SOUTH EASTERN RAILWAYS

WORKSHOP
BASIC TRAINING CENTRE

PROJECT NAME: RAIL WHEEL AND AXLE

COLLEGE NAME: JALPAIGURI GOVERNMENT
ENGINEERING COLLEGE & XAVIER INSTITUTE OF
POLYTECHNIC TECHNOLOGY
DEPARTMENT: MECHANICAL ENGINEERING
SUBMITTED BY: Rupam Bhowmik
Suman Barik
Aman Basant Tirkey
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 ACKNOWLEDGEMENT

I would like to express my sincere gratitude to all those who have supported and
guided me throughout the successful completion of this project on Rail Wheel
and Axle
I am especially thankful to:
• Mr. Tapan Kumar Mondal, Director, MDZTI-KGP
• Mr. S.K. Anand, Vice-Principal (Mechanical), MDZTI-KGP
• Mr. Debopriya Mahato, Senior Lecturer & In-Charge, BTC
• Mr. Sanjay Nayak, Senior Instructor, Mechanical BTC

Their valuable insights, encouragement, and continuous support have been

instrumental in shaping the direction and execution of this project.
This work would not have been possible without the collective efforts and
contributions of the individuals mentioned above. I remain deeply grateful to
each one for their assistance in turning this project into a reality.

Thank you.

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 INTRODUCTION TO INDIAN RAILWAYS

Indian Railways, operated by the Ministry of Railways, is one of the

largest railway networks in the world, spanning over 67,000 km and
connecting thousands of stations across the country. It plays a vital role
in India's transportation, economy, and culture
Key Highlights:
• Origin & Growth: Indian Railways began in 1853 under British rule
with the first train running between Mumbai and Thane. Since
then, it has expanded to become the lifeline of the nation’s
transport system.

• Network & Services: It operates over 13,000 passenger trains and

more than 8,000 freight trains daily, covering diverse routes across
18 railway zones. Travel options include General, Sleeper, AC, and
luxury classes like the Palace on Wheels.

• Modernization: Recent upgrades include full-scale electrification,

computerized ticket booking, real-time train tracking, and
advanced trains like Vande Bharat and Gatimaan Express.

• Employment: Employing over 1.2 million people, Indian Railways is

one of the world’s largest public sector employers, also generating
indirect employment through related industries and services.

• Challenges & Progress: Despite issues like outdated infrastructure,

overcrowding, and accidents, continuous improvements are being
made through safety reforms, station redevelopment, and
cleanliness drives like “Swachh Rail Abhiyan.”

• Economic & Cultural Role: It plays a key role in national integration

and economic development by supporting freight movement,
tourism, and daily commutes. It also holds cultural significance,
often featured in Indian films, books, and music.

• Future Vision: Upcoming plans include bullet trains, dedicated

freight corridors, and AI-based traffic management systems aimed
at enhancing speed, efficiency, and passenger comfort.

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MORE DETAILS ON INDIAN RAILWAYS: -
1. Organizational Structure:
Indian Railways is managed by the Ministry of Railways and headed by the Union
Railway Minister. It is divided into 18 zones, each further subdivided into
divisions overseen by Divisional Railway Managers (DRMs). These zones handle
operations, maintenance, and regional development
2. Passenger Services:
Indian Railways provides diverse travel options, including AC First Class,
AC 2tier, AC 3-tier, Sleeper Class, and General (Unreserved). Tickets can
be booked via the IRCTC website/app, reservation counters, and agents.
Special trains are operated during festivals and peak seasons to manage
higher demand.

3. Freight Services:
The railway is a key player in freight movement, transporting goods like
coal, petroleum, agricultural products, and industrial materials. Dedicated
Freight Corridors (DFCs) are under development to boost speed and
efficiency.

4. Infrastructure:
The network primarily uses broad-gauge tracks, with some meter and
narrow gauge lines. Electrification projects are ongoing to reduce fuel
dependency and increase efficiency. Stations are being upgraded under
schemes like the Adarsh Station Scheme and major redevelopment plans.

5. Technology and Modernization:

Indian Railways has implemented a nationwide Computerized
Reservation System (CRS) for convenient ticketing. The Vande Bharat
Express, India’s first semi-high-speed train, marks a step toward high-
speed rail, with more such initiatives underway.

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 PRODUCTION UNIT OF INDIAN RAILWAY

Indian Railways builds much of its own rolling stock—locomotives,

coaches, wagons, and the heavy-duty components that go into them. This
practice began soon after Independence, when foreign exchange was
tight and the home-grown engineering sector was still maturing. Setting
up in-house factories (called Production Units, or PUs) cut the bill for
costly imports, created skilled jobs, and accelerated the growth of India’s
manufacturing base. Over the decades these units have evolved into
modern plants that routinely absorb new designs and technologies,
helping Railways control costs, shorten lead times, and tailor equipment
to Indian operating conditions. Each PU is headed by a General Manager
who reports directly to the Railway Board, keeping strategy and budgets
closely tied to national transport goals.
The principal production units are:
Railway production units produces
Chittaranjan Locomotive works Stream locomotives & electric
(CLW,Chittaranjan) locomotives
Locomotive works (BLW), varanasi diesel locomotives
Wheel Axle plant (WAP), Bangalore wheel axle plant
Diesle component works diesel components & parts
(DCW),Patiala
Rail coach factory (RCFO), Rail coaches
kapurthala , Punjab
Integral coach factory (ICF), Chennai coaching stick
Bharat Earth moves Ltd., Bangalore Rail coaches for delhi metro rail
corporation
Durgapur & Yelahanka Wheel axle plant
Tata Nagar Metre gauge steam locomotives

SOUTH EASTERN RAILWAY

The South Eastern Railway (SER) is a vital railway zone in India, serving
the south Eastern part of the Country. Established in 1955. It was formed

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by amalgamating the Bengal Nagpur Railway (BNR) and the Kharagpur
division of the East Indian Railway.

