Implant Training Report

Submitted by

Chirag Kaladiyil

Under the guidance of

Mr C.R. Shetty Chief Instructor

and

Mr S.K. Sayyad Instructor

Viva Institute of Technology Shirgaon, virar (E)

2015-16

Conducted at

Central Railway Carriage Repair Workshop,

Matunga, Mumbai-40001

Table of Contents Acknowledgement .................................................................................................... I

1 Introduction to Indian Railway......................................................................... 01

2 Introduction to Matunga Workshop ................................................................... 05

3 Heavy Corrosion Repair ........................................................................................ 07

4 Wheel Shop ............................................................................................................. 14

4.1 Wheel Inspection .............................................................................................. 16

4.2 Wheel Repair ............................................................................................... 18

4.3 Roller Bearing .................................................................................................. 20

5 Trolley Shop .......................................................................................................... 24

5.1 Main components ........................................................................................... 25

6 Lift Under Frame (LUF)...................................................................................... 29

6.1 Lifting of shells .............................................................................................. 29

6.2 Air Brake System .......................................................................................... 30

6.3 Brake Cylinder .................................................................................................. 31

7 Conclusion ........................................................................................................... 35

8 References .......................................................................................................... 36

ACKNOWLEDGEMENT

I would like to take this opportunity to express my gratitude to all the

individuals whose contribution have helped me in undergoing training

and successful completion of my project at Carriage Repair Shop,

Central Railway, Matunga , Mumbai-400019.

First of all I would like to thank Mr. Mahesh Kumar (CWM), Mr. L.V.

Jadhav APLE (Training Officer) and Mr. C.R. Shetty (CI, BTC) for

giving me an opportunity to take training in this historic workshop.

I express my hearty gratitude to Mr. S.K. Sayyad (Inst., BTC), for their

unstinting support and suggestions which gave me direction to work.

I would also like to thank all Workshop Officials, Shop Superintendents,

Staff members and faculty members for their valuable help at all the

time.

Last but not the least; I would like to thank all my colleagues and workers

for all the co-operation and for their direct or indirect help during the

phase of my training.

4

INTRODUCTION TO INDIAN RAILWAYS

Type Government Owned

Founded April 16, 1853, nationalized

in 1951

Headquarters New Delhi, India

Area served India

Key people Union Railway Minister:

Suresh Prabhu

Minister of State for

Railways : Manoj Sinha

Chairman, Railway Board:

Mr.Arunendr Kumar

Industry Railways and Locomotives

Products Rail transport, Cargo

Transport, Services

Revenue INR 1,24,545 Crores

(~30.5BUSD)

Employees ~1,400,000

Parent Ministry of Railways

(India)

Divisions 16 Railway Zones

Slogan "lifeline of the nation"

Website www.indianrailways.gov.in

5

Indian Railways abbreviated as IR, is a Department of the Government of India,

under the Ministry of Railways, and is tasked with operating the rail network in

India. The Ministry is headed by a cabinet rank Railways Minister, while the

Department is managed by the Railway Board. Indian Railways is not a private

corporate body; however, of late IR has been trying to adopt a corporate

management style.

Indian Railways has a total state monopoly on India's rail transport. It is one of the

largest and busiest rail networks in the world, transporting sixteen million

passengers and more than one million tonnes of freight daily. IR is the world's

largest commercial or utility employer, with more than 1.6 million employees, and

is second to the Chinese Army in highest number of employees.

The railways traverse the length and breadth of the country; the routes cover a total

length of 63,140 km (39,233 miles). As of 2002, IR owned a total of 216,717

wagons, 39,263 coaches and 7,739 locomotives and ran a total of 14,444 trains

daily, including about 8,702 passenger trains.

Railways were first introduced to India in 1853. By 1947, the year of India's

independence, there were forty-two rail systems. In 1951 the systems were

nationalized as one unit, becoming one of the largest networks in the world. Indian

Railways operates both long distance and suburban rail systems.

For administrative purposes, Indian Railways is divided into sixteen zones.

No.

Name

Abbr.

Headquarters

Date established

1.

