INDUSTRIAL TRAINING

AT
COACH CARE CENTER NEW DELHI

Submitted to Submitted By
Ayush Saini
Mechanical Engineering
B.Tech., Final Year
Maulana Azad National
Institute of technology, Bhopal
 TABLE OF CONTENTS

1. INTRODUCTION
1.1. ABOUT INDIAN RAILWAYS
1.2. RAILWAY COACHES
2. LHB COACHES
2.1. ABOUT LHB COACHES
2.2. OVERALL DIMENSIONS OF LHB COACH
2.3. TRAIN MAINTENANCE SCHEDULE AR COACH CARE CENTER
2.4. LIST OF WORK CARRIED OUT IN INSPECTION AND
MAINTENANCE OF COACHES.
2.5. POWER SUPPLY SYSTEM OF INDIAN RAILWAY COACHES
(AUXILIARY SYSTEM)
3. CONCLUSION

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1. INTRODUCTION
1.1. About Indian Railways
Indian Railways, a historical legacy, are a vital force in our
economy. The first railway on Indian sub-continent ran from
Bombay to Thane on 16th April 1853. Fourteen railway carriages
carried about 400 guests from Bombay to Thane covering a
distance of 34 Kilometers. Since then there has been no looking
back. Today, it covers 6,909 stations over a total route length of
more than 63,028 kilometers. The track kilometers in broad gauge
(1676 mm) are 86,526 kms, meter gauge (1000 mm) are 18, 529
kms and narrow gauge (762/610 mm) are 3,651kms. Of the total
route of 65,414 kms, 52,247 kms (about 80%) are electrified (as
per data till 31 March 2022). The railways have 8000 locomotives,
50,000 coaching vehicles, 222,147 freight wagons, 6853 stations,
300 yards, 2300 good sheds, 700 repair shops, and 1.54 million
work force. Indian Railways runs around 11,000 trains every day,
of which 7,000 are passenger trains. Presently, 9 pairs of Rajdhani
and 13 pairs of Shatabdi Express Trains run on the rail tracks of
India and other Special trains like Train 18 (Vande Bharat Express),
Tejas Express and other.

The Indian Railway network binds the social, cultural and economic
fabric of the country and covers the whole of country ranging
from north to south and east to west removing the distance
barrier for its people. The railway network of India has brought
together the whole of country hence creating a feeling of unity
among Indian.

Indian railways, the largest rail network in Asia and the world's
second largest under one management are also credited with
having a multi gauge and multi traction system. The Indian
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Railways have been a great integrating force for more than 150
years. It has helped the economic life of the country and helped in
accelerating the development of industry and agriculture. Indian
Railways is known to be the largest railway network in Asia.

Organization 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 reports 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:

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1.2. Railway Coaches

Indian Railways offers various travel classes on their coaches.

Depending upon their travel class, the passenger cars feature
different seating arrangements or berths subject to availability. IR
also owns locomotive and coach production facilities. List of
Coaches used are as follows:

• ICF Coaches:
These coaches are Blue or light blue in colour. Its Production
started in India in 1952 at Integral coach Factory, Chennai,
Tamil Nadu in collaboration with the Swiss Car & Elevator
Manufacturing Co, Schlieren, Switzerland. The Blue coloured
ICF coach is made of Steel, hence is weight is More. Air brakes
are used in these coaches. So, it takes long distance to stop
after applying brakes. They have fewer seats then its preceding
LHB coaches. They have a codal operational Life of 25 years.
Due to more inclination and benefits of LHB coaches in terms
of better safety and comfortable journey, Railways has stopped
producing ICF coaches from January 2018 and Only LHB
coaches are being produced by the production units of Indian
Railways.

• LHB Coaches:
Linke Hofmann Busch (LHB) coaches are the passenger coaches
of Indian Railways that were developed by Linke-Hofmann-
Busch of Germany 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[4]) network
of Indian railways. The coaches are designed for an operating
speed up to 160 km/h and could go up to 200 km/h. Their

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 length of 23.54 m and a width of 3.24 m means a higher
passenger capacity, compared to conventional rakes. The tare
weight of the AC chair car was weighed as 39.5 tonnes. These
coaches are made of stainless steel and the interiors are made
of aluminium which make them lighter as compared to
conventional rakes. Each coach also has an "advanced
pneumatic disc brake system" for efficient braking at higher
speeds.