Passenger Services: South Eastern Railway operates a variety of

trains, including long-distance express, superfast, mail/express,
passenger, and local/suburban services.
Infrastructure Projects: Key projects include new line construction,
track doubling, route electrification, station modernization, and upgraded
signalling systems to enhance safety and efficiency.
Freight Operations: It plays a vital role in transporting coal, iron ore,
and minerals from mining areas, supported by dedicated freight corridors
and sidings for smooth goods movement.
Passenger Amenities: Facilities include waiting rooms, booking
counters,computerized reservations, catering services, clean toilets, and
other commuter-friendly services.
Contribution to Tourism: The network passes through scenic
landscapes and connects tourist spots like Darjeeling, Digha, Puri, and
Ranchi, promoting regional tourism.

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 INDIAN RAILWAY ZONES, HEADQUARTERS & THEIR
DIVISIONS
SN Name of the Zonal Headquarter Divisions
Zone
1 Central Railway Mumbai Mumbai, Bhusawal, Nagpur,
Pune, Solapur
East Coast East Coast Railway Khurda Road, Sambalpur, Waltair
2 Railway

East Central Hajipur Danapur, Dhanbad, Mughalsarai,

3 Railway Samastipu

4 Eastern Railway Kolkata Asansol, Howrah, Malda, Sealdah

5 North Central Allahabad Agra, Allahabad, Jhansi
Railway
6 North Eastern Gorakhpur Izatnagar, Lucknow, Varanasi
Railway
7 Northeast Maligaon,Guwahati Alipurduar, Katihar, Lunding,
Frontier Railway Rangiya, Tinsukia
8 Northern Baroda House, New Ambala, Delhi, Ferozpur,
Railway Delhi Lucknow, Moradabad
9 North Western Jaipur Ajmer, Bikaner, Jaipur, Jodhpur
Railway
10 South Central Secunderabad Secunderabad, Hyderabad,
Railway Nanded, Guntakal, Guntur,
Vijayawada
11 South East Bilaspur Bilaspur, Nagpur, Raipur
Central Railway
12 South Eastern Garden Adra, Chakradharpur, Kharagpur,
Railway Reach,Kolkata Ranchi
13 Southern Chennai Chennai, Madurai, Palakkad,
Railway Salem ,Tiruchchirappalli,
Thiruvananthapuram
14 South Western Hubli Bangalore, Hubli, Mysore
Railway
15 West Central Jabalpur Bhopal, Jabalpur, Kota
Railway

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 16 Western Railway Mumbai MumbaiCentral,Bhavnagar,Rajkot,
Ahmedabad, Ratlam,Vadodara
17 Kolkata Metro Kolkata

The South Eastern Railway (SER), headquartered at Garden Reach in

Kolkata, administers a broad-gauge network of 2,753 route kilometres
across West Bengal, Jharkhand and Odisha. It is one of Indian Railways’
fully electrified zones. Formed on 1 August 1955 by amalgamating the
Bengal Nagpur Railway and the Kharagpur division of the East Indian
Railway,SER comprises four divisions— Kharagpur, Adra, Chakradharpur
and Ranchi—and operates extensive EMU services in the Kolkata
suburban area, including Howrah to Kharagpur, Santragachi to Shalimar,
Amta,Medinipur,Tatanagar, Balasore and Rourkela.

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Primarily a freight-earning zone, SER transports bulk goods like coal, iron
ore, steel, and cement to Kolkata and Haldia ports, with Chakradharpur
division among Indian Railways’ top freight earners. Maintenance is led
by the Kharagpur Workshop, supported by Chittaranjan and Banaras
Locomotive Works, and coach factories in Chennai and Kapurthala.
Recent upgrades include station modernization, track doubling, and digital
amenities like Wi-Fi, e-ticketing kiosks, and Centralized Traffic Control at
Kharagpur to boost safety and efficiency.

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 ADMINISTRATION

The South Eastern Railway (SER), headquartered at Garden Reach in

Kolkata, administers railway operations across West Bengal, Jharkhand,
and Odisha. It provides extensive suburban Electric Multiple Unit (EMU)
services from Howrah to Kharagpur, Amta, Medinipur, Tatanagar,
Balasore, Rourkela, and Santragachi to Shalimar, ensuring smooth
commuter movement around Kolkata. SER also plays a major role in
freight transportation, handling heavy cargo like coal, steel, and cement,
particularly to and from Kolkata and Haldia ports. It operates key
passenger routes such as Howrah–Digha and Mecheda–Digha, catering
to tourist demand. The zone includes four divisions—Kharagpur, Adra,
Chakradharpur, and Ranchi—each contributing significantly to passenger
and industrial transport. Known for its high freight revenue and strategic
importance, SER supports both civilian and defence logistics in eastern
India.

Fig: South Eastern Railway Headquarter

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 Parameter Value
Locale West Bengal, Jharkhand, Bihar, Odisha
Date of Operation In the year 1955
Headquarters Garden Reach, Kolkata, West Bengal, India
Divisions Kharagpur, Adra, Chakradharpur, Ranchi
Predecessor Bengal Nagpur Railway

KHARAGPUR WORKSHOP

The Kharagpur Workshop, established in 1898 under the Bengal Nagpur

Railway, began as a small-scale repair unit and has since grown into the
largest maintenance workshop of Indian Railways. Located in West
Bengal, it now operates under the South Eastern Railway (SER) zone
and plays a pivotal role in the upkeep of India’s massive railway
infrastructure.

