable thickness can be cut. However, the
thickness that can be cut is based on a user's skill and the size of a torch used.
17
CHAPTER 6
TOOL SHOP & SHOCK ABSORBER
6.1 Shaper:
It is used principally to machine flat or plane surfaces in horizontal, vertical and angular
planes. The cutting tool is mounted on the shaper head to the ram. The ram imparts a
reciprocating motion to the tool, which operates over the shaper table. It is generally not used
as production machine. Vertical cuts can be taken by feeding the tool with the shaper head
slide. The shaper head can be set at an angle in order to take angular cuts.
Shaping operation is best suited for machining complex configurations like keep internal
slots and difficult contours. When tool comes into contact with the job, it digs into the job
and, therefore the edges are generally not flat but slightly over curved. Due to its limited
length of stroke, it is conveniently adapted to small job and best suited for surface composed
of straight-line elements and for batch production. It can produce all types of surface finishes.
It is also best suited for cutting keyways and splines on shafts. It can produce all types of
surface finishes. It is also best suited for cutting keyways and splines on shafts.
6.1.1 Principal Parts of Shaper :
Ram
Shaper head
Column
Base
Cross-rail
Saddle and table
Shaper gibs
6.1.2 Working of Shaper
Work table on work seat in the vise for parallelism with the movement of ram.
18
Squareness of vice jaws.
For vertical facing, the tool movement should be exactly perpendicular to the table.
Proper setting of job for parallelism.
6.2 Milling Machine
Milling is the process of removing metal by feeding the work past a rotating multipoint
cutter. In milling operation the rate of metal removal is rapid as the cutter rotates at a high
speed and has many cutting edges. Milling machine is one of the most important machine
tools in a tool room as nearly all the operations can be performed on it with high accuracy.
Milling machine augments the work of a lathe and can produce the plain and curved surfaces
and also helical grooves etc. It is possible to have relative motion between work piece and
cutter in any direction and thus mill surfaces having any orientation.
6.2.1 Types of Milling Machine
According to the design, the distinctive classification is as follows:
Column and knee milling machines
Bed-type milling machine
Plano- type milling machine
Special Purpose milling machine
6.2.1 Principal Parts
(1) Base (2) Column (3) Knee (4) Saddle (5) Table (6) Over Arm
(7) Spindle (8) Arbor
6.3 Ram Type Milling Machine:
In place of ordinary type of over-arm, there is ram which can slide forward and backward for
the adjustment of tool position or for shifting the cutter position quickly. The cutter head is
pivoted to the face of the arm and is capable of any angle adjustment between vertical and
horizontal positions. This range of adjustment often makes it possible to complete jobs with
19
one set up without having to change the job to some other machine. Thus the movable ram
enables the throat distance to be adjusted in or out.
Some of the most common operations which can be performed on milling machine:
All kind of grooves; straight, spiral, vertical and formed.
Splines and key-ways on shafts.
Slots for inserting teeth in milling cutters.
Flats surfaces of all kinds at any angle.
Contours of infinite variety with straight and spiral elements.
Facing operations of all kinds.
Plate and barrel cams.
Forging and punch press dies.
Jet and steam-turbine buckets, root and bucket surfaces.
Indexing operations of all kinds; gear teeth, slots, flutes in twist
6.3 Slotter:
It could be considerable as a vertical shaper, having only vertical movement of ram. It is
mainly used for internal machining of blind holes or vertical machining of complicated
shapes which are difficult to be horizontal shaper. It is very useful for making key ways,
machining in square holes, cutting of internal and external teeth on big gears, machining of
dies, punches etc. The job is generally supported on round table which has a rotary feed in
addition to the useful table movement in cross-directions. The stroke of slotting machines
ranges from 300 to 1800 mm.
The ram can be either crank driven or hydraulically driven. Ram speeds usually range from
0.05 to2.5 mm/stroke. Cutting action takes place in downward stroke.
6.4.1 Type of Slotter
Puncher slotter.
20
Production slotter.
Tool-room slotter.
6.5 Shock Absorber Section
The shock absorbers are of two types:
Escort shock absorbers.
Gabriel shock absorbers.
6.5.1 Salient Features
Escorts double acting hydraulic shock absorbers are re-condition able type facilitating
maximum utility and longer life.
Escorts shock absorbers are used for both vertical as well as lateral applications.
