INDUSTRIAL TRAINING REPORT

AT
MECHANICAL WORKSHOP
NORTHERN EASTERN RAILWAY, GORAKHPUR
Submitted for partial fulfilment of the requirements for the award of the degree
Of
Bachelor of Technology
In
Mechanical Engineering
Submitted by:

ABHISHEK CHAURASIA (1319240006)

Submitted to:
Mr A.K. JHA
Professor

DEPARTMENT OF MECHANICAL ENGINEERING

G L BAJAJ INSTITUTE OF TECHNOLOGY AND
MANAGEMENT, GREATER NOIDA
1

G L BAJAJ INSTITUTE OF TECHNOLOGY AND

MANAGEMENT, GREATER NOIDA

CERTIFICATE

This is to certify that ABHISHEK CHAURASIA (1319240006) has carried out the Industrial
Training at MECHANICAL WORKSHOP (NER, GORAKHPUR) from 13-Jun-2016 to 14July-2016 for award of Bachelor of Technology in the stream of Mechanical Engineering from
Dr. A.P.J. Abdul Kalam Technical University, Lucknow. The Industrial Training work and
studies carried out by the student himself and it is an authentic report.

Mr A.K. JHA
Professor
Dept. of Mechanical Engineering
GLBITM, Greater Noida

ACKNOWLEDGEMENT
I would like to take this opportunity to express my profound sense of gratitude and sincere
thanks to Mr ANIRUDH SINGH for being helpful and a great source of inspiration. His keen
interest and constant encouragement gave me the confidence to complete my Industrial Training
successfully. I wish to extend our sincere thanks for their excellent guidance and suggestions for
the successful completion of my training.

Date: 10-10-2016
Place: Greater Noida

Name: ABHISHEK CHAURASIA

Roll no: 1319240006
MECHANICAL ENGINEERING
GLBITM, GREATER NOIDA

DECLARATION

I, ABHISHEK CHAURASIA student of B. Tech (Mechanical Engineering) VIIth semester at

GLBITM Greater Noida, hereby declare that the Industrial Training report at MECHANICAL
WORKSHOP (NER, Gorakhpur) submitted to Dr A.P.J. Abdul Kalam Technical University,
Lucknow, in partial fulfilment of degree of Bachelor of Technology is the original work
conducted by me.
The information in data given in the report is authentic to the best of my knowledge.

Date: 10-10-2016
Place: Greater Noida

Name: ABHISHEK CHAURASIA

Roll no: 1319240006
MECHANICAL ENGINEERING
GLBITM, GREATER NOIDA

TABLE OF CONTENTS

CONTENTS
NO.

PAGE

CERTIFICATE
II
ACKNOWLEDGEMENT
III
DECLARATION
IV
LIST
VIII

OF

FIGURES

CHAPTER
1

1. INTRODUCTION
2
1.1 DIVISION IN INDIAN RAILWAY
1.2 ABOUT GORAKHPUR MECHANICAL WORKSHOP
2
1.3

STAISTICS

1.4

OVERVIEW

AND

SPECIFICATIONS

3
OF

ENTIRE

SHOPS

3
CHAPTER
4

2. MACHINE
4
2.1 DESCRIPTION
4
2.1.1 CAPSTAN AND TURRET LATHE SECTION
5

SHOP

2.1.2 MILLING SECTION

2.1.3 CENTER
8
2.1.4 DRILLING
9
2.1.5 SHAPER
AND
10

7
SECTION

LATHE

SECTION
SLOTTER

SECTION

CHAPTER
11
3. SHELL
11
3.1 MAIN
11
3.2 FITTING
12
3.3 WELDING
12
3.3.1 TYPES
14
3.4 GAS
14

3
SHOP
PARTS

OF

SHELL
SHOP
SHOP

OF

WELDING

USED

IN

SHOP
WELDING

CHAPTER
15

4. HEAT
TREATMENT
15
4.1 DIFFERENT TYPES OF HEAT TREATMENT
15
4.1.1 ANNEALING
16
4.1.2 HARDENING
17
4.1.3 MARTEMPERING
17
CHAPTER
17

SHOP
PROCESSES

5. SPRING
17
5.1 TESTS PERFORMED ON HELICAL
AND
LAMINATED
18
5.2 SPRING
19
5.3 VARIOUS REASONS OF SPRING FAILURE
5.4 DBUCKLING
5.5 VARIOUS OTHER MACHINES IN THIS SECTION
CHAPTER
21

SHOP
SPRINGS
SCRAGING
20
20
21
6

6. BRAKE
21
6.1 BRAKING
21
6.1.1 AIR
BRAKING
22
6.1.2 ELECTRONICALLY CONTROLLED
PNUMETIC BRAKES 22
6.2 MAIN PARTS OF AIR BRAKE SYSTEM
6.3 DESCRIPTION OF SOME IMPORTANT
PARTS
OF
AIR
BRAKING
23
6.3.1 BRAKE
23
6.3.2 BRAKE
23
6.3.3 FEED
23
6.3.4 DISTRIBUTIVE
24
6.3.5 ANGLE
24
6.3.6 HOUSE
25
6.3.7 GUARD VAN VALVE AND PRESSURE GAUGE
6.3.8 ISOLATING COCK
7