This workshop holds the unique distinction of being the only one in the
Indian Railways network that services all categories of rolling stock. It is
equipped to maintain and overhaul coaches, EMUS, MEMUS, DEMUs,
tower cars, SP-ART and SP-ARME rescue units, diesel and electric
locomotives, diesel cranes, and various types of wagons. Its ability to
handle such a wide range of assets makes it indispensable to both
passenger and freight operations across multiple regions.

Spread across a vast area of over 160 acres, the Kharagpur Workshop
houses multiple specialized units such as carpentry shops, wheel repair
sections, electrical maintenance bays, welding areas, foundries, paint
booths, and machine shops. These divisions are staffed by thousands of
skilled technicians, engineers, and support personnel, many of whom
receive continuous training to ensure high standards of safety, precision,
and efficiency.

Over the years, the workshop has embraced modernization and new
technologies. The integration of CAD (Computer-Aided Design) and CAM
(Computer-Aided Manufacturing) has significantly improved
manufacturing accuracy and repair turnaround time. In addition, new CNC
machinery, automated systems, and improved inventory control through
ERP solutions have enhanced productivity. The adoption of eco-friendly
practices such as solar energy use, waste recycling. and water
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conservation has also placed the workshop on a path toward sustainable
operations.

Apart from routine maintenance, the workshop regularly undertakes

retrofitting and refurbishment projects such as upgrading coaches with
bio-toilets, improved fire safety systems, and modern interiors. It also
supports manufacturing by producing parts locally, aligning with the
Government of India's "Make in India" vision. Its high output capacity
allows it to service and overhaul more than a thousand coaches and
wagons annually, contributing significantly to the smooth functioning of
Indian Railways.

In summary, the Kharagpur Workshop is not just a repair facility it is a

comprehensive industrial complex critical to India's railway ecosystem.
With its combination of skilled manpower, technological infrastructure, and
commitment to modernization, it continues to uphold its legacy as a
cornerstone of railway engineering and maintenance excellence in India.

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 SHOP OF KHARAGPUR WORKSHOP

Shop Description Shop Description

1 Closed 29 Carriage Smith Shop
2 Closed 30 Air Brake System Shop
3 White Metal Section 31 Paint Shop
4 Schedule Section 32 Turning Shop
5 Smithing Shop 33 Corrosion Repair Shop
6 Welding Shop 34 Closed
7 Machine Shop 35 Bogie Repair Shop
8 Tool Room 36 Wagon Shop
9 Brush Shop 37 Wagon Shop
10 Millwright Shop 38 Wagon Shop
11 Fitting Shop 39 Wagon Shop
12 ERS-POH 40 Wagon Shop
13 Heat Treatment Shop 41 Wagon Shop
14 Plate Shop 42 Wagon Shop
15 Closed 43 Wagon Shop
16 Motor Transport 44 Wagon Shop
17 Closed 45 Wagon Shop
18 BTC 46 Wagon Shop
19 Wheel Shop 47 Wagon Shop
20 Production Control Shop 48 Wagon Shop
21 Diesel Shop 49 Closed
22 Closed 50 Power House
23 Saw Mill Shop 51 Train Lighting Shop
24 Carriage Window Shop 52 Electric Maintenance Shop
25 Body Shop 53 Heavy Repair Shop, Motor
Shop
26 Roof Lifting Shop 54 Diesel Wagon
27 Bogie POH Shop 55 AC Maintenance Shop
28 Bogie POH Shop 56 EMU Shop

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 BASIC TRAINING CENTER(BTC)
The Basic Training Centre at Kharagpur Workshop, also known as "Shop
No. 18," is likely one of the training centres within the workshop premises.
Such training centres are essential for imparting technical skills,
knowledge, and safety protocols to railway personnel, including artisans,
technicians, and other workers.The Basic Training Centre is responsible
for providing foundational training to new recruits or employees as they
start their career in the railways. It covers fundamental aspects related to
their job roles, safety practices, and the usage of equipment and
machinery.
The specific courses and training programs offered by the Basic Training
Centre may vary based on the requirements of the South Eastern Railway
and the current needs of the workforce.

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 SAFETY PRCAUTION

A good craftsman is one who is Safety consent. He knows and pats into
properties safe and accepted procedures. Learning to work safety is an
important as learning the trade itself. Safety is an action which organizes
and controls all our in such a manner that wheat get in voted our selfies
of others is an accident. Many accidents happen because people don't
behave sensible in the workshop.
Personal Safety:
• Easy fitting garments should be avoided
• Slippery foot wear should be avoided
• Don’t wear tie, wrist band, and singer ring
• Avoid long hair
• Always ataraxies apron
• Always prefer to use shoes
• Do not touch any machine without knowledge
• Watchful eyes for impending danger
Workshop Safety:
• Floors should be kept clear.
• There should not be any Passage under and over the line shaft.
• Must place guard in proper place.
• Sufficient place is required around the machines and the working area.
• The Passage of shapes must be kept clean.
Safety measures of machines:
• Don't attempt to operate the machine before receiving instruction.
• Don't attempt to lift heavy weight without assistant.
• Don't left safety guards of lathe gears.
• Place all operating livers in neutral position before starting the motors.

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• Before starting an operation always see that work and cutting tools are
secured first.
• Do not take measuring of the work while machine is running.
First – Aid :
It is the first assistance, immediate, temporary and scientifically treatment
given to an ill or injured person before regular medical aid can be obtained.
Aims of first Aid – To preserve life, prevent harm, and promote recovery.
In first stands for airway, breathing, and circulation. The recovery position
helps minimize further injury.
Rules of First Aid – Methodically without panicking giving priority to the
most urgent situation. Remove the victim from the cause of injury or the.
Resuscitate the victim, if necessary and carry out general treatment of
unconsciousness.
FIRE:
Fires must be fought carefully depending on the materials involved. They
are classified in 6 categories.

