INPLANT TRAINING

REPORT.
[at Southern Railway Workshop]

This inplant training is held at the CENTRAL

WORKSHOPS, GOLDENROCK, from the period of
06-Dec-2010 to 18-Dec-2010.

PRABAKARAN.K
[CARE School of Engg, Trichy.]
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    We are sincerely thanks to BTC (BASIC

TRAINING CENTRE) Staffs, FS Shop Staffs,
CMT Lab Staffs, and all the respective shop
Staffs and the administration Staffs for giving
the greater opportunity to get a wider practical
knowledge about the Indian Railway
Locomotives, Wagons and their functioning
also.
 
      Before the training, we have a lot of
doubts about the railway locomotives. Our
GOC staffs are clarified all the doubts.
 
      Between the tight schedule of your
workload also you all are helping us and guide
us. Once again we are said a thanks to our
Staffs’

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CONTENTS
TITLES PAGE.NO.
1) History of GOC…………………………………………………… 4
2) Organization Structure………………………………………… 5
3) Core Business Activities………………………………………… 6
Diesel Locomotive Maintenance………………………… 6
Carriage Maintenance…………………………………… 7
Wagon Manufacturing Activity…………………………. 7
Production Wing…………………………………………. 8
4) Support Activities………………………………………………… 9
Material Management…………………………………… 9
Electrical Plant Maintenance……………………………... 9
Mechanical Plant Maintenance………………………….. 10
Safety Cell………………………………………………… 10
Basic Training Centre……………………………………. 10
Computer Centre………………………………………… 10
5) Wagon Component Shop………………………………………… 11
Machines…………………………………………………… 12
6) Heat Treatment Section………………………………………….. 13
Hardening………………………………………………… 14
Tempering…………………………………………………. 14
Annealing, Normalizing, Stress-Reliving………………… 15
Case Hardening…………………………………………… 15
7) Fabrication & Smithy Shop……………………………………… 16
ICF Bolster Section……………………………………….. 17
Chain Elongation Testing………………………………… 17
Heavy Forging Section……………………………………. 18
Hot Work & Cold Work………………………………….. 18
Drop Forging……………………………………………… 18
Medium Forging………………………………………….. 19
Crack Detector on Spring Coil System…………………. 19
Coil Load Testing Section………………………………… 19
8) Foundry Shop……………………………………………………… 20
Cuopla………………………………………………………. 21
Chill Casting……………………………………………….. 21
Fettling……………………………………………………… 22
Dry Sand Molding………………………………………….. 22
Pattern Making…………………………………………….. 22
Laddle Preparation………………………………………… 23
9) Chemical & Metallurgical Laboratory…………………………… 24
Brinell Hardness……………………………………………. 25
Rockwell Hardness…………………………………………. 25
Microstructure Analysis…………………………………… 25
Zyclo Test…………………………………………………… 26
Other Test…………………………………………………… 26
Cylinder Liner Plating Shop……………………………….. 27
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History of GOC
This central workshop was set up in 1897 by South Indian Railways at Nagapattinam
mainly to cater to the requirement of steam locomotive maintenance. South Indian Railways
decided to shift the workshop to Tiruchinapoly, presently known as Tiruchchirappalli, owing
to its locational advantage. Consequently foundation stone was laid by Mrs. R.P. MUNRO on
20.10.1926. It was shifted to Tiruchchirappalli in 1928 because of its strategic location. The
Central Workshop, Golden rock is functioning at Tiruchchirappalli since then.

The total area of this workshop is around 200 acres (0.81 km2), out of which 26 acres
(110,000 m2) is covered under roof. At present 6091 employees are working in this
workshop. This workshop is primarily engaged in the activities of DSL Loco POH, heritage
steam locomotive POH, coaching stock maintenance and wagon manufacturing and other
sundry activities.

This workshop does have a long traverse way around 600 mtrs long and 80 feet (24
m) wide. This workshop was involved in repairing of Royal Air Force's air planes during
World War II.

This workshop when built had state of the art facilities rarely seen in those days. It
had its own powerhouse which generated electricity for the workshop and the colony. In fact,
Railway colony, Golden Rock was one of the first places to be lit by electrical lights in
Tiruchirappalli city those days.