Northern Railway

NR

Delhi

April 14, 1952

2. North Eastern Railway NER Gorakhpur 1952

3. Northeast Frontier Railway NFR Maligaon(Guwahati) 1958

4. Eastern Railway ER Kolkata April, 1952

5.

South Eastern Railway

SER

Kolkata

1955,

6. South Central Railway SCR Secunderabad October 2, 1966

7. Southern Railway SR Chennai April 14, 1951

6

8. Central Railway CR Mumbai November 5, 1951

9. Western Railway WR Mumbai November 5, 1951

10.

South Western Railway

SWR

Hubli

April 1, 2003

11. North Western Railway

NW

R Jaipur October 1, 2002

12. West Central Railway

WC

R Jabalpur April 1, 2003

13. North Central Railway NCR Allahabad April 1, 2003

14. South East Central

Railway SEC

R Bilaspur, CG April 1, 2003

Each zonal railway is made up of a certain number of divisions, each having a divisional

headquarters. There are a total of sixty-seven divisions.

Zonal Railway Divisions

Northern Railway Delhi, Ambala, Firozpur, Lucknow, Moradabad

North Eastern Railway Izzatnagar, Lucknow, Varanasi

Northeast Frontier Railway Alipurduar, Katihar, Lumding, Rangia, Tinsukia

Eastern Railway Howrah, Sealdah, Asansol, Malda

15.

East Coast Railway

ECo

R

Bhubaneswar

April 1, 2003

16. East Central Railway ECR Hajipur October 1, 2002

17. Metro Railway† KR New Delhi

7

South Eastern Railway Adra, Chakradharpur, Kharagpur, Ranchi

South Central Railway Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada

Southern Railway Chennai, Madurai, Palghat, Tiruchchirapalli, Trivandrum, Salem

Central Railway Mumbai, Bhusawal, Pune, Solapur, Nagpur

Western Railway Mumbai Central, Baroda, Ratlam, Ahmedabad, Rajkot, Bhavnagar

South Western Railway Hubli, Bangalore, Mysore

North Western Railway Jaipur, Ajmer, Bikaner, Jodhpur

West Central Railway Jabalpur, Bhopal, Kota

North Central Railway Allahabad, Agra, Jhansi

South East Central Railway Bilaspur, Raipur, Nagpur

East Coast Railway Khurda Road, Sambalpur, Visakhapatnam

8

INTRODUCTION TO MATUNGA WORKSHOP

The Carriage Workshop, Matunga was set up in 1915 as the repair workshop

for broad gauge and narrow gauge coaches and wagons of the erstwhile great

Indian Peninsular (GIP) Railway. The covers the triangular piece of the land

/area of 35 hector, including a covered area of about 11 hectors, skirted by

the Central Railway suburban corridors on the east and the Western Railway

corridors on the west. The workshop now carries out Periodical Overhaul (POH) and heavy corrosion

repairs of main line as well as EMU coaches. The strength of the Employee is not

more than 8200.The machinery plant to activate the Matunga Workshop is about

6500. The consumption of electricity is about 6 Lakh unit per month.

9

MAIN ACTIVITIES:

ACTIVITIES TARGET

POH of Mail/Express/ Passenger Coaches 232 coaches per month including 38

AC

coaches

POH of EMU Coaches 68 Coaches per month

Total Number Of Coaches 300 Coaches per month

A few first of Matunga Workshop:

First zonal railway workshop to get ISO-14001 certification in the years

2002.

First railway coaching workshop to convert 99% of Mail/Express rakes

into Air brake.

First zonal railway workshop to convert ARMEs and A class ARTs

into AIR BRAKE in the year 2002.

First zonal railway workshop to start provision bogie mounted air brake

system in1993-94.

First zonal railway workshop to provide nylon bushes in brake rigging

in1980.

First zonal railway workshop to start the concept of END LIFE

REHABILATION in EMU Coaches.

This workshop is awarded by ISO 9001:2004 as well as ISO 14001:1996.in 2001

& 2002 respectively.

