Report -Jklu Copy

Faculty Guide Submitted By
Dr. Sandeep Kumar Tomar Pramit Kumar Munshi
Deeptanshu Keshote
Rajesh Kumar Sah
Report on Practice school 1
AT
Carriage & Wagon Workshop
New Bongaigaon, Assam
N.F. Railway

JK LAKSHMIPAT UNIVERSITY 2
Certificate
This is to certify that the Practice School-1 project work entitled “Summer Training at
Carriage & Wagon Workshop ” submitted by Pramit Kumar Munshi
(2013BtechMe027), Diptanshu Keshote (2013BtechMe008), Rajesh Kumar Sah
(2013BtechMe033), towards the partial fulfilment of the requirements for the degree of
Bachelor of Technology in Mechanical Engineering of JK Lakshmipat University,
Jaipur is the record of work carried out by them under my supervision and guidance. In
my opinion, the submitted work has reached a level required for being accepted for
Practice School-1 examination.
------------------------------- -----------------------------------
Dr. Sandeep Kumar Tomar Ramkumar Agarwal
Supervisor and Associate Professor Assistant Professor & Head
Department of Chemical Engineering Department of Mechanical Engineering
Institute of Engineering & Technology (IET) Institute of Engineering & Technology (IET)
JK Lakshmipat University, Jaipur JK Lakshmipat University, Jaipur
Date of Submission:
Prof. Dr. – Ing. Anupam Kr. Singh
Director
Institute of Engineering & Technology

Acknowledgement
We would like to express our sincere gratefulness and profound
gratitude to NORTHEASTERN FRONTIER RAILWAY and JK
Lakshmipat University for providing an opportunity to undergo our
Practice School 1 in C & W WORKSHOP, NEW BONGAIGAON.
It is always pleasure to remind our faculty guide Dr. Sandeep
Kumar Tomar for his sincere guidance we received to uphold our
practical as well as theoretical skills during our training period.
We gratify in conveying our gratitude to Mr. D.S Kunwar, Chief
Workshop Manager and Mr. M.L. Deb, Dy. Chief Mechanical
Engineer, C & W Workshop, New Bongaigaon for their kind
supervision and suggestion during the training period. we bear
immense pleasure in expressing our gratitude and thanks to all the
SSE of respective shops for their honest teaching, practical
demonstration, guidance and suggestion in respective shops.
Furthermore, we would like to acknowledge with much appreciation
the crucial role of the staffs, who gave us the permission to use all
required equipment and the necessary materials to complete our
Practice School 1 at C & W Workshop, New Bongaigaon.
Special thanks to all our Guides, Indian Railway Employees and
Dr. Sandeep Kumar Tomar whose guidance and support was
inevitable.
Sincerely Yours
Pramit Kumar Munshi (2013BtechME027)
Deeptanshu Keshote (2013BtechMe009)
Rajesh Kumar Sah (2013BtechMe033)

Abstract
All bachelor degree students are required to undergo a 4-5
weeks industrial training as a part of curriculum to complete
their 4 year course for the Bachelor of Mechanical
Engineering. During our 5 weeks period of training, we were
supervised and monitored by two nominated supervisors.
For our Practice School-1 we went to Carriage and Wagon
Repair Workshop, New Bongaigaon, Assam. It is an Indian
state owned enterprise, owned and operated by the
government of India through the Ministry of Railways. The
Carriage & Wagon Workshop, New Bongaigaon was
conceived in the year 1960, soon after the formation of
Northeast Frontier Railway. The workshop has been
delivering an output of POH of 60 BG Coaches, 3.4 of BG
Coaches 70 nos. per month are delivered to Division. The
Workshop also manufactures about 1170 prs. of wheels per
month for supply to Divisions and Shops.
We were assigned to the workshop section under our
supervisor Mr. Hitesh Kalita and our academic supervisor Dr.
Sandeep Kumar Tomar. During the first week, we learned
about the basic operations used during Carriage and Wagon
repairs. Then in the following weeks, we were assigned to
Wheel Repair Shop, Machine Shop, Bogie Repair Shop, Air
Brake Section, Carriage Lifting Shop and Corrosion Repair
Shop.

