1

CARRIAGE REPAIR WORKSHOP,HARNAUT(BIHAR)

An
Industrial Traning Report
submitted
in partial fulfilment
for the award of the Degree of
Bachelor of Technology
in Department of MECHANICAL Engineering

by

PRAMOD KUMAR
12E1AXMEM35P304

Under the supervision of

Name of training and seminar coordinator Name of HOD

Mr. HARIMOHAN SHARMA Mr.DIPAK AGRAWAL

Academic Session (2015-16)

Department of MECHANICAL Engineering

Apex group of Institutions, Jaipur

JUNE-JULY 2015

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 Candidate Declaration

I, PRAMOD KUMAR .hereby declare that the work presented in this report
entitled “ EAST CENTRAL RAILWAY ,HARNAUT.” in partial fulfillment
of the requirements for the award of Degree of Bachelor of Technology,
submitted in the Department of MECHANICAL Engg.. at Apex Institute Of
Engineering & Technology, Jaipur is an authentic record of my own work under
the supervision of HARIMOHAN SHARMA.

I also declare that the work embodied in the present Industrial Training report is
my original work/extension of the existing work and has not been copied from
any Journal/thesis/book, and has not been submitted by me for any other
Degree/Diploma.

( Signature of Candidate)

Roll No.:12EAXME304

Date: 16-12-2015

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 ACKNOWLEDGEMENT

First of all I would like to express my whole hearted thanks and deep gratitude to our parents who
have always been my source of inspiration for any challenging work, project or assignment.
I would also extend my sincere thanks to my colleagues and batch mates for providing me time to
complete my projects.
My faculty guide for giving necessary instruction and guidance on how to pursue this summer
project. I really found your guidance extremely helpful at every step of the research and in
analyzing the various facts and figures and providing extra and useful knowledge, which helped
me to have a deep insight of the theoretical aspects of the report and all the Officers and staff of
CRW, without their help my training report, would not have been successfully completed

Pramod Kumar

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 INDEX

Sr. No Contents Page No

1. Introduction 9
2. Wheel Axle Shop (WAS) 10
2.1. Vertical Torrent Lathe 4&3 Jaw 11
2.2. Axle Journal Turning &Burnishing Lathe 11
2.3. CNC Axle Turning Lathe 13
2.4. Hydraulic Wheel Press M/c 14
2.5. CNC Surface Wheel Lathe M/c 15
2.6. Roller Bearing Extractor Hydraulic M/c 18
2.7. Roller Bearing Cleaning Plant 19
2.8. Roller Bearing Inspection 20
3. Bogie Repair shop (BRS) 21
3.1. Train Bogie Part 21
3.2. Suspension System 24
4. Carrage Repair Shop (CRS)
4.1. ICF Coaches 28
4.2. LHB Coaches 29
4.3. Comparison b/w LHB & ICF Coaches 32
5. Heavy Repair Shop (HRS) 34
5.1. Air Brake System 34
5.1.1. Types of Air Brake System 35
5.1.2. Working Principle of Air Brake System 36
5.2. Air Spring 37
5.2.1. The Technology of Air Suspension 37
5.2.2. Introduction 38
5.2.3. Working Principle of Air Spring 38

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 5.2.4. Safety of Operation 39
5.3. Draft and Buffing Gear 40
5.3.1. Types of Draft and Buffing Gear 40
6. Light Repair Shop (LRS) 44
6.1. Bio Toilet 44
6.2. Controlled Discharge Toilet System 45
6.2.1. Scope 45
6.2.2. Objective 46
6.2.3. Operating Condition 46
6.2.4. Design Requirement 47
6.2.5. System Working Flow Chart 49
7. Wagon Defects 52
7.1. Wheel Defect 52
7.1.1. Inherent Defect 52
7.1.2. Service Defects 55
7.2. Axle defects 55
7.2.1. Steel Making 55
7.2.2. Axle Forging 55
7.2.3. Machining 56
7.2.4. Defect Observed on the Axle….. 56

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 List of Figures

Figures Page No

1. Vertical Torrent Lathe 4&3 Jaw 11

2. Axle Journal Turning & Burnishing Lathe 14
3. CNC axle Turning Lathe 15
4. Hydraulic Wheel Press M/c 16
5. CNC Surface Wheel Lathe 18
6. Roller Bearing Extractor Hydraulic M/c 19
7. Bearing Cleaning Plant 21
8. Train Bogie Parts 22
9. Bogie Frame 26
10.Suspension System 28
11.Coach Type and Specification 29
12.ICF Coach 30
13.LHB Coach 31
14.Air Brake System 37
15.Air Spring &Assembled 40
16.Knuckle Pin 41
17.Knuckle Joint 41
18.Coupler Body with Shank 42
19.Yoke, Draw gear, Buffing Gear 43
20.Bio-Toilet Tank Design 45
21.Fitted Bio-Toilet in Train 46
22.Crack Without Fracture, Shelling Origin, Vertical Split 54
23.Brittle Failure 58
24.Battered Fracture Face 58

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 List of Tables

Tables Page No

1. Machine Parameters of AJTB M/c 13

2. Machine parameters of HWP m/c 16
3. Technical & Wheel Seat Data for Machining 16
4. Parameters of Flat Bogies 25
5. Parameters of LHB Coaches 33
6. Compression of ICF & LHB Coaches 35
7. Reduction in B.P.Pressure 38

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 ABSTRACT

As per the requirement of B. Tech. Course, CARRIAGE REPAIR SHOP,

(Bihar) has been kind enough to permit me to complete my Practical Training under
WHEEL AXLE SHOP (WAS) Division.
This report contains necessary information about carrage repair workshop, specifications and
selection. The data is based on national standards laid down for purpose and manufacturing.
This report contains information about BRS,CRS ,WAS,ABS,HRS & LRS along with their
classification and specifications. Their diagram with their advantages and disadvantages and
specification of each type of repair is discussed in manner.
Lubrication as an important part of the bearing, shock absorber,bronze piece & e.t.c. is
discussed with its types and use according to situation. Under this shop only repair the
carrage with the help of cnc machine.
This report prepared during the practical training which is my first and greatest treasure as it
is full of experience, observation and knowledge

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.

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 CHAPTER:-01
INTRODUCTION

GS & WGSCN Coach Indian Railway 30 June 2003 laid by Dr.A.P.J Abdul kalam
Workshop is located at near Harnaut railway station on BakhtiyarpurTilaiya Line at NH 30
A. And 55km from Patna. East Central Railway is one of the biggest zones of the Indian
Railways, comprising five divisions Danapur, Mughalsarai, Dhanbad, Sonepur and
Samastipur. As per the rules, each coach needs repair after 18 months of running. So,
Railway factory under ECR is being set up east of Harnaut Railway Station by the Indian
Railways. Foundation President of India a P J Abdul Kalam and Railway minister Nitish
Kumar...East Central Railway had no carriage repair workshop and was totally dependent on
ER and NER. In order to be self reliant and improve efficiency, workshop for overhauling of
100 coaches per month
Infrastructure
The coach factory will have manpower strength of 1,200, including officers and technical
staff. The Harnaut workshop is being developed on about 115 acres of land workshop on 78
acres and staff quarters on 37 acres. Constructed at an expenditure of Rs. 500crore, it has
altogether 18 modern repair workshops. The workshop is headed by the Chief Workshop
manager. There are five departments dealing with various activities such as Mechanical,
Electrical, Materials Management, Finance & Accounts, HRD, Audit & Security. It has total
employee strength of approx 5,000.
Main Activity
The workshop undertakes the periodic overhauling. According to project incharge Sunil
Kumar, the railways has installed machines, including bogie testing apparatus, surface wheel
lathe, plasma profile cutting machines and other essential plants required for smooth
functioning of the workshop. With an optimum capacity to repair 100 coaches per month, the
factory has already started production through its carriage repair shop. "The intermediary
overhauling block and periodical overhauling, has been made functional. In the first phase,
repair of non AC coaches will be taken up. After augmentation, we will also take up
maintenance of the AC coaches," he said has so far carried out 139 POH of Non AC ICF
Coaches. Its present outturn is 20 coaches per month and target from April 1st2014 is 30
coaches per month and gradually improving. Most of its infrastructure was completed in 2013
and in future there is plan to repair Air-conditioned coaches as well.