Class A: Fires involving ordinary combustible materials like wood, paper,

cloth, and some plastics.
Class B: Fires involving flammable liquids such as gasoline, oil, grease,
and some paints.
Class C: Fires involving flammable gases like propane, butane, and
methane.

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Class D: Fires involving combustible metals such as magnesium,
titanium, and potassium.
Class E: Fires involving electrical equipment and appliances.
Class F: Fires involving cooking oils and fats, like those found in deep
fryers or kitchen stoves.
ACCIDENT :
An accident is an unplanned and non-controlled event in which the action
or reaction of an object, substance or person results in personal injury of
and probability the roof.
• Human Causes: Carelessness and over Confidence cause accident.
• Hand tools: Suitable tools must always be selected for the given
Particular work. Accidents may occur if improper tool are used.
• Working Conditions: Slipper floors, Poor ventilation, Poor lighting and
inadequate space are potential causes of accidents.
• Machines: Unguarded machinery, Poor maintenance, improper
adjustment, etc. Can causes accidents.
• Personal himself: An improper and/or uncomfortable dress as well as
improper position or posture can cause accident at work place.

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 INTRODUCTION OF CARRAIGE & WAGON
A train is a self-propelled system, with or without trailers, that runs on fixed
tracks and requires authorized permission to enter a block section. In
railways, a vehicle refers to rolling stock used to carry passengers or
goods. Vehicles are broadly classified as sledging (without wheels) or
rolling (with wheels).
Coaching stock is divided into Passenger Coaching Vehicles (PCVs),
which carry passengers, and Other Coaching Vehicles (OCVs) like
inspection cars, saloons, medical coaches, brake vans, and parcel vans.
The bogie is the lower part of a vehicle that carries the body and converts
rotary motion into linear motion for smooth movement.
Freight stock includes all goods-carrying wagons, excluding locomotives
and passenger coaches. A rake is a group of such vehicles without a
locomotive, capable of moving freely on level track. When a locomotive is
attached to a rake, it becomes a train. Every vehicle is made of two main
components: the bogie (undergear) and the body (uppergear).

BOGIE

ICF
CASNUB [ALL COIL
FIAT [COACH]
[WAGON] BOGIE COACH]
RCF

(ICF&RCF+FIAT=HYBRID)
• ICF- Integral Coach Factory
• RCF- Rail Coach Factory
• FIAT- Fabbrica Italiana Automobile Torino
• CASNUB- Cast Steel Snubber Bogies

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WHEEL
SHOP

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Introduction :

 The movement of rolling stock on the track is

possible only with the help of wheels.
 For proper gripping of wheels on track a turn wheel
have a special type of profile.
 When train takes a turn, it is needed that outer wheel
moves more distance than inner wheel.
 Instead of differential system for this purpose the wheel
profile is made tapered

A train wheel or rail wheel is a type of wheel specially designed for use on
railway tracks. The wheel acts as a rolling component, typically press fitted
onto an axle and mounted directly on a railway carriage or locomotive, or
indirectly on a bogie (in the UK), also called a truck in North America). The
powered wheels under the locomotive are called driving wheels. Wheels
are initially cast or forged and then heat-treated to have a specific
hardness." New wheels are machined using a lathe to a standardized
shape, called a profile, before being installed onto an axle. All wheel
profiles are regularly checked to ensure proper interaction between the
wheel and the rail. Incorrectly profiled wheels and worn wheels can
increase rolling resistance. reduce energy efficiency and may even cause
a derailment. The International Union of Railways has defined a standard
wheel diameter of 920 mm (36 in), although smaller sizes are used in
some rapid transit railway systems and on ro- To carriages.

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COMPONENTS OF A WHEEL SET:

Wheel set is an assembly of components-

 Wheel disc (solid) on both sides of the axle.

 An axle to hold these wheel discs in position.
 Axle boxes with roller bearing.

Wheel and axle assembly is the part of a rake which is adjacent to the
track. It basically consists of three parts: -

a) Wheel: Wheel of a rake is a specifically made

cylindrical portion having an outer edge shape to fit
in the railway track. The material is stainless steel.

b) Axle: Axle is the main long cylindrical bar on which

wheels are fixed with the help of bearings. This is
also made of stainless steel. Each axle contains two
wheels; the brake cylinders are also attached to it.
In case loco rack, traction motor and driving gear
system are also attached.

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Axle Bearing: A taper roller cartridge type bearing is used and
it makes up a preassembled unit. The axle bearings on the
bogie are fitted with sensors for detecting speed (whose signal
is elaborated by the ant slipping system) and a current return
device.

The ends of the control arms are fitted with centring devices for
the primary suspension spring assembly. The bearing
lubricating plug is fitted in the lower part.

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 Materials of Wheel
The chemical composition of the steel for Cast Steel
C 0.47% to 0.57% for type A used
for carriage stock 0.57% to 0.67%
for type B used for wagon stock
Mn 0.60 to .80%
P 0.03%max
S 0.03% max
Cr 0.15%max
Ni 0.25% max
Mo 0.06% max
Combined % for Cr, Ni & Mo must be 0,40% max

The procedure to calculate chemical composition will be in accordance

to 15:228.