List of Figures
Fig. 3.1.1: Train Wheels 17
Fig. 3.1.2: Wheel Turning Lathe 19
Fig. 3.1.3: Wheel Press Machine 20
Fig. 3.1.4: CNC Surface Lathe 21
Fig. 3.1.5: Vertical Turret Lathe 21
Fig. 3.2.1: Boring Machine 25
Fig. 3.2.2: Universal Horizontal Boring Lathe 26
Fig. 3.2.3: Slotting Machine 27
Fig. 3.2.4: Centre Lathe 27
Fig. 3.2.5: Turret Lathe 28
Fig. 3.2.6: Super Cut Centre Lathe 28
Fig. 3.2.7: CNC Lathe 29
Fig. 3.2.8: Shaping Machine 30
Fig. 3.2.9: Radial Drilling Machine 30
Fig. 3.2.1: Bogie 34

Contents
Certificate 2
Acknowledgement 3
Abstract 4
List of Figures 5
1. Introduction 7
1.1 Training Objectives 9
2. Company Profile 10
2.1 History of Workshop 11
2.2 Activities of the Workshop 15
3. Shop Floor 16
3.1 Wheel Turning Shop 17
3.2 Machine Shop 23
3.3 Bogie Repair Shop 33
3.4 Air Brake Section 36
3.5 Carriage Lifting Shop 39
3.6 Corrosion Repair Shop 42
4. Summery & Conclusion 47
4.1 Summery 48
4.2 Conclusion 49

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
115,000km of track over a route of 65,436km and 7,172 stations.
Railways were first introduced to India in the year 1853 from Bombay
to Thane. In 1951 the systems were nationalized as one unit. The
Indian Railways becoming one of the largest networks in the World.
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 operations. Indian Railways is the world’s seventh
largest commercial or utility employer by number of employees with
over 1.307 million employees.
Railway first entered Assam in 1881 when the Assam railway and
trading company began the construction of a 65km long meter gauge
(MG) line from Dibrugarh to Makum Collieries in Margherita for the
sole purpose of transporting tea and coal. The Northeast Frontier was
formed on 15TH
January 1958 with the aim to give greater impetus to
the development of Northeast with its HQ at Maligaon. The NF
railway is under the administrative charge of the general manager
who reports to railway board assisted by head of department. It is
divided in 5 divisions viz. Alipur division, Lumding division, Rangiya
division, Katihar division and Tinisukia division.

1.1 Training Objectives
Objective 1: To understand the working of corporate world.
Objective 2: To observe and learn various real life applications of the
curricula and develop an understanding of vast
engineering operations.
Objective 3: To apply the theoretical technical knowledge on real
industry applications.

Chapter 2:
Company Profile

1.1 History of the Workshop & General
Data
The Carriage & Wagon Workshop, New Bongaigaon was conceived in the year 1960,
soon after the formation of Northeast Frontier Railway. It is situated in an eco-friendly
environment, about 2 km to the west of New Bongaigaon Railway Station. The main
civil township of Bongaigaon is about 4 km to the East of the Workshop.
The project work for this workshop for undertaking repairs to carriage & wagon stock
of this Railway, was sanctioned in 1961-62, at an estimated cost of Rs.6.85 crores.
The work was completed and the workshop was commissioned in April 1965.
The initial planned capacity of the workshop was for undertaking periodic overhauling
(POH) of 10 units (FW) of MG coaches & 50 unit (Four wheeler) of MG wagons per
month, with staff strength of about 600. The capacity was subsequently augmented in
phases.
The workshop was remodelled during 1983-84 for undertaking POH & Corrosion
repair of BG coaches. Further, “Modernization of workshop” was sanctioned by
Railway board in 2004-05 at a cost of Rs.17.87 crores, towards augmentation of
capacity for POH of BG Coaches from 31 to 54 vehicle units (VU) and 20 VU BG
Wagons per month.
POH of MG Wagons was gradually phased out and the released capacity devoted to
POH of BG Wagon. Likewise, POH of MG Coaches was also phased out (except
target of 1 coach POH per month fixed in 2012-13) and released capacity devoted to
POH of BG Coaches. The rationalization has improved the working & productivity of
the workshop.
The workshop has been delivering an output of POH of 60 BG Coaches, 3.4 DEMU
Coaches and 120 BG Wagons per month. In addition to that, Bogies for IOH of BG
Coaches 70 nos. per month are delivered to Division. The Workshop also
manufactures about 1170 prs. of wheels per month for supply to Divisions and Shops.
Due to gauge conversion at LMG Division all the activities of MG Coach & Wagon
have been stopped w.e.f. October 2014
This workshop has the distinction of being one of Indian Railway
Workshops which produce BG, MG & NG Wheels of all rolling
stock and motive power (except NG Steam Loco).