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 CHAPTER :-02

WHEEL AXEL SHOP (WAS)

Fig.02: PROCESS FLOW CHART OF WAS

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2.1 VERTICAL TURRENT LATHE 4 &3 JAW

➢ Machine is fully capable of rough and finish boring as well as hub facing on both side
and radius machining of solid wheel for complete operation including
loading/unloading ,machine stelling/tool positioning, boring and machining
measurement and etc. will be 27 minutes. In this machine they used carbide tool.
Carbonic are used as a coolant for prevent scratches & thermal heating. If thermal
heating is less then tool life is more and hence high accuracy product is obtained, these
types of machine is give high accuracy and smooth surface. it is fully based on CNC
system, due to this reason production capacity is more and accuracy is very high.
According to p.o.h harnaut the production capacity is 20 wheels per day. For operate
this CNC vertical turret lathe 4 jaw machine more skilled person are should be
required .hence this type of machine control accuracy and less man power required.
The inner diameter of wheel is nearly 175mm to177.986mm. this machine is arranged
in vertically and it’s have different types of toll of boring .the main difference b/w 4&3
jaw is ,the 4 jaw machine have 4jaw for hold the work piece and in 3 jaw it’s have 3
jaw.

Fig. 2.1: Vertical Torrent Lathe 4 &3 Jaw

2.2 AXLE JOURNAL TURNING & BURNISHING LATHE (AJTB

LATHE)
➢ Check the diameter of journal by using the micrometer.

➢ Load the wheel set by FOT carne.

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➢ Set the wheel set between the two revolving centres.

➢ Start the machine after cheeking all controls.

➢ Drive the wheel set and check the run out in axle or in the disc. if found offer the wheel
set for inspection before proceeding to further.

➢ Check the journal taper if it exceeds the limit shown in the table machine, it and correct it.

➢ Burnishing the journal by rollers by applying required pressure.

➢ Provide the wheels set and do the same procedure for the other side.

➢ Unload the wheel seat.

➢ Journal length is is maintained at 119.0mm.

Table.2.1: Machine Parameter of AJTB M/C

1 Machine Parameters

1.1 Cutting Speed 90 to 180 m/min.

1.2 Feed rate infinitely 0.05 to 1.0 mm/rev.

variable

1.3 Max. depth of cut 2 mm.

1.4 Wheel rotation power 11 kW.

1.5 Electrical Power supply 415V 10% at 50Hz 3%

1.6 Connected electrical load 35 kVA.

2 Machine Parameters

2.1 Ovality of journal. Less than 0.02mm.

2.2 Taper on journal. Less than 0.035mm / 300 mm.

2.3 Surface finish after machining. 0.2 microns Ra or Better.

JOURNAL DIA OVALITY TAPER

TYPE maximum minimum ALLOWED ALLOW

ICF/DIRECT 130.060 130.043 0.015/0.020 0.015/0.010

(all dimension are in mm)

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 Fig. 2.2: Axle Journal Turning &Burnishing Lathe (AJTB Lathe)

2.3 CNC AXLE TURNING LATHE

➢ By the help of this machine we remove the scratches on the wheel sheet diameter for
ensuring smooth surfaces.

➢ There are many process should be operate by this machine like as Journal, wheel sheet
grinding & diameter for ICF (Integral Coach Factory) axle.

➢ The Machine capacity is 50 min for one ICF axle & 60 min for one BOX-N wagon
axle.

➢ The machine efficiency is 85%.

2.3.1 Wheel set turning for icf axle

➢ Clean the axle end and centres.

➢ Load the axle on to the B lathe for wheel seat for ensuring smooth surface.

➢ Unload the axle.

➢ Measure the wheel seat dia. If it below 169mm, reject the axle.

➢ Surface finish value(RA value) should be noted on the sample basis in the proper
format WSH/RATEST.(10%minimum)

➢ Do magnaflux testing on axle. If rejected condemn it.

➢ Passed axle should be processed for further operation.

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2.3.2 Journal, coller seat, wheel seat grinding for icf axle (new)

➢ Clean the axle end and centres.

➢ Load the axle on axle grinding machine with EOT crane.

➢ Grind the journal area to required diameter and surface finish.

➢ Turn the axle with EOT crane and the same grinding operation on other side of axle.

➢ Unload the axle.

➢ Check the surface finish (RA value) on sample basis (10% minimum) .

➢ Note the RA value in proper format WHS/RATEST.

(RA VALUE: journal portion N6, coller seat N6, wheel seat N7)

Fig. 2.3: CNC Axle Turning Lathe

2.4 HYDRAULIC WHEEL PRESS M/C

❖ Principle: the hydraulic press depends on Pascal’s principle: the pressure throughout a
closed system is constant. One part of system is a piston acting as a pump, with the
modest mechanical force acting on a small cross section area ;the other part is a piston
with a large area which generates a correspondingly large mechanical force . Only small
diameter tubing is needed if the pump is separated from the press cylinder. A hydraulic
press is a device using a hydraulic cylinder to generate a compressive force. Hydraulic

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 wheel press machine are used for the mounting and dismounting the wheel on the wheel
axle. In P.O.H Harnaut, the maximum capacity of HWP machine is 500T. For ICF &
WTAC type of wheel the pressure will be applied between 106 to 72T. To maintain the
wheel distance (1600+2/-1 mm) by giving facing allowance.
❖ Uses: Hydraulic press are commonly used for forcing, clinching, moulding, blanking,
punching, deep drawing , and metal forming. And it is specially used for mounting and
dismounting wheel seat brake disc bearing from axle…etc. it is also based on CNC
principle, these are manual and automatic operation.

➢ Maintain the wheel distance (1600+2 mm)by giving 2 mm facing allowing maintain
axle face to hub face distance as 230.5 mm both side.

Types of wheel Wheel seat dia Inter ferance Pressure ( in tone)

Drg No. (in mm) (in mm)

max min max min max min

ICF/BG 175 179 0.286 0.211 106 72

WTAC 178 176 0.286 0.211 106 72

Table.2.2: Machine Parameter of HWP M/C

Fig .2.4: Hydraulic Wheel Press Machine

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2.5 CNC SURFACE WHEEL LATHE M/C

❖ Introduction: This machine is integrated form of lathe machine. CNC Surface wheel lathe
is an extremely rigid and fully automatic machine for simultaneous profiling of new or
worn out wheels of Railway Wheel Set. Equipped with dual CNC tool post, machine is
fully flexible to turn any wheel profile. Machine is equipped with CNC controlled pre and
post measurement system for economical depth of cut and profile selection. Machine is
also capable of machining inside and outside face of wheel as well as brake discs.
Automatic loading and unloading of wheel set. Hence this machine is fully based on CNC
& programming .it gives high accuracy and less errors or damage product and hence this
machine has more efficiency. But operator must be skilled & less man power are should
be required.There are many process should be operated by this machine as Turning,
Knurling, and chamfering. Tool is made up by Carbide material and no coolant is used for
this operation and cross-section of wheel is maintained as below:-
➢ Tyre-Taper by (300-350°),
➢ Chamfer at 45°
➢ and width is 6-10mm,
➢ Flange as parabolic shape,
➢ Wheel width is (130±2) mm.
➢ Number of tool is used on both side are three (3×2). Feed depth is 2mm/rpm, Spindle
rotate at 20rpm.
➢ Reprofiling work of 24 wheels sets in 8th hour with 85% efficiency.

❖ Technical Data of Machine:

Max. Main Drive Motor Capacity 2 x 55 KW

Cutting Speed while Profiling 25 to 80 m/min
Tool Post Feed for Wheel Profiling 0.1 to 3.5 mm/rev
Tool Post Rapid Speed for Both Axes 3000 mm/min

Max. Chip Cross Section while Profiling 16 mm2/min

Productivity 34 wheel sets/8 hours
Supply Voltage 415 VAC, 50 Hz**

❖ Wheel Set Data for Machining:

Max. Tread Diameter 1250mm

Wheel Width 270mm

Max. Axle Length 2750mm

Min. Axle Length 2316+0.5-0.0 mm

Weight of Wheel 350 kg

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 Max./Min. Dia. for Brake Disc Machining 700/250mm
Min. Tread Diameter 540mm*
Table.2.3: Technical &Wheel Seat Data for Machining

❖ Accuracies of Wheel Set:

Wheel Profiling
Max. Difference in Dia. of Both Wheels <0.15mm
Accuracy of Wheel Profile when Compared <0.2mm
with Standard Gauge
Radial Run Out of Wheel <0.2mm
Axial Run Out of Wheel <0.2mm
Profile Surface Finish <12.5μm Ra
Brake Disc Machining (Optional)
Min. Surface Finish <2.5μm Ra
Flatness of Surface <0.1/100mm
Lateral Wobble <0.2mm
Table.2.4: Accuracies of Wheel Set

