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JSS MAHAVIDYAPEETHA
TABLE OF CONTENTS
1.0 INTRODUCTION 2.0 LITERATURE SURVEY 3.0 DESIGN FEATURES OF FREIGHT STOCK 4.0 DEFECT AND FAILURE ANALYSIS OF FREIGHT STOCK 5.0 REPAIR OF FREIGHT STOCK 6.0 REFERENCES 7.0 CONCLUSION
04 13 21 45
49 55 55
1. INTRODUCTION
1.1 About Indian Railway Railways were introduced in India in April 1853. The train was first time run between Mumbai to Thane. This distance was approximately 34km. Indian railways is biggest setup of Asia and 4th position of world industry. Sixteen lakhs population associated with Indian Railway. The railway board was established in 1905. Indian Railway is divided into 16 zonal railways. Each zonal railway is headed by General Manager. These zonal railways are governed by Railway Board. CRB is head person of Railway Board and he is responsible to Ministry of Railway. CRB meets time to time with Minister of Railway and discuss the Railway matters and takes the decisions about Railway matters. The following organizations and offices are attached with Railway boardi. ii. iii. iv. v. *RDSO Training center & Recruitments Board Zonal Railways Production units Other units
*The status of RDSO has been changed from an Attached Office to Zonal Railway since 01.01.2003. The origination chart of Indian railways in concise and brief given as under
Ministry of Rly.
Member Electrical
Member Staff
Member Engineering
Member Traffic
Member Mechanical
Finance Commissioner
General Manager
Zonal Rly. Production Units
Others Units
th
i. C.L.W.
ii. D.L.W. iii. I.C.F. iv. R.C.F. v. D.C.W. vi. Wheel & axle plant
below
*The status of RDSO has been changed from an Attached Office to Zonal railway since 01.01.2003.
Indian Railways are having following approximately assetsS. No 1. 2. 3. Assets Locomotive ( Diesel + Electric) Carriage Freight stocks Quantity 7,429 35,650 21,8778
At present wagon designed by RDSO, Lucknow is in use on IR. But, recently Indian Railway has also issued policy of private wagon design approval for use on IR system. This will also help in up gradation of Technology in future through private participation.
bolsters rests the longitudinal bolster, which has the centre pivot. The corresponding side frames are joined together by means of spring planks in the same manner as the same manner as the four-wheeler cast steel bogies. Quick application and release valve- The valve is fitted to the train pipe to actuate by a slight drop in pressure of air in the train pipe and admit air direct from atmosphere to the cylinder in proportion to the. It also releases the brakes quickly for slight increase in vacuum by connecting the lower and upper chambers. Direct admission valve- It is installed between the train pipe and the brake cylinder to help in quick application of brake and acts as a relay valve to admit air directly from the atmosphere to the cylinder in proportion to the destruction of vacuum in the train pipe. Empty load box- It is a device which has been provided in the brake rigging by means of which lower leverage ratio for the tare condition and higher leverage ratio for the loaded condition of the wagon can be obtained by a simple manual operation of the handle provided on each side of the wagon. Brake regulator (Stack adjustor) -This has been provided in the main pull rod. It is a device for automatic adjustment of predetermined slack between brake blocks and wheels and restricts travel of the piston. A Day is twenty-four hours from midnight to midnight. A Week is seven days from midnight of Saturday to midnight of the next Saturday. One metric tones is 1000Kg. or 0.98420 tons. Hot Box- Every journal which runs warm necessitating a vehicle, wagon or brakevan being detached from a train from the commencement of its journey to its booked destination inclusive should be considered a hot box.
Stocks
In 4- wheeler unit
C.CA.CJ.X.XC. CRC, CRT OTHER FOUR WHEELERS TOTAL FOUR WHEELERS Tank wagons (Bogies) Tank wagon (FW) TOTAL TANK WAGONS BCX/ C/R/T BOX/ C/R/T, BKCX BRH/ C/T, BRS, BRST BOB, BOBS, BOBC, BOBX BFK, BFKI, BOKX, BFKX MBKM OTHER BOGIES BRAKE VANS TOTAL VAC BRAKE STOCKS
3471 16063 1108 20642 7 28838 28845 17729 15986 5086 4075 3929 167 3021 2684 102164
3471 16063 1108 20642 7 28838 28845 44322.5 39965 12715 11111 9350 334 7159 2684 177135
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POH IRS IS IR ISO KNIT NTKM GTKM CBC NUCAR UIC RDSO
periodic overhauling (Done in Work shop) Indian Railways standard Indian standard Indian Railways International Standard Organisation Kamla Nehru Institute Of Technology, Sultanpur Net tone's kilometer Gross tone's kilometer center buffer coupler New and Untried Car Analysis Regime simulation International Union of Railways Research Design & standard Organisation, Ministery of Railways, India
17 18 19 20
Ultrasonic Testing Indian Railway conference association Population of Rolling stock manual Mean time between failure
21 22 23 24 25 26 27 28
Mean time to repair Periodicity of repacking & oiling Chair man of Railway board Chitaranjan Locomotive Works, West Bengal. Diesel Locomotive Works ,Varanasi. Rail Coach Factory , Kapoorthala. Integral coach Factory , Paramour. Diesel components Works, Patiala.