History of Workshop in Chronological
Order:
 Work Sanctioned In 1961-62 at an estimated outlay of
Rs.6.85 Crores
 Year of Establishment April, 1965
 POH of coach & Wagon (MG) Started From July-1965
 Corrosion Repair of MG coach Started From July-1980
 Year of foundation laying for BG Coach
POH facilities
2nd
June’1980
 1st
BG coach POHED On 07-12-1984
 1st
BG AC coach POHED On 13-02-1988
 1st
MG AC coach POHED On 16-09-1989
 Vacuum Brake in BG coach converted to
Air Brake system
From June-1997
 1st
BG Wagon POHED On 23-06-2003
 1st
BTPN Wagon POHED On 26-06-2004
 Post of CWM upgraded to SAG From 30-06-2004
 ISO-9001 Certificate Accredited From 02-07-2004
 1st
Rehabilitation of MG Coach On 16-08-2004
 1st
JANA SATABDI COACH POHED On 29-10-2004
 1st
DBKM wagon POHED On 17-02-2005
 Screen Painting ( Lettering & Numbering)
of coaches Started
From March-2005

General Data:
 Provision of SS Trough floor Started From March-2005
 1st
BOBYN Wagon POHED On 31-03-2005
 1st
BCNA Wagon POHED On 10-10-2005
 1st
BG Coach IOHED On 03-07-2009
 1st
WDP4 Wheels Turn out On 31-10-09
 1st
WDG4 Wheels Turn out On 03-11-09
 1st
POH and Dual Brake conversion of MG
Wagon
On 15-12-10
 1st
Complete Renewal of Power Car for
Garib Rath
On 13-02-12
 1st
POH of DEMU Coach On 14-12-12
 1st
DRDO Coach POHED On 23-07-2014
 Boundary Area 8.47 Lakhs Sqm.
 Covered Area 0.46 Lakhs Sqm.
 Boundary Wall Length 3.98 KM.
 Track Kilometre inside Boundary BG-10.225 KM
 Track Kilometre under Cover Shed. BG-2.090 KM
BG/MG-1.823 KM
2

1.2 Activities of the Workshop
COACH
 POH of BG AC, Non-AC and DEMU Coaches.
 Repair of Accident involved damaged Coaches and Special Repair Coaches.
 Modification as recommended by Railway Board & RDSO to improve the reliability
of safety and better passenger’s amenities.
 Refurbishing /Rehabilitation of BG Coaches.
 Conversion of conventional air brake coaches to Bogie Mounted Air Brake coaches.
WAGON
 POH of BTPN, all types of BCN Wagons, DBKM, BRN, BOBYN and Brake Van.
MANUFACTURING & REPAIRING
 Manufacturing and fabrication of components and subassemblies of BG Coach and
Wagon.
 Manufacturing of new wheel set for BG & NG Rolling stock and motive power.
 Heat treatment, reclamation and testing of critical safety items like screw coupling,
bolster suspension hanger, draw gear equipment and testing of chain and Rope.
 Shot Blasting, Magnaflux testing to detect crack and load testing of all types of C&W
springs.
 Phosphating of In-house manufactured component like Long beam, Bottom side wall
sheet etc.
METALLURGICAL & CHEMICAL LABORTORY
 Non-destructive testing including ultrasonic testing of axles & wheels.
 Hardness testing of wheel.
 Chemical analysis, micro & macro analysis and physical testing of ferrous and non-
ferrous components and materials.
 Testing of oils, paints, lubricant, varnishes, coal etc.
MAINTENANCE
 The workshop undertakes in house preventive maintenance and brake down attention
of machinery, plants and equipment both for Electrical and Mechanical.
 Power supply for workshop and colony.

Chapter 3:
Shop floor

3.1
Wheel Turning
Shop

Train Wheels
Most train wheels have a conical geometry, which is the primary
means of keeping the train’s motion aligned with the track. Train
wheels have a flange on one side to keep the wheels, and hence the
train, running on the rails, when the limits of the geometry based
alignment are reached, e.g. due to some emergency or defect.
A train wheel or rail wheel is a type of wheel specially designed for
use on rail tracks. A rolling component is typically pressed onto an
axle and mounted directly on a rail car or locomotive or indirectly on
a bogie, also called a truck. Wheels are cast or forged (wrought) and
are heat-treated to have a specific hardness. New wheels are trued,
using a lathe, to a specific profile before being pressed onto an axle.
All wheel profiles need to be periodically monitored to insure proper
wheel-rail interface. Improperly trued wheels increase rolling
resistance, reduce energy efficiency and may create unsafe operation.

Machines available in the Wheel Turning Shop:
1) Wheel Turning Lathe (MG).
2) Wheel Turning Lathe (BG).
3) Axle Journal Turning and Burnishing Lathe (MG).
4) Axle Journal Turning and Burnishing Lathe (BG).
5) Centre Lathe (Super Cut Centre Lathe).
6) Vertical Turret Lathe.
7) CNC surface wheel Lathe (BG).
8) Surface Wheel Lathe.
9) CNC Wheel press machine (500t).
10) Wheel Press Machine (500t).
11) Universal axle Journal Turning and Burnishing Lathe.