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2.6 ROLLER BEARING EXTRACTOR HYDRAULIC M/C

❖ Principal:
The dismounting procedure is based on oil injection system. In the oil injection system
the pressurised oil is injected between the bearing and journal surface and forms a thin oil
film eliminating metal to metal contact .the bearing virtually float out on this oil film without
scoring the journal.
The 'DWT MOT' Series Automated Hydraulic Bearing Extractor is specially designed
compact, mobile equipment for dismounting spherical roller bearings shrynk fitted (i.e. direct
mounted) on cylindrical journals of wheel sets of ICF Coaches (BG/MG) and EMUs of
Indian Railways. This is the latest addition to INVENTUM's Range of Hydraulic Extractors
based on Oil Injection System and has greater productivity to the manually operated
Extractors.
❖ Features:
➢ The Extractor consists of a Mobile Workstation mounted with compact Hydraulic Power
Pack having built controls and safety devices.
➢ The equipment has two fixed wheels in front and two swivel castors at the rear of the
hydraulic components of the primary pressure source of 150 bars (max.) and the other
compartment has an intensifier for oil injection to produce the pressure of 750 bars.
➢ The dismounting tools and accessories are specially designed to facilitate injecting of the
oil at high pressure between the shrink fit bearing inner ring and the cylindrical journal,
for easy and effortless dismounting.
➢ The motorised hydraulic power pack with oil injection system of this equipment makes
the bearing withdrawal safe and effortless.
➢ The fast acting hydraulic withdrawal fixture ensures that the axial displacement of the
bearing is fast, without use of manual force.
➢ In case of power failure or in case of field operations when the Automated Hydraulic
Extractor's Power-Pack cannot be used, as a stand by the unit is provided with two sets of
manually operated Oil Injectors with foot stand & other accessories and one Cranking
Jack Assembly, to be used for Manual Withdrawal Procedure.

Fig.2.6: Roller Bearing Extractor Hydraulic m/c

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2.7 ROLLER BEARING CLEANING PLANT

❖ Introduction: Bearing is a mechanical element that permits relative motion between two
parts, such as the shaft and the housing, with minimum friction.
❖ The Function of bearing is as follow:
➢ The bearing ensures free rotation of the shaft or the axle with The bearing takes up
the forces act on the shaft or the axle and transmit them to the frame or the
foundation
➢ Minimum friction.
➢ Machine The bearing supports the shaft or the axle and holds it in the correct
position.
❖ Application of roller bearing:
➢ Machine tool spindles;
➢ Automobile front and rear axle ;
➢ Gear box;
➢ Small size electric motor;
➢ Rope sheaves, crane hooks and hoisting drums.
❖ Process of cleaning of bearing:
(1.) Bearing in mounted condition Bearing which are nominated for mounted condition
cleaning are classified as follow:
➢ Wipe off the entire grease by hand from the bearing.
➢ Wipe off the grease between the rollers with the help of packer.
➢ Wipe off the grease between the bearing and rear cover by inserting a dungry cloth.
➢ Thoroughly clean the bearing by rotating the bearing manually and by pouring
kerosene oil.
➢ Clean the bearing with the help of compressed air jet.
➢
(2.) Bearing in stripped condition are cleaned in roller bearing cleaning plant.
➢ Switch on the heaters of cleaning plant and the set temperature to 80.85*c in
degereaing, 70 to 85*c in hot water rinsing tank, 30-45*c in hot water mixed with
inhibitor.
➢ The bearing/components shall first be placed on the fixture attached to the pallet.
➢ On sensing the position of pallets inlet door is opened and the pallet near to the inlet
door move on the track on the turn table locked inside the cabin on the rotary table.
➢ Inlet door closed and wash of the bearing and the components starts ,the turn table
drive motor beings rotation of the turntable.
➢ High pressure wash cycle starts and sprays hot water manifold of the nozzle starts
oscillating.
➢ Wash pump system is stops. Rust p reventing pump being injecting rust inhibiting
chemical in to rinse water and fresh hot water ringed starts and remove the traces of
soils and chemical from the components and the ringe stops.
➢ Turntable locking mechanism release the pallet and exit the door opens and the pallet
moves to exit conveyor from turn table sequence of operation repeated.
➢ The bidder may suggest alternative operation sequence to ensure improved cleaning
quality.
➢ Check the quality of cleaned bearing.

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 ff

Fig.2.7: Bearing Cleaning Plant

2.8 ROLLER BEARING INSPECTION

A bearing is a machine element which supports another moving machine element (known as
journal). It permits a relative motion between the contact surfaces of the members, while
carrying the load. In order to reduce frictional resistance and wear and in some cases to carry
away the heat generated, a layer of fluid (known as lubricant) may be provided. The lubricant
used to separate the journal and bearing is usually a mineral oil refined from petroleum, but
vegetable oils, silicon oils, greases etc., may be used.
❖ ABOUT ROLLER BEARING(standard dimension A/c to railway):
➢ Load capacity at least 8ton.
➢ Bearing life:-it depends up on the nature of Use.
➢ Clearance is 80 to 295 micron.
➢ Roller weight is 350gr.
➢ To check the bearing we used 3-leg inside micrometer.
➢ Inner radius is129.975mm to 130.00mm.
➢ Outer radius is 280mm to 279.965mm
➢ Ball Wt is 350gr
❖ INSPECTION OF BEARING BY FOLLOWING PROCSS(STEPS):
➢ Visually pass bearing:-under this process we check the bearing with naked eye. We detect
the damage with the help of high power convex lance &3-leg in side micrometer.

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 CHAPTER 03

BOGIE REPAIR SHOP (BRS)

3.1 TRAIN BOGIE PART’S

Fig.3.1: Train Bogie Parts

The bogie, or truck as it is called in the US, comes in many shapes and sizes but it is in its
most developed form as the motor bogie of an electric or diesel locomotive or an EMU. Here
it has to carry the motors, brakes and suspension systems all within a tight envelope. It is
subjected to severe stresses and shocks and may have to run at over 300 km/h in a high speed
application. The following paragraphs describe the parts shown on the photograph below,
which is of a modern UK design. Click on the name in the picture to read the description.

❖ Bogie Frame
Can be of steel plate or cast steel. In this case, it is a modern design of welded steel box
format where the structure is formed into hollow sections of the required shape.

❖ Bogie Transom
Transverse structural member of bogie frame (usually two off) which also supports the car
body guidance parts and the traction motors.

❖ Brake Cylinder
An air brake cylinder is provided for each wheel. A cylinder can operate tread or disc
brakes. Some designs incorporate parking brakes as well. Some bogies have two brake

23
cylinders per wheel for heavy duty braking requirements. Each wheel is provided with
a brake disc on each side and a brake pad actuated by the brake cylinder. A pair of pads is
hung from the bogie frame and activated by links attached to the piston in the brake cylinder.
When air is admitted into the brake cylinder, the internal piston moves these links and causes
the brake pads to press against the discs. A brake hanger support bracket carries the brake
hangers, from which the pads are hung.

❖ Primary Suspension Coil

A steel coil spring , two of which are fitted to each axle box in this design. They carry the
weight of the bogie frame and anything attached to it.

❖ Motor Suspension Tube

Many motors are suspended between the transverse member of the bogie frame called the
transom and the axle. This motor is called "nose suspended" because it is hung between the
suspension tube and a single mounting on the bogie transom called the nose.

❖ Gearbox
This contains the pinion and gearwheel which connects the drive from the armature to the
axle.

❖ Lifting Lug
Allow the bogie to be lifted by a crane without the need to tie chains or ropes around the
frame.

❖ Motor
Normally, each axle has its own motor. It drives the axle through the gearbox. Some
designs, particularly on tramcars, use a motor to drive two axles

❖ Neutral Section Switch Detector

In the UK, the overhead line is divided into sections with short neutral sections separating
them. It is necessary to switch off the current on the train while the neutral section is
crossed. A magnetic device mounted on the track marks the start and finish of the neutral
section. The device is detected by a box mounted on the leading bogie of the train to inform
the equipment when to switch off and on.

❖ Secondary Suspension Air Bag

Rubber air suspension bags are provided as the secondary suspension system for most

24
modern trains. The air is supplied from the train's compressed air system.

❖ Wheel Slide Protection System Lead to Axle box

Where a Wheel Slide Protection (WSP) system is fitted, axle boxes are fitted with speed
sensors. These are connected by means of a cable attached to the WSP box cover on the axle
end.

❖ Loose Leads for Connection to Car body

The motor circuits are connected to the traction equipment in the car or locomotive by
flexible leads shown here.