The view of GOLDENROCK RAILWAY WORKSHOP.

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Organization structure
 CWM: Golden rock Railway Workshop is headed by one Sr. Administrative Grade
Officer, designated as Chief Workshop Manager (CWM). He is the overall in-charge
for complete activities. He is assisted by five Junior Administrative Officers, seven
Sr. Scale Officers and 18 Junior Scale Officers. (Incumbent Officer: Sri. D.
Shunmuganandam)

 Dy. CME/X class: Deputy Chief Mechanical Engineer/X -class is responsible for
POH / conversion of X class locomotives. In view of the UNESCO's world heritage
site status given to the Nilgiri Mountain Railway, maintaining and augmenting the
rolling stock for this railway has gained significance.
 The Golden rock workshops has been entrusted with the responsibility of carrying out
the POH of X class locomotives (special locomotives which have a toothed cog which
engages with the racks available in the railway track in very steep gradients)and
manufacturing of new locomotives. At the time of POH, the original coal fired boiler
of the loco is converted in to oil fired loco without altering the external looks to
preserve the heritage value.
 The conversion has become necessary in view of the logistics, economy and
availability of coal for the loco. At present the workshop has also bagged the order for
manufacturing 4 numbers of X class locomotives. In view of the international
importance of this railway, the senior most JAG officer of the workshop has been
entrusted with the responsibility of this activity (Incumbent Officer: Sri. P. Ravindra
Babu)

 Dy. CME/DSL: Deputy Chief Mechanical Engineer/Diesel is overall in-charge for

complete Periodical Overhauling (POH) activities of diesel locomotives and its allied
shops viz. EBR, CLP, CMS & HERS. He is also looking after activities related to
export locomotives, overhauling of Public Sector Locomotives and steam
locomotives. He is assisted by one Sr. Scale and three Junior Scale Officers.
(Incumbent Officer: Sri. D. Ramachandran)

 Dy. CME/P: Deputy Chief Mechanical Engineer/Production is overall in-charge

Production Shops viz Wheel Shop, Fabrication and Smithy Shop, Machine Shop,
Foundry and DSL Component Shop. He is also looking after Production, Planning
and Control Organization. He has been appointed as Management Representative for
International Quality and Environmental Management Systems (ISO 9001 & ISO
14001). He is assisted by one Sr. Scale Officer and two Junior Scale Officers.
(Incumbent Officer: Sri. G. Chandrasekaran)

 Dy. CME/Carriage & Wagon: Deputy Chief Mechanical Engineer/Carriage and

Wagon is overall in-charge for periodical overhauling of Carriages and manufacture
of wagons. He is assisted by one Sr. Scale and two Jr. Scale Officers. (Incumbent
Officer: Sri. D. Jayaraman)

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 Dy.CEE/S: Deputy Chief Electrical Engineer is in-charge for maintenance of all the
Electrical equipments and machineries available in the shop. He is also looking after
the Train Lighting activities. He is assisted by two Junior Scale Officers. (Incumbent
Officer: Sri. R.V.Swaminathan)

 Dy.CMM: Deputy Chief Material Manager is overall in-charge for procurement of

raw material and spare parts, stocking and issuing activities. He is assisted by one Sr.
Scale and three Jr. Scale Officers.(Incumbent Officer: Post vacant)

 Sr.AFA: Senior Accounts and Financial Advisor is a Sr.Scale Officer looking after
Accounts and Finance aspects of GOC Shop. He is assisted by two Jr. Scale Officers.
(Shri. S. Sundararajan)

 WPO: Workshop Personnel Officer is also a Sr. Scale Officer looking after
recruitment, promotion, transfer, retirement and welfare measures. He maintains
industrial relationship with trade unions also. He is assisted by one Jr. Scale Officer.
(Shri. T.R. Raghavendran)

Core business Activities

Diesel locomotive Maintenance

Diesel Electric Loco periodical overhauling (POH) started in Golden rock Shop in the
Year 1969, to cater to the requirements of SR and SCR. It started with a capacity of 0.5
Loco/Month. The capacity was stepped up to 10 locos per month from July 1990 onwards to
meet the needs of 5 Railways i.e. Southern Railway, South Central Railway, South Western
Railway, West Central Railway and North Western Railway. Presently, Shop is capable of
overhauling 12 locomotives per month.