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Types of Wheel:
There are mainly two types of wheels:
 Cast Wheel
 Forged Wheel
Difference between Cast Wheel & Forged Wheel
1. Cast wheel is made by the process Casting but Forged wheel is made
by forging process.
2. Cast wheel supports significance amount of Weight. Forged wheel
supports 30% greater load than Cast wheel.
3. In cast wheels finished surface is rough. In forged wheels finished
surface is smooth.
4. Cast wheel cannot be treated to change hardness. Forged wheel can
be heat treated to increase hardness.
5. Cast wheel do not make good welding surface. But in Forged wheel
welding can be done easily.
6. Cast wheel cannot withstand shocking loading without risk of cracking
or failing. But Forged wheel are excellent for applications with significance
risk of shock loading.
7. Cast wheel have a runner and riser mark. Forged wheel does not have
runner riser mark

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The wheel is better understood by dividing it into the following parts:
 Hub
 Disc
 Tyre
Hub:
Hub is the centre portion of the wheel, where the wheel is fixed to the axle
by means of interference fit.
 Thickness of the wheel is maximum at the hub portion,
 UT details is marked on the Hub
Disc:
 Disc is the portion of the wheel between the hub and the tyre.
Tyre:
 Tyre is the portion in contact with the rail, which wears out in service.
 The profile of the tyre is significant for safe running of the trains.
 Taper is given on the tread to have higher diameter near the flange
and lower diameter at then outer edge, to facilitate curve
negotiation.

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Wheel Terminology: -

Wheel diameter(new) 918mm

Wheel diameter(old) 837mm

Wheel diameter(scrap) 825mm

Axle length 2136+0.5/0.00mm

Journal diameter 130+068/+0.043mm

New Wheel Flange gap 16000/-1mm

Old Wheel Flange gap 16002/-1mm

Axle wheel seat 175-178mm

Wheel diameter gap 0.5mm

It is hereby a noteworthy thing that the wheel machining is in microns.

General procedures that are followed during wheel workings:

• Removal of the Roller Bearings from the wheel and axle

assembly.
• Providing a series to the wheel (also called as the white
number).
• Visual inspection of the wheel is done.
• Measurement of the Wheel Gauge (16002/-1mm). Wheel
diameter analysis.

• Inspection as per CMI-003 Analysis of the wheel flange

profile.
• Axle inspection.
Diameter - 130+068/+0.043mm.
• Giving up a repair category to the wheel.
• Ultrasonic testing of the wheel is done.
• An ultrasonic stamping is provided.

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Wheel Defects:

 Normal Wear and Tear during service.

 Improper Assembly Practices
 Manufacturing Defects
Manufacturing Defects:

 Casting Defects
 Improper Heat treatment
 Machining Imperfections
Improper Assembly Practices:
Stipulated dimensional tolerances for wheel seat and bore not
adhered to resulting in use of higher or lower than the prescribed force
during pressing leading to improper wheel set assembly.
Ovality on Journals -0.02 mm (max):

 Taper on Journal-0.01mm (max)

 exceed 0.5 mm.
Measurable wheel defects arising due to normal wear & tear during
service

 Thin flange
 Deep flange
 Flat tyre
 Sharp flange
 Hollow tyre
 Less radius at root of flange

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Page | 28
 Worn Wheel Profile
80% of the track in Indian Railways is having rails which are already worn
in service. Standard wheel profile running on these tracks tend to wear to
a specific profile within short time itself, and further wear from this profile
is very slow. Hence if the wheels are turned initially to this worn wheel
profile, it will increase the wheel life by avoiding frequent re-profiling.
The worn wheel profile is made standard for all the wheels in Indian
railways as the standard wheel profile is found uneconomical with lesser
kilometres being run by the wheels within condemnation.

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FLOW CHART OF WHEEL RECEIVING AND DISPATCH

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Some basic process are-
 Turning: It refers to the process of machining or lathe turning the
wheel tread to restore its profile and dimensions. Over time, railway
wheels can develop wear or irregularities on the tread surface due
to continuous contact with the rail. Turning the wheels helps to
remove the worn-out material and restore the proper shape,
ensuring smooth and safe operation.

 C.M.T Inspection ultrasonic testing: It utilizes high-frequency

sound waves to penetrate the material and evaluate the integrity of
the wheel. In Ultrasonic Testing, a transducer is used to emit
ultrasonic waves into the wheel material. These waves travel
through the material and are reflected back when they encounter
any internal defects, such as cracks, voids, or inclusions. The
reflected waves are then detected by the transducer, and the data
is analysed to determine the presence, location, and size of the
defects.
Ultrasonic Testing offers the following advantages:
 Ability to detect both surface and subsurface defects, including
cracks that may not be visible externally.
 High sensitivity and accuracy in defect detection.

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 Boring of serviceable/ new discs
Boring is the operation to expand the internal holes of the wheel. It
is requiring with measurement for proper fixing of wheel with axle.
Boring is done in CNC boring machine with pre-set program and
insertion of require measure of operation in machine.

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 Turning of serviceable/New Axle
Axels are come to CNC axel turning machine for required reduction
of diameter. This is done by measurements inputted in CNC
machine.

 Bearing extraction of wheel

Bearing are extracted and send for further inspection and testing of
bearing, in bearing section.

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 Burnishing (if required)
Burnishing of axle is done i.e. polishing if require in CNC axle
burnishing machine.