❖ Shock Absorber
To reduce the effects of vibration occurring as a result of the wheel rail interface.

❖ Axle box Cover

Simple protection for the return current brush, if fitted, and the axle bearing lubrication.

Parameters of fiat bogie

Axle distance 2560mm

Wheel diameter new 915mm

Wheel diameter cundom 845mm

Wheel gauge 1600mm

Brake disk diameter 640mm

Width of brake disk new 110mm

Width of brake disk cundom 96mm

Width of bogie 3030mm

Length of bogie 3534mm

Weight of bogie 6300kg

Maximum brake cylinder pressure 3.8kg/cm

Brake cylinder per wagon 8

Volume of each brake cylinder 9.75ltr.

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 Piston force of brake cylinder 1750N

Piston stroke (maximum) 21mm

Size of brake cylinder 10inch

Capacity of air reservoir (brake) 125ltr.

Capacity of air reservoir(other) 75ltr.

Table.3.1: Parameters of Fiat Bogie

3.2 SUSPENSION SYSTEM

A flat bogie is a two axle type with a primary and secondary suspension. The bogie
suspension is shown in fig.
The silent features of bogies are
a) solid welded bogies frame –made up by two longitudinal component connected by two
cross beams .the bogies frame rest on the primary suspension spring unit and support the
vehicle body by means of bolster beams .the bolster beam is connected by body frame
with the means of secondary suspension
b) Secondary suspension consists of two solid steel coil spring laded on the control arm
upper part.
c) Secondary suspension consist of two spring packs with bolster beam over the body
frame .each spring pack is made up of internal and external spring. an anti roll bar fitted
on bogie frame realize a constant ,reduced reduced inclination coefficient during
running .the bogie frame is linked to the bolster beam through two vertical dampers four
safety cables and two traction rods. The bogies frame are linked to the coach body
through two yaw dampers
d) Traction center –the traction center unit transmit traction and running force between
bogie frame and bogie by a traction lever on the bolster beam pin and two rods.
e) disc brakes –the flat bogies is fitted with pneumatic disk brake. The pneumatically
operated cylinders are fitted with automobile device for taking up the clearance
f) Taper roller cartridge bearing –flat bogie is fitted with 130 mm cartridge type roller
bearing.
❖ Bogies frame
The bogies frame is a solid vertical welded frame made up by steel sits or forged or cast parts
The frame is made up of two longitudinal components
1) Connected by two cross beams
2) Which also support the brake unit.
The various supports which connect the different bogies component are welded to the
frame. The bogie frame is rest on primary suspension unit and support the vichle body by
means of a bolster beam. The bolster beam is connected to the bogie frame by the
secondary suspension.

26
This unit is used to support the load of the body placed above the wheel.

Fig.3.2: Bogie Frame

It can be further divided into two parts

Primary suspension:
Primary suspension is implemented by two units of two steel coil laid out the control arm
upper part by a centering disc and adjustment shims
The suspension is also completed by the following component
a) A control arm fitted with twin elastic joints, connecting the axle bearing to the bogie
frame and transmitting not spiffy, lateral, longitudinal and part of the vertical forces.
b) a vertical dampers

Stops and protections are mounted on the bogie frame for the lifting.
1. bogie frame

27
 2. rubber disc
3. centering disc
4. internal spring
5. external spring
6. bump stop
7. shim
8. centering disc
9. controlled arm lower part
10. plate
11. block
12. rubber joint
13. control arm upper point
14. damper
❖ Secondary suspension:
The secondary suspension enables lateral and vertical displacement and bogie rotation
with respect to body when running through curves
It is implemented by two spring pack which sustain the bolster pin
Over the bogie frame .each spring pack is made up by internal and external spring
mounted and positioned through centering disc
An anti roll bar fitted on the bogie frame realizes a constant reduced inclination
coefficient during running.
The bogie frame is linked to the bolster beam through two vertical dampers lateral
dampers for safety cables and traction rods
1. Bolster beam
2. anti roll bar
3. Internal spring
4. External spring
5. Centering disc
6. Bogie frame
7. Vertical dampers
8. Lateral dampers
9. Safety cables
10. Traction

28
 Fig.3.3: Suspension System

n rods
11. Yaw dampers

29
 CHAPTER 04
CARRAGE REPAIR SHOP (CRS)

Fig.4.1 Coach Type and Specification

4.1 ICF Coaches – (INTEGRAL COACH FACTORY)

Integral design was developed in late 30s in Switzerland by M/s Swiss Car and Elevator Mfg.
Ltd. Schiliren This could be visualized as a large hollow tube placed on wheels. Extensive
use of advanced welding technology for sheet welding was made use of. Indian Railway
obtained collaboration with this firm and set up the coach Factory at Perambur, Madras in
1950s.
The concept of separate coach body and under frame gave way to one piece single shell
construction.
❖ ICF Bogie –
The bogie frame is made from sections welded together. The axles are located on bogie by
telescopic dash pots and axle guide assemblies. Helical springs are used in both primary and
secondary suspensions.
The axle guide provides damping across primary suspension and vertical shock absorber
across secondary suspension.
Rubber pad vibration isolation is also provided in primary suspension. Weight is transferred
through side bearers.
Coach/ Bogie pivot only acts as cantering device and transmit attractive/braking forces.
Lateral shock absorbers are provided to dampen lateral vibrations.

30
 Fig.4.2: ICF Coaches

4.2 LHB Coaches: -(LINK HALFMAN BUSCH)

(a) Bogie Frame:
➢ Solid Welded Frame manufactured from Steel Sheets ( St – 52 ) and Forged/ Cast Parts
➢ 2 Side Frames connected by two Cross Beams support Brake Units
➢ Bogie Frame rests on Primary Suspension Spring Units and supports Vehicle Body by
means of Bolster Beam. The Bolster Beam is connected to Bogie Frame by Secondary
Suspension.

31
 Fig.4.3: LHB Bogie

(b) Primary Suspension: Comprises of two Coil Springs, one Vertical Damper, and
Articulated Control Arm with twin-layer elastic joints connecting axle bearing to the Bogie
Frame.
➢ Better Curve negotiation
(c) Wheel and Axle:
➢ Provided with two Brake discs (Diameter 640 mm and Width 110mm)
➢ In-built Slack adjusting Brake Cylinder fitted.
➢ Two Wheel Disc of Tread Dia. 915 mm (New) and 845 mm (Worn)
➢ Wheel Re-profiling and balancing required on LHB Coach.
➢ Dynamic balancing undertaken at 320 RPM (Imbalance £ 50 gm-m)
(d) Axle Bearings:
➢ Taper Roller Cartridge Type Bearing
➢ Pre- assembled Unit
➢ Maintenance free Overhaul at 1.2 Million Km.
➢ Sensors for detecting Speed.
(e) Disk Brake System:
➢ Axle mounted Disc brake. Two Discs (Dia 640 mm) per Axle
➢ In-built Slack Adjusters provided in Brake Cylinders
➢ 35 mm Brake Pads fitted
(f) Secondary Suspension:
Consists of following:

32
➢ Nest of Flexi- Coil Springs (Inner and Outer Rubber Spring)
➢ Anchor Links
(g) Buffer Height Adjustment:
➢ By adding or removing shims from Body/Bogie connection
➢ Shims will not be added/ removed in Primary and Secondary Suspension for Wheel Wear
Compensation or Buffer Height Adjustment.
(h) Air Brake System, Disk Brake System and Wheel Slide Protection (WSP) on LHB
Coach
➢ No Threads/Flange Joints have been provided in LHB Coach Brake piping
➢ Wheel Slide Protection (WSP) Unit has been provided to take care of Wheel flattening.
➢ All Pipes have been provided below under frame for ease in maintenance.
➢ Brake Indicators provided (RED means ‘Brake Applied’ and GREEN means ‘Brake
Released’)
Distributor Valve (DV) with Relay provided for ensuring proper Brake application time and
release.

Fig (a) Axle Mounted Brake Discs Fig (b) Wheel Mounted Brake Discs

(i)Disconnecting and Earthing Device:

➢ Disconnects Coach Feed at 750 V in case of emergency like Contactor Jamming etc.
➢ Earths the Coach for maintenance even during run.
(j)Wheel Set Earthing Equipment:
➢ Prevents Return Current flow through the Axle bearings and creates a connection by
means of Contact Brush to the Rotating Wheel.
➢ 400 Amp Current allowable through Earthing Brush
➢ Ohm Earthing Resistor provided

33
 Parameters of LHB coaches
Length of coach body 23540mm

Total Length of coach 24000mm

Total height of coach 4039mm

Total width of coach 3240mm

Distance between inner wheels 12345mm

Distance between centre pivots 14900mm

Height of floor in tare position 1303mm

Maximum buffer height 1105mm

Minimum buffer height 1030mm

Type of coupling Tight lock cbc

Number of laboratory 3 par coach

laboratory Control discharge type

Speed potential 180km/hr.