In addition to the Locomotives overhauling, Diesel Shop is attached with the following
Support shops.

1. Engine Block Reclamation Shop

2. Cylinder Liner Plating Shop
3. Coil Manufacturing Shop
4. Heavy Electrical Repair Shop

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Carriage Maintenance

GOC Shop is undertaking the following major activities in carriage maintenance.

 Overhauling of BG AC and Non AC coaches,

 Coaches of Nilgiri Mountain Railways,
 Refurbishing of interior furnishing under midlife rehabilitation,
 Conversion and construction of ART coaches,
 Rehabilitation of in-service MG coaches for exports etc.
 Furnishing of inspection cars
 Retro fitment of stainless steel trough floor
 Refurbishing of toilet
 Implementation of POH periodicity from 12 months to 18 months

Apart from normal overhauling, GOC Shop had established its expertise in the following
areas:

1. Conversion / construction of coaches for Nilgiri Mountain Railways.

2. Export of old MG coaches to other nations after Maintenance & Re-Modeling by

RIETS Limited.

Wagon Manufacturing Activity

 GOC Shop started manufacturing wagons in the year 1962, since then it had rolled out
34901 wagons in 53 designs.

 Presently workshop is engaged in mass production of BOXNHL and BLC (container

flat wagons for Container Corporation) wagons.

 During the five financial years GOC Workshop captured the majority of wagon
building orders for total 2905 Wagons of Container Flat type worth Rs.610 crores
from M/s. CONCOR/New Delhi of which GOC till date has manufactured 2770 BLC
wagons worth Rs.575.6 Crores. Additionally in last five financial years GOC shops
manufactured 830 BOXNHS wagons worth 127 crores. Further GOC shops have an
order of 450 Nos. of BLC wagons costing Rs.157 crores.

 The GOC Workshop is gearing up for production of 1000 wagons per year from
present level of 840 wagons under Modernisation project considering the huge Wagon
demand by M/s. CONCOR and also Stainless steel wagons for Indian Railways

 GOC Workshop has become the first railway workshop in Indian Railways to
implement and adopt new state of art technology fasteners as Lock Bolts (Huck/

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Avdel) Bolts in place of conventional rivets and successfully turned out 240 High
Speed BOXN wagons.

 GOC Workshop is awarded with new orders from Railway Board for manufacturing
600 No’s of BOXNHL wagon, which is a Stainless Steel wagon with High pay load
(71 tonnes against 68 tonnes in normal wagons) designed to overcome the problems
of corrosion, body bulging and weak stanchions in the existing wagons. The new
design enables to an extra loading of 2.92 tonnes per wagon and 169tonnes per rake of
58 wagons which contributes an extra earning of Rs.5800 per wagon and Rs. 3.38
Lakhs per rake. GOC Shop has an order of 599 Nos. of BOXN HL Wagons costing
Rs.187 Crores.

Production Wing

Production Wing of GOC focuses its attention mainly on manufacturing of

components required for maintenance of locomotives and carriages and wagon
manufacturing. It also take care of the requirement of various divisions by supplying wheels
for rolling stock maintenance. Besides, Production wing has taken up the manufacturing of
steam locomotives required for Nilgiri Mountain Railways and Darjeeling Himalayan
Railways.

Production wing comprises the following shops:

Foundry Shop, DSL Component Shop, Machine Shop, Wheel Shop,

Fabrication & Smithy Shop, Erecting Shop, Tool Room Shop, Mechanical Mill Wright shop,
Electrical Mill Wright Shop, Heat Treatment Section, Engine Block Reclamation Shop,
Under Truck Shop, Wagon Component Shop, Wagon Body Shop, Wagon Assembly Shop &
Painting Shop.

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Support Activities
Besides core business activities, GOC shop is equipped with the following support
activities.

 Material management
 Electrical Plant Maintenance
 Mechanical Plant Maintenance
 Industrial Safety
 Basic Training Centre
 Information System

Material Management

Golden rock Workshop is attached with 3 Stores Depots to stock and issue the
materials, whenever it is needed for production.

Besides stocking depot it is having a scrap store depot to dispose the scrap arising out
of production and maintenance activity.