SHOP
SYSTEM
SYSTEM

22
SYSTEM
CYLINDER
PIPE
PIPE
VALVE
COCK
COUPLING
25
25

6.3.9 CHOKE
25
CHAPTER
25

7. WHEEL
25
7.1 WHEEL
TESTING
AND
26
7.1.1 AXEL
JOURNAL
TURNING
27
7.1.2 HYDRAULIC WHEEL PRESS
WITH
A
FACILITY
OF
27
7.1.3 AXLE
TURNING
27
7.2 WHEEL
PROFILE
28
7.3 ZYGLO
28
CHAPTER
29
8. JIGS
29
8.1 JIGS
29
8.2 FIXTURE
30
8.3 DESIGN
30

SHOP
MACHINING
LATHE
MOUNTING
MACHINE
LATHE
TESTING
8

AND

FIXTURES

OF

JIG

CHAPTER
30

AND

SHOP

FIXTURE
9

9. PAINT
30
9.1 PURPOSE
30

SHOP
OF

PAINTING

9.2 MATERIAL
31
9.3 PAINT
31
9.4 THE
MAIN
31
9.5 TYPES
32

USED

IN

PAINTING
MATERISL

PROCESS

INVOLVE

IN

PAINTING

OF

PAINT

CHAPTER
34

10

10.MATERIAL
HANDLING
34
10.1 MATERIAL HANDLING EQUIPMENT
10.2 TYPES OF MATERIAL HANDLING
EQUIPMENT
AVAILABLE
35
10.2.1OVERHEAD
35
10.2.2CONVEYER
36
10.2.3SMALL
INDUSTRIAL
37

SYSTEM

IN

SHOP
CRANE
BELT
TRUCKS

REFERENCES
38

LIST OF FIGURES

FIGURE NO.

TITLE
9

PAGE NO.

FIG 1

CAPSTAN LATHE

FIG 2

TURRET LATHE

FIG 3
8

MILLING MACHINE

FIG 4
8

CNC MILLING MACHINE

FIG 5

CENTER LATHE

FIG 6

DRILLING OPERATION

10

FIG 7
10

DRILLING MACHINE

FIG 8

OXYACETELYNE WELDING

13

FIG 9

HEAT TREATMENT PROCESS OF PARTS

16

FIG 10
18

HELICAL SPRING

FIG 11
19

COACH CHASIS WITH HELICAL SPRING

FIG 12
20

OVERVIEW OF MOUNTING OF HELICAL SPRINGS

FIG 13
21

CALCULATION OF ROLLING FRICTION

FIG 14
21

FINISHING OF HELICAL SPRING

FIG 15

MOUNTING OF AIR BRAKES

23

FIG 16
24

BRAKE DISC IN COACHES

FIG 17
26

INSPECTION OF WHEELS IN WAGON

FIG 18
27

OPERATION ON AXEL TURNING MACHINE

FIG 19
28

PROFILING OF WHEEL ON LATHE

FIG 20
28

ZYGLO TESTING MACHINE

10

FIG 21
29

FIXTURE

FIG 22
31

PAINT

FIG 23
31

THINNER

FIG 24
32

LAYER OF COACH PAINTING

FIG 25
35

OVERHEAD CRANE

FIG 26

CONVEYER BELT

FIG 27
37

36
SMALL INDUSTRIAL TRUCKS

11

CHAPTER 1
INTRODUCTION

Indian Railways is an Indian state-owned enterprise, owned and operated by the

Government of India through the Ministry of Railways. It is one of the world's
largest railway networks comprising 115,000 km (71,000 mi) of track over a route
of 65,436 km (40,660 mi) and 7,172 stations. In 201415, IR carried 8,425 million
passengers annually or more than 23 million passengers daily (roughly half of
which were suburban passengers) and 1050.18 million tons of freight in the
year. In 20142015 Indian Railways had revenues of 1441.67
billion (US$23 billion) which consists of 940.0 billion (US$15 billion) from
freight and 375.0 billion (US$6.1 billion) from passengers tickets.
Railways were first introduced to India in the year 1853 from Bombay to Thane. In
1951 the systems were nationalised as one unit, the Indian Railways, becoming one
of the largest networks in the world. IR operates both long distance and suburban
rail systems on a multi-gauge network of broad, metre and narrow gauges. It also
owns locomotive and coach production facilities at several places in India and are
assigned codes identifying their gauge, kind of power and type of operation. Its
operations cover also provides limited international services
12

to Nepal, Bangladesh and Pakistan. Indian Railways is the world's seventh largest
commercial or utility employer, by number of employees, with over 1.307 million
employees. As for rolling stock, IR holds over 239,281 Freight Wagons,
62,924 Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel and
4,568 electric 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
the total 65,436 km (40,660 mi) route length was electrified, Since1960, almost all
electrified sections on IR use 25,000 Volt AC traction through overhead catenary
delivery.

