INDUSTRIAL TRAINING REPORT

Study of Railway Coaches and Wagons

Submitted in partial fulfillment of the

Requirements for the award of
Degree of B.Tech. in Mechanical Engineering

SUBMITTED BY
Harsh Singh Chauhan
Enrollment no - 0801ME191033

SUBMITTED TO

Department of Mechanical Engineering

SHRI G S INSTITUTE OF TECHNOLOGY & SCIENCE INDORE 452003

2021-22

1
2
 DECLARATION

I hereby declare that the Industrial Training Report/ Seminar Report entitled "Study of Railway
Coaches and wagons" is an authentic record of my own work of Industrial Training during the
period from 21/05/2022 to 20/07/2022 in partial fulfilment for the award of B.Tech. in Mechanical
Engineering from Shri G S Institute of Technology & Science Indore during the academic year
2022-23. I further declare that where others’ words have been included, I have adequately cited and
referenced the original sources.

Date: 4 October, 2022 Harsh Singh Chauhan

0801ME191033

3
 ACKNOWLEDGEMENT

I would like to thank the entire coaching depot Indore who has provided me with this
training. I am thankful to “MR. Kamal Singh Choudhary (Senior coaching depot officer) who
organized my training schedule and also for their benevolent guidance and kind cooperation
throughout my training along with completing this training report and providing me the various
knowledge about the coach. I am also grateful to Mr. Naveen Pratap Singh (ADME) for being kind
and cooperative enough to accommodate my training schedule. Last, I extend my gratitude to the
workers of the respective shop, who were always ready to clarify my doubts and helped me to
increase my knowledge by illustrating the finer points.

I wish to express my deep gratitude to all the concerned people, whose enthusiastic support and
coordination have given me the success to compete for my training in the organization.

I hope that my report will reflect my technical knowledge and innovativeness which I gained at
Western Railway Coaching Depot Indore.

Without their support, this report would not have been possible.

HARSH SINGH CHAUHAN

Shri G.S. Institute of Technology and Science, Indore

4
 ABOUT INDIAN RAILWAY

Indian Railways (IR) is a statutory body under the ownership of Ministry of Railways, Government
of India that operates India's national railway system. It manages the fourth largest national railway
system in the world by size, with a total route length of 67,956 km (42,226 mi) as of 31 March
2022. 52,247 km (32,465 mi) or 80% of all the broad-gauge routes are electrified with 25 kV 50 Hz
AC electric traction as of 1 April 2022.

In FY20, Indian Railways carried 808.6 crore (8.086 billion) passengers and in FY 22, Railways
transported 1418.1 Metric Tonnes of freight. It runs 13,169 passenger trains daily, on both long-
distance and suburban routes, covering 7,325 stations across India. Mail or Express trains, the most
common types of trains, run at an average speed of 50.6 km/h (31.4 mph). Suburban EMUs run at
an average speed of 37.5 km/h (23.3 mph). Ordinary passenger trains (incl. mixed) run at an
average speed of 33.5 km/h (20.8 mph). The maximum speed of passenger trains varies, with the
Gatimaan Express running at a peak speed of 160 km/h (99 mph).

The first railway proposals for India were made in Madras in 1832.The country's first transport
train, Red Hill Railway (built by Arthur Cotton to transport granite for roadbuilding), ran from Red
Hills to the Chintadripet bridge in Madras in 1836-1837. In 1845, the Godavari Dam Construction
Railway was built by Cotton at Dowleswaram in Rajahmundry, to supply stone for the construction
of a dam over the Godavari River. In 1851, the Solani Aqueduct Railway was built by Proby
Cautley in Roorkee to transport construction materials for an aqueduct over the Solani River. These
railway tracks were dismantled after these projects were completed and no longer exist

5
 FIG. 1

 ORGANISATION OVERVIEW

The Ministry of Railways under Government of India controls Indian Railways. The Ministry is
headed by Union Minister who is generally supported by a Minster of State. The Railway Board
consisting of six members and a chairman report to this top hierarchy. The railway zones are headed
by their respective General Managers who in turn report to the Railway Board. For administrative
convenience Indian Railways is primarily divided into 16 zones:

6
 ROLLING STOCKS
Today, Indian Railways have become self-reliant in production of rolling stock. It supplies rolling
stock to other countries and non-railway customers. The production units are at Diesel Locomotive
Works, Varanasi, Chittaranjan Locomotive Works, Chittaranjan, Diesel-Loco Modernization Works,
Patiala, Integral Coach Factory, Chennai, Rail Coach Factory, Kapurthala, Wheel & Axle Plant,
Bangalore and Rail Spring Karkhana, Gwalior

 GENESIS OF INDIAN RAILWAY

The story of the Indian Railways (IR) is not just a saga of mundane statistics and miles of rolling
stock. It is the glorious tale of a pioneering institution that has blazed a trail for nearly a century and
a half, making inroads into far-flung territory and providing a means of communication.