Description of some of the Machines used in the
Wheel Shop:
A) Wheel Turning Lathe:
A lathe machine for turning wheel set
having a common axis, comprising two
headstock fitted with one four jaw
hydraulic chuck on each headstock. It is
a special type of lathe. It has two tool
posts for holding two tools for turning
the two disc on the wheel set
simultaneously. It has two control
panels which facilitates to control the
two tool post separately. The machine is
hydraulically operated.
Work done: Turning of wheel set.
Tool used: Carbide tip tool.
B) Axle Journal Turning and Burnishing Lathe (AJTB Lathe):
It is a rigid machine capable of turning and burnishing of inboard and
outboard journal of axles of wheel set. The machine is built on rigid
cast iron bed with fixed cast iron tailstocks on either ends. One or two
tool posts in cast construction is provided for turning and burnishing
operation. Wheel set is held between heavy duties, precision
revolving centers and is driven by suitable infinitely variable speed
try.
Work done: Turning and burnishing of wheel set journal.
Tool used: Carbide tool.

C) Wheel Press Machine:
It is used for removing wheels that are
already fitted to axles and also for fitting
wheels in axles whose wheel seat
diameter is greater than wheel bore
diameter. For easy fitting of axle with
wheel, a mixture of linseed powder
molybdenum bi-sulphate is smeared on
the wheel seat diameter of axle. For
different axle types different force for
pressing is needed.
Work done: Demounting of disc from axles.
D) CNC Surface wheel Lathe:
It is an extremely rigid and fully automatic
machine for simultaneous profiling of new
or worn out wheels of Railway Wheel Set-
Equipped with dial CNC tool post. The
machine is fully flexible to turn any wheel
profile. It is equipped with CNC control
pre and post measurement system for
economical depth of profile selection. It is
also capable of machining inside and
outside face of wheel as well as break disc
with automatic loading and unloading of
wheel set.

E) Vertical Turret Lathe:
It is the same machine as that
mentioned in machine shop; only
difference is that here the rotating
table are bigger in size to hold the disc
of all size of the wheel set. It has the
facility of Programmable Logic
Control (PLC).
Work done: Boring of bore diameter
on the wheel disc.
Tool used: Square tip tool.

3.2
MACHINE
SHOP

Machines available in Machine Shop:
1) Planner Machine.
2) Vertical Turret lathe /Boring Machine.
3) Universal Horizontal Boring Machine.
4) Slotting Machine.
5) Centre Lathe.
6) Turret Lathe.
7) Heavy Duty Milling Machine.
8) Medium Duty Universal Milling Machine.
9) Copy Lathe.
10) Radial Drill Machine.
11) Gap Bed All Geared Head Lathe.
12) Computer Numerical Control (CNC) Lathe.
13) HYT Drilling, Tapping, Centring and Milling Machine.
14) Power Hacksaw.
15) Shaping Machine.
16) Profile Cutting Machine.
17) Capstan Lathe.
18) Gang Drill.

Operations Done in Machine Shop:
1) Turning of various semi-finish axles and axel end drilling and
tapping.
2) Conversions of various axels viz. BG wagon to MG wagon, BG-
DSL to MG-DSL, fpicon to MG.
3) Machining of rear cover and front cover (MG and BG) 9”×4(1/2)”
bearing.
4) Machining of buffer face plate, body and the frame headstock.
5) Manufacturing of various items required for carriage and wagon
POH.
6) Manufacturing of various items as per divisional work order.
Tools Used in Machine Shop:
1) Measuring tools-
a) Scale.
b) Outside Calliper.
c) Inside Calliper.
d) Oddleg Calliper.
e) Trisquare.
f) Bevel Protractor.
g) Vernier Scale.
h) Micrometre.