Under frame Made of Carbon steel

Coach body Made of stainless steel

Window opening 1180*760mm

Table .4.1: Parameters of LHB Coaches

4.3 The comparison of Design features of LHB Coach with ICF Coach has been
elaborated. Major features are as under:

➢ Weight per Metre length of LHB Coach is approximately 10% less than the Conventional
Coaches.
➢ Better Payload to Tare Weight ratio.
➢ No change is required in Shell design for speed upto 200 Km/Hr.
➢ Positive interlocking has been provided between horizontal and vertical members on LHB
Coaches resulting in better strength, reduction of Side Wall thickness and better geometrical
integrity.

34
➢ TIG Welding on Sidewall Sheets is presently being undertaken during fabrication. Later on it
is planned to undertake Laser Welding for Sidewall fabrication.
➢ Turn under provided in ICF Coaches has been eliminated in LHB Coach, thereby, avoiding
accumulation of water and muck.
➢ Body Side Pillar rests on Sole bar in LHB Coach, which is superior design in comparison to
ICF Coach where load transfer is through vertical welded joint.
➢ In LHB Coach End Wall overhangs beyond Headstock and gap between 2 coupled Coaches
is 300 mm only, which results in more space inside Coach and reduces wind resistance due to
turbulence between Coaches.

➢ Ferrite Steel (X2 Cr 8) is used for manufacture of Side Wall, End Wall and Roof Structure of
LHB Coach. Austenitic Steel (X5 Cr Ni 18 10) is used for manufacture of Roof Sheet and
Trough Floor of LHB Coach. LHB Coach Under frame is manufactured from IRS M-41
/Corben Steel. The details regarding chemical composition of above Steels used for
manufacture of LHB Coach have also been indicated.
➢ Corrugated Under frame Trough floor is plug welded from top with the Cross Members
Corrugated Steel Sheet provided on Roof. Roof weighs around 1000 Kg.
➢ Car line (Cant Rail in Conventional ICF Coaches) is part of Sidewall unlike ICF Coaches
where it is part of Roof. This results in better rigidity of Sidewall and positive location of
Roof.
➢ Provision for CBC as well as Side Buffer mounting in Headstock
➢ LHB Coaches have been provided with AAR ‘H - Type’ Tight lock Centre Buffer Couplers.
These Couplers have Anti-climbing feature due to vertical interlocking.
➢ Separate Doorframe fitted before Sidewall in LHB Coach during fabrication, thereby,
eliminating problem of Door size/squareness etc.
➢ Light weight Epoxy moulded Transformer
➢ Provision of thin plate, light weight Lead Tin Batteries with much better
Charging/Discharging characteristics.
➢ Integrated Switch Board Cabinet
➢ Provision of IGBT based Battery Charger
➢ Provision of Electron Beam Irradiated Cables.
➢ Provision of DC-DC Converter for Galvanic Isolation to Switchgears
➢ Wheel Set Earthing Equipment for high life of Axle bearings.
➢ Provision of Controlled Discharged Toilet System (CDTS).

35
➢ Waste is retained in Tanks and discharged only when Train crosses Speed of 30 Km/Hr.
➢ Foldable Door for space optimization.
➢ 'Loro' Fittings with Thread less joints provided for effectively sealing water leakage.
➢ All Pipes have been provided below under frame for ease in maintenance.
➢ Brake Indicators provided (RED means ‘Brake Applied’ and GREEN means ‘Brake
Released’)
➢ Distributor Valve (DV) with Relay provided for ensuring proper Brake application time and
release Brake Caliper (Type UP-10) and Brake Cylinder (Type UP-10X) have been provided
in Brake System.
➢
Parameter ICF LHB
Length over Body 21770 mm 23540 mm
Length over Buffer 22280 mm 24700 mm
Width over Body 3245 mm 3240 mm
Inner Width 3065 mm 3120 mm
Window Opening 1220 mm x 610 mm 1180 mm x 760 mm
(AC Sleeper)
Table.4.2: Comparison of ICF & LHB COACHES

36
 CHAPTER 05
HEAVY REPAIR SHOP (HRS)

5.1 AIR BRAKE SYSTEM:

❖ Introduction- The brake system in which compressed air is used in brake cylinder for
application of braking is called air brake cylinder.
❖ Advantage of air brake system over vacuum brake system
1) Uniform brake power is possible throughout the train in air brake but it is not possible in
case of vacuum brake since the pressure drop at the rear of the train is up to 20%.
2) The propagation rate compressed air is 250m/sec to 280m/sec while in vacuum brake
60m/sec to 80m/sec.
3) The air brake trains have potentiality to run longer than 500 meter length.
4) The air brake trains have potentiality to run heavier loads than 4500 tons.
5) Shorter braking distance.
6) Suitable for higher altitudes.
7) Compact and easy to maintain.
8) Consumption of spare parts is very less.
9) Simple brake rigging.
10) Quicker application and release, so better punctuality can be achieved.
11) Better utilization of rolling stock since less maintenance and pre departure detention.
12) More efficient and powerful braking.
13) Reduced braking distances - Uniform braking effort over the length of the train (in
vacuum brake trains there is a 15to 20% reduction in brake power along the train length).
14) Brake power maintained over long runs there by enabling end to end running (Vacuum
brake trains experience 10 to 15% deterioration in brake power within 500kms. of run.)
15) Requires less time for examination thereby reducing Pre-departure detention of trains for
brake power certification Vacuum brake trains - takes 2 hours. Air Brake trains takes 1 hour.
16) Lighter weight of brake equipments thereby enabling higher pay loads for vacuum brakes
- 685 kg/s. per wagon. For Air brakes - 275 kg/s. per wagon.
❖ Assembly of Brake Cylinder Assemble piston rod, pin, and piston trunk on piston,
tighten CSK screws to piston trunk and piston. Slide anti-rattler ring from the piston front
side. Assemble piston return spring on the piston head and insert the dome cover over the
piston trunk. Insert f 12 x 25 mm long head pin into the hole provided in the extended
portion of the trunk. Smear the piston head & inside the cylinder body with MP 2 grease

37
 or equivalent. Ease the packing into the cylinder with a wooden spatula with a round nose
and round edge to avoid damage to the piston packing. Push the piston assembly
approximately to the central position of the cylinder. With the help of special fixture,
bring down the dome cover on to the cylinder body and fasten the 8 Hex. HD bolt, nut
and spring washer with required torque. Take out the f 12x25 long pin from the piston
trunk hole. Fit back the plug at the rear of the cylinder.
5.1.1 Types of Air Brake System:-
❖ Direct Release System: - (100% creation &drop of pressure) in direct release system, the
brake cylinder pressure cannot be reduced in steps by increasing the brake pipes pressure
in steps during release.
The brakes are released immediately, as soon as releasing of brake is initiated.
❖ Graduated release system: - in this system the brake cylinder pressure can be reduced
gradually in steps in propagation to the increase in brake pipe pressure.
❖ There are two types of graduated release Air brake:-
1) Single pipe air brake system.
2) Twin pipe air brake system.
1) Single pipe air brake system:-
There is only one pipe called brake pipe running from loco to the brake van in order to get
continuity of air for the application & release of brakes.
➢ At present running in goods stock. (expect latest developed BOX-N HL, BCL HL wagons)
➢ Releasing time is more 45 to 60 sec.

2) Twin pipe air brake system:-

➢ In addition to brake pipe, there is one more pipe called feed pipe, running loco to the brake
van to charge the auxiliary reservoir continuously to 6kg/cm2 at present running in coaching
stock and also in latest developed BOX-N HL, BCN HL wagons)
➢ Releasing time is fewer 15 to 20 sec.