 Roller bearing fitting

After proper inspection of bearing, bearing at good condition and
new roller bearing are fitted through portable press machine and
torqueing caps screws using click type torque wrench (Torque
value= 200 Nm)

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 Description of Axle and part of Axle
An axle is a central shaft or rod that is used for rotating or supporting a
wheel or a rotating component in a machine or vehicle. It serves as a
fundamental component of various mechanical systems, providing
stability, support, and rotational motion. The axle typically consists of a
cylindrical shaft that runs through the centre of a wheel or a rotating part.
It can be made of various materials, including steel, aluminium, or other
alloys, depending on the application and desired strength requirements.
In vehicles, axles play a crucial role in transmitting power from the engine
to the Wheels and supporting the weight of the vehicle. They also facilitate
smooth Rotation and allow for steering control. Depending on the type of
vehicle and its configuration, there can be different types of axles, such
as front axles, rear axles, drive axles, and non-driven axles. Axles can
also be found in numerous other applications beyond vehicles. They are
used in machinery, industrial equipment, agricultural machinery, and even
in everyday objects like bicycles and wheelbarrows. In these contexts,
axles serve to Support and enable rotational motion in various mechanical
systems.
Parts of an axle typically include:
1. Shaft or Rod: The central cylindrical component of the axle that
provides support and rotational motion.
2. Bearings: Bearings are often used to reduce friction and enable
smooth rotation of the axle. They are positioned at the ends of the axle or
along its length, depending on the design and requirements.
3. Hubs: In the case of wheeled vehicles, hubs are present at the ends of
the axle to provide a mounting point for the wheels. They allow the wheels
to rotate freely around the axle.
4. Flanges or Retaining Devices: These are used to secure the axle in
place. Preventing it from moving laterally or dislodging from its intended
position.
5. Splines or Keyways: In certain applications, axles may feature splines
or keyways, which are ridges or slots cut into the axle. They allow for a
secure connection between the axle and other rotating components, such
as gears or pulleys.

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6. Mounting Points: Axles may have mounting points or brackets along
their length to attach them to the frame or structure of a machine or
vehicle.
These are some common components found in axles, but the specific
design and features can vary depending on the application and intended
use of the axle.
Types of Axle
Locomotive Axles:
The locomotive axle type is larger than an ordinary axle as it has a larger
weight capacity .They are manufactured to AAR M-101, TB/T 1027 and
EN13261 standards.
Wagon Axles:
Wagon axles normally have two shifts, with a single axle type and lower
production. Accuracy. They can also carry large loads.
These axles are manufactured to AAR M-101, TB/T 2945 and EN13261
regulations.
Passenger Car Axles:
Passenger car axle have a small load capacity, with power and non-
powered types. The axle type is slightly more technical than the ordinary
axle, with more axle shifts and high precision machining.
AAR M-101, TB/T 2945, EN13261 manufacturing standards are met for
passenger car axles.

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 ROLLER BEARING

Purpose-
The major purpose of bearing is to reduce the friction and to promote
smooth rotational motion to the trolley and bogie, so that the rotary motion
is restricted only to axel,where as the bearing box remains stationary.
Types-
1. Spherical type Roller Bearing
2. Cylindrical type Roller Bearing
3. Taper type Roller Bearing
Parts of Roller Bearing: -
1. Outer Race
2. Inner Race
3. Roller

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Inspection of bearing: -
1. Noise
2. Seals
3. Temperature
4. Lubrication
Bearing clearing plant:
The bearing first undergoes Pre-washing where it is cleaned with the hot
water.The temperature of the water is about 156 F. After passing through
this chamber, the bearing passes through chambers which contain higher
proportion of chemical (Genolite).
Bearing mounting: -
There is not any kind of press fit between the bearing and the journal and
hence the question of using a press ends over there.Being a heat sunk fit;
the bearing is heated by means of an induction heater where the bearing
is heated up to 120°C. Automatic timer is around 3 minutes per bearing.
Bearing dismounting: -
As there is a heat sunk fit between the journal and the bearing, it cannot
be removed in any ordinary method. Bearing is removed by using a
hydraulically operated device. The principle of the device is that the oil
enters between the journal and the shaft and forces out the bearing and
hence removal of bearing becomes relatively easier.

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 SUSPENSION
SYSTEM IN
RAILWAY COACH

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INTRODUCTION:
Suspension system is the term given to the system of springs, shock
absorbers dampers and linkages that connects a vehicle to its wheels. It
is basically cushion for passengers, protects the luggage or any cargo and
also itself from damage and wear.
SUSPENSION SYSTEMS IN RAILWAYS:
1. Single stage suspension system: This system has either secondary
or primary suspension but not both. Secondary suspension connects the
vehicle body to the bogie frame while primary suspension connects the
bogie frame to the axle. Most of the single stage suspension designs in
existence today have secondary suspension.
This system is used in vehicles where:
 Comfort is not the primary criteria (for instance-wagons).
 Simple construction and ease of maintenance are important
considerations.
 Payload is high as compared to tare weight
 Moderate speeds are required.
2. Two stage suspension system: This system has both secondary as
well as primary suspension. Diagram of two stage suspension system is

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This system is used in vehicles where:
 Comfort level is an important consideration (for instance-
passenger coaches).
 Payload is low as compared to tare weight.
 Moderate to high speeds are required.
It must be noted that two stage suspension is possible only in case
of bogie vehicles. Four wheeler vehicles have only primary
suspension, connecting the body directly to the axis.
PRIMARY SUSPENSION: -
ICF BOGIE:
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 acetyle
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.

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The main components of primary suspension are:
1. Dash pot
2. Dash pot spring
3. Dash pot protection tube
4. Air vent screw
5. Axle box safety bolt
6. Axle box wing and lug
7. Safety strap and safety loop
8. Axle box & axle box plate
FIAT BOGIE:
Primary suspension is implemented by two units of two steel coil springs
internal and external laid out on the control arm upper part by a centering
disk and adjustment shims, (if required).
The suspension is also completed by the following components:
 A control arm, fitted with twin-layer elastic joints, connecting the
axle bearing to the bogie frame and transmitting, not stiffly, lateral,
longitudinal and part of the vertical forces;
 A vertical damper, Rubber elements separate the primary
suspension from the bogie to realize noise reduction.
Stops and protections are mounted on the bogie frame for the lifting.