1.1 DIVISION IN INDIAN RAILWAY

The Indian Railways is divided into zones, which are further sub-divided into
divisions, each having a divisional headquarters. There are a total of sixty-nine
divisions.
Each of the divisions, is headed by a Divisional Railway Manager (DRM) who
reports to the General Manager (GM) of the zone. A DRM can be appointed from
any services of Indian railway, Indian Administrative Service (IAS) and Indian
Revenue Service (IRS) for the tenure of 3 years but it can be exceeded on the
recommendation of Railway Board.
Divisional officers heading all departments viz. engineering, mechanical, electrical,
signal and telecommunication, accounts, personnel, operating, commercial, safety,
medical, security branches report to the Divisional Railway Manager. The DRM is
assisted by one or two Additional Divisional Railway Managers (ADRM) in the
working of the division.

1.2 ABOUT GORAKHPUR MECHANICAL WORKSHOP

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
13

RS.22.7 cr.) and phase -2(coasting Rs.18 cr.) has been sanctioned and are under
progress.
There are 493 stations, two Mechanical workshops (one each at Gorakhpur and
Izatnagar), two diesel sheds (one each at Gonda and Izatnagar), one Engineering
workshop at Gorakhpur and one Signal workshop at Gorakhpur, on this Railway.

1.3 STAISTICS AND SPECIFICATION

1.
2.
3.
4.
5.
6.
7.
8.

No. of officers - 21.

No. of supervisors- 388.
On roll strength- 5282.
Total are covered- 29.8 Hectare.
Covered area- 16.7 Hectare.
Track Length- 45.5 km(approx.)
Township area Gorakhpur.
Power consumption- 208662 KWH

1.4 OVERVIEW OF ENTIRE SHOPS

In Mechanical workshop there are various shops dedicated to meet the
requirements. Every shops are provided to carry out the different manufacturing
processes that are required in overhauling processes. The various shops are listed
below. To get the desired efficiency the supervisors and workers are given with a
specific shop to perform the machining and non-machining processes.
1.
2.
3.
4.
5.
6.
7.
8.
9.

Machine Shop
Shell Shop
Heat Treatment Shop
Spring Shop
Brake Shop
Air Conditioning Shop
Wheel Shop
Jigs and Fixtures Shop
Paint Shop
14

CHAPTER 2
MACHINE SHOP
2.1 DESCRIPTION
In this section all kinds of machining is done to obtain the correct size and shape of
the job. Besides, machining of steel job, Aluminum-plates are also machined here.
Machining is other performed manually or on automatic machines.
Machines are two types
1. Automatic
2. Manual
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.

15

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 are1.
2.
3.
4.
5.
6.

Capstan and turret lathe section

Milling section
Center lathe section
Drilling section
Shaper and Slotter section
Heavy machine section

2.1.1 CAPSTAN AND TURRET LATHE SECTION

The turret lathe is a form of metalworking lathe that is used for repetitive
production of duplicate parts, which by the nature of their cutting process are
usually interchangeable. It evolved from earlier lathes with the addition of the
turret, which is an indexable toolholder that allows multiple cutting operations to
be performed, each with a different cutting tool, in easy, rapid succession, with no
need for the operator to perform set-up tasks in between, such as installing or
uninstalling tools, nor to control the toolpath. The latter is due to the toolpath's
being controlled by the machine, either in jig-like fashion, via the mechanical
limits placed on it by the turret's slide and stops, or via electronicallydirected servomechanisms for computer numerical control lathes.
A capstan machine is a processing machine used to make the same parts again and
again. The cutting bits are mounted on a rotatable turret known as a capstan, which
permits the client to rapidly change the introduction of the bits for slicing without
needing to take off the first bit and afterward mount the second. A bit of crude
material, off and on again known as a clear, is mounted into the capstan machine
and is then spun at high velocity. The cutting apparatuses, some of the time known
as blades, are then used to slice into the clear to make another shape or outline.
16

Manual capstan machine machines can additionally list the instruments to a

particular position to make parts more than once, however mechanical pieces will
need to be put by hand before the operation starts. The client will place bars or
pieces deliberately for every progressive instrument that will perform the cutting,
and those squares will must be uprooted and afterward supplanted if an alternate
part is to be made. This includes a bit of time over a CNC machine, yet spares time
over different styles of machines that dont offer capstans.