10

HEAVY CORROSION REPAIR SHOP

Introduction

Rust is the result of oxidation of metal. Any prolonged contact of water and salts

leads to corrosion of the metal. Any metal which contains iron bonds with oxygen

found in water molecule and forms iron oxide or rust. Rust will speed up the

corrosion process so proper upkeep is required.

Corrosion is a chemical phenomenon of oxidation of iron which results in loss of

section and therefore of strength. Oxidation takes place only when steel is in

contact with atmosphere in presence of moisture. So in order to stop corrosion we

have to prevent the contact of atmosphere with the steel. In order to do so the

coaches are painted by inhibitive zinc chromate red oxide primer.

11

Vulnerable members and location

1. Headstock

2. Tubular frame below lavatories and trough floors in all coaches adjoining

lavatories and under luggage compartments of SLR and parcel van as well as

pantry vehicle.

3. Sole bars, turn under and body pillars.

4. Sole bars and pillars behind the sliding door pockets of SLR and parcel vans

5. Sole bars, pillars and turn under at door corner.

Above fig shows the damaged part of the tubular frame

12

Above fig shows the damaged part of the area near headstock

13

Corrosion Repairs during POH

1) Repairs to under frame members: Repairs to under frame members should be

carried out as per RDSO pamphlet no C7602 for ICF coaches. Corrosion resistant

steel sheet for trough floor, pillars, sidewalls and roof should conform to IRS M-

41-97. Electrode IRS class B2 of approved brands. Paint red oxide zinc chromate

primer is-2074-62. Bituminous anti corrosive solution to IRS-P30-96. 2) Repairs to Headstock: Only 8mm thick sheet is to be used headstock repairs. 3) Repairs to Sole bar: The new sole bar section to be welded from both inside and

outside. 4) Repairs to Side Wall Members: For repairs to side and end wall members, interior fittings interior panels & window frames are to be stripped. Repairs to be done as per RDSO sketch No. 76019. 5) Repairs to Trough Floor: For trough floor repairs plywood flooring to be stripped. Repairs to be done as per RDSO instructions.

Repairs to Roof: Special attention to be paid at locations where gutter moldings are

welded and where ventilators are fitted. RDSO instructions to be followed.

14

Following are the frame changed during HCR process

15

Welding parameters for Body pillars to Body pillars:

1. Thickness: 2 to 5mm

2. Type of welding: CO2 / MMAW

3. Type of welding machine: Rectifier / transformer

4. Filer wire / electrode: 0.8mm IRS class 1/3.15mm Class D Electrode

5. Welding position: horizontal

6. Welding voltage: 18-20V 7. Welding current: 80-110A

8. Gas flow rate: 12-15 LPM Welding parameters for Sole Bar to Body Pillars:

1. Thickness: 2 to 5mm

2. Type of Welding: CO2 / MMAW

3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Vertical

6. Voltage: 18-22V 7. Current: 80-110V

8. Gas flow rate: 12-15 LPM

Welding parameters for Sole Bar to Sole Bar:

1. Thickness: 5mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1 5. Position: Vertical/Over Hand

6. Voltage: 20-24V

7. Current: 110-120V

8. Gas flow rate: 12-15 LPM Welding parameters for Body pillars to body side panel

1. Thickness: 2mm

2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1 5. Position: Vertical/Horizontal

6. Voltage: 18-22V

7. Current: 80-110V

16

Welding parameters for Trough floor

1. Thickness: 2 to 5mm

2. Type of Welding: CO2 / MMAW

3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Horizontal

6. Voltage: 18-22V

7. Current: 80-110V 8. Gas flow rate: 12-15 LPM

Welding parameters for Intermediate plate to auxiliary headstock

1. Thickness: 12-10mm

2. Type of Welding: CO2 / MMAW 3. Type of welding: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: down hand

6. Voltage: 26V

7. Current: 180-200A Welding parameters for Headstock to sole bar

1. Thickness: 5 to 8mm 2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Vertical

6. Voltage: 24-28V

7. Current: 130-150A Welding parameters for Auxiliary Headstock to Yoke slide

1. Thickness: 10mm 2. Type: CO2/MMAW

3. Welding Machine: Rectifier/Transformer

4. Filler wire/electrode: 0.8mm IRS class I/3.15mm class M1

5. Position: Down hand

6. Voltage: 26-30V

7. Current: 140-150A 8. Gas flow rate: 12-15 LPM

17

WHEEL SHOP

Introduction

The Wheel Shop is one of the most important shops in the Workshop. The wheel shop is responsible for the inspection and repair of the wheel which is the most important part of a bogie.