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BOXC
Open box wagon with CBC at both ends and also with CBC at one end and transition coupler at other end.
BOXS
Open box wagon with swing cum flap doors and sliding roof.
BOI
Bogie open ore wagon with St. CBC (Open Wagon Gondola)
BOY
7 8 9 10 11
Bogie open Box wagon with pneumatic brake Bogie open wagon, hopper Bogie open wagon, hopper with centre discharge. Bogie open wagon, hopper with side discharge Bogie open wagon, hopper with center and side discharge
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BOBR
The term freight stock means and includes all rolling stock other than coaching stock and locomotives irrespective of contents and whether attached to a passenger or goods train. The term wagon applies only to freight stock. Indian railways have different types of wagons to transport different commodities like coal, cement, fertilizers, ores, food grains, petroleum products, iron and steel and other finished products. To cater for the transportation requirements various types of wagons having different features are available. During pre-independence period, British firms M/s Rendol, Palmer and Triton were involved in providing design and development of freight stocks for Indian Railways. During their 75 years of association with the Indian Railways they provided design of 25 types of wagons (4-wheeler and bogie wagons) for carrying different types of commodities. These wagons were having low axle load (16.3t) and low pay load to tare weight ratio (ranging from 1.09 to 2.64) and were, thus, able to carry very low volume for commodities, for example 4-wheeler wagon maximum 22 13
tonnes, bogie wagon maximum 45 tonnes. These wagons were fitted with plain bearings, vacuum brake system and screw coupling. The reliability was low along with high ineffective and extensive maintenance requirements. Design of 9 wagons for different applications was developed for Indian Railways by various designers all over the world. Some of the important wagons are BOBS, development by M/s ISW and M/s TALBOT, Germany, BWS by M/s Swiss Car Elevator and M/s Hitachi, Japan, BWT by M/s Deutscher, East Germany, TBT by M/s CRDA, Italy in the year 1960s. In 1957, Research Designs and Standards Organization of Indian Railways was rimed by merging Central Standard Office and Railway Testing and Research Center. The responsibility of design and development of freight stock for Indian Railways was entrusted to Research Designs and Standards Organization (RDSO). In the initial days, four-wheeler wagons called IRS wagons were used. The under frame and the suspension of IRS wagon was similar to IRS coach design and the body was built on the under- frame with steel sections. The four-wheeler wagons (IRS type) had a limited carrying capacity of 22.2 tons. With the demand for higher freight traffic and higher speeds. A newly designed eightwheeler bogie wagon was introduced in the early 1960s. This design known as BOX for open and BCX for covered was adopted in a big way for bulk transport. These wagons are capable of higher speeds and heavier load trains and needed less frequent attention. In 1960, BOX wagon was designed with the provision of UIC bogie, roller bearing and center buffer coupler but the wagon was provided with vacuum brake system and bogies were fabricated out of steel plates. During 1980, a new wagon named BOXN was introduced with air brake system, sealed type cartridge taper roller bearing and cast steel CASNUB bogie. The wagon was also provided with high capacity draft gear and high tensile center buffer coupler. BOXN wagon became the workhorse of Indian Railways for transporting the main commodities viz. coal, iron ore and many other consignments which can be loaded in open wagon. During 1980, a new wagon named BOXN was introduced with air brake system, sealed type cartridge taper roller bearing and cast steel CASNUB bogie. The wagon was also provided with high capacity draft gear and high tensile center buffer coupler. BOXN wagon became the workhorse of Indian Railways for transporting the main commodities viz. coal, iron ore and many other consignments which can be loaded in open wagon. In line with BOXN wagon, covered wagon BCNA for fertilizer, food grains and cement (bagged commodities), perishables etc., tank wagon BTPN/BTPGLN for carrying petroleum, LPG, flat wagon BRNA for carrying rails, finished steel plates, coils etc., coal hopper wagon BOBRN were also introduced. Afterwards, BOXNCR wagon (stainless steel body for preventing corrosion), BOXNHS wagon (higher speed 14
wagon), BOST wagon (for steel products and coal), BFNS wagon (for HR/CR coils) and BLCA/BLCB (container flat wagon) were also designed. .Because of introduction of new technology in wagon design, Indian Railway has been able to increase through put of goods train, attract new traffic, improve speed and also utilization. However, axle load has remained confined to 20t due to track infrastructure/bridge needing up gradation. Design development of freight stock has taken place in following phases S. No. 1. 2. 3. 4. Phase wise Development of freight stocks 1st phase 2nd phase 3rd phase 4th phase under development Type of Stocks 4- wheeler stocks (vacuum brake stocks) UIC Bogie stocks (vacuum brake stocks) CASNUB bogie stock. (Air brake stocks) Swing motion bogie to be introduced up to April 2010 ( Air brake stocks)
Along with these, a large number of the types of wagons were also developed using above bogie to cater for specific requirements of various commodities.