FIG 1- CAPSTAN LATHE

The term "capstan lathe" overlaps in sense with the term "turret lathe" to a large
extent. In many times and places, it has been understood to be synonymous with
"turret lathe". In other times and places it has been held in technical
contradistinction to "turret lathe", with the difference being in whether the turret's
slide is fixed to the bed (ram-type turret) or slides on the bed's ways (saddle-type
turret). The difference in terminology is mostly a matter of United
Kingdom and Commonwealth usage versus United States usage. American usage
tends to call them all "turret lathes".
A subtype of horizontal turret lathe is the flat-turret lathe. Its turret is flat (and
analogous to a rotary table), allowing the turret to pass beneath the part. Patented
17

by James Hartness of Jones & Lamson, and first disseminated in the 1890s, it was
developed to provide more rigidity via requiring less overhang in the tool setup,
especially when the part is relatively long. Hollow-hexagon turret lathes competed
with flat-turret lathes by taking the conventional hexagon turret and making it
hollow, allowing the part to pass into it during the cut, analogously to how the part
would pass over the flat turret. In both cases, the main idea is to increase rigidity
by allowing a relatively long part to be turned without the tool overhang that would
be needed with a conventional turret, which is not flat or hollow.

FIG 2- TURRET LATHE

2.1.2 MILLING SECTION

Milling is the machining process of using rotary cutters to remove material from a
work piece by advancing (or feeding) in a direction at an angle with the axis of the
tool. It covers a wide variety of different operations and machines, on scales from
small individual parts to large, heavy-duty gang milling operations.
It is one of the most commonly used processes in industry and machine shops
today for machining parts to precise sizes and shapes.
18

In the vertical mill the spindle axis is vertically oriented. Milling cutters are held
in the spindle and rotate on its axis. The spindle can generally be extended (or the
table can be raised/lowered, giving the same effect), allowing plunge cuts and
drilling. There are two subcategories of vertical mills: the bed mill and the turret
mill.

A turret mill has a stationary spindle and the table is moved both
perpendicular and parallel to the spindle axis to accomplish cutting. The
most common example of this type is the Bridgeport, described below.
Turret mills often have a quill which allows the milling cutter to be raised
and lowered in a manner similar to a drill press. This type of machine
provides two methods of cutting in the vertical (Z) direction: by raising or
lowering the quill, and by moving the knee.
In the bed mill, however, the table moves only perpendicular to the spindle's
axis, while the spindle itself moves parallel to its own axis.

FIG 3- MILLING MACHINE

FIG 4- CNC MILLING MACHINE

2.1.3 CENTER LATHE SECTION

19

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 5- CENTER LATHE

2.1.4 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 provided. Cutting fluid is
sometimes used to ease this problem and to prolong the tool's life by cooling and
lubricating the tip and chip flow. Coolant may be introduced via holes through the
drill shank, which is common when using a gun drill. When cutting aluminum in
particular, cutting fluid helps ensure a smooth and accurate hole while preventing
the metal from grabbing the drill bit in the process of drilling the hole.
In computer numerical control (CNC) machine tools a process called peck drilling,
or interrupted cut drilling, is used to keep swarf from detrimentally building up
when drilling deep holes (approximately when the depth of the hole is three times
greater than the drill diameter). Peck drilling involves plunging the drill part way
through the workpiece, no more than five times the diameter of the drill, and then
retracting it to the surface. This is repeated until the hole is finished. A modified
form of this process, called high speed peck drilling or chip breaking, only retracts
the drill slightly. This process is faster, but is only used in moderately long holes,
otherwise it will overheat the drill bit. It is also used when drilling stringy material
to break the chips
20

FIG 6- DRILLING OPERATION

DRILLING MACHINE

FIG 721

2.1.5 SHAPER AND SLOTTER SECTION

(A) 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.

(B) SLOTTER
The slotter 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.

(C) 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.

(D) PLANER
A planer is a type of metalworking machine tool that uses linear relative motion
between the work piece and a single-point cutting tool to cut the work piece. A
planer is similar to a shaper, but larger, and with work piece moving, whereas in a
shaper the cutting tool moves. Planer 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.

22

CHAPTER 3
SHELL SHOP
Shell shop is divided into two parts1. Fitting Shop
2. Welding Shop

3.1 MAIN PARTS OF SHELL

Various parts of shell are as follows1. Under Frame
(A)Sole Bar
(B)Head Stock Assembly
(C)Body Bloster Assembly
(D)Through Floor
(E)Crops Bearer
(F)Tubular Structure
2. Side Bar
3. Roof
4. End bar
5. Center Pivot (Guide of turning of train)

3.2 FITTING SHOP

Fitting work is a very important work in engineering. In fitting shop unwanted
material is removed with the help of hand tools. It is done for mating, repair and
manufacturing purposes. The person working in the fitting shop is called a fitter.

23

A fitter should have the complete knowledge of the tools used in the shop.
Commonly used tools are hacksaw, files, chisels etc.

3.3 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, or even stronger, than the base material

FIG 8- OXYACETELYNE WELDING

Some of the best known welding methods are

24

1.
2.
3.
4.
5.
6.

Shielded metal arc welding (SMAW)

Gas tungsten arc welding (GTAW)
Gas metal arc welding (GMAW)
Flux-cored arc welding (FCAW)
Submerged arc welding (SAW)
Electroslag welding (ESW)

3.3.1 TYPES OF WELDING USED IN SHOP

1.
2.
3.
4.
5.