The wheels are dismantled from the trolley and sent to the wheel shop. Depending on the amount of damage, either normal or heavy repair is done.

18

Types of Axles:

1. 16T – Dia 152 mm for AC Coach

2. 13T – Dia 145 mm for Sleeper Coach

Main Activities carried out at the Workshop:

1. Re-Disking of wheel

2. Normal Repairing

3. Re-Axeling of wheel

4. Re-Gearing of wheel

Components of Wheel Set:

The wheel set assembly is made up of the following components-

1. Wheel Discs on both sides of axle 2. An axle to hold these wheel discs in position

The standard dimensions are:

1. Wheel Seat:

1. 169mm to 175mm for trailer 2. 169mm to 180mm for ICF 3. 190mm to 195mm for Motor Coach

2. Axle Shoulder:

1. 145mm for trailer coach 2. 160mm for motor coach

3. Journal:

1. 130.04mm for Trailer coach 2. 140.04mm for Motor coach

4. Axle:

1. 2316mm for ICF trailer coach 2. 2286mm for ICF main coach

19

3. 2362mm for motor coach

Inspection of Wheels:

1. Visual Inspection:

1. This is the first step in the inspection process of wheels and is done with

naked eye.

2. This step should be carried out carefully.

3. Length, Diameter and profile of wheel and axle are checked in this

inspection.

2. Sound Test:

1. This is the next test

2. In this test when a hammer is struck sharply on the region free from

internal flaws it emits a clear ringing note whereas a region with large

internal flaws will have a flat unusual note.

3. This test gives important information to the skilled operator about the

20

amount of crack that has occurred on the wheel assembly.

3. Ultrasonic Test:

1. This test is used to detect internal or invisible cracks.

2. It is a type of Non Destructive Testing. It relies upon transmission

and reflection of ultrasonic beams or waves. The frequency range

of ultrasonic waves varies from 20Hz to 20000Hz.

3. The ultrasonic waves are usually produced by the Piezoelectric

Effect within the crystal probe which is placed on the surface of the

specimen. Discontinuities below the surface cause reflection of the

ultrasonic waves which appears as peaks upon Cathode Ray

Oscilloscope receiver.

4. The size of peak seen on the receiving tube is some indication of

the size of the defect.

5. The crystal probe thus becomes the receiver as well as the

transmitter.

These techniques are useful for detecting cracks, voids and defects below the

surface as well as near the surface.

.

21

Main machines used:

1. It is an important machine in the wheel shop. The main function of the wheel lathe is turning. The wheel is turned to a required diameter.

2. This is the axle turning CNC machine which is used to turn the axle diameter

22

3. This is the universal axle grinding machine

4. This machine is used for Turing and burnishing of the axle journal

23

Roller Bearing:

Introduction

Roller Bearings are a type of rolling-element bearing that uses cylinders

(rollers) to maintain the separation between the moving parts of the bearing

(as opposed to using balls as the rolling element). The purpose of a roller

bearing is to reduce rotational friction and support radial and axial loads.

The rollers in the roller bearing are tapered cylindrical in shape because the

surface contact of this roller is more than spherical one and hence it has more

load carrying capacity than spherical.

24

Types:

1. Spherical Roller Bearing 2. Cylindrical Roller bearing 3. Taper Roller Bearing

Parts of roller bearing:

1. Outer Race 2. Inner Race 3. Roller 4. Cage 5. Spacer ring

Inspection of bearing:

1. Noise 2. Seals 3. Temperature 4. Lubrication

Bearing Cleaning:

Here the cleaning of used bearings is done. The various chambers are as follows:

The bearings are first pre washed and cleaned with hot water. The temperature of

water is about 156F. After passing through this chamber, the bearing passes through chambers

which contain higher proportion of chemical.