2) Machine tools-
These include all the machines in the Machine Shop.
3) Cutting tools-
a) Nose tool.
b) Radius tool (concave/convex).
c) Parting tool.
d) Right/left side cutting tool.
e) Turning tool.
f) Facing tool.
g) Knurling tool.
h) V-shaped tool.
Description of some of the machines in the Machine Shop:
A) Vertical Turret Lathe/ Boring Machine
Vertical Turret Lathe is one
which allows the headstock to seat
on the floor and the face plate to
become a horizontal rotating table,
analogous to a huge potter’s wheel.
This is useful for the handling of
large, heavy, short work pieces. It
consists of an all gear, heavy duty

headstock with a great range of spindle speeds. The turret is
mounted on a saddle, which in turn is sliding on the bed. When the
saddle moves on the bed during the return stroke, it automatically
index to next tool position, thus reducing the ideal time of the
machine. Vertical lathes are also called “Vertical Boring Mills”
or simply “Boring Mills”.
Work done: Turning of face plate of the buffer body plunger.
Tools used: Side cutting tool, V-tool and Square tool.
B) Universal Horizontal Boring Machine
A Horizontal Boring Machine or
Horizontal Boring Mill is a machine tool
which bores holes in a horizontal
direction. It has its work spindle parallel
to the ground and work table. The table of
horizontal bore machine has accurate
guide ways to move the table in two
perpendicular directions (X-Y in
horizontal plane). This machine is further
modified in the Machine Shop for
performing horizontal tapping.
Work done: Horizontal drilling, boring and tapping of axel ends.
Tools used: Drill bid of size 6mm to 50mm can be used.

C) Slotting Machine
This is a reciprocating machine in which the ram holding the tool
reciprocates in the vertical axis and the cutting
action of the tool is only during the downward
stroke. It is also known as vertical axis shaper. The
work piece that cannot be held conveniently in
shaper can be machined in slotting machine. The
stroke of the ram is smaller in slotting machine than
in shaper.
Work done: Machining of equalizing beam i.e. to
flatten the two adjacent sides at the end of the
equalizing beam. One side is normal to the common
edge and the adjacent side makes a curve of
approximately 48mm radius centre hole located at the end of the
beam.
Tool used: Bottom tool.
D) Centre Lathe
The centre lathe is used to
manufacture cylindrical shapes from a
range of materials, including steels
and plastics. This lathes may be
operated directly by people (manual
lathes) or computer control lathes
(CNC) that have been programmed to
carry out a particular task.
Work done: Thread cutting.
Tool used: Side cutting tool.

E) Turret Lathe
This lathe consists of a three jaw
chuck and a hexagonal turret which
is capable of holding six different
tools at a time. This lathe is mainly
used for machining heavy duty
jobs.
Work done: Machining of linen
bush.
Tool used: Side cutting tool.
F) Super Cut Centre Lathe
It is similar to other centre lathe but has some additional features. The
various features are-
a) Four jaw self-centring chuck.
b) Universal face plate.
c) Rapid traverse for
carriage and cross slide.
d) Two speed gear box for
tailstock.
e) Combination centre tailstock in lieu of standards tailstock.
f) Tapper turning attachments.
g) Splash guard.
h) Chuck guard.

i) Rear tool post.
j) Cross feed stops.
k) Square turret tool post.
l) Guard rant gears for DP/Module threads.
Super cut lathes are the centre lathe which are used for machining
heavy duty jobs.
Work done: Axel turning.
Tool used: Side cutter.
G) Computer Numerical Control (CNC) Lathe
Computer numerical control (CNC) lathes are rapidly replacing the
older production lathe due to their ease of setting, operation,
repeatability and accuracy. They are designed to use modern carbide
tooling and fully used modern processes. The part may be designed
and the tool paths programmed by the CAD/CAM process or
manually by programmer. This lathe has a three jaw hydraulic chuck
with a turret cutter which can hold twelve cutters at a time. This
machine is mainly used for production.
Work done: Axel turning operation is done.
Tool used: Carbide tip tool.

H) Shaping Machine
In this machine the tool is clamped to
the tool post mounted to a dapper box
which in turn is mounted to a
reciprocating ram. The ram, while
under taking the cutting stroke, pushes
the cutting tool through the work piece
to remove the material. Here the quick
return mechanism is employed.
Work done: Making of centre pin
cross cutter by radius tool.
Tool used: Radius tool.
I) Radial Drilling Machine:
In this machine, the drill head can be moved
along a horizontal arm that radiates from the
machines column as a result this machine can
be operated over a large area by moving the
drill head on the arm without repositioning of
the work on the table which saves time.
Work done: Drilling of buffer face plate.
Tool used: drill bid of 29mm.

J) Power Drill Machine:
It is used for handling medium sized
work piece, heavy medium speed,
available both power and hand feeding
arrangement. It is a upright drilling
machine in round type where the column
is round in section. It is of 360 degree
arrangement of rotation about the column
under the spindle. It can drill up to 50
mm diameters.