Indian Railway is one of India’s most effective networks that keep together the social, economic,
political and cultural fabric of the country intact. Be it cold, mountainous terrain or the long

7
stretches through the Rajasthan desert, Indian Railways cover the vast expanse of the country from
north to south, east to west and all in between.

More than a hundred years ago, on the 16 April 1853, a red-letter day appeared in the glorious
history of the Indian Railways. On the day, the very first railway train in India ran over stretch of 21
miles from Bombay to Thane. This pioneer railway train consisting of 14 railway carriages carrying
about 400 guests, steamed off at 3:30 pm amidst the loud applause of a vast multitude and to the
salute of 21 guns. It reached Thane at about 4.45 pm. The guests returned to Bombay at 7 pm on the
next day, that is, April 17. On April 18, 1853, Sir Jamshedji Jeejeebhoy, Second Baronet, reserved
the whole train and traveled from Bombay to Thane and back along with some members of his
family and friends. This was the humble beginning of the modern Indian Railway system known
today for its extraordinary integration of high administrative efficiency, technical skill, commercial
enterprise and resourcefulness. Today the Indian Railway (IR) is one of the most specialized
industries of the world.

 GOODS AND WAGONS

A new wagon numbering system was adopted in Indian Railways in 2003.[46] Wagons are allocated
11 digits,[47] making it easy for identification and computerization of a wagon’s information. The
first two digits indicate Type of Wagon, the third and fourth digits indicate Owning Railway, the
fifth and sixth digits indicate Year of Manufacture, the seventh to tenth digits indicate Individual
Wagon Number, and the last digit is a Check digit.

IR’s bulk requirement of wagons is met by wagon manufacturing units both in public and private
sectors as well as other Public Sector Units under the administrative control of Ministry of Railways.

8
 Table Of Content

S. NO CONTENT PAGE NO
1. Declaration 3
2. Acknowledgement 4
3. About Indian 5-8
Railway
4. Table of Content 9,10
5. List of Figures 11
6. Chapter-A 12-14
Introduction
7. Chapter-B 15-27
Technologies
Studied
* B.1 – Air
Suspension
System
* B.2 – FIBA
* B.3 – Wheel
Slide
Protection
* B.4 – Air
Breaking
System
8. Chapter-C 28-36
Details of Work
carried out
* C.1 – Types
of Coaches
* C.2 –
Differnce
b/w ICF &
LHB
* C.3 –
Wheels
* C.4 Water
Recycling
Plant.
9. Chapter D 37-41
Maintenance
* Maintaince
of ICF
Coaches
* Maintaince
of LHB
Coaches
* Examination
9
 of Trains

10. Summary 42
11. Refernce 43

10
 LIST OF FIGURES-

S.NO FIGURE NO PAGE NO

1 Fig 1 5

2 Fig 2 13

3 Fig 3,4 17

4 Fig 5 18

5 Fig 6 19

6 Fig 7 22

7 Fig 8 25

8 Fig 9 26

9 Fig 10 27

10 Fig 11 30

11 Fig 12 34

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 CHAPTER A

INTRODUCTION

The maintenance system for rolling stock requires a proper organization for its smooth functioning.
This organization is provided by the mechanical department of Indian Railways. The various posts,
their control, direction and inter dependencies are clearly defined in the organization chart. The
organization coordinates with other departments at various levels of field, units, divisions, zones and
railway board.