Stores depot takes all out efforts to ensure the availability of material always. The
availability is used to be in the range of 95 to 98%. Besides of stocking and issuing of
material, stores depot is always keen on system improvement. The following system
improvements have been achieved in the recent past.

 Vital, safety, passenger amenity & must change items summary with covered /
uncovered dues on line.
 Development of various exceptional reports to suit depot requirements based on
MMIS module, like details of covered / uncovered dues in single line.
 Other depot stock in Group SPS. Incorporation of NS DBR by linking MMIS module.
 Computerized DBR label card with color coding.
 Acceptance details of divisional DS8s & Surplus/inactive items list.
 Wastage of time in manual updating of data and taking print out is minimized.
 Monitoring of out of stock / 1 month / 3 months level on daily basis.
 Ready availability of required print out at the specific time.

Electrical Plant Maintenance

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There is a dedicated team to maintain the electrical equipments and machineries

available in GOC Shop. The main objectives of the Plant Maintenance Team are to reduce the
down time of the machineries available in the shop. Apart from maintaining the Electrical
machineries, the team is also looking after electrical power distribution system and
conservation measures, with close monitoring of electrical energy utilization, the shop had
reduced the electrical energy from 81.12 Lakhs unit in the year 2007-08 to 75.58 Lakhs in the
year 08-09. it had resulted in a financial savings of Rs.29.04 Lakhs in the year 2008-09.

Mechanical Plant Maintenance

Mechanical Plant maintenance is also termed as Mechanical Millwright. The

Mechanical Millwright Shop takes care of the up keeping of machineries and equipments. In
addition to break down attention, it also pays preventive attention to critical machineries like
Overhead Cranes, Material Handling Equipments and other special purpose machines.

Presently, around 1241 machineries are installed in the GOC Shop and are being
regularly maintained by the Plant Maintenance Team.

Safety Cell

Safety Department at GOC Shop is functioning for the last 30 years for the goal of
reducing accidents, injuries and hardship of the labors by improving the work methods and
their knowledge in creating awareness in safe working methods. This approach was focused
through systemic training, mock drills, shop floor counseling, data updating and scientific
elimination of work related hazards, through display of posters, issue of safety magazines
incorporating various safety procedures and catching an emotional rapport with audience
through tailor made safety modules.

The Safety Department has bagged three State level Awards from Government of
Tamil Nadu in three different fields for the year 2005.

Basic Training Centre

Shop is attached with a Training Centre mainly to cater to the requirement of Act
Apprentice courses under Apprenticeship act 1961. This is a statutory in nature. The duration
of the training varies from one year to four years depending on the entry level qualification
and trade in which the apprentice is to be trained.

Apart from act apprenticeship the Training Centre also takes care of the need based
training for the Artisans, Special supervisory skill training for supervisors.

Computer Centre:- GOC Shop is equipped with a fully fledged Information

System required at Management, Operational level. It has developed the following packages.

 Workshop Information System (WISE) application software developed “in house” in

2001

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 Implementation of WISE in GOC in 2002

 Assisted M/s. CRIS in WISE implementation @ other 16 Railway Workshops in 2004
 Unified Payroll developed & implemented in Oracle in 2006
 Diesel Loco Maintenance Management Information System (DLMMIS) for Loco
sheds developed in Oracle
 Non Stock indent Generation and Monitoring developed & implemented in ORACLE

WAGON
COMPONENT
SHOP

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In this Wagon Component Shop (WCS), individual parts of the various type wagons
are manufactured. Mainly the part called as Bogi Lower Container and Wagon Centre Sill
will be prepared by this shop.