3.3
Bogie Repair
Shop

Bogie
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is
a chassis or framework carrying wheels, attached to a vehicle, thus
serving as a modular sub assembly of wheels and axels.It is under a
long vehicle as an independent unit and is usually mounted on two
pairs of wheels.
The bogies being currently manufactured by ICF/RCF have been
accepted as standards of the Indian Railways are of an all welded light
weight construction. Helical coil springs are used in both the primary
and secondary stages. The axle guide device provides viscous
damping across the primary springs while hydraulic dampers are
provided across the secondary stage. Dampers are protected against
misalignment resilient fittings. Isolation of vibration is effected by
rubber pads in primary and secondary suspension.
Key components of a bogie include:
 The bogie frame: This can be of inside frame type where the
main frame and bearings are between the wheels, or (more
commonly) of outside frame type where the main frame and
bearings are outside the wheels.
 Suspension to absorb shocks between the bogie frame and the
rail vehicle body: Common types are coil springs, or rubber
airbags.
 At least one wheel set, composed of an axle with bearings and a
wheel at each end
 Axle box suspensions absorb shocks between the axle bearings
and the bogie frame. The axle box suspension usually consists
of a spring between the bogie frame and axle bearings to permit
up-and-down movement, and sliders to prevent lateral
movement. A more modern design uses solid rubber springs.
 Brake equipment: Two main types are used: brake shoes that
are pressed against the tread of the wheel, and disc brakes and
pads.

 In powered vehicles, some form of transmission, usually
electrically powered traction motors or a hydraulically powered
torque converter.
Types of bogies:
 IRS bogie
 SCHLIEREN bogie
 MAN-HAL bogie ( BEML bogie)
 ICF all coiled bogie
 IR 20 bogie
 FLAT bogie

3.4
Air Brake
Section
Introduction
Brake is an arrangement provided in the vehicles for slowing down or
bringing to rest moving vehicles in the shortest possible distance.
Working Principle of an Air Brake
The braking system in railway is done mainly in 3 stages:
1. Charging stage
2. Brake application stage
3. Release stage
On the basis of type of release, air brake system is classified as:
A) Direct release air brake system
B) Graduated release air brake system
Both Direct and Graduated release are further available in two forms
viz.
A) Single pipe
B) Twin pipe

Components of Single Pipe Air Brake System
 Auxiliary reservoir: It feeds brake cylinder through distributor
valve in brake application position. 200 liters capacity reservoir
is used for coach brake system.
 Brake cylinder: It develops forces due to outward movement of
piston due to air pressure. The brake cylinder includes a piston
and a push rod so designed that when it is connected to suitable
brake rigging, it will provide brake force.
 Dirt collector: it is provided for removal of dirt as well as
heavy dust particles prior to the entry of air in the system by
centrifuge action.
 Cut off angle cock: These are provided at the end of brake and
feed pipe on each vehicle to maintain flow of air in the brake
system during the run of the vehicle.
 Air Brake Hose Coupling: These is used in between two
adjacent vehicles for continuation of air flow between brake
pipes as well as in feed pipelines.
 Common Pipe Bracket: It is permanently mounted on the
under frame of a vehicle. The distributor valve along with the
intermediate piece (sandwich) which hoses the isolating cock is
mounted on one phase of the common pipe bracket.
 Intermediate Pieces (sandwich pieces): It serves the purpose
of blanking all the other ports on common pipe bracket front
face other than required for a particular make of distributor
valve.
 Brake pipe hoses:In order to connect two successive wagons,
the brake pipes installed on the underframe are fitted with
flexible hoses. The hoses are named as BP hoses.
 Slack adjuster (Brake regulator): it is a device provided in the
brake rigging for automatic adjustment of clearance/slack
between brake blocks and wheels.

Distributor Valve
It is the most important functional component of the air brake system
and is also sometimes referred to as the heart of the air brake system.
The function of the distributor valve is to distribute the compressed
air received from brake pipe to auxiliary reservoir and control
reservoir. In addition to this it also senses drop and rise in brake pipe
pressure for brake application and brake release respectively. It is
connected to brake pipe through branch pipe. Various other
components connected to the distributor valve are auxiliary reservoir,
brake cylinders and control reservoir.
Functions of Distributor Valve
1. Charges the air brake system to regime pressure during normal
running condition.
2. Helps in graduated brake application, when pressure in brake pipe
is reduced in steps.
3. Helps in graduated brake release, when pressure in brake pipe is
increased in steps.
4. Quickly propagates reduction of pressure in brake pipes throughout
the length of the train by arranging additional air pressure reduction
locally inside the distributor valve.
5. Limits maximum brake cylinder pressure for full service
application/emergency application.
6. Controls the time of brake application and brake release depending
on service condition.
7. Facilitates complete discharge of air from the air brake system
manually with the help of operating lever.