2.2 Background of Bogies The first bogie wagons were introduced in 1956-57 when BOBS wagons were imported from M/S Talbot West Germany. These were cast steel, planked bogies with un-damped secondary suspension system.
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In 1960 BOX wagons with UIC design bogies were put in service, These are capable of higher speed, need less frequent attention and heavier trains could be formed. Covered wagons like BCX with UIC bogies were also introduced.
Fig.: UIC bogie In 1961-62, RDSO'S investigation revealed that there was a need for damping in the bogies. Accordingly three types of bogies with friction damping and plank-less cast steel construction were imported. These three bogies were the Amsted Ride Control, National C-1 and Sumitomo SM-3bogies.
In addition to the above, RDSO has developed a new design of planked Cast steel bogie with friction damping. The new design was introduced in 1980 -84 and called CASNUB Bogie, which was also subsequently upgraded into seven versions. The 16
length of this wagon is less than the BOX wagons for the same load carried and hence still heavier trains (with a certain fixed length due to operational considerations) could be formed. BOXN wagons were introduced with CASNUB bogies to cope with the increasing demands for heavier trainload and better average speeds. Covered wagons with CASNUB bogies like BCN and BCNA were developed which run at high speeds and form heavy trains. Well, hopper, flat and tank wagons with bogie are also available. Different wagons are designated by different codes based upon design features and use. Swing motion bogie is under development phase likely to be introduced up to April 2010. Its figure has given below:-
2.3.2
Covered bogie. Flat Wagon. Hopper Wagon. Well Wagon. Container Wagon. Tank wagon. Explosive Wagon. Brake Van.
2.4
Wagons are designated by codes. There are two types of codes for wagons i.e. Transportation code and Mechanical code. Transportation codes are allotted to wagons on the basis of their general classification whereas Mechanical code. Transportation codes are allotted to wagons on the basis of their general classification whereas Mechanical codes are allotted on the basis of design features. Transportation codes and Mechanical codes used for various Wagons are as under:S.No. Description Transp. code Mechanical 1. 2. 3. 4 5 6 7 8 9 10 11 12 13 14 15 16 Open Covered Low sided High sided Explosives Horse/Cattle Military Tank Brake Van Bogie Stock Hopper Well Flat Container Container Types of coupling Types of discharge i) Centre ii) Side C S X 18 C S X K C L C X A M T V B (Prefixed) B W F FK R,C,T(suffix) O C M H E MR M T BVG B(Prefixed) B W R FK R,C,T(suffix)
iv) Rapid (Bottom) 17 18 19 20 brake system(Air) sliding Roof Meter Gauge Narrow Gauge
2.6
The train examination, oiling, repacking and all other minor or major repair works are to be carried out whenever the wagon is required. In other words the using railway has to take care of all repairs including ROH& POH. The system regulates the work load of the POH shop and the labour, facilities are evenly utilized. The repacking dates are stenciled on wagon under frame whereas the POH date is prominently displayed on the wagon body. The periodicity of ROH& POH for Air brake Stocks & Vacuum brake stocks are given in chapter-6. A challenge has been put forward to the Indian Railways to set a target of 408 billion NTKM per annum by the turn of the century to meet the countrys transport needs at least cost to the society while maintaining the viability of the system. This is possible only it the Indian Railways handle goods traffic: Efficiently smoothly safely All this is possible if Indian Railways have a well maintained fleet of wagons this freight stock is given timely preventive maintenance to avoid occurrence of predictable defects. The defects which do arise during service are attended to in time and effectively so that the wagons remain fit for traffic for long a period as possible between repair intervals and detention for examination and repairs of the freight stock is kept to the minimum. Workshop & Depots all over the Indian Railways are nominated for maintenance of different type of wagon various schedules for maintenance of different wagons have been evolved and procedures of maintenance for various types of wagons have almost been standardized through the agency of the Railway board , the RDSO & the IRCA. A unified maintenance manual for wagons has been published by the Railway board and circulated to all concerned in March 2002. This manual is supplemented by detailed maintenance instructions issued by RDSO from time to time. Four wheeled wagons and bogie wagons need different types of maintenance. Usually the superstructure is not supposed to require maintenance except when it is exposed to require maintenance except when it is exposed to accident or improperly handled considerable damage to the running gear. Draft and buffing gear , wagon under frame , doors, center pivots, and bearing can be avoided if care is taken to control impact speeds on humps, avoid malpractices like impacting wagons with CBC knuckle closed overloading, neglecting to release of brakes, neglecting cleaning the interiors of wagons after unloading of corrosive, hygroscopic or other harm full consignments, omitting placement of hosepipe on dummy carriers and coupling on suspension hooks, leaving doors open after unloading or welding them partially open, improper packing and lashing of heavy consignments to prevents load shifting etc. Prescribed periods at which POH is to be carried out on various types of stocks have been given in chapter-6 . However , BOX wagons and other wagons fitted with fabricated frame UIC bogies is given a routine overhaul(ROH) at C&W
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depots nominated for this purpose at interval of 18 months. For BCN & BOXN wagons where cast steel bogies are fitted the ROH is given once in 18 months.