Machines:
They are many machines are used in the WCS, they are listed below:
1. Radial Drilling Machine – 7 No’s,
They all are HMT make machines.
2. Submerged Arc Welding Machine – 1 No,
That is the ESAB product; it is used to weld the assembled parts.
3. Profile Cutting Machine – 2 No’s,
They are also the ESAB product. This is the Computer Numerical Controlled
machine. This is used to cut the plates to the various shapes which are all already saved in the
computer.
4. Shearing Machine – 2 No’s,
In this two, one is imported one and the other one is a local product buy from
Gujarat. The imported machine is called S-6, and the Gujarat product is called as S-9.They

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are cutting the 3.2 m Width plate, from 1mm thickness to 25 mm using the S-6 machine. We
can cut the 4.2 m Width plate, from 1 mm thickness to 16 mm using that S-9 machine. The
cutting blade of the S-9 machine is IRMS – 44 Specified. Dimension of the upper blade is
1550x72x20 (LxWxT), and the lower blade is 1550x68x20 (LxWxT).The cost of the blades
are Rs-8400/ (for the upper blade), and Rs-7875/ (for the lower blade).Drawing Number for
the blade is GOC/P/SK/13545.Material of the blade is SR-4, Hardness of the blade is 55 to
57 HRC.
5. Hydrualic Press – 1 No,
This press machine is used to bend and straighten the plates and rods to the
required shapes. The capacity of the bending ram is 40 ton, and the straightening ram is 20
ton.
In this shop, we are used 5 ton EOT Cranes 2 No’s, for transferring the material
from one area to another area in the production wing.
There are two types of BLC-Wagon Centre Sill is there.
1. A-Car has the 9291 mm length,
2. B-Car has the 8428 mm length.
For this two length only changed, plate thickness are same. Thickness of the top
flange plate is 12 mm, bottom flange plate is 20 mm, and web is the 16 mm plate.

HEAT
TREATMENT
SECTION
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We are using the various heat treated parts in the locos and the wagons. Here we are
process a simple parts like Draw Bar, Draw Bar Pin, Break Key, etc…
In this shop we are conducting the following heat treatment process only:
1. Hardening,
2. Tempering,
3. Annealing,
4. Normalizing,
5. Stress Reliving,
6. Case Hardening.

Hardening:
1) Silicon-Manganese Steel,
2) Carbon Spring Steel,
3) Class-III Steel (0.3% to 0.39% Carbon),
4) Class-IV Steel (0.4 % to 0.49% Carbon),

For all this type of steels, the heating temperature is between 850°C to 900°C.
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Hold the job at the same temperature for some time, holding time is based on the job
thickness. If the job is 20 mm plate thick hold this at 20 min’s, if the job is 25 mm plate thick
hold this at 25 min’s.

Take out the job from furnace and cool the job using quenching oil which is available
at 60°C at the tank.

Here we are doing the hardening for the MG-Draw Bar, Draw Pin and Break Shoe
Key.

Tempering:
1) Silicon-Manganese Spring Steel, for this steel tempering temperature is between
400°C to 450°C,
2) Carbon Spring Steel, for this type steel also the same temperature will be used,
3) Class-III Steel (0.3% to .039% Carbon), for this steel the temperature is 600°C to
650°C,
4) Class-IV Steel (0.4% to 0.49% Carbon), for this type of steel have the tempering
temperature from 550°C to 600°C.

Then hold the job upon 30 min’s to 40 min’s. Cool the job in open atmosphere, and
then test the hardness of that job. All the hardened jobs are doing this tempered also.

Annealing, Normalizing, Stress Reliving:

Forged Jobs - Normalizing,
Forged then Machined- Annealing,
Draw Gear Parts - Stress Reliving,
Equalizing Beams - Stress Reliving,
Reclaimed Parts - Stress Reliving.
For Normalizing, temperature is maintained at 860°C for 1 mm. Cool
the jobs in the open atmosphere.
For Annealing, temperature is between from 800°C to 860°C for 1
mm. Cool the jobs inside the furnace.
For Stress Reviling, temperature range is 500°C to 550°C. Cool the
jobs inside the furnace.

Case Hardening:
To produce carburizing compound,
Carburizing Compounds are:
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Potassium per magnate,

Sodium nitrate,
Ordinary salt,
Lime ash.
All are in same amount, take that compound of 2 kg and dissolve in 80 liters of water,
Put the wooden coke in that solution for 24 Hours,
Then dry that coke in shadow,
Put the job and the coke in the case hardening box,
Arrest that box fully using fire clay,
Maintain the furnace temperature at 900°C to 950°C for 8 Hours.
Equalizing Beam-Stress Reliving:
Arrange the beams; all are getting that equal temperature.
Temperature:-500°C to 550°C,
Soaking or Holding Time: - 90 min’s,
Cooling at: - Inside the Furnace.