 ROLES AND HIERARCHICAL STRUCTURE OF MECHANICAL DEPARTMENT

One of the roles of mechanical department is to provide maintenance system to Railways for upkeep
of various rolling stocks. Under this role, maintenance organizations and infrastructure have been
created at different levels. The field level has sick lines and satellite sheds, followed by depots and
sheds and finally heavy repairs workshops with adequate facilities and capacities. Mechanical
department like other department has a hierarchical structure with a distinct cadre for office –
IRSME – a cadre for supervisors and artisans. The man power rises in skill from helper to
technicians of grade III to I. supervisors have four grades. Officer’s ranks rise from junior scale,
senior scale, JAG, SG, SAG to HAG (PHOD), which is Chief Mechanical Engineer. The mechanical
engineering department is headed by member mechanical, assisted by additional members in railway
board, the apex body of Indian Railways.

 FUNCTIONS OF MECHANICAL DEPARTMENT

* Production of rolling stocks in production units (PU’s)
* Heavy repairs to rolling stocks in workshops
* Regular maintenance in divisional and zonal setup
* Participate in safety and disaster management in division and zones.
* Running of rolling stock depots and sheds, coaching depots, ROH
* depots, Diesel sheds etc.
* Running of trains by skilled train driver and assistants
* Liaison with other departments for smooth operations
* Management of fuel supply, storage, distribution and account
* Training at various levels in BTC’s, STC’s and IRIMEE

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 ORGANIZATION OF MECHANICAL DEPARTMENT AT DIVISIONAL LEVEL

13
 FIG.2

 RESPONSIBILITIES AND FUNCTIONS OF VARIOUS POSTS AT DIVISION LEVEL

 Senior Divisional Mechanical Engineer (SR. DME)

He is overall in-charge at divisional level. He reports to chief mechanical engineer at zonal level
and in division he reports to divisional railway manager (DRM). Thus, there is a dual control. He
distributes the maintenance work of division between different officers and supervisors. He plans
new depots and facilities depending upon traffic requirements of rolling stocks. He ensures proper
budget for various activities and plans deployment of staff. The training of technicians to upgrade
their skills is very important. The material planning for maintenance is another crucial function. He
coordinates with other departments for smooth operations.

 Divisional Mechanical Engineer (DME)

He may be independent branch officer looking after diesel shed, power operations or freight or else
may be directly reporting to Sr. DME. As BO, he is responsible for smooth operation for shed/depot
or freight operations under him. If he is assisting Sr. DME, then works and responsibilities as laid
down have to be looked after by him. Most large coaching depots and ROH depots are looked after
by DME’s, designated as coaching depot officers (CDO).

 Assistant Divisional Mechanical Engineer (ADME)

14
He assists Sr. DME and DME’s. There are 2 or 3 ADMEs in division for coaching, wagon
maintenance, crew management, loco power operations etc. Many coaching depots and ROH depots
are headed ADMEs.

 Senior Section Engineer (SSE)

He is senior most Supervisor. He may be heading coaching and wagon depots or directly assisting
Sr. DME and ADMEs in divisional office. There are about 15 to 30 SSEs in a division depending
upon nature of operations in a particular division. Important SSE’s nomination work wise are –
Chief power Controller, Chief Crew Controller, C&W superintendent, Foreman/ART, Chief C&W
Controller, SSE/Materials, SSE/Planning, SSE/HQ, Chief Loco Inspector, Chief Fuel Inspector etc.
A maintenance Engineer is not only responsible for the maintenance of discipline, keeping the
morale of the staff at a high level, but he is also required to organize the execution of the technical
details of work and to ensure that the required tools and raw materials are made available. He has to
ensure that quality standards are maintained and should be cost conscious to cut down the
expenditure to the minimum.

CHAPTER B

TECHNOLOGIES STUDIED

B.1 Air Suspension System –

To take advantage of superior technological standard of LHB coaches and keeping the cost low,
stainless steel body coach on ICF bogie with Air Spring as secondary suspension (Stainless steel SG
coaches) have been introduced. With increase in load and speed the existing coil spring ICF type
bogie suspension of coaches, the bogies clearance basically meant for absorbing dynamic
15
 movement of the coach, just vanish resulting into severe hitting between various bogie components.
This leads to premature failure of bogie components and poor riding behavior of the coach. To
overcome this problem, air (pneumatic) suspension (air spring) at secondary stage has been taken
up with optimized values of stiffness and damping characteristics.

Advantages of air suspension

 Constant floor height of coach.

 Excellent ride comfort.

 Capable to sustain Super Dense Crush Loads of suburban traffic.

 Safe running of train.

 Virtually Constant natural frequency from tare to full loads.

 Integral input signal for load dependent braking and acceleration.