3.5
CARRIAGE
LIFTING
SHOP

INTRODUCTION:
In this shop the body is separated from the bogie. This can be done
only when the connecting pipes and the lighting wires are
disconnected or cut out from the bogie to the body. After that the
body is repaired as per requirement. Some of the parts which
normally gets repaired or replaced are the footsteps, buffer, sole bar,
pillar, screw coupling and most importantly the air brake system.
METHDOLOGY:
1. Lifting of coach body:
Before lifting electrical fittings are stripped and batteries are
removed and following components are removed and
disengaged:
 Dynamo belt
 Brake pull rod
 Lavatory chute
 Centre pivot of cotter nut
 Air vent screws on bogie frame
2. Dismantling of bogies:
From the lowered bogie frame and bolster on the shop floor the
axle box guide components, helical spring, shock absorber and
anchor lings are removed. Bogie bolster suspension hangers are
dismantled by using jacks the equalizing stays are disconnected on
the bolster springs are removed by lifting of bolsters.
3. Repairing of bogie frame:
 The bogie is thoroughly checked and if any cracks are
detected proper gauging is done and the cracks are welded
and finishing by grinding. If the B.S.S brackets and axle
guides are found worn or cracked, they are replaced.
 The bolster is checked for twist, cracks, corrosion etc.
bolster are repaired and the lug is attended when required.

The equalizing stay, anchor links, brackets, centre pivot
silent block, Centre pivot sleeve, centre pivot pin, bushes
in the stay rod brackets are all replaced if found damaged.
 The brake levers, brake beams, brake head shoes, worn
bushes etc. are replaced if found damaged. The brake
blocks are to be replaced if thickness is 20mm or below.
4. Bogie assembly
5. Maintenance of buffing gear:
Each buffer has capacity of 1000 kg-m with a total stroke of 125mm.
the worn-out buffer head is provided with machined faced plate to
maintain the curvature of 19.08 degree.
6. Maintenance of draw gear:
After dismantling and cleaning of various components of draw gear
are checked with gauges of wear cracks and corrosion. The draw gear
is stressed relieved and load tested with gradual application of 39.5
tones pull. The draw hook and screw coupling is load tested at 60
tones after repair.
7. Lowering of coach body:
The wearing plate and wearing piece is placed in the side bearer well
and filled with 2 liters of oil. Graphite grease is applied on centre
pivot pins and coach body is lowered on side bearer wearing pieces.
The cotter is placed on position and it is secured with split pins.

3.6
Corrosion
Repair Shop

Causes of corrosion in Indian Railway Coaches:
1. Water seepage through the flooring to the top of trough floor.
2. Leakage of water through lavatory flooring.
3. Missing of corrode chute and drainpipe.
4. Defective water pipe fittings.
5. Absence of surface preparation during replacement of commode
and drainpipes.
6. Habits of flushing the flooring with the water jet for cleaning.
7. The condensation of the air trapped in between the trough floor and
flooring due to climate changes.
8. Striking of flying ballast when the train is running.
9. The design of the window seal leaves the gap between the side
panel to allow the rain water flow through the panel and to drain
out at the bottom.
10. The blockage of drain water by accumulated dust on the top of the
trough floor.
Area subjected to high rate of corrosion in coaches
1. Side wall bottom: Area below the lavatory and between body
side pillars.
2. Head stock: Outer head stock and tubular sections are heavily
corroded due to lavatory.
3. Body pillar :Bottom portion of pillar near doorways and
lavatory area.
4. Cross bearer : Joint between sole bar
5. Body side door : Bottom of the door due to water contain
luggage
6. Battery box : Corrosion due to acid action
7. Roof : Rain water
8. Trough floor : Adjacent to wash basin and lavatory
9. Floor : Pantry car area
10.Equalizing stay : Tube corrodes due to drain of lavatory water
11.Brake beam: Tube corrodes due to splash of lavatory water.

Existing System
At present high carbon steels are not widely used for structural work
due to its lack of ductility and weld ability. Corrosion resistant
material should be used for the roof and side panels. For this purpose
IRS M-41/97 steels are used which have high ductility, yield strength
and weld ability. These steels have good atmospheric corrosion
resistance.
Tubular structure should be provided under lavatory region. Turn
under with thick section and elongated holes should be provided.
Arrangement should be made so that rain water do not seep through
the gap between side wall and window sealing. Stainless steel trough
floor should be used coaches.
Under frame is the main part prone to corrosion in coaches because of
the presence of lavatory. Stainless steel can resist corrosion in coastal
environment. Since nickel containing stainless steel does not need
painting, the threat of noxious fume is minimized. Cost of using the
stainless steel or entire under frame is nearly two times the original
cost of the coaches. The complete usage of the stainless steel is
restricted due to financial implication.
In order to overcome corrosion, the following steps are to be
analysed:
a. Use of dissimilar material
b. Improve surface coating
c. Corrosion prevention design adapted