FABRICATION
AND
SMITHY
SHOP
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FSS Shop:
Shop sections:
1. ICF bolster assembly section,
2. Chain elongation testing section,
3. Heavy forging section,
4. Medium forging section,
5. Crack detector on spring coil section,
6. Coil load testing section.

ICF bolster section:

 In this section the metal sheet is drawn out from the depot

 And then the sheet is cut using the accurate, automatic line cutter (gas cutter) to the
required size.

 Profile welding machine is used for setting dimensions for the cut by placing the
required layout.

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 In CO2 welding machine, the job and the welding wire are the same material and
copper is coated in the welding wire

Finally, the cut pieces of the metal are assembled as a bolster.

Chain elongation testing section:

 The used chains and hooks are tested for elongation.

 The elongation is found by the elongation testing machine.

 About 10 Tones of load is applied for testing the elongation.

 For hook stress and the draw bar, it is tested by applying 75 tones

 If the stress applied is failed, the component will be rejected.

 If it bears the load, it is used further.

Heavy forging section:

 Forging is a manufacturing process involving the shaping of metal using localized
compressive forces.

 Forging is often classified according to the temperature at which it is performed:

'"cold," "warm," or "hot" forging.

 Forged parts can range in weight from less than a kilogram to 580 metric tons.

 Forged parts usually require further processing to achieve a finished part.

Hot working and Cold working:

All of the following forging processes can be performed at various temperatures,
however they are generally classified by whether the metal temperature is above or below the
recrystallization temperature. If the temperature is above the material's recrystallization
temperature it is deemed hot forging; if the temperature is below the material's
recrystallization temperature but above 3/10ths of the recrystallization temperature (on an
absolute scale) it is deemed warm forging; if below 3/10ths of the recrystallization
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temperature (usually room temperature) then it is deemed cold forging. The main advantage
of hot forging is that as the metal is deformed work hardening effects are negated by the
recrystallization process. Cold forging typically results in work hardening of the piece.

Drop forging:
 There are two types of drop forging: open-die drop forging and closed-die drop
forging
 As the names imply, the difference is in the shape of the die, with the former not fully
enclosing the work piece, while the latter does.

 The similarity between the two is that a hammer is raised up and then dropped onto
the work piece to deform it according to the shape of the die.

Medium forging section:

 In this forging small size objects are forged manually.

Crack detector on spring coil section:

 The used helical coil spring and closed coil spring are checked for cracks using crack
detector.

 The detector uses UV rays for detecting cracks.

 If flame is, white then the coil is rejected. Blue is the color for good quality.

Coil load testing section:

 The tested coil is dipped in paints and the load is determined using the respective
machine. The minimum load bearing capacity should be 2 tones. The coil number is
noted.

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FOUNDRY
SHOP
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This shop is mainly used for the manufacture of Break Shoes.

Furnace Used: CUPOLA

 Cupola furnace: A Cupola or Cupola furnace is a melting device used in foundries
that can be used to melt cast iron, Ni-resist iron and some bronzes. The cupola can be
made almost any practical size. The size of a cupola is expressed in diameters and can
range from 1.5 to 13 feet (0.5 to 4.0 m). The overall shape is cylindrical and the
equipment is arranged vertically, usually supported by four legs. The overall look is
similar to a large smokestack.
 The bottom of the cylinder is fitted with doors which swing down and out to 'drop
bottom'. The top where gases escape can be open or fitted with a cap to prevent rain
from entering the cupola. To control emissions a cupola may be fitted with a cap that

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is designed to pull the gases into a device to cool the gasses and remove particulate
matter.
 The shell of the cupola, being usually made of steel, has refractory brick and
refractory patching material lining it. The bottom is lined in a similar manner but
often a clay and sand mixture ("bod") may be used, as this lining is temporary. Finely
divided coal ("sea coal") can be mixed with the clay lining so when heated the coal
decomposes and the bod becomes slightly friable, easing the opening up of the tap
holes. The bottom lining is compressed or 'rammed' against the bottom doors. Some
cupolas are fitted with cooling jackets to keep the sides cool and with oxygen
injection to make the coke fire burn hotter.
 The molten metal from cupola furnace is poured in the centrifugal casting (Break
shoe).The pattern is made respectively for the cast. Finally, the Break shoe is made
without any defects.