38
 Fig.5.1: Schematic Layout OF Twin Pipe Graduated Release Air Brake System
Note: Pressure gauges are installed only in guard’s brake van.
5.1.2 Working principle of air brake system: - under normal conditions the brake pipe is
charged with 5kg/cm2 from the loco. The control reservoir and the auxiliary reservoir are
also charged with 5kg/cm2 from BP through distributor valve in case of single pipe system.
In twin pipe system the auxiliary reservoir is charged to 6 kg/cm2 through feed pipe.
➢ When the brake pipe is charged at 5kg/cm2 the brake cylinder is connected to exhaust
through distributor valve in order to keep the brake in released position fully pipe.
➢ Whenever the brake pipe pressure is reduced below the CR pressure, the DV connects the
auxiliary reservoir with the brake pipe pressure is equal to CR pressure the DV disconnects
the BC from AR and in turn connects the BC with exhaust for the release of brakes fully.
➢ Air Brake System (FTIL type) has been introduced for LHB type coaches. LHB coaching
stocks with Brake system (FTIL type) on Indian Railway is working with twin pipe graduated
release air brake system. Air brake system of LHB coaches is most efficient and reliable
braking system used to run long trains at high speeds.

Description Reduction in B. P.
Pressure
Minimum Brake 0.5 to 0.8Kg/cm2

39
 Application
Service Brake 0.8 to 1.0Kg/cm2
Application
Full Service Brake 1.0 to 1.5Kg/cm2
Application
Emergency Brake Brake pipe is fully exhausted and its pressure
Application reduces to almost zero.
Table.5. 1: Reduction in B. P.Pressure

5.2 AIR SPRING:

5.2.1THE TECHNOLOGY OF AIR SUSPENSION-Generally, the entire load of the
vehicle is shared by the various springs present in the bogie. These springs provide the
required cushioning for the vehicle. When loading on the vehicle varies which invariably
happens, the “Ride Height” of that vehicle varies accordingly. It manifests in the form of
variation in “Coupling Height” of a train formation. The “Ride Height” of the vehicle is
important to maintain parity with the way-side “Platform” level and vehicle floor level.
To maintain “Passenger Comfort” in rolling and pitching, the ride height of the vehicle and
the coupling height between vehicles in a formation, an extra cushioning is provided in form
of air suspension. The air suspension is preferred where there are frequent and sudden
changes in the loading pattern and also “Passenger Comfort” is called for, on EMUs,
DMUs, Rail Bus, Intercity trains etc. The required load proportional braking effort can be
given to the vehicle depending upon the particular load present at that instant by introducing
an additional valve called averaging relay valve which uses the airflow from the relief valve
as a signal. Air suspension is installed as shown in the enclosed sketch, with a 4 point system
which as the name suggests have four leveling valves. Four point systems tend to be the
accepted norm for high-speed operation allowing individual control of each air spring and
hence optimum riding control. The two air springs at one end of the vehicle are provided with
a relief valve which will prevent excessive pressure difference occurring between the air
springs.
5.2.2Introduction: - Air suspension, also called pneumatic suspension, uses the properties of
air for the cushioning effect (springiness). It is a proven technology on Indian Railways and is
being used on EMUs for last many years. Now these have been introduced in mainline
coaches with ICF bogies because it is technically superior in many ways;

40
➢ Provide better ride quality for passengers Ride index with air springs is 2.72 against 3.37
in steel coil springs (lower the ride index better the ride quality)
➢ Maintain constant buffer height even with dense crush load on the coaches
➢ Improved reliability and less maintenance
➢ Isolation of structure borne noises
➢ Maintain one natural frequency at all speeds which reduces vibrations and in turn reduces
passenger fatigue
To start with, these springs are being provided on hybrid coaches of Duronto rakes which
have stainless steel body and conventional ICF bogies. Trials of air springs on high speed
FIAT bogies of stainless steel coaches have also been completed with satisfactory results and
in due course, all coaches will be provided with air springs.
5.2.3WORKING PRINCIPLE OF AIR SPRINGS
Air springs are basically pressurized air chambers made up of rubber bellows which maintain
constant height under varying loads. The height of the air springs is controlled continuously
by adjusting the air pressure in the bellows with the help of a load levelling device connected
between the bogie frame and the base plate of air springs.
The air springs replace only the secondary suspension, whereas primary suspension continues
to use steel coil springs.
An auxiliary air reservoir of 150 litre capacity is provided below each coach who is fed from
feed pipe through a non-return valve. Maintains 7 bar pressure in loco compressor and air
springs operate at a limiting pressure of 6 kg/cm2.
5.2.4 SAFETY OF OPERATIONS
The C&W staff at nominated passing staff should vigilantly see that all the bellows are in
inflated condition. This can also be checked by seeing that the leveling valve lever is in
horizontal position. In case of heavy leakage or deflated air defective bogie is to be isolated
with the help of isolation valves and driver should observe a speed restriction of 60 Kmph up
to terminal point for maintenance. The air springs have inbuilt emergency rubber springs for
safety with which train can work at a maximum speed of 60 Kmph up to a distance of 1000
kms.

Fig.5.2: Air Spring

41
 Fig6.2: - Air spring assembled

Fig.5.3: Air Spring Assembled

5.3DRAFT AND BUFFING GEAR:

5.3.1 Types of Draft and Buffing Gear on Freight Stock
➢ Screw Coupling with side Buffers, older design found on few wagons.
➢ Centre Buffer Coupler AAR Type adopted in
BOX, BCX, BRH, BOXN, BCN, BRN,
BTPGL, BTPGLN, BOM, etc. and other few design of wagons having Alliance II coupler.
❖ Centre Buffer Couplers
➢ Indian Railways used AAR type Centre Buffer Couplers having "E" type head and "F"
type shank for Freight stock on Broad Gauge system.
➢ the draft capacity of the AAR coupler depends on the strength of knuckle, which is
weakest link of the assembly. The yield strength of knuckle of material AAR-201G &
Grade "E" is 132 ton and 180 ton respectively.
➢ The draft load transmitted through the knuckle, hub, pin-pulling lug, Coupler, yoke pin
& draft gear.
➢ The Buffing forces are taken by the draft gear through the knuckle pin, Coupler; yoke
pin takes the Buffing forces etc.
➢ Buffing forces and tensile forces are transmitted to under frame gradually through
back stoppers and striker casting.

42
 Fig.5.4: Knuckle Pin

Fig. 5.5: Knuckle Joint

Fig.5.6: Coupler Body with Shank

43
 Fig. 5.7: Yoke

Fig.5.8: Draw Gear

Fig .5.9: Buffing Gear

44
❖ Dos and don’ts.
1. Do ensure proper locking of knuckles on CBCs.
2. Don’t allow loose coupling on outgoing trains.
3. Use the special gauge for checking the alliance II
CBC locks.
4. Don’t allow uneven threaded screw of screw coupling.
5. Don’t allow coupling with damaged components.
6. Do ensure the end washers of screw, trunion nuts and shackle pins are intact.
7. Do ensure for not loose or broken drawbar spring.
8. Don’t allow the coupling if damaged.
9. Don’t weld coupling handle with the screw, change it or rivet it tightly.
10. Don’t allow dead buffers.
11. Don’t use unmodified couplings.
12. Ensure that spare couplings are put on to suspension hooks.
13. Don’t allow jammed pistons or brake binding, attend to it before dispatch.
14. Do ensure that the hand brakes are released and the levers are properly put on their
brackets on wagons.
15. Do ensure for tightness of draw bar spindle nuts.
16. Do ensure the draft key cotters are in place properly.
17. Check for cracks on the coupler body and knuckle.
18. Don’t allow excess wear on the knuckle.
19. Do ensure that all components of lock lift assembly are intact.
20. Don’t allow damaged or bent operating lever on wagons.
21. Don’t allow wagons having excess drooping Buffer.
22. Check the operating lever bracket and its bearing piece for damage.
23. Do ensure that the rivets of the yoke pin support are intact.
24. Don’t allow excess wear or breakage of the yoke pin support plate.
25. Don’t use incorrect size coupling pin.
26. Don’t lubricate or paint any of the CBC components.
27. Check the rear stopper for damages.

45
 CHAPTER 06
LIGHT REPAIR SHOP (LRS)
6.1 BIO TOILETS
➢ An environment Friendly Toilet System.
➢ Green toilet aims at – Zero – defecation on the ground.
➢ Problem with present system- Discharge on track creates environmental problems as well
as problem in working to work man.
➢ Bio Toilet - Bio-digester is provided, effluent is discharged on track after bio de-gradation
Action Taken
➢ A multi-directional strategy has been implemented for adoption in IR Passenger Coaches.
MOU has been signed with DRDO for joint technology development The first rake with bio-
toilets developed with DRDO is running in Bundelkhand Express since 18th January -2011.