2.7
Meaning of units
Freight stocks are counted in terms of four-wheeler units. The method of calculating the units is given below:i) One four-wheeled wagon equals one unit. ii) One six-wheeled wagon equals one unit. iii) One eight-wheeled wagon equals two units, except for certain type of wagons given below:S.No. Type of wagons Units 1. BOXC, BOXR, BOXT, BOI, BCN BOXN, BCXT, BCXC, BCNA 2. 3. 4. 5. BOB, BOBR, BOBRN BOBX, BOXS, BOY One twelve-wheeled wagon One twenty four wheeled wagon 2.5 units 3 units 3 units 6 units 2.5 units
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3.1.2
Sides
Sides are made up of side panels and side stanchions which are attached to the under frame by crib angles and body brackets. They include top copings; intermediate copings if any, doors, door-fittings had holds tarpaulin cleats and label-holders. Additional fittings on covered wagons are rain protection angles above swing doors. door striking plates and anti bleeding device below the flap doors Cattle wagons are also fitted with side louvers, beat-bar fittings and wainscot boards.
3.1.3 Ends
Ends are similar in construction to sides in that they consists of end panel, end stanchions, top copings and in some cases, intermediate copings. Attachment to the under frame is by means of end floor angles and through the stanchions. Covered wagons are provided with ventilation at the upper end of body ends. Corner stanchions connect the ends with sides. Open wagons have reinforcing angles at each end together with reinforcing gussets and corner pressings at the corner. Ends of cattle wagon include wainscot boards.
3.1.4 Roof
Roofs of covered wagons consist of roof sheets and carlines. Roof sheets are invariably much thinner than the sheets used for the body sides and end panels.
the loading per meter run is also taken into account as this is to be permitted by the type of track available. The strength of under frame is also governed by the buffing and impact loads and the shunting speeds permitted for the marshalling of the goods stock. In the case of bogie wagons the load transfer is carried out to the bogie frame by means of a pivot arrangement and thus the bogie frame also assumes an equally
The other major sub assemblies fitted to the under frame are as underi. Buffer sub assembly ii. Draw gear / CBC sub-assembly iii. Axle guards and tie rod arrangement iv. Container locking/anchoring arrangement (on container flats only) v. Side stanchion & lashing chains vi. Door operating mechanism on hopper wagons vii. Top center pivot. The under frame is build up of suitable rolled and pressed steel sections strengthened by gusset plates, knees etc. Under frame of bogie wagons has strong 23
cross members known as bolsters for fitting upper centre pivot casting which rests on the bogie pivot. It is a general practice to provide a positive camber in the under frame to obviate any chances of sagging after loading in service. This is necessary since the under frame of a bogie wagon is considerably longer than that of a four-wheeled wagon. Trusses are provided as additional strengthening member to avoid sagging of under frame.
3.2 Suspension
The suspension of a wagon includes the wheels bearings, axle boxes, spring, spring links and spring brackets/scroll irons. In the case of a four wheeled wagons, the suspension is mounted directly under the wagon under frame, whereas in the case of bogie stock, the under frame is carried on the bogies which in turn are supported by the springs, bearings and wheels. The suspension system is required to cushion the riding of a vehicle on the rails, take care of irregularities in the track and dynamic phenomena arising out of various parasitic movements of the vehicle.