2. LHB COACHES
2.1. About LHB Coaches

Till recently, Indian Railways have been transporting passenger

traffic mainly through coaches of ICF design. These coaches are
being manufactured at ICF and RCF. A
limited number of these coaches are being manufactured at
BEML/Bangalore also.
These type of coaches are having limitations in terms of :
i) Speed potential;
ii) Heavy corrosion;
iii) Poor riding comfort;
iv) Wearing of parts in the under gear;

To overcome these limitations, Indian Railways entered into

supply and technology transfer contracts with M/s. ALSTOM
LHB/Germany to initially supply 24 coaches consisting of 19. AC
chair cars, 2 AC Executive Class Chair cars and 3 Generator cum
Brake vans. The bogies for these coaches are manufactured by
M/s. FIAT/SIG Switzerland. These coaches arrived in India and got
commissioned in the year 2001 and put in service . These type of
coaches are far superior w.r.t. passenger comfort, safety, speed,
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 corrosion, maintenance and aesthetics. These coaches are also
longer as compared to ICF design resulting into more carrying
capacity. The expected benefits from these type of coaches are as
under:

1) Higher carrying capacity - These coaches are about 2 meters

longer than ICF coaches. With this extra length two additional
rows of chairs in chair cars or one additional bay in sleeper
coaches can be accommodated.
2) The weight of LHB coach is lesser as compared to ICF design
coaches. LHB coach can accommodate 72 passengers as
compared to 64 in conventional AC III Tier Coach. Thus giving
better pay to tare ratio.
3) Low corrosion – There will be low corrosion of LHB coaches due to
extensive usage of Stainless Steel and better design and
manufacturing techniques.
4) Low Maintenance – Replacement and removal of sub-systems will
be required only after one million kilometers.
5) LHB Coaches have aesthetically superior interiors with FRP panels
for side wall and roof. They can be removed easily for
maintenance, resist water seepage and are wear resistant;
6) There are no visible screws inside the passenger compartment.
7) Better passenger comfort: Better Riding Index has been specified
as compared to conventional ICF coaches.
8) LHB coach offers better passenger safety due to:
• Use of fire retardant materials for furnishing.
• Provision of emergency open able windows.
• Vertically interlocked Centre Buffer Couplers.

9) LHB coach offers better passenger amenities due to :

• More space for pantry;
• Individual reading light in chair car;
• Ergonomically designed chairs with reclining back rest
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2.2. OVERALL DIMENSIONS OF LHB COACH
• Gauge 1676 mm
• Length over body 23540 mm
• Length over CBC 24000 mm
• Wheel Base 2560 mm
• Maximum width over body 3240 mm
• Maximum distance between inner wheels 12345 mm
• Window opening 1180x760 mm
• Distance between centre pivots 14900 mm
• Height of compartment floor from rail level 1303 mm
• under tare condition
• Maximum CBC drop under gross load 75 mm
• and worn conditions
• Minimum height from rail level 102 mm
• Maximum height of centre line of side 1105 mm
• CBC above rail level for empty vehicle
• Minimum height of centre line of CBC 1030 mm
• above rail level for loaded vehicle
• Maximum tare weight
• Wheels diameter (New) 915 mm
• Maximum axle load permissible 16.25 tones

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 SICK LINE
Sick Line is the workshop for the major and periodical
maintenance of the coaches. It consists of modern facilities like Pit
for Working under frame and crane for separation of coach &
Bogie for repair of all types of defects.

Train Maintenance Schedule at Coach Care Center

Washing Line:- After Every 2500KM

Sick Line:-

Schedule “A” Maintenance – 1 Month

Schedule “B” Maintenance – 3 Months
IOH – 9Months or 2,00,000 KM
POH – 18 Months or 4,00,000 KM

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List of work carried Out in Inspection and Maintenance Of
coaches.

• Inspection
• Cleaning & Washing
• Brake Testing
- Brake Testing is carried by using RTR (Rack Test Rig)
- Rack Testing Rig is Capable of testing fill train (Upto 24
Coaches) at a time.
- Here S.C.T.R use for testing of brake and its cylinder acts as
the main reservoir.
- There are two pressure potentials i.e. 5kg/cm2 in brake pipe
and 6kg/cm2 in feed pipe.
• Primary Maintenance
- The Trains for the primary maintenance are given atleast 6
hrs at the washing line in addition to secondary
maintenance.
- Oil in hydraulic dash pots.
- Wheel profiles are visually examined and gauged.
- Pest control treatment.
- Axle Box is examined for grease oozing out from rear cover.
- Brake Blocks & piston stroke checked & changed.
• Secondary Maintenance
- The trains for the secondary maintenance are given at least
2 hrs on the washing line.
- Linen and pantry car provisions
- Washing & cleaning of coaches
- Maintenance of ACs of Coaches
• Pantry Car Provisions
• Watering
• Loading Of linen
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• Maintenance of AC & Electrical circuits of Coaches
• Maintenance of Bogie
- Maintenance processes done on the bogie such as
replacement of the Brocken, wear out parts, replacement of
pins and brake shoe, filling of oil in suspensions, lubrication
of different parts, tightening. Of different screws and bolts
and change of axle & wheel if required.
- After watching the inspection list if bogie needs repair like
filling of oil or changing of brake shoe etc. Then Bogie is
separated from the coach by lifting through a crane.
• Maintenance of Suspension
In primary suspension mainly we have a spring and a dashpot
to provide damping arrangement. So, regular refill of oil and
changing of oil being done in the workshop.
• Change of Defective Wheels
• Wheels of train are subjected to a Number of defects i.e.
Reduce in the diameter of wheels, reduce in size of flange,
break of bearing in axle box.
• Brake Maintenance
- Brakes are the most important part of train. The
Maintenance of brakes consists of change of brake cylinder,
leakage in brake system etc.
Air Brake System
In Air brake system compressed air is used for operating the
brake system. The Locomotive compressor charges the feed
pipe and the brake pipes throughout the length of the train,
The feed pipe is connected to the auxiliary reservoirs and
the brake pipe is connected to the brake cylinders through
the distributor valve. Brake application takes place by
dropping the pressure in the Pipe.