Fig.6.1: Bio Toilet Tank Design

46
 Fig.6.2: Fitted Bio Toilet in Train

❖ Advantages
1. No bed smell in toilets from the tanks.
2. No infestation of Cockroaches & flies.
3. Fecal matter in the tank not visible.
4. No clogging of digester.
5. Effluent is free from off odour and solid waste.
6. No maintenance required.
7. Reduction in organic matter by 90%.
8. No requirement of adding bacteria/ enzyme.
9. No need of removal of solid waste.
6.2. CONTROLLED DISCHARGE TOILET SYSTEM FOR INDIAN RAILWAY
COACHES (BROAD GAUGE)
6.2.1SCOPE
A controlled discharge toilet system retains the black water/toilet waste and discharges when
the speed of the coach is equal to or more than the designated speed and a pre-programmed
number of flush cycles have been completed.
This specification covers the design & general requirements including supply, installation &
commissioning of controlled discharge toilet systems along with stainless steel inlays for ICF

47
type and Low Cost SS (Stainless Steel) coaches and only pan for LHB type coach with FRP
Modular Lavatory. The tenderer should offer clause wise comments and shall also submit
deviation statement. Comments such as „noted‟ are not acceptable where compliance is
warranted. Failure to adhere to this clause will render the offer invalid.
6.2.2OBJECTIVES
A controlled discharge system as opposed to conventional systems shall ensure:
i) Clean, odourless, hygienic, aesthetically pleasing toilet.
ii) No dumping of waste in stations and surrounding area.
iii) No spilling of waste on bogie parts, under gears or rails.
iv) Low operational and maintenance cost.
6.2.3 OPERATING CONDITION:
The controlled discharge toilet system should function with full efficiency under the
following operating conditions:
❖ Ambient Conditions:
➢ 40C to 550C with 100% humidity and dust. Temperature variations can be quite high in
the same journey or short period of time.
➢ Coaches may operate in areas where there may be continued exposure to salt laden air.
❖ Water Supply:
➢ There is one tank of 40/30 ltr. capacity available over each toilet roof at both ends, at a
height of about 1940 mm from toilet floor in AC coaches of both ICF and LHB type.
Water is pumped to these from under-frame mounted main water tanks. Water-flow to the
flushing valve is by gravity.
➢ There is one tank of 450 ltr capacity available over each toilet roof at both ends at a
height of 2030 mm from toilet floor in ICF type non-AC coaches. The capacity of the
tank for LHB non-AC coaches is 385/365 ltrs. These tanks are not pressurized and the
water flow from these tanks is by gravity.
❖ Pneumatic Supply:
➢ A limited quantity of air supply of 15 lit/min./Coach can be made available at 6 Kg/cm2
for the toilet system, if needed.
➢ Air supply will not be available in some conditions of operation, such as prolonged shut
down of locomotive, coach being stranded for some purpose, coach undergoing
maintenance in depot etc.
➢ Vacuum Generation:
No arrangements exist in Indian Railway Coaches.

48
 ❖ Power Supply:
➢ 110 V DC supply is available from the coach circuits. This supply varies from 90-140 V
with 15% ripple. No transformer should be used for dropping voltage from110 V in ICF
type coaches. However, 24V DC supply level with a tolerance of +25% and -30% is also
available in LHB/ Low Cost SS AC Coaches.
➢ 415 V 3-phases AC 50 Hz is also available in Rajdhani Express type coaches only.
➢ Up to 200 Watts will be made available for the four toilets in a coach.
❖ Car-body dynamics:
±100 mm vertically
±55 mm laterally
±10 mm longitudinally
± 40 bogie rotation about centre pivot
Minimum clearance between the rail level and any part of the CDTS should be 225 mm under
tare condition.
❖ Duty Cycle:
➢ The toilet should be ready for use by the next passenger within two minute.
➢ The toilet shall be used up to approx 150 times in 24 hrs. Journey time varies up to 80
hours.
❖ Special Conditions:
➢ No discharge is permissible in the maintenance pit-lines, where coaches are given
scheduled maintenance.
6.2.4 DESIGN REQUIREMENTS:
The design should be established on passenger coaches on International railways or IR.
Offers from only those tenderers who have supplied at least 100 coach sets during the last
two years to Indian Railway or International Railway, shall be considered. The tenderer must
submit the following documentary evidence:

1) The toilet system should be simple to use and safe for users.
2) It should not contain components prone to pilferage. APDs provided any should be indicated.
3) It shall be robust, reliable and require low maintenance. This should be quantified with mean
time between failures (MTBF) and mean time to repair (MTTR).
4) The system should not require any ground facilities at the terminals or enroots stations for its
operation.

49
5) Clear interface drawings including bracketry required for the positive mounting of the
retention tanks and method of transfer of waste from the toilet bowl to tank and then to
ground should be clearly explained. Stainless steel inlay with an integrated Indian pan in
single piece should be offered for ICF type & Low Cost SS Coaches. For LHB coach with
FRP Module, only pan should be offered. For LHB design coaches, Indian style pan shall be
as per RCF drg. no. LE 63202. The toilet system is required to suit the space constraints of
the toilet interiors of different coaches. Generally no component other than the control panel,
flushing arrangement and pan can be accommodated inside. Clear proposed locations for
control panel, plumbing, toilet pans etc. shall be submitted for evaluation of the proposal.
6) Any under slung part of the system, including all fixed & moving components should be
within the space envelope shown in Annexure-1 for ICF type coaches and as per Annexure-
III for LHB/ Low Cost SS coach. The equipments shall not impede the free movement,
inspection and maintenance of various bogie/coach sub-assemblies.
7) The system should be of modular design. It should be possible to mount the system and
provide water/ electrical/ air supply connections at site on the coach. It shall also be possible
to assemble and test the system outside the coach on an independent test stand. The tenderer
should enclose the details of the test stand available at his premises. This test stand shall be
used during prototype and regular inspections.
8) Dismantling & replacement of the complete system / components should take minimum time
(not more than two hours).
9) The system should be able to integrate with the FRP/Stainless Steel Modular Toilets as well
as the conventional toilets.
10) The system must provide for intermediate storage of waste in stationary condition or at lower
train speeds with discharge at speeds above a designated train speed.
11) Waste dumping should be functions of both speed as well as number of flush cycles. The
logic should be as per clause 4.0. The bidder shall submit the proposed logic with
justification. The entire system should be re-programmable at site as desired by user
Railways.
12) The system offered shall always remain functional and not become inoperative after the pre-
determined number of flush cycles.
13) The system shall be able to handle normal waste and some foreign objects thrown in such as
bottle, caps, napkins, plastic bags and cups etc., either by segregating or by processing the
same. Rectification of any choking shall be possible on the spot without needing depot
attention. This feature shall be explained in detail in the offer.

50
14) The system shall be so designed that maintenance does not require contact with waste by
maintenance personnel. It should be possible to selectively drain a single toilet in addition to
complete system before extensive repairs.
15) The system of odour sealing should be through water seal and in no case, should any foul
odour prevail in the toilets or around the coach.
16) The toilet system should have a flapper type valve as inlet valve between pan and retention
tank and a sliding type of valve between retention tank and outlet.
17) The flapper valve assembly shall be conforming to RCF drg. No. MI 005569.
18) The outlet slide valve shall be conforming to RCF drg. No. MI 005568.
19) The outlet slide valve cover shall be conforming to RCF drg. No. MI 005571.
20) The tenderer should indicate the consumption of power, air and water per cycle and also per
hour in standby condition.
21) The maximum dry weight of the entire system shall not exceed 50 kg. Alternatively
lightweight materials with equivalent properties also may be adopted to keep the weight of
CDTS under the above-stipulated weight.
22) The centre of discharge outlet should be minimum 285 mm from rail face towards the centre
line of the track, in ICF type coaches.
6.2.5 SYSTEM WORKING FLOW CHART:

S. No. Description
1. PLC (Programmable logic controller)
2. Solenoid Valve Block
3. Non-Cyclone type pressurizer Unit
4. Shuttle Valve
5. Outlet slide valve
6. Inlet flapper valve
7. P.U. Tubes/Push in Fittings
8. Ermeto type pipe fittings
9. NRV (non return valve)
10. Main switch and manual switch
11. Electrical wires
12. Lavatory bowl (Indian/European design)- AISI-304
13. Universal retention tank (capacity not less than 45 litres) -

51
 AISI-316L
14. Electrical connectors
Wall protectors as per RDSO sketch CG-K6085 for ICF
type coaches.

❖ System working flow chart

1) Manufacturer shall provide their system flow chart of the basic logic of the main system
components & system working along with the offer to cater following requirements:
2) Outlet discharge valve should open only after collecting 8 flushes above 30 Kmph speed
(flush cycle shall be adjustable at site to desired numbers).
3) While the train is de-accelerating, the outlet discharge valve should open for 10 to 15 seconds
as soon as the speed touches 30 Kmph irrespective of the number of flushes stored in the
retention tank.
4) Apart from, function of speed (when air and power is available) the system should have
provision of opening individual valves manually by pressing a button, not easily assessable to
the passengers. This should be explained in detail with the tender offer.
5) In the case of any failure in the controlled discharged system a “fail-safe” mode (in the event
of no air pressure/no power) must occur as:

6) The inlet valve (flapper valve), to retention tank should open partially when manual flush
button is pressed to enable the waste to be transferred to the retention tank. After the waste
has been transferred to retention tank, the disc of the flapper valve should come back to its
normal position to avoid any stench in the toilet room. It is not necessary that the water trap
should be maintained in such a situation.
7) In case the power and air is available but the control panel is inoperative, it should be
possible to open the flapper valve so that the waste is transferred to the retention tank. The
flapper valve should be able to operate under the weight of 1.0±0.25 liters of water.
8) All necessary control wiring & connections that ensure the system performances shall be
designed by the manufacturer. The manufacturer may use the available inputs of air and
water.
9) Design requirements of above inputs and requirement of any special / additional inputs shall
be worked out in consultation with consignee prior to submission of prototype for approval.