a. Dissimilar Material
By analysis of previous data, collected from various corroded
coaches, the most affected areas are to be listed:
The lavatory area side wall plate up to window and end plate up to
side buffers are to be cut by oxy-acetylene cutting and the new
material of IRS -41 are to be welded in every POH (Periodic
Overhauled) i.e. ones in 12/18 months. The maximum affected area is
to be side wall plate.
The sole bar is a fabricated section of IRS –M41:
Our suggestion is the sole bar section under lavatory should be
dissimilar weld of stainless steel with IRS -41 steel. The strength of
the joints is to be maintained by friction welding and the parts are to
be with stand water seepage corrosion from the lavatory and wash
basin near the door way.
b. Improve Surface Coating
Surface coating is the easy and financial possible way to implement
in every POH activity. Epoxy-coated reinforcement was developed in
the early 1970s.After demonstration projects in the mid 1970s, the
market, largely in the transportation sector, expanded rapidly and
epoxy-coating became the preferred method of corrosion protection in
highway bridges. The effect on the service life of epoxy-coated
reinforcement is uncertain because the necessary and sufficient
conditions for effective long-term field performance have not been
defined.
The epoxy-polyamide mastic/urethane and the solvent-free
epoxyamine/urethane had the best corrosion protection barrier
properties, with a low water penetration, a limited and constant
corrosion rate over time and a low film pore area. The corrosion

resistant property of epoxy polyaniline system, coated on mild steel
was evaluated by various techniques such as electrochemical
impedance spectroscopy, potential time studies, cathodic disbondment
test, anodic polarization study, salt spray test and chemical resistance
test. it is found that epoxy coating with polyaniline pigment is
effective in corrosion protection of steel in concrete environment.
C. Corrosion Prevention by Design Change
Lavatory water leakage is the main cause of maximum corrosion. For
avoiding this, Coaches should be classified as A & B. In A coach
there should be eight lavatory (two each corner) provided and in B
coach there should not be a lavatory. A & B coaches are form
together in rack. Hence A coach corrosion is minimized and the B
coach is to be made of stainless steel to with stand corrosion.

Chapter 4:
Summery
& Conclusion

4.1 Summery
This report constitutes a brief description of the C & W
workshop and summarizes all the actual tasks performed in
this workshop.
Carriage and Wagon Workshop, New Bongaigaon is playing a
vital role in repair and maintenance of coaches and wagon of
NF Railway for both MG and BG. The workshop has different
shops dedicated for particular jobs of repairing and
maintenance. The Carriage Body shop, Bogie repair shop,
Machine shop, Wheel turning shop, Carriage lifting shop
Wagon lifting shop, Blacksmith shop, Lightning shop,
Painting shop Mill Wright shop, Roller Bearing section, Air
Brake section, Foundry shop Chemist and metallurgy testing
lab etc. of these above mentioned shop we are directed to the
Wheel Turning Shop, Machine shop, Bogie repair shop,
Carriage lifting shop and Air Brake Section, Wagon repair
shop. The wheel turning shop is responsible for the
assembling of the axle and disc which forms all types of
wheels. Machine shop provides the basic elements of coaches
and wagons. Bogie repair shop is responsible for repairing of
trolleys or bogies of both AC and non AC coaches. Wagon
and Bogie lifting shop dissemble various components of
wagon and bogie respectively and send them to particular
shops for repair and maintenance.

4.2 Conclusion
In review this training has been an excellent and rewarding
experience. We had the huge advantage as engineers to
practice a profession, the application of which has no
boundary and it is extremely beneficial to discover how
engineers from different fields find solutions, face problems
that occurs in various situations with different capabilities.
It is easy to work with sophisticated machines, but not with
people. The only chance that an undergraduate has to have
this experience is the industrial training period. I feel I got the
maximum out of that experience. Also I learnt the way of
work in an organization, the importance of being punctual, the
importance of maximum commitment, and the importance of
team spirit. In my opinion, I have gained lots of knowledge
and experience needed to be successful in a great engineering
challenge, as in my opinion, Engineering is after all a
challenge not a job.
The skills I acquired in the field and behind the desk were
extremely enriching and embellished by a marvellous
experience
It was a pleasant training environment. I thank to all people of
this reputed organization for helping me whole heartedly.

References
 Indian Railways Code Book for the Mechanical Department.
 Indian railways Work Manual.
 www.indianrailways.gov.in

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