CO2 arc welding

Manual metal arc welding.
Bharat cutting gas(B.C.G.)
Liquefied Petroleum Gas
Oxy-acetylene gas welding

3.4 GAS WELDING

The most common gas welding process is oxyfuel welding, also known as
oxyacetylene welding. It is one of the oldest and most versatile welding processes,
but in recent years it has become less popular in industrial applications. It is still
widely used for welding pipes and tubes, as well as repair work.
The equipment is relatively inexpensive and simple, generally employing the
combustion of acetylene in oxygen to produce a welding flame temperature of
about 3100 C. The flame, since it is less concentrated than an electric arc, causes
slower weld cooling, which can lead to greater residual stresses and weld
distortion, though it eases the welding of high alloy steels. A similar process,
generally called oxyfuel cutting, is used to cut metals.
On Indian Railways, Alumino Thermic (A. T.) Welding, Flash Butt (Electric
Resistance) Welding and Gas Pressure Welding processes are presently in use for
welding of rail joints.
Flash Butt Welding is being done on Zonal Railways departmentally, using
Stationary Flash Butt Welding Plants of different makes. Mobile Flash Butt
Welding Plants, capable of in situ Flash Butt Welding of rail joints, are also in
25

operation on some of the Zonal Railways.

The Code of Practice for Flash Butt Welding of Rails (tentative) was issued in
January, 1972. Revision of this Code is being made to cover procedures for Flash
Butt Welding of heavier and higher strength rails now used on Indian Railways and
to incorporate the latest practices. This Code of Practice is being renamed as
"Manual for Flash Butt Welding of Rails".

CHAPTER 4
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.

4.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESSES

1.
2.
3.
4.
5.
6.
7.
8.
9.

Hardening.
Tempering.
Austempring.
Martempring.
Annealing.
Stress relieving.
Spheroid zing.
Normalizing
Case hardening.

10. Cyaniding.
11. Flame hardening.
12. Induction hardening.
13. Nitriding.
26

FIG 9- HEAT TREATMENT PROCESS OF PARTS

4.1.1 ANNEALING
Annealing is one of the most important heat treatment operation applied to steel. It
is the process of heating the steel in a furnace to a point not exceeding 50 above
its upper critical point and maintaining the steel at that temperature for a
considerable time (30-60 minutes) to convert the whole steel to austenite. Steel is
allowed to cool down slowly through a medium of hot sand, hot ashes or hot lime
dust. The rate of cooling is to be maintained at 150-200C per hour.

27

4.1.2 HARDENING
In hardening process, the steel is first heated to a point exceeding 50C above the
upper critical point for hypo-eutectoid steels and 30-50C above for hypereutectoid steel. Then the steel is soaked at this temperature for a considerable time
to ensure that all the pearlite and cementite have changed into austenite. After that
the steel is cooled rapidly to keep the austenite to remain as such at room
temperature. This process consists of two operations heating and quenching. If
these two operations are properly carried out, then the required structure is
obtained.

4.1.3 MARTEMPERING
Martensite is stable only up to 200C. If a piece of steel, which has been hardened,
is subsequently heated to a temperature above 200C, the decomposition of
martensite will start taking place. This decomposition is in the order of troostite
first and then sorbite.
Martensite decomposes into troostite, which is a finely dispersed mixture of
cementite and ferrite, in the temperature ranges of 200-300C. Tempering at
temperature between 500-600C will lead to the formation of the globular structure
of sorbite. The object of tempering is to remove excessive brittleness and induce
toughness.

CHAPTER 5
SPRING SHOP
In this section the helical and leaf spring are prepared. The helical spring is the
most commonly and vastly used in the coaches as well as in the engine. Every
helical spring undergoes a specific set of testing before application in the coaches.
For this purpose there are certain machine for testing, grading and repairing it. All
materials to some degree show elastic properties and will deform to some extent
when they are subjected to external loads. When the load is removed, the material
will return to its original shape without any deformation provided its elastic limit
is not exceeded. A material which shows these properties can be considered a
spring.
28

FIG 10- HELICAL SPRING

5.1 TESTS PERFORMED ON HELICAL AND LAMINATED SPRINGS

(1)
(2)
(3)

Visual and magnetic crack detection.

Spring scraping machine.
D buckling

Visual and magnetic crack detection. The visual test with the help of magnifying
lens and glass the spring the is inspected ofCorroded--------------- 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
Free of height
Load test
Dent mark, corrosion & breakage

PERCENTAGE OF FAILURE
8.93%
82.08%
08.39%

29

FIG 11-COACH CHASIS WITH HELICAL SPRING

5.2 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 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.

30

FIG 12- OVERVIEW OF MOUNTING OF HELICAL SPRINGS

5.3 VARIOUS REASONS OF SPRING FAILURE

1.
2.
3.
4.

Over camber of the spring.

Short camber of the spring.
Leaf broken.
Gap between the leaves of the spring.

5.4 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.