These shock absorbers have a wide range of end mounting, making them suitable for
various types of Rail-vehicle.
They have double acting independently adjustable forces in tension and compression
to suit vehicle speed in all conditions.
The ground and hard chrome plated piston rod is made corrosion free to provide
longer and trouble free service.
Special oil in these shock absorbers results in operation even at higher temperatures.
P.T.F.E. (Poly Tetra Fluro Ethylene) Sealing rings with rubber pressure rings ensure
higher life and consistency in damping forces.
6.5.1 Construction
Overall dimensions of the shock absorber depend upon the space availability in the vehicle
under frame, the dimensional limits and the dimensions of the mounting bracket. The end
mountings are designed to suit the suspension system.
Escorts shock absorbers can be grouped into the some sub-assemblies.
These are as following:-
21
Piston rod sub – assembly.
Cylinder sub – assembly.
Casing tube sub – assembly.
Valve sub – assembly.
End mounting sub – assembly.
Fig 6.1 Typical Diagram of Digital Shock Absorber
The bottom valve seat or the cylinder bottom seals the cylinder from the bottom as well as
locates the compression valve. For TV type shock absorbers a sheet metal cage is also
provided with the valve seat and the cylinder for this purpose. The compression valve
remains pressed against the valve seat because of the conical spring provided.
The top of the cylinder is sealed with the help of the guide disc that is pressed into position
by the lock ring through a round cord ring and a steel pressure ring. The guide disc has a
PEFE ring (placed in groove, inside the bore) which seals the piston rod cylindrical surface.
22
Fig 6.2 Non Digital Shock Testing Machine
The guide disc bore and stops any leakage of oil from the cylinder. The guide disc also has a
two lip oil seal which further wipes the piston rod surface and prevents the dust from coming
into the cylinder with the help of the upper lip.
A part from performing these functions the guide disc also serves as a guide to keep the
piston rod in an aligned position. The cylinder (compression) valve and the piston (tension)
valve are basically of the same design in all the shock absorbers. The complete shock
absorbing arrangement is encased within the casing tube sub-assembly with the help of a lock
ring (having external threads) which is tightened from the top. The female threads provided
at the top end of the casing tube are to secure this lock ring.
The piston rod reciprocates in and out of this casing tube when the shock absorbers get
subjected to shocks. The piston rod top forms the top end mounting of the shock absorber.
The piston is provided with the bore space (the valve area) for the tension valve to be fitted in
it.
The valve seat is sealed at the top with a small round cord ring and the piston valve is located
above the valve seat and is retained in position by means of a coil pressure spring. Some
small holes are provided in the piston, which converge in the valve are from different points
23
on the upper face of the piston. The piston carries a PTFE sealing ring mounting on a rubber
pressure ring on its outside diameter. The damping valve parts are held together by a high
tensile hexagonal head bolt and nut, which is locked by a special tool. The area above and
below the piston in the cylinder is filled completely and the area between cylinder and casing
tube partly with shock absorbers oils. The cylinder must always be full of oil while the
casting tube should contain sufficient oil to keep the compression valve always immersed in
oil, even in the totally extended position of the shock absorber.
6.5.3 Principle of Working
When the shock absorbers is extended the oil above the piston in the cylinder flows through
the flow openings in the piston to the valve area and then it is expelled through the openings
of the spring discs and the slots of the forward discs, when the pressure is low. When the
piston moves downwards, the valves work in the reverse order. The oil pressure increases in
the area below the piston resulting in lifting of the piston valve against the tension of the coil
pressure spring. Prior to dismantling, it is absolutely essential to thoroughly remove outside
contamination such as dirt, oil, etc. from the shock absorber, this is best carried out with the
aid of a cleaning fluid such as Trichloroethylene using suitable trays and brass wire brushes.
24
CHAPTER 7
CARRIAGE SHOP & PAINTING SHOP
7.1 Carriage Shop
In carriage shop, the coaches are repaired. The coach consists of:
Frame.
Dashpot spring
Bolster spring.
Brake lock
Equalizing stay
Brake shoe key
Bearing piece
Pivot seat
Brake appalling frame
Anchor link
These are discussed below:
1. Frame:
It is based on which the coaches rest. The whole of the coach is on the frame.
2. Dashpot spring:
It is used as a shock absorber and is also known as a primary shock absorber its main
parts are:
Guide.