 Isolation of structure borne noise.

 Improved reliability, reduced maintenance.

 High durability.

 Possibility of voluntarily choosing air spring characteristics.

Working Principle-

In this system the properties of air are used for cushioning effect (springiness). Enclosed pressurized
air in a predefined chamber called air spring, provides various suspension characteristics including
damping. Air spring is height-controlled load leveling suspension device. With changing loads air
spring reacts initially by changing the distance between air spring supports and vehicle body. The
leveling valve is, in turn, actuated, either by getting the compressed air pressure to the air spring or

16
releasing air pressure from it to the atmosphere. This process continues until original height is
restored.

Necessity For Air Spring System-

In the passenger trains, the no of passengers entraining (Super Dense Crush Load) into the coach
cannot be controlled and hence the payload of the coaches increases from 18 tons to 34 tons. This
abnormal increase of payload reduces the riding clearance between the coaches and wayside
platforms and also reduces the buffer height resulting in severe hitting of the coach on the platform.
Due to the super dense crush load the bolster springs become solid, which in turn damages the coil
spring resulting in discomfort to the passenger. So to overcome the above problem on air suspension (
air spring ) is introduced in the secondary suspension to maintain a constant buffer irrespective of
loaded condition by varying the pressure of air inside the air spring.

Main Equipment of Air Spring –

1. Air Spring – 04 no’s /coach

2. Leveling Valve – 04 no’s/coach

3. Duplex Check Valve – 02 no’s/coach

4. 40 Liter Auxiliary Reservoir – 04 no’s/coach

5. Non-return valve -01 no’s/coach

6. Coach suspension Isolating cock – 01 no’s/coach

7. 150 Liter main reservoir – 01no’s/ coach

17
FIG.3 Air Spring

18
FIG.4

19
 B.2 FAILURE INDICATION CUM BREAK APPLICATION (FIBA)

Air springs used in the secondary suspension of FIAT Bogie coaches tend to fail. Hence, a
mechanism is required to inform the failure of the springs to the driver so that the speed can be
regulated to a safe speed or auto actuation of braking to a reasonable limit to avoid damage to the
coach.

Necessity Of FIBA –

* Supply for air spring is taken from FP

* loss of compressed air from the system not immediately noticed

* Unsafe train operation due to exhaust of compressed air

* Delay in identifying the cause

* FIBA is provided in the coach to apply service brake automatically in the event of failure of
air spring.

20
 FIG.5 FIBA

Indication of failure by FIBA

When the train brake application is identified, Loco pilot should make service application.

Locate the coach with ruptured bellow through FIBA Indicator and hissing sound.

Close BP COC on branch pipeline connected to FIBA unit.

FIG.6 FIBA Application

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 B.3 WHEEL SLIDE PROTECTION-

WSP system is the vital part of LHB & other FIAT fitted bogie coaches. WSP system is recently
introduced in Indian Railways. Proper up keeping and maintenance of WSP system is necessary to
ensure reliability and availability of coaches. This Handbook on WSP system has been prepared by
CAMTECH with the objective that those involved in maintenance of LHB & other FIAT bogie
fitted coaches, must be aware of WSP system and its function with correct maintenance.

LHB coaches have been introduced in services on some of the premier trains on Indian Railways
with state of art features. One of the important feature provided in these coaches are WHEEL
SLIDE PROTECTION DEVICE (WSP).

WORKING PRINCIPLE-

During the course of brake application, there are possibilities of skidding/sliding/locking of

individual axle. In these cases adhesion between the rails & wheels plays vital roll. Above situations
are likely to cause damage to wheel sets with increased braking distance. The main purpose of using
the WSPs is to utilize the available adhesion. The WSPs provided in the system avoids wheel
sliding, also cuts the maintenance cost. Speed sensors, the part of the system detect the speed of the
wheel & sends signal to the processor unit. The processor unit evaluates the received signal from
speed sensor of the vehicle & generates signals enabling the dump valve/antiskid valves to control
the brake cylinder pressure in case of any locking/skidding. The control on the brake cylinder
pressure is instantaneous to the wheel to rail adhesion, keeping the wheels within their optimum
range of skidding. The WSP has some of the major parts. 1.2.1. Speed Sensor. 1.2.2. Phonic wheel.
1.2.3. Microprocessor. 1.2.4. Dump valves. 1.2.5. Pressure switch.

