Mechanical Summer Training Report NE Railway Gorakhpur

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

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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

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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

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TABLE OF CONTENTS

CONTENTS NO.

PAGE

CERTIFICATE II ACKNOWLEDGEMENT III DECLARATION IV LIST VIII

OF

FIGURES

CHAPTER 1

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

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

SHOP

5

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

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

6

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 D’BUCKLING 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

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

8

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

6

FIG 2

TURRET LATHE

7

FIG 3 8

MILLING MACHINE

FIG 4 8

CNC MILLING MACHINE

FIG 5

CENTER LATHE

9

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

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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 2014–15, 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 2014–2015 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.

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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 don’t 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.

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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.

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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 150-200ºC per hour.

27

4.1.2 HARDENING In hardening process, the steel is first heated to a point exceeding 50ºC above the upper critical point for hypo-eutectoid steels and 30-50ºC 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 200ºC. If a piece of steel, which has been hardened, is subsequently heated to a temperature above 200ºC, 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 200-300ºC. Tempering at temperature between 500-600ºC 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 ½ of the plate. In helical spring scraping, the spring is kept on the machine and its free height us measure. Now the spring is compressed, under certain and its compression is noted down. The compression is matched from the table provided for springs. If the compression matches, the spring is passed otherwise rejected.

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.

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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 it’s 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

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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, equipment’s, 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

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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.

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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 medium—the conveyor belt—that 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: 1846–1881, 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

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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): 52–61. 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.

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