i A Practical Training Report Undertaken at NORTH WESTERN RAILWAY LALGARH,BIKANER From 23-05-2016 to 22-07-2016 By AMIT RAJ 13ECTME007 Submitted in partial fulfillment of the requirements for the award of the degree of BACHELOR OF TECHNOLOGY (Mechanical Engineering) Submitted to- Department of Mechanical Engineering College of Engineering & Technology, Bikaner September 2016
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Basic Training Centre lalgarh Bikaner Training Report
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i
A Practical Training Report
Undertaken at
NORTH WESTERN RAILWAY LALGARH,BIKANER
From 23-05-2016 to 22-07-2016
By
AMIT RAJ
13ECTME007
Submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical Engineering)
Submitted to-
Department of Mechanical Engineering
College of Engineering & Technology, Bikaner
September 2016
ii
A Practical Training Report
Undertaken at
NORTH WESTERN RAILWAY LALGARH,BIKANER
From 23-05-2016 to 22-07-2016
By
AMIT RAJ
13ECTME007
Submitted in partial fulfillment of the requirements for the award of the degree of
BACHELOR OF TECHNOLOGY
(Mechanical Engineering)
Submitted to-
Department of Mechanical Engineering
Govt College of Engineering & Technology, Bikaner
September 2016
iii
iv
Certificate by Student
I hereby certify that I have completed the 60 Days training in partial fulfillment of the
requirements for the award of Bachelor of Technology in Mechanical Engineering.
I did my training in ”NORTH WESTERN RAILWAY” Of “BASIC TRAINING CENTRE
LALGARH,BIKANER” from 23-05-2016 to 22-07-2016.
The matter presented in this Report has not been submitted by me for the award of any
other degree elsewhere.
AMIT RAJ
13ECTME007
Sept. 2016
v
ACKNOWLEDGEMENT
I would like to express a deep sense of gratitude and thanks profusely to my report guide Mr.
Gopal Sharma (Senior Section Engineer) for his proper guidance and valuable suggestions.
Without the wise counsel and able guidance, it would have been impossible to complete the
report in this manner. Their interest and constant encouragement helped me in making the report
a success.
Finally, I would like to add few heartfelt words for the people who where the part of summer
training in various ways, especially my friends and classmates who gave me unending support
right from the beginning.
I am deeply indebted to Sir Rajesh Kumar Ojha, HOD, Mechanical Department, College of
Engineering & Technology, Bikaner and Dr. S.K. Bansal, Principal, College of Engineering &
Technology, Bikaner, all other Staff of Mechanical Department, College of Engineering &
Technology, Bikaner for giving me an opportunity to undergo a summer vocational training in a
government company.
I am also thankful to all those engineers and technicians without whom it was not possible for
me to clear my doubts and difficulties.
After coming to this institute and knowing State of Art Technology available with learned
Training staff, I would like to come again to this coveted institute if got a chance.
Finally I express the utmost sense of gratitude to my family members being pillars of strength,
inspiration and support in my life and career.
AMIT RAJ
13ECTME007
Sept. 2016
1
CHAPTER 1
CHRONICAL HISTORY
Train operations in this Western part of Rajasthan in the erstwhile, Bikaner state were
initially under ‘Jodhpur and Bikaner State Railways’. Later when Maharaja Ganga Singh Ji
Bahadur took over the reins of Bikaner state.
The train operations of Bikaner state came under his patronage under the banner of ‘Bikaner
State Railways’. At that time there was no arrangement for over-hauling of Loco coaches.
Wagon and other allied stock. Foundation stone for this workshop was laid by “Maharaja
Ganga Singh Ji Bahadur” on 18th March 1925 in the outskirts of Bikaner town known as
Lalgarh. Over the years, the mushrooming growth of colonies in an around Bikaner and
Lalgarh has resulted in amalgamation of the township with Bikaner.
The other motive to setup for this workshop was to provide employment opportunities to
local inhabitants.
The functioning on 1st March 1921 i.e. within one year of its inception. This workshop
remained under state Govt. up to 1.4.1949 and after there under Central Govt. up to 1.4.1950.
With the recognition of Railways network, the workshop becomes a part of Northern
Railways W.E.F. 14.4.1952.
The workshop was entrusted with qualitative and quantitative targets for maintenance of
M.G. rolling stock along with manufacture of components required for its own use and also
for the division.
1.1Activities
The work shop was initially set up as M.G.POH Shop for Locos, Coaches and Wagons and
Within a short span became a premier source of repairs and manufacture of Loco, Carriage
and Wagon Wheels and Components for its own use and for the division with the advent of
modern technology, where diesel traction was phased out from this region also last steam
Loco 3504 YG rolled out of this workshop on 31.3.94 after IOH. The staff rendered surplus
due to phasing out of steam traction has been re-deployed on new activities. With conversion
of Jodhpur shops from M.G. to B.G.POH of Air Conditioned M.G. Coaches was transferred
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to this workshop in 1996 and POH of non AC MC Coaches of Jodhpur division has been
transferred W.E.F. July 1998.
1.2 Workshop at a Glance
Total Area - 141226 sq.m.
Total Covered Area - 24292 sq.m.
Track Inside Workshop - 2.6 km.
Roads - 6760 meter
Machinery & Plants - 232
Manpower - 1405
Staff Quarters - 340
Over Head Cranes - 03
Area Under Crane
25 m.t. - 3972 sq.m.
05 m.t. - 2905 sq.m.