* Speed sensor- The speed sensors are fixed on one end of the axle box cover with the help of
two bolts. During fitment the gap between sensor probe & phonic wheel plays vital role. The
gap can be adjusted with the help of shims & measured through the peephole in axle box
cover. The other end of the speed sensor i.e. cable is connected to junction box in car. The
sensor system provided on coaches is based on non contact type of counting of RPM. This is
ensured with the help of phonic wheel & sensor probe fitment with some air gap. The main
22
 function of speed sensor is to pickup the signals with the rotation of phonic wheel mounted
on axle end & convey to microprocessor.

* Phonic Wheel - A phonic wheel is installed on one end of each axle. The phonic wheel is a
toothed wheel (gear type). The purpose of this toothed wheel is to alter the internal
inductance of the adjacent sensor. The change in internal inductance is evaluated as axle
speed of various axles on a coach. During fitment, concentric movement of phonic wheel
should be ensured. The eccentric movement of phonic wheel may cause signal errors,
damage of speed sensor probe.

* Microprocessor- Microprocessor is the heart of the WSP system. This gathers the signals
from phonic wheel & speed sensors, evaluates the vehicle speed. Moreover, during brake
application, it monitors & bridges the sharp drop of speed of a particular axle/wheel,
enabling the dump valve to control/adjust the brake cylinder pressure. Each processor is
provided with LED display & some test buttons. This LED displays various codes which
can be decoded & the health of WSP system can be evaluated.

* Dump Valve/Anti-skid valve- A dump valve is provided for each axle of the vehicle. These
dump valves are a type of solenoid valves, connected with the air pressure line of brake
cylinder. Dump valve/antiskid valve should be fitted close to the brake cylinders. These
dump valves allow to deplete the air available in brake cylinder line during brake
application based on the signals from WSP microprocessor.

* Pressure Switch - Pressure switch is provided on brake control panel. The purpose of
pressure switch is to activate the WSP when the pressure reaches as given below.

23
24
FIG.7 WSP

25
 B.4 AIR BREAKING SYSTEM

Air Brake System (FTIL type) has been introduced for LHB type coaches. LHB coaching stocks
with Brake system (FTIL type) on Indian Railway are 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.

In the air brake system, a lot of developments have taken place such as bogie mounted Air brake
system, Twin pipe air brake system, Automatic load sensing device etc,. As a result, the
maintenance and requirements have changed considerably.

CLASSIFICATION OF AIR BRAKE SYSTEM

On the basis of type of release, air brake system is

classified as:

*  Direct release air brake system

*  Graduated release air brake system

Both Direct and Graduated release are further available in

two forms viz.

*  Single pipe and

*  Twin pipe

On the basis of fitment, air brake system is classified as:

*  Under frame mounted air brake system

*  Bogie mounted air brake system

TWIN PIPE GRADUATED RELEASE AIR BRAKE SYSTEM

Some of the Air Brake goods stock is fitted with Twin pipe graduated release air brake system. In
Twin pipe, brake pipes and feed pipes of all wagons are connected. Also all the cut off angle cocks
are kept open except the front cut off angle cocks of BP/ FP of leading loco and rear end cut off
angle cock of BP and FP of last vehicle. Isolating cocks on all wagons are also kept in open
condition. Auxiliary reservoir is charged to 6.0 Kg/cm2 through the feed pipe.
26
A. Charging stage

During this stage, brake pipe is charged to 5 kg/cm2 pressure and feed pipe is charged to 6 kg/cm2
pressure which in turn charges control reservoir and auxiliary reservoir to 6 kg/cm2 pressure. At
this stage, brake cylinder gets vented to atmosphere through passage in Distributor valve.

B. Application Stage

For application of brakes, the pressure in brake pipe has to be dropped. This is done by venting air
from driver‟s brake valve. Reduction in brake pipe pressure positions the distributor valve in such a
way that the control reservoir gets disconnected from brake pipe and auxiliary reservoir gets
connected to brake cylinder. This results in increase in air pressure in brake cylinder resulting in
application of brakes. The magnitude of braking force is proportional to reduction in brake pipe
pressure

Note: Brake Application takes places when Brake pipe pressure is dropped by Intentional or
Accidental.