5.5 VARIOUS OTHER MACHINES IN THIS SECTION31

1.
2.
3.
4.
5.

Quenching tank.
Tempering furnace.
Rolling machine.
Cambering and hardening.
Hardness testing machine.

In hardness the use Brinell hardness test machine.

FIG 13- CALCULATION OF

FIG 14- FINISHING OF HELICAL SPRINGS

ROLLING FRICTION

CHAPTER 6
32

BRAKE SHOP
6.1 BRAKING SYSTEM
Working-By means of frictional force between wheel and brake pad.
Mainly two types of braking system is used1. Air-Braking system.
2. Vacuum-brake system.
3. Electronically control Pneumatic Brakes

6.1.1 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.

6.1.2 ELECTRONICALLY CONTROLLED PNUMETIC BRAKES

Electronically controlled pneumatic brakes (ECP) are a development of the late
20th Century to deal with very long and heavy freight trains, and are a
development of the EP brake with even higher level of control. In addition,
information about the operation of the brakes on each wagon is returned to the
driver's control panel.
With ECP, a power and control line is installed from wagon to wagon from the
front of the train to the rear. Electrical control signals are propagated effectively
instantaneously, as opposed to changes in air pressure which propagate at a rather
slow speed limited in practice by the resistance to air flow of the pipework, so that
the brakes on all wagons can be applied simultaneously, or even from rear to front
rather than from front to rear.

This prevents wagons at the rear "shoving" wagons at the front, and results in
reduced stopping distance and less equipment wear.
There are two brands of ECP brakes available, one by New York Air Brake and the
other by Wabtec. These two types are interchangeable.
33

6.2 MAIN PARTS OF AIR BRAKE SYSTEM

1.
2.
3.
4.
5.
6.
7.
8.

Brake cylinder.
Brake pipe.
Feed pipe.
Distributer pipe.
Angle lock.
House pipe.
Auxiliary reservoir.
Guards van valve & pressure gauge.

9. Isolating cock.
6.3 DESCRIPTION OF SOME IMPORTANT PARTS OF AIR
BRAKING SYSTEM
6.3.1 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.

FIG 15- MOUNTING OF AIR BRAKES

34

6.3.2 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.
6.3.3 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.

6.3.4 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.
6.3.5 ANGLE COCK
It is use for alarming purpose.

35

FIG 16- BRAKE DISC IN COACHES

6.3.6 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.
6.3.7 GUARD VAN VALVE AND PRESSURE GAUGE
These are provided in the guards compartments. These are provided to control the
train movement.
6.3.8 ISOLATING COCK
36

Use for isolating the air from one point to the other point.
6.3.9 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.

CHAPTER 7
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 its working and for security reason, it is
repaired and given correct profile with proper diameter.
The diameter of new wheel isType

Wheel dia.

Distance b/w
Journal
journal center (mm) size(mm)

Axel wheel seat

dia. (mm)

ICF
BMEL

915
915

2159
2210.2

172,0.25,0.35
171,0.45,0.63

120*113.5
120*179

37

FIG 17- INSPECTION OF WHEELS IN WAGON

Wheel can be used certain minimum diameter after which it is discarded. The
diameter of the wheel when it is condemned areS.N
1.
2.
3.

TYPE OF WHEEL
ICF/BMEL SOLID
ICF TIRED
BMEL TIRED

DIAMETER IN (MM)
915-813
915-851
915-839

7.1 WHEEL TESTING & MACHINING

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 and guttering.
The shop consist of(1)
(2)
(3)
(4)

Axel journal testing lathe.

Hydraulic wheel press with facility of mounting.
Axel turning lathe.
Vertical turning lathe.

7.1.1 AXEL JOURNAL TURNING LATHE

38

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

7.1.2 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.

7.1.3 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.

FIG 18- OPERATION ON AXEL TURNING MACHINE

7.2 WHEEL PROFILE LATHE

39

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

FIG 19- PROFILING OF WHEEL ON LATHE

7.3 ZYGLO TESTING

It is a non-destructive testing is used to detect the flows or discontinuities in
materials without using impairing their use fullness. This testing is used for ferrous
is non-ferrous metals.

FIG 20- ZYGLO TESTING MACHINE

CHAPTER 8
40

JIGS AND FIXTURES SHOP

If a component to be produced in small numbers then procedure adopted is
marketing out, setting on machine, clamping to machine table. Nevertheless. It
would not be suitable for producing same component in large quantities because of
economic reason. A faster and more profitable method calls for a device
JIG&FIXTURE.

8.1 JIGS
Jig may be described as a plate, or metal box, structure or a device usually made of
which metal is clamped or fastened or located one after others for the other for
specific operation in such a way that it will guide one or more cutting tools to the
same position.

FIG 21- FIXTURE

8.2 FIXTURE
41

This may be structure for locating holding and supporting a component or work
piece securely in a definite position for a specific operation but it does not guide
the cutting tool. The cutting tool are set in position by machine adjust or by trial&
error method.

8.3 DESIGN OF JIG& FIXTURES

1.
2.
3.
4.
5.
6.