Hoists/Cranes - 27
Connected Load - 3300 kW
Maximum Demand - 480 kVA
Contract Demand - 500 kVA
Transformer Capacity - 1450 kVA
Diesel Generating Sets - 03
Average Power Factor - 0.9
3
CHAPTER 2
PERODIC OVER HAULING
Periodic over hauling (P.O.H) is a process of 18 days during which checking and
repair/replacing of parts take place. In a P.O.H., the broken parts are repaired, light
bulbs/tubes replaced, batteries replaced, wiring repaired if needed, the coach is repainted.
Each coach which carries passengers on Indian Railways undergoes P.O.H. after fixed
period.
Time period of POH for:
Mail Exp POH after 12 months.
Passenger POH after 18 months.
1.1 Schedule for POH:-
01 day Disassemble of electrical components. (Carriage shop)
02 day Lifting, lowering and stripping. (Carriage shop)
03 day Body repair. (Welding and corrosion shop)
04 day Carpenter work. (Carpenter shop)
05 day Painting. (Painting shop)
01 day Electrical component fitting. (Carriage shop)
01 day Adjustment of all parts. (Carriage shop)
01 day Vacuum testing. (Vacuum shop)
1.2 Procedure for POH
At first coach enters in the work shop for pre-inspection.
Then coach is sent for disassembling of electrical components in carriage shop for one
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day.
After it, coach is sent for stripping for two days.
Then coach is sent for body and corrosion repair in welding shop & corrosion shop
for three days.
After corrosion repair, it is sent to carpenter shop for four days.
Then it is sent for painting in painting shop. Here it is kept for five days.
After it electrical components are fitted in carriage shop.
After fitting the electrical components, adjustment of all parts is done in carriage
shop.
At last the vacuum testing is performed in vacuum shop.
Thus the periodic over hauling of eighteen days is completed in different shops.
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CHAPTER 3
HEAT TREATMENT
3.1 Various Heat Treatment Process:
It is an operation of heating and cooling of metals in the solid state to induce certain desired
properties into metals. Heat treatment can alter the mechanical properties of steel by
changing the size and shape of the grains of which it is composed, or by changing its micro-
constituents.
The most commonly used operations of heat treatment are:
Annealing
Normalising
Hardening
Tempring
Carburising (case- hardening)
3.3.1 Annealing
The softening process in which iron base alloys are heated above the transformation range,
held there for a proper time and cooled slowly (at rate of 30to 150 C per hour) below the
transformation-rage in the furnace itself.
The success of annealing depends on controlling the formation of austenite, and the
subsequent transformation of the austenite at high sub-critical temperatures.
The objects of annealing are:
To soften the metal so that it can be cold worked.
To reduce hardness and improve machinability.
To refine grain size due to phase recrystallisation and produce uniformity.
To increase ductility of metal.
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To prepare steel for subsequent heat-treatment.
To relieve internal stresses.
To produce a desired micro-structure.
3.3.1 Normalising
The process in which iron base alloys are heated 40 to 50 C above the upper transformation
range and held there for a specified period (to ensure that a fully austenitic structure is
produced) and followed by cooling in still air at room temperature.
The objects of normalising are:
To eliminate coarse grain structure obtained during forging, rolling and stamping and
produce fine grains.
To increase the strength of medium carbon steel.
To improve the machinability of low carbon steel.
To improve the structure of weld (uniformly of structure).
To reduce internal stresses.
To achieve desired results in mechanical and electrical properties.
3.3.2 Hardening
The heat-
soaking at this temperature for a considerable period to ensure through penetration of the
temperature inside the component, followed by continuous cooling to room temperature by
quenching in water, oil or brine solution.
The parts on which hardening process is applied:
As the hardness in steel is due to carbon content only.
The hardening process is carried out only on high carbon steels.
It is only applied on tool and structural steels.
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Purpose of Hardening:
To harden the steel to resist wear.
To enable steel to cut other metals.
3.3.4 Tempering
It is defined as the reheat process, reheating being carried out under sub-critical temperatures.
Such a reheating permits the trapped martensite to transform into troosite or sorbite depend
on the tempering temperature. It is an operation used to modify the properties of steel
hardened by quenching for the purpose of increasing its usefulness.
Tempering is divided into three classes:
Low temperature tempering.
Medium temperature tempering.
High Temperature Tempering.
3.3.4 Case Hardening
This process is used to produce a high surface hardness for wear resistance supported by a
tough, shock-resisting core. It is the process of carburisation, i.e. saturating the surface layer
of steel with carbon to about 0.9%, some other process by which, case is hardened and core
remains soft. The carburised steel is then heated and quenched, so that only the surface layers
will respond, and the core remaining soft and tough since, its carbon content is low.
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CHAPTER 4
ROLLER AND BEARING SHOP & WHEEL SHOP
4.1 Bearing
A bearing is a component used to reduce friction in a machine. Bearings may be classified
broadly according to the motions they allow and according to their principle of operation.
Major types
Common motions include linear/axial and rotary/radial. A linear or thrust bearing allows
motion along a straight line, for example a drawer being pulled out and pushed in. A rotary
bearing allows motion about a center, such as a wheel on a shaft or a shaft through housing.
Common kinds of rotary motion include both one-direction rotation and oscillation where the
motion only goes through part of a revolution. Essentially, bearings can reduce friction by
shape, or by its material. By shape, finds an advantage by reducing contact surface, such as
using a sphere to roll anything on. By material, exploits the nature of the bearing material
used. An example would typically be the various plastics that have self-lubricating properties.
Combinations of shape and properties can even be employed with the same bearing. An
example of this is where the cage is made of plastic, and it separates the rollers/balls, which
reduce friction by their shape and finish.
4.2 Roller Bearing
4.2.1 Principle of Operation
There are at least six common principles of operation sliding bearings, usually call