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26
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3.3.2.4 Four-wheeled cast steel bogie with travel springs and snubbing device CASNUB Bogie
There is different version of CASNUB Bogie as under:i. CASNUB-22W ii. CASNUB-22W ( Retrofitted) iii. CASNUB-22W(M) iv. CASNUB-22NL v. CASNUB-22NLB vi. CASNUB-22NLM vii CASNUB-22HS
Anti rotation lugs provided between bogie bolster and side frames. Tapered cartridge type roller bearing axle box. Designed for 22.9t axle load by used for 20.3t Constant up gradation of CASNUB bogie resulted in seven versions. They are stated above. The first three are having wide jaw whereas rests have narrow jaw. CASNUB 22W and CASNUB 22 W (M) have IRS type centre pivot in which centre pin is provided on bogie itself. In order versions hemispherical centre pivot is provided in which centre pin is provided on wagon under frame. Roller type side bearer is in CASNUB 22 W version and spring loaded side bearers is in CASNUB 22 HS version. Other versions have metal inserted rubber pad type side bearer CASNUB. 22 W (M) has suspended type brake beam and other version have guided or sliding type brake beam. A fig of CASNUB bogie is given below-
3.4
Braking System
Braking system used in wagons are of two types i. Automatic vacuum brake system ii. single pipe graduated release Air brake system
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A number of improvements such as empty load device. automatic slack adjuster and quick application-quick release valves have been introduced to improve effectiveness of vacuum brake system. The vacuum brake system derives its braking force from the atmospheric pressure acting on lower side of the piston while a vacuum is maintained over the piston. The vacuum is created in the system by ejector or exhauster provided in the locomotive. The vacuum cylinder is divided by piston and rolling ring into two air tight chambers called upper chamber and lower chamber. The volume of upper chamber is kept as possible by providing a dome. The release valve is connected to train pipe by flexible siphon pipe, the lower end of piston rod is connected to brake shaft arm. When vacuum is created release valve allows withdrawal of air from both chambers and piston by its own weight comes to rest on the bottom of the cylinder and are brakes are released. When vacuum in the train pipe is destroyed air enters into the lower chamber, raising the piston. At this time upper chamber is disconnected by rolling ring. So vacuum is still there in upper chamber. The brake shaft arm is lifted with the movement of the piston and the brake shoes are jammed against the tread of wheel with the help of brake rigging. The release valve when operated allows air admission to upper chamber so that pressure is equalized on both sides of piston and brakes are released. A fig of automatic vacuum brake is given below:-
locomotive and the brake pipes of adjacent wagons are joined by using flexible coupling. For application of brakes, the air pressure is reduced. The drop in pressure being proportional to the braking effort required. The drop in pressure is sensed by the distributor valve (DV) which allows compressed air from the auxiliary reservoir into the brake cylinder and results in brake application. when the discharge of air from the brake pipe is stopped, the pressure of 5 kg/sq.cm. is restored and DV cuts off supply of air to the brake cylinder, thereby releasing the brakes. The brake cylinder develops a maximum air pressure of 3.8kg/sq.cm. The reservoir is charged from brake pipe. During application of brakes the auxiliary reservoir gets disconnected from the brake pipe. The auxiliary reservoir has capacity of 100 liters capacity whereas control reservoir is of 6 liters capacity. A fig of Single pipe graduated release air brake system is given below-
3.5
There are two main arrangements of draft and buffing gear in use on broad gauge. The older arrangement consists of a screw coupling with side buffers, the draft load being transmitted through the screw coupling. draw hook and draw hook springs while the buffing forces are taken by the side buffers. The other arrangement is that of a centre buffer coupler which transmits both draft and buffing loads. In addition to these transition CBC is also there in some wagons. These wagons can be coupled to both St. CBC and screw coupling wagons. The wagons having transition CBC are also provided with side buffers.
Defense wagon Turbine loading wagon Here discuss only salient feature of tank wagons. There details as under:-
3.7 Salient features of tank wagons 3.7.1 Under frame and barrel - The design of the under frame and the under
gear of the tank wagon is generally similar to that of other IRS wagons except that a pair of saddles is provided on the under frame at each end for mounting the barrel. The barrel is placed longitudinally on the under frame and secured by means of rivets to the saddles. The barrel is a cylindrical vessel generally fabricated out of low carbon steel.
3.7.3 Safety fittings - Safety valves, relief valve, safety vent, vapour extractor
cock, master valve assembly, bottom discharge stop valve etc. are provided as safety fittings.