C. Release stage

For releasing brakes, the brake pipe is again charged to 5 kg/cm2 pressure by compressor through
driver‟s brake valve. This action positions distributor valve in such a way that auxiliary reservoir
gets isolated from brake cylinder and brake cylinder is vented to atmosphere through distributor
valve and thus brakes are released.

27
28
FIG. 8 Layout of twin pipe break system

29
 CHAPTER C
DETAILS OF STUDY CARRIED OUT

C.1 Types of Coaches

ICF COACHES-
Integral Coach Factory (ICF) coaches are conventional passenger coaches used on the majority of
main-line trains in India. The design of the coach was developed by Integral Coach Factory,
Perambur,
Chennai, India in collaboration with the Swiss Car & Elevator Manufacturing Co, Schlieren,
Switzerland in the 1950s. The design is also called the Schlieren design based on the location of the
Swiss company. The
1st ICF coach had been flagged by then Prime Minister Jawaharlal Nehru on
2 October 1955. The last ICF coach was flagged off by senior technician Shri Bhaskar P. in the
presence of Railway Board Chairman Ashwani Lohani on 19 January 2018. Indian Railways
intends to phase out ICF coaches and replace all of them with the newer LHB coaches, Tejas, and
Train 18 coaches over a period of time, once the codal life of the existing ICF coaches’ end.

30
FIG.9 ICF BOGIE

31
LHB COACHES-
Linke Hofmann Busch (LHB) coaches are the passenger coaches of Indian Railways that were
developed by Linke-Hofmann-Busch of Germany (renamed Alstom LHB GmbH in 1998 after the
takeover by Alstom and now known as Alstom Transport Deutschland) and mostly produced by
Rail Coach Factory in Kapurthala, India. They have been used since 2000 on the 5 ft 6 in (1,676
mm) broad gauge (1676 mm) network of Indian railways. Initially, 24 airconditioned coaches were
imported from Germany for use in the Shatabdi Expresses, after which the Rail Coach Factory
started manufacturing after technology transfer.

FIG.10 LHB BOGIE

32
DIFFERENCE BETWEEN LHB AND ICF

33
 C.2 WHEELS AND AXLE

The simple machine called a wheel and axle refers to the assembly by discs, or cylinder of different
diameter mounted so they rotate together around the same axis. The thin rod which needs to be
turned is called the axle and the wider object fixed to the axle, on which we apply line is called the
wheel Forces applied to the edges of the two or cylinders provide mechanical advantage. When
used as a wheel of a cart the smaller cylinder is the axle of the wheel, but when used in windless
other similar applications the smaller cylinder may be separate from the axle mounted in the
bearings.

WHEEL AND AXLE SPECIFICATIONS

• Width of wheel 127mm

• Wheel diameter 915mm

• Axle capacity-13T (non-AC)-16 T(AC) Journal center-21595mm

• Permissible diameter variation in wheel On some axle -0.5 mm

 On some bogie-5.0 mm

 On some coach-13.0 mm

MATERIAL OF WHEELS

• Steel made by Electric or Basic Oxygen process

• Steel shall be of killed quality for forged steel

• The max hydrogen content shall not exceed 3 ppm

• The max nitrogen content shall not exceed 0.007%

34
FIG.11 Wheels

35
 C.3 WATER RECYCLING PLANT

The objective of municipal and industrial waste water treatment is to extract pollutants, remove
toxicants, neutralize coarse particles, kill pathogens so that quality of discharged water is improved
to reach the permissible level of water to be discharged into water bodies or for agricultural land.
Treatment of water thus aims at reduction of BOD, COD, total solids, nitrogen content etc. of
receiving water bodies and prevention of bio- magnification of toxic substances in food chain. The
effluents to be disposed of without danger to human health or unacceptable damage to the natural
environment. A waste water treatment system receives, stores, treats and disposes of waste water
from toilets, sinks, washing machines, baths and all other water using appliances. When we talk
about a waste water treatment system, we usually refer to not only a septic tank, but accompanying
pipes, drains, percolation areas and fittings which ensure that the water is treated and discharged
correctly.