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Types of system:
1. Direct Release System : Brakes are released immediately,
as soon as releasing of brakes is initaiated.
2. Gradguate Release System : Brake cylinder pressure can
be reduced gradually in steps in proportion to the
increase in brake pipe pressure.

Types of Gradguate Release System

1. Single Pipe Air Brake Sysytem: There is only one pipe
called brake pipe running from loco to the brake van in
order to get continuity of air for the application &
release of brakes.
2. Twin Pipe Air Brake System: In addition to brake pipe,
there is one more pipe called feed pipe, Running Loco
to the Brake van to charge the auxiliary reservoir
continuously to 6kg/cm2.

Power Supply system of Indian Railway Coaches (Auxiliary

System)

Indian Railways have 46,038 various types of coaches (Excluding

EMUs and MEMU coaches) and around 3000 of new coaches are
being added annually to the system. There are two classes of the
coaches called conventional and LHB being manufactured at ICF
(Perambar) and RCF (Kapurthala) respectively.

There are three power supply systems as existing over Indian

Railways to provide illumination, fan, air-conditioning and other
miscellaneous needs of electricity for travelling passengers. These
are

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Self-Generating (SG)

2x25 kW alternators for AC coach and 1-4,5 kW for non-AC coach

is mounted underslung driven by a pulley belt arrangement when
driving pulley is mounted on coach axle. Output is rectified and
charges 110V DC battery for continuous power supply to AC and
non-AC coaches. AC load of roof mounted packaged units is
supplied by converting DC into 2-75 KVA inverters. This system is
followed over trains having a combination of AC and non-AC
coaches.

Coaches uses Alternators and Pully Arrangement to Generated

Electricity.

End-on-Generation (EOG)

Two power cars each equipped with 2x750 kVA DG sets, one at
each end of the train, supplies 3 phase power at 750 V AC power
to each electrically interconnected air-conditioned coach. The
voltage is stepped down to 3 phase 400 V and supplied to
standard voltage equipment on each coach. EOG system is
followed for fully air-conditioned train like Rajdhani, Shatabdi,
Duranto, Garib Rath, Premium special trains. Import of LHB class
of coaches from Germany is provided with the EOG system with a
promise to provide SG.
system design for indigenous manufacturing. SG technology given
was a complete failure and IR is still struggling to develop designs
for the last 15 years.
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Head-on-Generation (HOG)

Power is supplied from the train locomotive at the head of the

train. The single phase 25 KV transformer of the electric
locomotive is provided with hotel load winding which is converted
to three phase AC at 750 V using

2x500 KVA inverter and supplied to the same system as that of

EOG, In case of Diesel Locomotive, three phase alternator is
mounted on the traction alternator and feeds the hotel load. This
is the most efficient system as the cost of power is about 25% less
as compared to EOG, but the system is still under development
for the last 30 years. The other class of trains namely Electrical
Multiple Unit (EMU) and Main Line Electrical Multiple Units
(MEMU) employs the same system for coach lighting. The system
is similar to what is followed in train-set composition of train
having a power unit at head as well as on tail and power the
entire load of the coach for comfort.

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 CONCLUSION

Indian Railways, as an organization is a very vast center of Excellence.

We think that our training was an success and we think that Indian
Railways was an excellent training institute for inquisitive emerging
engineers. In Indian Railways, training is given to engineering aspirant
desiring to secure future in the dynamic world of Engineering. The main
achievements of the training at Indian Railways are that we got familiar
with the latest technologies and principles of networking. The main
achievement could be said to get knowledge about recent technologies
in Coaches Like modern LHB coaches. We got experience as to how to
organize the things. After the completion of the training we consider
ourselves capable of facing any other challenge of that type. The
training at Indian Railways cultivated the zeal of inquisitiveness and the
excitement to know more than more about this field in limited
duration.

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