Sharp corners may be avoided.

Adjustment locator must be provided.
Locating pins should be tapered.
Quick acting, clamps should be provided.
Safety criterion should be provided.
Accuracy is the basic need should not be compromised.

CHAPTER 9
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.
2.
3.
4.
5.

Coach Painting
Letter Section
Trimming Section
Corrosion Section
Polish Section

9.1 PURPOSE OF PAINTING

1. For protection against corrosion
2. For Decoration
3. For covering

9.2 MATERIAL USED IN PAINTING

1. Paint Materials
42

2. Enemal Materials
3. Varnish Materials
4. Laquer Materials

9.3 PAINT MATERIAL

1.
2.
3.
4.
5.
6.

Base
Binder
Thinner
Drier
Pigment
Inert or Filler Material

FIG 22- PAINT

FIG 23- THINNER

9.4 THE MAIN PROCESS INVOLVE IN PAINTING

Firstly, Putin is prepared and it gets filled at the places where holes and cracks has
been found.
Secondly, the primer is put on the body and then finally painting is done in order to
give the body desire shape.
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 following1. MAIL EXPRESS- 12 MONTHS.
2. PASSENGER- 18 MONTHS.
43

3. NEWLY COACHES- 24 MONTHS.

FIG 24- LAYER OF COACH PAINTING

9.5 TYPES OF PAINT1.

2.
3.
4.
5.
6.
7.
8.
9.

Aluminum Paint.
Anti-corrosive.
Asbestos paint.
Bituminous paint.
Cellule paint.
Cement paint.
Distemper.
Plastic paint.
Graphite paint.

10. Oil paint

11. Silicate paint.
12. Luminous paint.
44

13. Enamel paint.

14. Emulsion paint.
Prism has vast experience in supplying complete Painting lines, equipments,
systems for painting Rail coaches, Wagons, locomotives and railway components.
Our range of equipment for the railway industry include robotic blasting
equipment, manual blasting equipment, Paint booths(specially designed for
painting rail coaches, wagons and locomotives),energy efficient paint
curing/baking ovens, Catalytic ovens, waste water treatments and paint sludge
separation systems.
We supply complete robotic blasting, manual blasting for blasting the rail wagons
and coaches before painting which is also known as pretreatment.
Prism specially designs paint booths for rail wagons, rail coaches and locomotives.
These paint booths have been supplied to various customers such as Indian
railways, Jindal railways and modern industries.
our catalytic ovens were installed for curing the paint of the rail wagons. This
catalytic oven reduces the curing time to 3 minutes compared to convention paint
curing oven which takes12 minutes, this brings down the drying time and energy
costs by a huge margin
Prisms Painting lines for railways are very cost effective with proven designs and
successful plants running worldwide.
Prism can even do civil works for special government projects.
Designed specifically for automatic painting of 2 different
types of Railway Coaches, viz., AC DC EMU coach & AC 2 tier
coach / ii class 3 tier sleeper coach.
System comprises of two nos. Side reciprocators for painting
of two sidewalls having stroke length 2500 mm and one no.
Roof reciprocator having stroke length 6300 mm to paint top
of the coach.
Specially designed profile of Roof Reciprocator to match with
Contour of the Rooftop of two different types of coaches.

CHAPTER 10
MATERIAL HANDLING SYSTEM
45

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.

10.1 MATERIAL HANDLING EQUIPMENTMaterial-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.

10.2 TYPES OF MATERIAL HANDLING EQUIPMENT

AVAILABLE IN SHOP
1. Over Head Crane
2. Conveyer Belt
3. Small Trucks

46

FIG 25- OVERHEAD CRANE

10.2.1 OVERHEAD CRANE

An overhead crane, commonly called a bridge crane, is a type of crane found in
industrial environments. An overhead crane consists of parallel runways with a
traveling bridge spanning the gap. A hoist, the lifting component of a crane, travels
along the bridge. If the bridge is rigidly supported on two or more legs running on
a fixed rail at ground level, the crane is called a gantry crane (USA, ASME B30
series) or a goliath crane (UK, BS 466).
Overhead cranes are commonly used in the refinement of steel and other metals
such as copper and aluminium. At every step of the manufacturing process, until it
leaves a factory as a finished product, metal is handled by an overhead crane. Raw
materials are poured into a furnace by crane, hot metal is then rolled to specific
thickness and tempered or annealed, and then stored by an overhead crane for
cooling, the finished coils are lifted and loaded onto trucks and trains by overhead
crane, and the fabricator or stamper uses an overhead crane to handle the steel in
his factory. The automobile industry uses overhead cranes to handle raw materials.
Smaller workstation cranes, such as jib cranes or gantry cranes, handle lighter
loads in a work area, such as CNC mill or saw.

47

Almost all paper mills use bridge cranes for regular maintenance needing removal
of heavy press rolls and other equipment. The bridge cranes are used in the initial
construction of paper machines because they make it easier to install the heavy cast
iron paper drying drums and other massive equipment, some weighing as much as
70 tons.