METHODOLOGY- Sewage is a water carried waste, in solution or suspension that is intended to

be removed from a community. Also known as domestic or municipal wastewater, it is
characterized by volume or rate of flow, physical condition, chemical and toxic constituents, and its
bacteriologic status. It consists mostly of gray water, Blackwater, soaps and detergents and toilet
papers, where sewer line and gray water line is not provided separately. It also contains surface
runoff depends on the design of sewer system. Sewage treatment is the process of removing
contaminants from wastewater, primarily from household sewage. It includes physical, chemical,
and biological processes to remove these contaminants and poduce environmentally safe treated
wastewater (or treated effluent). A by-product of sewage treatment is usually a semisolid waste or
slurry, called sewage sludge, that has to undergo further treatment before being suitable for disposal
or land application.

PROCESS INVOLVED IN SEWAGE

1. Preliminary treatment

2. Primary treatment

3. Secondary or biological treatment

4. Final treatment

36
Preliminary Treatment-

Preliminary treatment consists solely in separating the floating materials (like dead animals, tree
branches, papers, pieces of rags, wood, etc.), and also the heavy settle able inorganic solids. It also
helps in removing the oils and greases, etc. from the sewage. This treatment reduces the BOD of the
wastewater, by about 15 to 30%. The process used are screening for removing floating papers,
rags, clothes, etc., Grit chambers or Detritus tanks for removing grit and sand, and skimming tanks
for removing oils and greases.

Primary Treatment –

Primary treatment consists in removing large suspended organic solids. This is usually
accomplished by sedimentation in settling basins. The liquid effluent from primary treatment, often
contains a large amount of suspended organic material, and has a high BOD (about 60% of
original). Sometimes, the preliminary as well as primary treatments are classified together, under
primary treatment. is accelerated and controlled in the process. Thus, reduction or removal of
organic matter in waste is brought about by microorganisms by oxidation. After oxidation, the
sludge is separated from wastewater. These, microbial induced processes are further classified as
Aerobic and Anaerobic.

Biological Treatment-

* Activated Sludge Process- Activated sludge refers to a mass of microorganisms cultivated

in the treatment process to break down organic matter into carbon dioxide, water, and other
inorganic compounds. The activated sludge process has three basic components:

* Liquid Solid Separation- A sludge recycling system for returning activated sludge back to
the beginning of the process. There are many variants of activated sludge processes,
including variations in the aeration method and the way the sludge is returned to the process.

* Trickling Filter- A trickling filter is a fixed-bed, biological reactor that operates under
(mostly) aerobic conditions. Pre-settled wastewater is continuously 'trickled' or sprayed over

37
 the filter. As the water migrates through the pores of the filter, organics are degraded by the
bio film covering the filter material. Trickling filter is an attached- growth type of process in
which microorganisms attached to a medium are used for removing organic matter from
wastewater that utilizes. This type of system is common to a number of technologies such as
rotating biological contactors (RBCs) and packed bed reactors (bio towers). These reactors
are also called as non- submerged fixed film biological reactors

Final Treatment-

* Screen Chamber- Sewage from house is collected in sump well and carried away to
Sewage Treatment Plant by suitable medium (i.e. by Gravity or pumping). Screening is the
very first operation carried out at a sewage treatment plant, and consists of passing the
sewage through different types of screens, so as to trap and remove the floating matter, such
as pieces of cloth, paper, wood, cork, hair, fiber, kitchen refuse, fecal solids, etc. present in
sewage. These floating materials, if not removed, will choke the pipes, or adversely affect
the working of the sewage pumps. Thus, the main idea of providing screens is to protect.

* Grit Chamber- Grit chambers, also called grit channels, or grit basins, are intended to
remove the inorganic particles such as sand, gravel, grit, egg shells, bones, etc. of size 2mm
or large to prevent damage to the pumps, and to prevent their accumulation in sludge
digesters. Grit chambers are, in-fact nothing but like sedimentation tanks, designed to
separate the intended heavier inorganic materials by the process of sedimentation due to
gravitational forces, and to pass forward the bottom of secondary clarifier tank. Water
comes through launder in clear water tank by gravity for further tertiary treatment. Settled
sludge which is activated sent to sludge drying bed (SDB) for drying and manure and part of
this activated sludge sent back to aeration tank as per requirement .