Process Involved:
1. Chill molding,
2. Fettling,
3. Dry Sand Molding,
4. Pattern Making,
5. Laddle Preparation.

Chill Molding:
A chill is an object used to promote solidification in a specific portion of a metal
casting mold. Normally the metal in the mold cools at a certain rate relative to thickness of
the casting. When the geometry of the molding cavity prevents directional solidification from
occurring naturally, a chill can be strategically placed to help promote it. There are two types
of chills: internal and external chills.

Fettling:
Fettling and dressing (or trimming) are the terms traditionally given to the finishing of
castings to remove excess or unwanted metal, E.g. flashings, risers etc. It can include
processes such as grinding, chipping and shot blasting.

Dry Sand Molding:

Dry sand molding is the green sand practice modified by baking the mold at 400-600F
(204-316C). Some foundries use dry sand molds to produce intricate parts which are difficult
to cast to exact size and dimensions. Molds are generally dried (or baked) in large mold
drying or with large mold heaters.

Castings of large or medium size and of complex configuration such as frames, engine
cylinders, rolls, large gears and housings are often made using the dry sand technique. Both
ferrous and nonferrous metals are cast in this type of mold.

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Advantages-
 Dry sand molds are generally stronger than green sand molds and therefore can
withstand much additional handling.
 Better dimension control than if they were molded in green sand.
 The improved quality of the sand mixture due to the removal of moisture can result in
a much smoother finish on the castings than if made in green sand molds. Where
molds are properly washed and sprayed with refractory coatings, the casting finish is
further improved.

Disadvantages-
 This type of molding is much more expensive than green sand molding and is not a
high-production process. Correct baking (drying) times are essential.

Pattern Making:
The Patternmaker's task is to translate engineering drawings into foundry tooling so
that an accurate casting (with finish allowance) will be produced. Patterns are highly
specialized, full-size models of the finished casting. If you have a complex casting, we may
use cores to create hollow features or side features that may not be easily produced in a more
simple mold configuration.

Core boxes are used to produce special sand and resin binder mixes that are packed in
the core box to establish their size and shape. This core is then "set" into the sand mold to
restrict metal from flowing into areas such as cavities inside the casting, once the mold is
closed and metal is poured.

Laddle Preparation:
Steel from tilting open-hearth furnaces at the "Azovstal" Works is tapped into two
ladies, which are placed in turn under the tapping spouts of the furnace, by means of pouring
cranes.

The ladles are equipped with tilting devices allowing the ladle to tip in both
directions. The nozzle seats of the ladles are made of ohamotte sleeves, into which new
magnesite nozzles are inserted for each heat. Until the middle of 1956 the techniques of
treating steel pouring ladles were still complicated, and the preparation of the ladles for the
heat took 5 hours for clean ladles and three times as long for the ones with a skull.
After the tapping of the metal, the slag from the ladle is removed immediately into the
nearest slag cup and the ladle is placed in a horizontal position at the working platform of the
plant. The skull is burned out of the nozzle by means of oxygen. Then the stopper rod is
removed from the stopper rod assembly. The oxygen main passes along the whole length of
the pouring floor so that the skull can be removed anywhere on the pouring floor. The
burning-out lasts 8-5 minutes.

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CHEMICAL
&
METALLURGICAL
LABAROTARY
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In this shop, we can do the chemical test like Carbon test, Manganese test, Copper
test, Etc…, and at the same time we can test the hardness and microstructure of the material
also.
We are concentrating only about hardness test and microstructure analysis.

Brinell hardness testing machine:

 The hardness of the material is tested using the Brinell hardness testing
machine.

 The machine has two balls. They are steel and graphite balls.

 The hardness is visible up to 420 BHN only.

 A smooth surface is needed for testing.

Rockwell hardness testing machine:

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 The hardness of the material is tested using the Rockwell hardness testing
machine.
 The machine has two balls. They are steel and graphite balls.
 The hardness is visible above 420 BHN only.
 A smooth surface is needed for testing.
 The job can be fixed and accurate reading can be obtained.

Micro structure analysis:

 The material specimen is analyzed

 The material is mounted using phenolic powder (Bakelite).