FIG 26- CONVEYER BELT

10.2.2 CONVEYER BELT

A conveyor belt is the carrying medium of a belt conveyor system (often
shortened to belt conveyor). A belt conveyor system is one of many types
of conveyor systems. A belt conveyor system consists of two or
more pulleys (sometimes referred to as drums), with an endless loop of carrying
mediumthe conveyor beltthat rotates about them. One or both of the pulleys
are powered, moving the belt and the material on the belt forward. The
powered pulley is called the drive pulley while the unpowered pulley is called the
idler pulley. There are two main industrial classes of belt conveyors; Those in
general material handling such as those moving boxes along inside a factory
and bulk material handling such as those used to transport large volumes of
resources and agricultural materials, such
as grain, salt, coal, ore, sand, overburden and more.
Today there are different types of conveyor belts that have been created for
conveying different kinds of material available in PVC and rubber materials.
The belt consists of one or more layers of material. Many belts in general material
48

handling have two layers. An under layer of material to provide linear strength and
shape called a carcass and an over layer called the cover. The carcass is often a
woven fabric having a warp & weft. The most common carcass materials are
polyester, nylon and cotton. The cover is often various rubber or plastic
compounds specified by use of the belt. Covers can be made from more exotic
materials for unusual applications such as silicone for heat or gum rubber when
traction is essential.

FIG 27- SMALL INDUSTRIAL TRUCKS

10.2.3 SMALL INDUSTRIAL TRUCKS

Industrial trucks:
Used to move materials over variable (horizontal) paths with no restrictions on
the area covered (i.e., unrestricted area) as lifting capabilities.
Used when there is insufficient (or intermittent) flow volume such that the use
of a conveyor cannot be justified.
Provide more flexibility in movement than conveyors and cranes.
Not licensed to travel on public roads"commercial trucks" are licensed to
travel on public roads.
49

REFERENCES
1. T E Harrison (Chief Engineer of the North Eastern Railway at the time,
document of December 1877 quoted (page 193) in F.A.S.Brown Great
Northern Railway Engineers Volume One: 18461881, George Allen &
Unwin, London, 1966: (for those who feel the Victorians should have metric
conversions backfitted: at speeds of 45.5 miles per hour (73.2 km/h) - 48.5
miles per hour (78.1 km/h) stopping distances were 800 yards (730 m) 1,200 yards (1,100 m))
2. Jump up ^ [1], Report of the Court of Inquiry into the Circumstances
Attending the Double Collision on the Great Northern Railway which
occurred at Abbotts Ripton on the 21st January 1876, HMSO, 1876
3. Jump up ^ According to (C) Hamilton Ellis, Nineteenth Century Railway
Carriages, Modern Transport, London, 1949 The Midland supplied both the
hydraulic-braked trains trialed at Newark (see below) Ellis goes on to note
op cit p 58
4. Freezing possibilities told against the hydraulic brakes, though the Great
Eastern Railway, which used them for a while, overcame this by the use of
salt water
5. Jump up ^ "Welcome to Saskrailmuseum.org". Contact Us. September 11,
2008. Retrieved October 3, 2008
6. http://www.google.com/patents/US1924237 patents/US1924237
7. ^ Jump up to: a b Merriam-Webster, Merriam-Webster's Collegiate
Dictionary, Merriam-Webster.
8. ^ Jump up to: a b Houghton Mifflin Harcourt, American Heritage Dictionary
of the English Language (5th ed.), Houghton Mifflin Harcourt.
9. Jump up ^ Oxford Dictionaries Online, Oxford Dictionaries Online, Oxford
University Press.
10.Jump up ^
http://www.oxfordadvancedlearnersdictionary.com/dictionary/bogie

50

11.Jump up ^ Jenkinson, David (1988). British Railway Carriages of the 20th

Century - Volume 1: The end of an era, 1901-22. London: Guild Publishing.
p. 10. CN 8130.
12.^ Jump up to: a b c d Isao Okamoto (December 1998). "How Bogies Work"
(PDF). Japan Railway & Transport Review (18): 5261.
13.Jump up ^ Parkin, Keith (1991). British Railways Mark 1 Coaches. Penryn:
Pendragon. p. 35. ISBN 0-906899-49-4.
14.Jump up ^ Parkin 1991, p. 37
15.Jump up ^ Unofficial West Somerset Railway website Bogies
16.Marsh, G.H. and Sharpe, A.C. The development of railway brakes. Part 1
1730-1880 Railway engineering journal 2(1) 1973, 46-53; Part 2 1880-1940
Railway engineering journal 2(2) 1973, 32-42
17.Winship, I.R. The acceptance of continuous brakes on railways in Britain
History of technology 11 1986, 209-248. Covering developments from about
1850 to 1900.
18.Baur, Karl Gerhard (2006). Drehgestelle - Bogies. Freiburg i.B.: EKVerlag. ISBN 978-3-88255-147-1.

51