* Activated Carbon Filter- Activated carbon filters are generally employed in the process of
removing organic compounds and thereby making the water suitable for discharge or use in
manufacturing processes. Dozer (Chlorine Contact Chamber) . Water passed from activated
carbon filter sent Chlorine Contact Chamber for disinfection. The contact time varies with
chlorine concentration, the type of pathogens present, pH, and temperature of the water.
Contact time must increase under conditions of low water temperature or high pH
(alkalinity). Complete mixing of chlorine and water is necessary, and often a holding tank is
needed to achieve appropriate contact time

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FI
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FIG.12 Water recycling plant layout

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 CHAPTER D
MAINTAINANCE

D.1 MAINTAINCE OF ICF COACHES

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 D.2 MAINTAINACNE OF LHB COACHES

Examine trough floor and other under frames from underneath for
corrosion.

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EXAMINATION OF TRAINS-

* Examination of orginating trains –

i) All trains must be examined by the mechanical train examining
staff
before dispatch to ensure that all coaches on the train are in fit
condition and without rejectable defects. On formation of a rake and
after its placement for examination, washing, cleaning and watering,
the Station Master (SM) shall pass necessary memo to the Engineer
(C&W). After carrying out all necessary work, the Engineer (C&W)
shall communicate fitness of the train to Station Master. Normally,
Railways have standard forms for the use of Station Masters and
Engineers for this purpose. Railways, where such forms are not used,
should also start using these forms as uniform practice for the guidance
of both Engineer (C&W) and Station Master. The Station Master shall
not dispatch the train unless the fitness certificate, in the prescribed
form, is received from the Engineer (C&W).

ii) The level of the air pressure on the train engine and the brake van
gauges and the percentage of operative cylinders should be recorded on
a prescribed ‘Brake Power
Certificate’ and signatures of the driver and the guard of the train
should be obtained by the
Engineer (C&W) as per the procedure laid down by each
Railway. A suggested standard format for the certificate is placed at

Annexure ‘C’. No train should be allowed to leave with an

inoperative/defective brake cylinder on any coach after pit attention.
Trains which have been attended on pitline should have 100% brake
power.

Enroute/Terminating Examination of Passenger Trains-

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 Sr.DME/DME in charge shall nominate the site for carrying out rolling in/rolling
out examination after personal inspection of site. While nominating the site
following should be kept in view:

a) Site shall provide unobstructed view of under gear from both sides

b) Speed of the train shall not be more than 30 KMPH.

c) It should cover the entire length of train.

d) Should have adequate space for fixing the lighting arrangement and
for staff.

Approved Mandatory conditions to be fulfilled prior to introduction of Round

Trip Primary Pattern of Maintenance on Coaching Trains

Primary End-

1. The attention during primary maintenance should be made more intensive with special
emphasis on the following aspects:

The brake gearing should be properly adjusted ensure 100% brake power.
Brake pad of brake disc should be changed as and when required. All missing passenger amenity
fittings must be replaced and the rake must be turned out as ‘Zero-Missing-Fitting’ rake.
Intensive cleaning of coach toilets and lavatory.
No coach should run overdue schedule.

2. Clear maintenance time of 6 hours on the pit as per train schedule. Any exception to be jointly
decided by COM/CME of the Railways.

3. Provision of proper washing cum maintenance pit line facility with adequate testing equipment
and high-pressure water cleaning arrangement.

4. Adequate gang strength with proper supervision.

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The Other End –

1. Whenever the lie-over is more than 2 hours at the platform or the rake is stabled in the yard, the
rake should be locked and positive security should be provided.
2. Amenity and cleaning attention is carried out best on the washing lines where complete
infrastructure by way of men, material and machines are available.

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 CHAPTER – E

SUMMARY

Industrial training is meant to expose the student of engineering to the actual industrial process about
which they have been studding in detail. They have spent engineering last three years gaining
theoretical knowledge of various manufacturing and assembly processes.

The 8 weeks training has exposed us to the actual application of the variables studied. The training
period has been very interesting where we got to know about how to maintain the coaches in deep
assembly and disassemble of wagons and treatment of sewage water for domestics uses. Each field
required skill handling and training at a given step which will help us in the long run.

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 REFERNCES

1. Keshav Chandra,“Maintenance manual for LHB Coaches”

2. Shri Harish Chandra Joshi,“C & W Handbook North Centre Railway Jhansi”,
https://www.slideshare.net/srguduru/handbook-on-cw

3. supervisors training centre - Refresher Course book

4. Amit Verma, “SUMMER TRAINING PPT On Coach Care Centre (SICK LINE)”

5.AjeetKumar,“https://www.slideshare.net/AjeetKumar32/bo gie”

6. C&W Refresher Course_supervisor training institute Ajmer

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