1 Pre Wash chamber 2050 liter

2 Washing Chamber 2050 liter, 2 to 4% chemical

3 Rinse chamber 1120 liter, 2 t0 4 % chemical

4 Dip Chamber 416 liter

25

Bearing mounting:

That is no press fit between the bearing and the journal and hence the question of using a press

ends over Being a heat sunk fit; the Bering is heated by means of an induction heater where the bearing is heating up to 120 degrees Celsius. Automatic timer is around 3 minutes per bearing.

The fig shows heating of the bearing Bearing dismounting:

As there is a heat sunk fit between the journal and the bearing, it cannot be removed by any

ordinary method. It is removed by using a hydraulically operated device. The principle of the

device is that the oil under pressure enters between the journal and the shaft and forces out the

bearing and hence removal of bearing becomes relatively easier.

26

Causes of bearing failure Types of defects Increased load due to impact cracked Outer and inner race Increased velocity Roller flaked Improper lubrication roller pitted Misalignment Roller cracked Exposure to dirt depressed cage

27

TROLLEY REPAIR SHOP

Introduction:

This shop is responsible for the inspection and repair of trolley of the Main Line and EMU coaches.

After the shell of the coach is lifted in the Lift and Under Frame shop, the lower part of the coach

called trolley is sent to the trolley repair shop. Here the suspension and wheels are dismantled from

it.

This workshop consists of two sections:

1. Mail Line trolley repair section

2. EMU line trolley repair section

Types of trolleys:

1. Main Line trolley a. 13 ton trolley b. 16 ton trolley

2. EMU Line Trolley: a. Motor Coach trolley b. Trailer Coach trolley

28

The important components of the trolley are described below:

Bogie Frame:

A 4- or 6-wheeled truck used in pairs under long-bodied railway vehicles. The bogie has

a central pivot point which allows it to turn as the track curves and thus guide the vehicle into the

curve. Here it has to carry the motors, brakes and suspension systems all within a tight envelope.

It is subjected to severe stresses and shocks.

Uses of Bogie: 1. Support the shell of the coach 2. Stability of coach on curved tracks

3. Minimize effect of vibrations by absorbing them using suspensions

29

Bogie Bolster:

The body bolster is a box type fabricated member made up of channels and welded to the body

of the coach. It is a free floating member. The body bolster transfers the dead weight of the coach

body to the bogie frame. There are two types of bolsters on an ICF bogie: body bolster and bogie

bolster. The body bolster is welded to the coach body whereas the bogie bolster is a free floating

member which takes the entire load of the coach through the body bolster.

Center Pivot Arrangement:

The center pivot pin joins the body with the bogie and transmits the tractive and

braking force on the bogies. It is equipped with rubber silent block bushes which tend to

centralize the bogies with respect to the body and control and damp angular oscillations of the

bogies.

A center pivot pin is bolted to the body bolster. The center pivot pin runs down

vertically through the center of the bogie bolster through the center pivot. It allows for rotation

of the bogie when the coach is moving on the curves. A silent block, which is cylindrical metal

rubber bonded structure, is placed in the central hole of the bogie bolster through which the

center pivot pin passes. It provides the cushioning effect.

30

Brake Beam Assembly:

ICF bogie uses two types of brake beams. 13 ton and 16 ton. Both of the brake

beams are fabricated structures. The brake beam is made from steel pipes and welded at the

ends. The brake beam has a typical isosceles triangle shape. The two ends of the brake beam

have a provision for fixing a brake head. The brake head in turn receives the brake block.

The material of the brake block is non-asbestos and non-metallic in nature.

31

Primary Suspension:

The primary suspension in an ICF Bogie is through a dashpot arrangement. The dashpot

arrangement consists of a cylinder (lower spring seat) and the piston (axle box guide). Axle box

springs are placed on the lower spring seat placed on the axle box wing of the axle box housing

assembly. A rubber or a Hytrel washer is placed below the lower spring seat for cushioning

effect. The axle box guide is welded to the bogie frame. The axle box guide acts as a piston. A

homopolymer acetyl washer is placed on the lower end of the axle box guide. The end portion of

the axle box guide is covered with a guide cap, which has holes in it. A sealing ring is placed

near the washer and performs the function of a piston ring. The axle box guide moves in the

lower spring seat filled with dashpot oil. This arrangement provides the dampening effect during

the running of the coach.