Upper seat spring.
Guide bush.
25
Lower seat spring.
Rubber washer.
Iron washer.
Brass guide ring.
In lower seat oil is filled. The oil is available by “Servo 68”.
The assembly of lower seat is:-
Wire spring.
Guide ring.
Brass ring.
Rubber washer.
Guide cap.
Guide lock.
The oil in lower seat 750 ml and is also filled in side of barear whose capacity is 2.5
liters.
3. Bolster spring :
It is also a shock absorber but generally known as a secondary stock absorber. It has
lower spring and upper spring and a simple spring mounted between them.
4. Brake Block :
This is an important element of train. These are used to stop the train.
5. Equalizing stay :
This is used to hold the brake frame and coach beam together.
6. Brake shoe key :
It is used to stop the brake shoe from running out. After the brake shoe is mounted on the
26
brake shoe hanger the key is fitted in the holes.
7. Bearing pieces :
It is the component on which the coaches or engines turns. The bearing pieces are two in
number and are kept in specially made bones that are filled with oil.
8. Pivot seat :
It is a hole structure made in trolley so the pivot of the coaches may rest in it. It helps to
control the running away of coaches. As the stack adjuster moves the brake frame is
pulled and brakes are applied.
9. Anchor link:
It is used for the movement of the coaches. As the coach towns the anchor link controls
the movement so that the coach may remain on track, otherwise it may down from the
track.
7.2 Painting Shop
7.2.1 Workshop:
In this shop Painting and external maintenance is carried out in two types of schedules:-
A-Schedule (9 days)
C-Schedule (5days)
7.2.2 “A” Schedule (9 Days)
1st day Remove old paint.
2nd day One coat of Red Oxide zinc chromate primer.
3rd day One coat of brush filler followed by spot putty to fill up holes / dents were
required.
4th day Filler, second coat to (including spotting where necessary).
5th day Rub down with silicon carbide water proof paper Gr.120and 220.
27
6th day One coat of under coat.
7th day Flat with silicon carbide water proof paper Gr-320. One coat of enamel
finishing.
8th day Flat with silicon carbide water proof paper Gr-400 and apply a second coat of
synthetic enamel finishing.
9th day Lettering with golden yellow & miscellaneous work (cleaning window glasses
etc.)
Working of schedule “A” is carried out after 5 years or in the poor condition of coach. In this
schedule, total removal of old paint and repainting.
7.2.3 “C” Schedule (5 Days)
This type of schedule is carried out on the basic of coach and is independent of tome and take
place in following manner:
1st day Cleaning with shop solution or any other cleaning solution and wash
thoroughly with water touch up damaged portion with primer recommended
under A schedule.
2nd day Stop putty if necessary and one coat of under coat.
3rd day Flat with silicon carbide water proof paper Gr-120 and 220 and apply one coat
of finishing enamel.
4th day Flat with silicon carbide water proof paper Gr.400 and apply a second coat of
synthetic enamel finishing.
5th day Lettering with golden yellow and miscellaneous work.
Other works:
Internal paints - White enamel paint.
28
Side panel - Smoke gray paint.
Under frame - Bituminous paint.
End panel - Black enamel paint.
Trolley - Bituminous paint.
Roof painting - Aluminum paint.
7.2.3 Marking of Coaches Together
Each coach should be marked with following details:
Coach no. owing railway and mechanical code, if any.
Name of base station for primary maintenance.
No of compartments and seating capacity.
Notices for use of alarm signal, safety precautions.
Transportation code applicable to the type of coach. Carrying capacity of OCV’s to
the nearest tons up to one decimal place above actual capacity.
Tare weights as recorded at the time of initial building or subsequent major
modifications.
Return date showing the month and year in which the coach is required to be returned
to the owing railway workshop for POH.
The following legends should be stenciling of necessary particulars against each
Make.
Type.
Specific gravity.
Corrected to temperature.
29
REFERENCES
BHANDARI V.B., Design of Machine Element, Tata McGraw Hill Education Private
Limited, Fifth Reprint 2011.
R.K. Jain, Production Technology, Khanna Publishers, Seventeenth Edition, Seventh Reprint,
2012, Page no. 284, 289, 58, 64, 526.
http://en.wikipedia.org/wiki/Indian_Railways.
http://www.indianrailways.gov.in/
www.slideshare.com
30