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Page | 43
SECONDARY SUSPENSION: -
ICF BOGIE:
The secondary suspension arrangement of the ICF bogies is through
bolster springs. The bogie bolster is not bolted or welded anywhere to the
bogie frame. It is attached to the bogie frame through the anchor link. The
anchor link is a tubular structure with cylindrical housing on both the ends.
The cylindrical housings have silent blocks placed in them. The anchor
link is fixed to the bogie bolster and the bogie frame with the help of steel
brackets welded to the bogie bolster and the bogie frame. Both the ends
of the anchor link act as a hinge and allow movement of the bogie bolster
when the coach is moving on a curved track. Hydraulic shock absorbers
with capacity of ±600 kg at a speed of 10 cm/sec. are fitted to work in
parallel with the bolster springs to provide damping for vertical oscillations.

The main components of secondary suspension are:

1. Bogie bolster upper plank
2. Bogie bolster lower plank
3. Suspension link, link pin & stone
4. Bolster spring
5. Vertical shock absorber
6. Safety strap & safety loop
7. Equalizing stay rod

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8. Anchor link
9. Centre pivot cotter, split pin & cup
10. Silent block
11. Side bearer housing
12. Side bearer metal plate
13. Side bearer bronze wearing piece
FIAT BOGIE:
The secondary suspension enables lateral and vertical displacements and
bogie rotation with respect to body when running through curves. It is
implemented by two spring packs which sustain the bolster beam over the
bogie frame. Each spring pack is made up by an internal and an external
spring, mounted and positioned through the centering discs. An anti-roll
bar, fitted on the bogie frame, realizes a constant, reduced inclination
coefficient during running. The bogie frame is linked to the bolster beam
through two vertical dampers, a lateral damper, four safety cables and the
traction rods. The bogie frame is also linked to the coach body through
two yaw dampers.

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The main components of primary suspension are:
1. Bolster beam
2. Anti-roll bar
3. Internal spring
4. External spring
5. Centering disk
6. Bogie frame
7. Vertical damper
8. Lateral damper

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9. Safety cables
10. Traction Rod
11. Yaw damper
SUSPENSION SYSTEM IN HYBRID COACHES:
Primary suspension: The primary suspension in hybrid coaches is same
as ICF coaches because ICF all coil bogie has been used after some
modifications in such type of coaches.
Secondary suspension: The secondary suspension of hybrid coaches
is fitted with Air spring in place of Bolster coil spring after some
modifications in ICF all coil bogies. Air spring is used to maintain a
constant buffer height irrespective of loaded condition to give comfortable
riding to the passengers.
Modifications in ICF bogie for hybrid coach are:
1. Bottom bolsters are eliminated.
2. Use of modified Lower Bolster plank.
3. Stirrup links are eliminated.
4. Elimination suspension link, pin and stone on secondary suspension.
5. Equalizing stays are also eliminated.
6. Shifting of position of vertical shock absorber on secondary suspension.
7. It is provided with an emergency spring inside the air spring to support
the bolster in case air spring fails.

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Air Spring:
Air spring is a rubber bellow containing pressurized compressed air with
an emergency rubber spring providing various suspension characteristics
to maintain a constant Buffer height irrespective of the loaded condition.

Advantages of Air suspension system:

Air suspension system provides following advantages:-
 Common secondary suspension for all hybrid coaches for different
loads.
 No compensating rings are required for buffer height adjustment.
 Easy buffer height adjustment by installation lever.
 Improved reliability and reduced maintenance effort.
 Increased wheel life due to improvement in lateral riding index.
 Capable to sustain Super Dense Crush Loads typical of suburban
traffic.
 Maintain constant floor height of coach.
 Provide superior ride comfort.
 Virtually constant natural frequency from tare to full loads, reducing
passenger fatigue.
 Isolation of structure borne noise, thus improving comfort.
 Flexibility to choose characteristics as per requirement at design
stage.

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 Working principle:
In air suspension system, properties of air are used for cushioning
effect. Enclosed pressurized air in a pre-defined chamber called Air
spring, made up of rubber bellow & emergency rubber spring,
provides various suspension characteristics including damping.
These are height-controlled load leveling suspension devices for
changing loads. With changing loads, air springs are reacts initially
by changing the distance between air spring support and vehicle
body. The levelling valve is in turn actuated, either taking the
compressed air pressure to the air spring or releasing air pressure
from it to the atmosphere. This process continues until the original
height is restored. This mechanism ensures a constant floor height
on coaches provided with air springs, irrespective of the load. This
greatly reduces problems associated with low buffer /coupler
heights.

Main equipments of Air suspension system:

1. Air spring -04 Nos /Coach
2. Levelling valve -04 Nos /Coach
3. Duplex check valve -02 Nos /Coach
4. 40 ltrs auxiliary reservoir -04 Nos /Coach
5. Bogie suspension isolating cock -02 Nos /Coach
6. Non return valve -01 No /Coach

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7. 150 ltrs MR reservoir -01 No /Coach
8. Coach suspension isolating cock -01 No /Coach
IMPORTANCE OF SUSPENSION SYSTEM:-
Suspension system allows the vehicle to travel over rough surfaces with
a minimum of up and down body movements. It also allows the vehicle
to corner with minimum roll or tendency to lose traction between the tires
and road surface. The suspension provides a cushioning effect action,
therefore, the passengers or move up and down they meets bumps and
holes in the road.
THE MAIN IMPORTANCE OF SUSPENSION SYSTEM ARE:
 Support the weight of vehicle.
 Maintain traction between the tyres and the road.
 Provides smoother ride for the driver and passengers i.e. acts as
cushion.
 Protects your vehicle from damage and wear.
 It also plays a critical role in maintaining self- driving conditions.
 It also keeps the wheels pressed firmly to the ground for traction.
 It isolates the body from road shocks and vibrations which would
otherwise be transferred to the passengers and load.
 Good handling.
 Shields the vehicle from damage.
 Increases life of vehicle keeps the tyres pressed firmly to ground.