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3.8.2 Constraints
Moving gauge (Maximum moving dimension ) Axle load Track loading density Centre of gravity Customer requirement Operational needs Maintenance convenience Manufacture convenience
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becomes important ). Damping in transverse mode (friction or viscose), should aim at a ratio of 0.4 (damping factor)
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i) Axle load - Indian Railways use broadly 16.2t, 20.32t and 22.9t axle loads. The choice depends upon pay load and type of truck. Higher axle load and track loading density result in higher pay load to tare ratio. ii) Wheel Base - On Indian Railway the schedule of moving dimensions limit the wheel base as 1830 mm at its minimum value. Wheel base is taken as twice the wheel diameter. iii) Journal centre - Standard wheel sets on IR have 2240 and 2260 journal centers. This depends on axle design gauge of track etc. iv) Suspension characteristic - Soft suspension is required for high speed and it gives better ride index. However space limitation is the main factor. v) Snubbing - Coil spring suspension must be provided with snubbing arrangement where speed is more than 75 kmph. Snubbing can be achieved by means of hydraulic or friction. Freight stock is provided with friction snubbing. Snubbing is generally 8 to 10 percent of tare to 4 - 6 percent of gross loads. Laminated springs have inherent snubbing properties due to inner leaf friction hence such springs do not require any separate damping. vi) Type of Centre pivot - In Indian railways spherical and hemispherical centre pivots are used. Top and bottom pivots are attached to under frame and bogie by means of permanent fastenings. The weight of vehicle is transmitted through centre pivot. Pivots must rotate freely around a centre pin when vehicle is negotiating a curve. vii) Side bearer - It can be of clearance type or constant contact type depending upon design requirement of bogie. Constant contact type side bearer helps in reducing bogie hunting which is combination of rolling and nosing motion. viii) Type of construction - Bogie construction may be fabricated or cast depending upon means and techniques. Cast steel construction requires less maintenance. ix) Track loading Density - This is defined as average load coming on the track. The maximum permissible tack loading on BG is 7.67 t/m. The wagon design is to be done in such a manner that potential available in the track loading is also utilized to the extent possible. The present wagons have TLD in the range of 3.37 ton/m to 7.16 ton/m. x) Payload to tare Ratio - It is defined as the ratio of (maximum weight of the commodity which can be carried) pay-load to the actual weight of the empty 36
wagon (tare weight). This indicates the carrying capacity of a wagon. This value is within the range of 2.15 to 2.78. xi) Coupler & Coupler height - Coupler is provided to connect the wagons mechanically. The height of coupler at which the inter-wagon connection is to be made, is also important for wagon design. The value for BG wagon is 1105mm. Since coupler also transmits tractive effort of loco to the wagons in the rear, couples forces coming on the last vehicle is also important for selection of the coupler for a particular service AAR type CBC coupler have now been standardized for BG wagons. The wagons are designed for different commodity for ensuring safety, ease of handling, storage etc. The different types of wagons now in use include Hopper type wagon. Tank, Open flat, Open Box, and Covered wagon etc. The bogie for such wagons may be different. The Bogie is an assembly consisting of wheel set, braking system etc on which body is assembled. The Body is primarily for storage of the material to be carried. The bogies now in used in Indian Railways are predominantly CASNUB and UIC type bogies. The important wagon stocks used in Indian Railways are : Wagon type Mechanical/Transportation Code Fitted with UIC bogie (Vacuum brake system) HOPPER TANK OPEN FLAT OPEN BOX COVERED BRS BRH BOX BCX Fitted with CASNUB (Air brake system) BOBRN BTPN BRN BOXN BCN
S.NO. 1. 2. 3. 4.
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5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24.
Gross weight/train Pay load/train Pay weight/ tare weight Brake system Flexible wheel base Rigid wheel base Axle load Wheel type Wheel diameter Condemning diameter Construction of bogie Type of bogie Type of bogie brake gear Suspension arrangements Over C.B.C. to C.B.C. Over head to head Width of wagon Height of wagon from rail level Height of wagon from floor area Height of wagon from rail level to floor area
4500t 3200t 2.78 Air brake 6524mm 2000mm 20.3t Solid 1000mm 906mm Cast steel CASNUB Push & pull Helical spring 10713mm 9784mm 3160mm 3225mm 1950mm 1275mm 27.9m2 HT& NHT
3500t 2400t 2.24 Vacuum brake 8800mm 2000mm 20.3t solid 1000mm 860mm fabricated Box or UIC Clasp Laminated spring 13720mm 1280mm 3134mm 3155mm 1879mm 1281mm 36.5 m2 Only NHT
25. 26.
3.13
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3. 4.
ii.
This bogie is designed for an axle load of 20.3 tones. It has a fixed bolster with only primary suspension incorporating 4 laminated springs. Bogie frame is of fully welded plate construction and as such it is very easy to repair by welding.
iii.
BOX wagons are fitted with double row cylindrical roller bearing suitable for 130 mm dia. journals. Normally these roller bearing need to attention from POH to POH excepting topping up of grease during the schedule maintenance i.e. ROH repair (18 months after POH/ROH). Introduction of roller bearing has eliminated the incidence of hot axle to a great extent and has enabled the wagon to run a long distance without any hindrance with a higher speed.
iv.
Box wagons are fitted with center buffer coupler of knuckle type with rubber draft gear. This introduction of CBC over conventional draw bar and buffer has facilitated the hauling of heavier train and easy coupling and uncoupling of wagons within a very little time.
v.