52
Fig.6.3: CDTS Tank

53
 CHAPTER 07
7. WAGON DEFECTS

7.1 WHEEL DEFECTS

Wheels are made up of carbon steel forgings which are subsequently heat treated and
machined to subsequent dimensions.
Wheels are also manufactured by casting process. The defects in wheel may be classified in
two groups,
1. Inherent defects 2. Service defects
7.1.1 INHERENT DEFECTS
The defects encountered during steel-making , shaping and machining operations may be
summarized as unsatisfactory chemical composition, micro structure, harmful inclusion,
segregation, pipe, flake, etc. which are associated with faults in the making of steel and
manufacturing into wheels. As wheels are also manufactured by casting process, defects
related to casting may appear as porosity, blowholes, and slag inclusions etc. Improper heat
treatment may lead to coarse grain structure, Processing defect arise during machining,
fabrication, handling etc. They can be summarized as deep tool mark, dent mark arising
during machining, fabrication, handling etc.
7.1.2SERVICE DEFECTS
Defects developing in wheels during their service life due to service condition leading to
failure. The examples are written below.
a) Wheel shelling defect:
Wheel shelling, separation of metal from wheel, is a rolling contact fatigue phenomenon that
leads to damage on the wheel tread and eventually small pieces of the wheel tread break off.
b) Thermal cracking defect:
Thermal cracking is a process that requires elevated temperatures which is generated during
severe braking. Often, these cracks are found on wheels with heat checks and the cracks
appear to be closely related.
c) Sliding defect:
It occurs when wheel will slide on a rail as a result of the retarding force between wheel and
brake shoe is greater than the adhesive force between wheel and rail.

54
d) Wheel Spalling defect: It occurs in service after the wheel slides on the rail and patches of
martensite are formed on the tread. In spalling, the crack network is either perpendicular or
parallel to the surface.
e) Shattered Rim defect:
This type of defect originate at the sub-surface of tread resulting in fatigue initiation which
further progresses circumferentially and when the fatigue crack gets connected with tread
surface, a chunk of metal is dislodged from tread. Other defects in wheel can be written as
sharp corner at rim edge, wheel flat, spread rim, thinning of flange, punch mark at wheel rim
etc.

Fig.7.1: Crack Without Fracture

Fig.7.2: Shelling Origin

Fig.7.3:Vertical Split

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 ORIGIN- INHERENT DEFECT IN INGOT
REMEDY- PROPER CROPPING OF INGOT

Fig.7.4: Sharp Corner at Rim Edge

ORIGIN-SHARP CORNER AT RIM EDGE
REMEDY-AVOIDANCE OF SHARP EDGES

Fig.7.5: Shattered rim

ORIGIN- INHERENT DEFECT LIKE CLUSTER OF INCLUSIONS, FORGING BURST,
LOWERS STRENGTH. REMEDY- CLEAN STEEL, USFD - TREAD PROBING

Fig.7.6: Thermal Cracks

ORIGIN-THERMAL CRACKS REMEDY-LOWER C%, DESIGN, DISC BRAKE,
MAINTENANCE OF BRAKE SYSTEM

Fig.7.7: Observation on Heated Wheel

Chemistry & Mechanical properties satisfactory

56
 7.2 AXLE DEFECTS
Railway axles are one of the most highly stressed components of the various rolling stocks in
use. The safety and reliability of these axles are therefore of paramount importance. The
following discussion is about defects, which are observed on them.
7.2.1 STEEL MAKING
The steels are required for manufacture of axles can be made in open hearth furnace, basic
oxygen process or a combination of these processes. The steel so manufactured is required to
be of killed quality in order to have maximum fatigue strength under condition of dynamic
loading. The steel required to have a maximum of 0.007% of nitrogen and 2ppm of hydrogen
if produced by basic oxygen processes.
These two elements have the tendency to develop crack/brittleness during subsequent
manufacturing operations or service.
In order to obtain the desired mechanical properties and freedom from hot shortness and cold
shortness, sulphur and phosphorous contents should not exceed 0.05%. The steel so produced
are in the form of ingots which is further worked down to obtain the final product. In order to
ensure freedom from undesirable piping and harmful segregation, sufficient discard is
necessary from the ingot.
7.2.2 AXLE FORGING
The ingots so produced are converted in the form of blooms in a blooming mill and the
finished shape of the forged axle is obtained by forging the bloom in a press or a forging
hammer.
The reduction ratio from ingot to axle should not be generally less than 4:1. The forged axles
are allowed to cool slowly after forging. The forged blanks are thereafter suitably heat treated
(normalized or quenched and tempered) to obtain the desirable micro structure and
mechanical properties. During the process of manufacture of steel and also during subsequent
mechanical working operations for producing the final shape of axle, it is essential to ensure
freedom from defects e.g. pipe, segregation, cracks, flakes, laps, seam, etc. These defects are
undesirable as their presence leads to failure of axles in service. Sufficient control of heat
treatment process is essential to obtain the desired mechanical property and avoid undesirable
micro structure (e.g. overheated or burnt structures).

57
7.2.3 MACHINING
The forged and heat treated blocks are thereafter machined to drawing dimensions providing
generally 60 included angle for lathe centers. Utmost care is essential in maintaining the
specified surface finish especially on the journals and wheel seat areas. The fillet radii at each
change of section has to be a gradual transition and of correct dimension. Sharp changes in
section, tool marks, dent marks, machining marks etc. on the surface of the axle are
undesirable. The fatigue properties on the axles are highly sensitive to the surface
imperfections. It is only logical, therefore, that the handling of the machined axles also
warrants due care to prevent surface damage.
7.2.4 DEFECT OBSERVED ON THE AXLES AND THEIR ORIGIN
The defects arising on the axle are therefore primarily due to short comings during
manufacture and also during manufacture and also due to a variety of service conditions to
which they are subjected. The sources of various defects are –
a) steel-making and shaping operation
b) Machining operation
c) Heat-treatment operation
d) Assembly operation
e) Repair practice
f) Maintenance practice and
g) Corrosion.
The defects encountered during steel-making and subsequent shaping operations are piping,
segregation, slag inclusions, cracks, laps, seams, rokes etc. The defects in the heat treatment
operation could be non-uniform micro structure, overheated or burnt structure,
decarburization, surface defects etc. Machining if not carried out properly can lead to rough
turning marks, tool marks, insufficient fillet radii etc. Unorthodox methods of assembly, use
of oxy-acetylene flame/ incorrect treatment and interferences, insufficient pressing-in
pressure, all have detrimental effects on the life of the axle. The axle boxes are required to be
properly maintained in respect of lubrication, tightening torque and ingress of foreign matter.
The areas exposed to the atmosphere are prone to corrosion and the corrosion pits formed
work as stress concentration areas. The most vulnerable locations of fracture in axles have
been found to be inner wheel seat, journal and transition zones or fillets. Causes of inner
wheel seat failure have been attributed to sharp edged hubs, hubs shorter than wheel seats,
fretting corrosion and machining marks giving rise to crack initiation and finally fracture.
Failures in fillet area are attributable to insufficient fillet radii, tool marks etc. Journal

58
breakages have been found to be caused by notches, produced by inner race edges, local
heating and pressing in discrepancies.

Fig.7.8: Brittle Failure

Fig7.9: Fatigue Fracture Face along With Fatigue Zones

Fig7.10: Battered Fracture Face

59
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