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 AIR BRAKING
SYSTEM IN TRAINS

Page | 51
AIR BRAKE SYSTEMS IN TRAINS
The air brake system is a widely adopted and dependable braking method
in trains, using compressed air to control the brake mechanism across all
coaches. Key components include the main reservoir, brake pipe, brake
control valve, brake cylinders, and brake shoes. When the control valve is
operated by the loco pilot, it changes the air pressure in the brake
cylinders. An increase in pressure causes the brake shoes to press
against the wheels, slowing the train. Releasing the pressure allows the
brakes to disengage, enabling smooth movement. This system ensures
consistent and simultaneous braking in all coaches, which is crucial for
safety and control, especially in long trains. It also has a fail-safe design—
if the system detects a drop in air pressure due to a fault or disconnection,
the brakes apply automatically. This reliability, combined with recent
improvements like electro-pneumatic controls and systems such as FIBA,
makes the air brake essential for modern railway operations.
BRAKE SYSTEMS
(i) According to vehicle: -
a) Wagon (b) Coach
(ii) According to pipeline: -
a) Single pipe (b) Twin pipe
(iii) According to position of brake cylinder: -
a) Under frame mounted
b) Bogie mounted
(iv) According to no. of brake cylinder: -
a) One brake cylinder (UFM) b) Two brake cylinder
c) Four brake cylinder (ICF) d) Eight brake cylinder (LHB)

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AIR BRAKING SYSTEM IN ICF COACH
On Indian Railways, the air brake system used in goods trains is typically
a single-pipe graduated release type. In this setup, the brake pipes of all
the wagons are connected in a continuous line. All the cut-off angle cocks
on the wagons are kept open, except for two: the front cut-off angle cock
on the brake pipe of the leading locomotive and the rear cut-off angle cock
on the brake pipe of the last vehicle—these are kept closed. The auxiliary
reservoirs in each wagon are charged with air through the distributor valve
at a pressure of 5 kg/cm². This system ensures uniform brake operation
across all wagons in the train.
Main components: -
• Bogie-Mounted Brake Cylinders: Fitted on the bogie frame, these
control braking for each wheelset. They include a single-acting slack
adjuster that maintains consistent brake block gap for effective braking.
• High-Friction Composite Brake Blocks: Made from non-asbestos
material, they offer improved braking and reduce wheel wear. With a
friction coefficient of 0.25, they are both efficient and durable.
• Bogie Brake Rigging: Transfers braking force from cylinders to wheels.
It provides a mechanical advantage of 7.644 per bogie in non-AC and 8.40
in AC coaches, improving braking power.
• Distributor Valve: Controls air supply to brake cylinders, connected to
the bogie’s pneumatic system via flexible hoses for smooth operation.
• Pneumatic Pipeline: Connects brake cylinders to the distributor valve,
ensuring reliable air pressure flow for effective braking.

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 AIR BRAKING SYSTEM IN LHB COACH
The air braking system of LHB (Linke Hofmann Busch) coaches, used
extensively in Indian Railways, is a sophisticated system designed for
enhanced safety, efficiency and performance compared to traditional ICF
(Integral Coach Factory) coaches.
Here’s an overview of the air braking in LHB coaches:
Main Components: -
• Brake Pipe (BP) & Feed Pipe (FP): BP delivers compressed air (~5 bar)
for brake operation, while FP supplies higher pressure (~6 bar) to charge
reservoirs.
• Main Reservoir (MR): Stores compressed air from the loco or auxiliary
compressors for braking and other pneumatic needs.
• Brake Cylinders: Typically, two per bogie, they apply friction by pressing
brake shoes against wheels.
• Distributor Valve (DV): Regulates air to brake cylinders based on BP
pressure, ensuring appropriate braking force.
• Control Reservoir (CR): Assists the DV by managing pressure input to
the brake cylinders for smooth braking.
• Auxiliary Reservoir (AR): Provides backup air storage, ensuring brake
readiness even during pressure drops.
• Pressure Regulators & Limiting Valves: Maintain safe, steady air
pressure and prevent overloading.
• Isolating Cocks: Allow sectional shutdown of the brake system for
maintenance without disabling the entire setup.
• Brake Control Panel: Houses all operational controls and indicators for
monitoring and managing the brake system.

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 CONCLUSION
Our 21-day internship at the Kharagpur Workshop, South Eastern
Railway, has been an enriching and transformative experience. During
this period, we were exposed to critical aspects of railway operations,
particularly wheel shop functioning, air suspension systems in coaches,
and air braking mechanisms. These hands-on experiences provided us
with valuable practical insights that bridged the gap between theoretical
learning and real-world applications.
Interacting with experienced professionals and observing their
commitment to precision and safety significantly enhanced our technical
competence and broadened our perspective on the complexities of
railway maintenance and innovation. We sincerely appreciate the
guidance, patience, and knowledge shared with us throughout this
journey. This internship has not only strengthened our foundation in the
railway sector but has also inspired us to pursue future opportunities with
greater confidence and enthusiasm

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