32

LIFTING AND UNDER FRAME SHOP

There are 3 sections in the LUF:

1. Lifting 2. Air Brake System 3. Distributor valve room

1. Lifting and Lowering of Shells:

Lifting and lowering of coaches is used to dismantle the shell and bogie of a coach

in order to be sent to their respective shops for POH. This is done by removing the

centre pivot and attachment of the bogie by using a crane. The shell is then rested

on the tracer and bogie is sent to the trolley section by using traverse of capacity

80T.

There are 6 lines and in each line 3 cranes are mounted from which any 2 are used

for lifting the shell. Maximum 4 coaches can be lifted and rested on tracer in each

line.

33

Before lifting the coach following parts should be removed or disengaged:

1. Dynamo belt 2. Lavatory chute 3. Brake pull rod 4. Centre pivot cotter 5. Axle box safety straps 6. Bolster safety straps 7. Shock absorbers

8. Buffers

Inspection of under frame: Following components of the under frame are to be inspected:

1. Sole bars, body pillars, turn under and pillars above lifting pad

2. Sole bars and pillars behind the sliding door packets of SLRs and parcel

vans.

3. Head stock

4. Sole bars, pillars, and turn-under at the door corners.

5. Trough floor below lavatories and bays adjoining lavatories.

2. Air Brake System:

Air brakes are used in Indian Railways. They are more efficient than any other brakes in all conditions.

The schematic layout of air brake system is shown below:

34

As shown in figure, the single pipe graduated release air brake system consists of

following components:- i) Distributor valve ii) Common pipe bracket with control reservoir. iii) Auxiliary reservoir.(100 Liters) iv) Three way centrifugal dirt collector. v) Isolating cock. vi) Brake cylinder (355mm diameter).

vii) Cut off angle cock (32mm size on either ends of brake pipe). viii) Air brake hose coupling (32mm for brake pipe)... ix) Brake pipe (32mm Dia). x) Branch pipes from BP to brake equipment (20mm bore). xi) Guard emergency brake valve. xii) Pressure gauges for BP

3. Distributor Valve

Indian Railways uses C3W type Distributor valve. It consists of the

following sub-assemblies: 1. Main body 2. Quick Service valve 3. Main valve 4. Limiting device 5. Double release valve 6. Auxiliary reservoir check valve

A. Function of Distributor Valve:

For application and release of brakes the brake pipe pressure has to be reduced

and increased respectively with the help of driver's brake valve. During these

operations the distributor valve mainly performs the following function.

1. Charges the air brake system to regime pressure during normal running

condition. 2. Helps in graduated brake application, when pressure in brake pipe is reduced

35

in steps. 3. Helps in graduated brake release, when pressure in brake pipe is increased in

steps.

4. Quickly propagates reduction of pressure in brake pipe throughout the length of the train by arranging additional air pressure reduction locally inside the distributor valve.

5. Limits maximum brake cylinder pressure for full service application/

emergency application.

Types of distributer valves

36

37

Different cocks used in air brake system

38

CONCLUSION

It has been a great privilege to be able to work and train in the Carriage Workshop,

Matunga of Central Railway. This training has been a great learning experience

and one which will prove to be immensely useful in the future.

This was my first practical experience of an industry or workshop of any kind and I

am happy that I could learn a lot in this short span.

I understood the various processes involved in the POH of Carriages, the various

workshops, sections, etc.

I realized the importance of the work that is being done here as it is directly related

in some or the other way to the safety of passengers, hence it needs to be done

responsibly.

I got knowledge of the hierarchy of the Railway Administration.

Thus, this training will certainly benefit me in my future career journey as

experience in any actual industry is always helpful. It also taught me the

importance of team work as was shown by the workers in different sections.

39

BIBLIOGRAPHY

1. http://icfbogie.com/wp/

2. www.wikipedia.com

3. www.railway-technical.com

4. C & W Handbook