These are fitted to BOX wagons to give higher leverage ratio (1:13) for automatic adjustment of slack between brake blocks and the wheels as also to restrict the maximum travel of piston rods. These are fitted to BOX wagons to give higher leverage ratio (1:13) for automatic adjustment of slack between brake blocks and the wheels as also to restrict the maximum travel of piston rods. Piston stroke: Empty condition 114 to140 mm Loaded condition 165 to 190 mm
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i. Cast Steel Bogie with load proportional frictional damping and IRS spherical pivots
The wagon has been fitted with CASNUB 22 W bogie and a modified CASNUB 22W(M) bogie and incorporates load proportional friction damping with the aid of snubber. This bogie is fitted with IRS spherical pivots.
ii.
The wagon is fitted with standard cartridge type tapered roller bearing in order to improve its capability for coping with lateral thrusts encountered on curves.
iii.
Since this wagon is being used on unit train operation in heavier train loads and operating on higher speeds, the conventional vacuum brake system has been replaced with the Single pipe graduated release air brake so that the emergency braking distance is within the limit of 1.2 km.
iv. High Tensile Centre Buffer Coupler along with Higher Capacity Draft Gear
40
In order to permit the operation of heavier train loads, the strength of the coupler has been up rated by change of material. The dimensional details of the coupler, however, have remained unchanged and the new design of high tensile coupler is fully interchangeable with the standard centre buffer coupler. This up rated version of centre buffer coupler has a designed capacity of 120 t in tension (draft force) and 270 t. in compression (buffing force). Further, in order to undertake the operation of long trains without excessive damage, a new design of draft gear with higher energy absorption capacity has been incorporated on these couplers. These draft gears incorporate friction component along with a rubber pad/steel springs.
v. Body Construction
The various sub-assemblies of the body construction, viz. wagon sides, wagon ends and under-frame assemblies is fully welded. These subassemblies are assembled on the under-frame by riveting. Three doors have been provided on the side of the wagon to permit manual on loading during emergency.
ii. Brake power deterioration Brake power deteriorates every 400 kms for vacuum brake train. In air brake system the deterioration in negligible. iii. Heavy downgrades There is no brake fade due to inherent inexhaustibility and hence no additional locomotive is required to hold the train during recharging where as same is required in vacuum braked train.
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iv.
v.
Length of train
There is no possibility in the vacuum system to go in for a train longer than 600meters as there is a drop of more than 30% in brake van and hence brake power becomes quite weak. In the air brake system 1500-2000mts trains can be operated as the drop in brake van is almost negligible. Long haul train s of such length have already been run on MGS- GZB section. vi. Pre- departure delays These are of the order of 1.5 to 4.0 hours in the case of vacuum brakes where as for air brake, it is 45-60 minutes. vii. Ineffective The percentage infective in case of air braked stock is one tenth of that in case of vacuum brake stock. viii. Maintenance cost For air braked stock, it is one fifth of that for the vacuum braked stock.
3.15 Air brake equipments comprises of the following for each wagon
The air brake equipments comprises of the following for the each wagon . Their details as under:S.No. A. Description Distributor Valve with pipe bracket and control reservoir B. C. D. E. F. Brake cylinder 355 mm dia. Auxiliary reservoir 100 lts. cut-off angle cock Dirt Collector Check valve with choke 01 01 01 02 01 01 No. Per Wagon
42
G. H. J.
Isolating cock Air brake hose coupling for BP Pipes and pipe fittings
01 02 01 Set
160X102X8 mm
Stringer End
100X 51 X 4 mm
Stringer Outer
100 X 51 X 4 mm
Stringer Inner
100 X 51 X 4 mm
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GRADE : IRSM-44 8 Stringer 100 X 51 X 4 mm RDSO DRG REF-WD05086-S-15 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-15 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-15 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-15 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-15 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-06 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-05 MTRL GRADE : IRSM-44 15 Angle Corner Stanchion 110 X 110 X 8 mm RDSO DRG REF-WD05086-S-06 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-05 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-05 MTRL GRADE : IRSM-44 RDSO DRG REF-WD05086-S-07 MTRL GRADE : IRSM-44 50 X 50 X 5 mm RDSO DRG REF-WD05086-S-16 MTRL GRADE : IRSM-44
100X 51 X 4 mm
10
100 X 51 X 4 mm
11
100 X 51 X 4 mm
12
Stringer Center
100 X 51 X 4 mm
13
170 X 75 X 4 mm
14
145 X 36 X 4 mm
16
110 X 75 X 7 mm
17
71 X 40 X 4 mm
18
45 X 36 X 4 mm
19
44
BOX NR
*The BOXNHL wagons are recently introduced in Indian Railways. 4.0 DEFECT AND FAILURE ANALYSIS OF FREIGHT STOCK
Brake gear Wheel ROH Draft gear Air Brakes Wagon Def. Bogie Total defective wagons
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4.3.2 Bar chart of Defective Wagons 60% 50% 40% 30% 20% 10% 0% Brake wheel ROH Draft Air Wagon Bogie gear Gear brake def
REMARKS As per table It is found that approximate 50% wagons are detached from brake gear defect. Rest wagons are detached from other defects.