 By using grid emery sheets they are polished.

 Velvet cloth polishing is done using alumina.

 Then the material is etched in ethanol.

 After these operations, material is analyzed for composition.

Zyclo Test:
It’s used to detect the crank which is in the surface.

Procedure of testing:
1) Clean the material thoroughly free from oil and grease,
2) To apply water washable fluorescent penetrent like Alkali Solution,
3) If any crack there is an capillary action is taken place,
4) Then clear the excess penetrent using water,
5) Again to dry the piece using air oven (70˚C to 80˚C),
6) To apply developer powder,
7) To examine the specimen to under the Ultra Violate lamps, if any crack clearly
visible of the outline of crack it is in the brilliant yellow color.

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Other Tests:
Magnetic Particle Test (or) Magno Flux Test:
It is used to detect the cracks on the surface and the sub-surface up to 5 mm
depth.

Ultrasonic Test:
It is used to find the cracks in any part of the job, i.e. the crack may be in the
core of the job also. But the job must be having a uniform shape and the parallel face also.

X-Ray (or) Gamma Ray Test:

It is used to inspect the welded jobs like boiler drum, Etc.., in this method of
testing we can find out the welding defects like porosity, blow holes, slag inclusion, Etc..,

CYLINDER
LINER

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PLATING
SHOP

Cylinder Liner Reclamation Process Flowchart:

1) BOSCH CLEANING:
Object-
To remove all the external impurities like grease, oil, sort, rest, etc.., and prepare liner
for screnning.
Process-
Immersion in 25% solution of Alkaline cleaning compund such as ORION-355 or
ALDROX-1618 at 85˚C for four hours. Then brushing and water washing.
2)STRIPPING:
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Object-
To remove exiting uneven and worn out layer of chromium.
Process-
Anodic dissolution of chromium in a solution NaOH and Na2CO3 ambient
temperature with 800DC Amps per liner.
3)C.I.HONING:
Object-
To remove any surface irregularities and produce geometrically perfect interior.
Process-
Honing is done in a honing machine to the required finish less than Ra-50 micro
inches.
4)DEGREASING:
Object-
To remove the traces of honing of oil prior to plating.
Process-
Degreasing in vapour phase degreasing plant using TRICHLOROETHYLENE as
solvent.
5)GRIT BLASTING (Parent Metal):
Object-
To prepare surface so as to ensure sound adhesion of chrome deposit over parent
metal.
Process-
Grit blasting in grit blasting machine using ALOXIDE GRIT-20.

6)CHROME PLATING:
Object-
To deposit the required thickness of hard chromium in the interior providing honing
allowance.
Process-
Chromium deposition is carried out on the high speed plating bath at 52˚C to 63˚C at
a concentration of 240gm/lit to 260 gm/lit of chromic acid with the DC current of
1800Amps/liner.
7)DIAMOND HONING:

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Object-
To remove excess plating of chromium and to machine the interior to 9.000”±0.0015”
Diameter.
Process-
Honing is done in the honing machine using diamond sticks to required size of
9.000”±0.0015” Diameter.
8)POLISHING:
Object-
To prepare the surface to the required finish less than 32-Ra.
Process-
It is done in honing machine with polishing sticks up to the required finish.
9)DEGREASING:
Object-
To remove last traces of honing oil prior to grit blasting.
Process-
Degreasing in vapour phase degreasing plant using TRICHLOROETHYLENE as
solvent.
10)GRIT BLASTING (Chrome Layer):
Object-
Too control surface roughness between 50 to 85 micro inches.
Process-
Grit blasting is done in the Grit blasting machine using ALOXIDE GRIT-20.
11)CATHODIC CLEANING:
Object-
To remove adhering abrasive particles from the surface of liner.
Process-
Liner is dipped in cathodic cleaning bath as on as current 2 to 3 min’s.
12)OILING ANG PACKING:
Object-
To provide uniform oil coating on the entire liner to prevent corrsion & to pack the
liner in order to avoid damages on the critical area while in trans it.
Process-
SERVO oil is coated espacially head seat & bottom of the liner.
Liners are packed in the reinforced card board carbons using NYLON strips & Steel
grip & Dispatched to various consuming sheds by wagon or lorry.

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