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48
Slackening of rivets due to the combined effect of ageing, corrosion and, wear and tear. Wearing out of door hinges. Damage to door fittings because of wear and tear or mishandling. Distortion of door mainly because of mishandling failure of welded joints. Distortion or cracking of stanchions and other structural members because of abnormal load, e.g. those due to defective clamping on tipplers. Wear and tear or breakage of miscellaneous fittings such as ladders, cleats, label-holders etc.
50
The horizontal cracks in the under frames, are gauged out the welded. The vertical cracks are strengthened by patching. Any deflection of the members of the under frame in the form of sagging or buckling is attended to and rectified. Bending or cracking of the sole bars are attended to alignment of the under frame is checked at various planes. In case of 4 wheeler wagons, the correct location of the scroll iron is very important for ensuring correct running of the wagons. So important fittings like scroll irons, horn cheeks, buffer etc. are checked with respect to important datum planes. Degusting and cleaning of the under frame and its fitting is done. Head stocks which are excessively damaged/bent are repaired both in case of 4-wheelers and bogie wagons.
Rivets broken/deficient or slack. (E) Defects in Axle Boxes Axle Box visibly worn. More than one loose liner. Axle Box cracked below the journal center. Axle box broken. Deficient back plate or dust shield. Back top cover plate on BG wagons deficient. Integrally cast back plate broken. Hot box. Axle Box overdue oiling/ or overdue repacking. Axle box face plate broken/ insecurely fastened or gaping. Axle box face plate deficient or with a rivet broken. (F) Defects in Journals Worn out collar shoulder. Ovality on the Journal. Tapering on the Journal Scored Journals. Flanges sharp/deep/thin. Too insufficient radii at the root of flange. Gauge slack/light. Cracked or broken. Slack tyres (G) Defects in Wheel Assembly Wheels reached condemning limits. Flat places/skidded. Flanges sharp/deep/thin. Too insufficient radii at the root of flange. Gauge slack/light. Cracked or broken. Slack tyres
52
Four wheeled CASNUB bogie with long travel springs, friction snubbing device, centre pivot and side bearer assembly. Bogies usually require attention for the following places: Alignment of the Bogies i. Longitudinally ii. Transversally iii. Diagonally. Corrosion & excessive pitting of spring planks. Side frames & bolsters- cracked/distorted or pitted heavily. Uneven wear on the concave & convex surfaces of the pivots. Spring plate corroded. Rivets of the spring plank loose. Free height of springs reached condemning limit/springs found broken or cracked. Cracking of the sole plate of UIC bogies above the horn gap stiffener. Breakage of the laminated bearing springs of UIC bogies. Wear of Friction shoes. Wear or various mating surfaces, like side frame, autorotation lug, pedestal sides etc.
(iv)
Bending of plunger face. Bending/cracking of buffer casing. Bending of spindle/damage to its threads/cracking of spindle at the cotter way. The draw gear also constitutes a vital sub-assembly of the wagon & helps in transmitting the tractive efforts of a loco to the individual wagons. It has to perform this function smoothly without causing any damage to the wagon structure. Repairs to the various components of draw gear both conventional as well as couplings are required as under: Wearing of hooks beyond prescribed limit. Wear on shackle pin hole. Wear of the shackle of screw coupling at both the eyes and on the bend where it rubs against the hook of draw bar. Excessive wear on trunion & Trunion nut and shackle pin. Repairs to the various components of the CBC are required as follows: Shank bent out of alignment with the head. Full knuckle throw, lockset, lock-to-lock (anti-creep) and locking functions unsatisfactorily. Wearing of shank wear plates. Cracking of head in the knuckle side wall. Excessive distance between the nose of the knuckle and the guard arm. Knuckle nose wear stretch & cracks.
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6.0 REFERENCES
Indian Railway Journal Spotlight on double-stack container movement, The Hindu Business Line Indian Railway Standard Specifications and Manual Rao, M. A. Indian Railways, New Delhi Wadhwa, Gopal Krishan. An Overview of the R&D Center of Indian Railways www.rdso.gov.in www.rdso.indianrailways.gov.in http://www.rdso.indianrailways.gov.in/works/uploads/File/publication_section.p df
7.0 CONCLUSION
With the end of day 20, my training at R. D. S. O. also came to a completion. It was a huge learning curve for me, especially as being a raw hand, I got my first opportunity to see the practical side of things and learn various aspects of Indian Railways. For this I would like to express my gratitude to the management at R. D. S. O. for having allowed me to take my training at their company, especially Mr. A. K. Vaidya(Director, Wagon Directorate). I would also like to express my gratitude to the various Officers assigned to me during the training period.
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