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1.ABSTRACT
This report deals with brakes, coaches and corrosion. The report has a detailed
information about the components of air brake. It also includes the method of
manufacturing composite brake blocks. This report also briefs about LHB and ICF AC
coaches. How they are built. How each are different from others what are the
specifications and technical terms associated with these two kinds of coaches. We also
focus on causes of corrosion in ICF coaches and the procedures for corrosion repair.
............................................

2.OBJECTIVE
The objective of this report is to brief about the Air brakes & manufacturing of composite
brake blocks, types of coaches & the merits of these coaches and the procedures followed
to minimize corrosion in coaches.

............................................

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ACKNOWLEDGEMENT

We express our sincere gratitude to Sri. M. Raveendran, Dy.CWM/MYSS and Sri.

Prashant Mastiholi, WPO/MYSS for giving permission for carrying out internship in
central workshop, Mysuru South.
We express sincere gratitude to Sri. K. L. Vinod Kumar SSE/CBB for his
guidance and encouragement for the internship at the beginning.

We would like to place of record our sincere thanks to Sri. Ramkrishnan

SSE/HCR for encouragement, enthusiasm and guidance in this internship.

We specially thank Employees of Heavy Corrosion Repair Shop for their

continual support and technical assistance to acquire valuable knowledge.

Indian Railways
Indian Railways is an Indian state-owned enterprise, owned and operated by
the Government of India through the Ministry of Railways. It is one of the world's largest
railway networks comprising 115,000 km (71,000 mi) of track over a route of 65,808 km
(40,891 mi) and 7,112 stations. In 2014-15, IR carried 8.397 billion passengers annually
or more than 23 million passengers a day (roughly half of whom were suburban
passengers) and 1058.81 million tons of freight in the year. In 20142015 Indian
Railways had revenues of1,634.50 billion (US$24 billion) which consists of 1,069.27
billion (US$16 billion) from freight and 402.80 billion (US$6.0 billion) from
passengers tickets.
Railways were first introduced to India in the year 1853 from Mumbai to Thane. In 1951
the systems were nationalised as one unit, the Indian Railways, becoming one of the

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largest networks in the world. IR operates bothlong distance and suburban rail systems on
a multi-gauge network of broad, metre and narrow gauges. It also
owns locomotive and coach production facilities at several places in India and are
assigned codes identifying their gauge, kind of power and type of operation. Its
operations cover twenty nine states and seven union territoriesand also provides limited
international services to Nepal, Bangladesh and Pakistan.
Indian Railways is the world's seventh largest commercial or utility employer, by number
of employees, with over 1.376 million employees as of last published figures in 2013.
IR's rolling stock comprises of over 245,267 Freight Wagons, 66,392 Passenger
Coaches and 10,499 Locomotives (43 steam, 5,633 diesel and 4,823 electric
locomotives). The trains have a 5 digit numbering system and runs 12,617 passenger
trains and 7,421 freight trains daily.[4] As of 31 March 2013, 21,614 km (13,430 mi)
(32.8%) of the total 65,808 km (40,891 mi) route length was electrified. Since 1960,
almost all electrified sections on IR use 25,000 Volt AC traction through overhead
catenary delivery.
Indian Railways is divided into 16 zones, which are further sub-divided into divisions.
The number of zones in Indian Railways increased from six to eight in 1951, nine in 1966
and sixteen in 2003. Each zonal railway is made up of a certain number of divisions, each
having a divisional headquarters. There are a total of sixty-eight divisions.

Sl.
No

Name of the
Railway zone

Abbr.

Zone
Headquarters

Railway Divisions

1.

Northern Railway

NR

Delhi

Delhi, Ambala, Firozpur, Lucknow

NR, Moradabad

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2.

NER

Gorakhpur

Izzatnagar, Lucknow NER, Varanasi

NFR

Guwahati

ER
SER

Kolkata
Kolkata

SCR

Secunderabad

7.

North Eastern
Railway
Northeast Frontier
Railway
Eastern Railway
South Eastern
Railway
South Central
Railway
Southern Railway

SR

Chennai

8.

Central Railway

CR

Mumbai

9.

Western Railway

WR

Mumbai

10.

South Western
Railway
North Western
Railway
West Central
Railway
North Central
Railway
South East Central
Railway
East Coast
Railway
East Central
Railway

SWR

Hubballi

Alipurduar, Katihar, Rangiya,

Lumding, Tinsukia
Howrah, Sealdah, Asansol, Malda
Adra, Chakradharpur, Kharagpur,
Ranchi
Secunderabad, Vijayawada,
Hyderabad, Guntakal, Guntur, Nanded
Chennai, Tiruchirappalli,
Madurai, Palakkad, Salem,
Thiruvananthapuram
Mumbai, Bhusawal, Pune, Solapur,
Nagpur
Mumbai WR, Ratlam,
Ahmedabad, Rajkot, Bhavnagar,
Vadodara
Hubballi, Bengaluru, Mysuru.

NWR

Jaipur

Jaipur, Ajmer, Bikaner, Jodhpur

WCR

Jabalpur

Jabalpur, Bhopal, Kota

NCR

Allahabad

Allahabad, Agra, Jhansi

SECR

Bilaspur

Bilaspur, Raipur, Nagpur SEC

ECoR

Bhubaneswar

Khurda Road, Sambalpur, Waltair

ECR

Hajipur

Danapur, Dhanbad,
Mughalsarai, Samastipur, Sonpur

3.
4.
5.
6.

11.
12.
13.
14.
15.
16.

South Western Railway

The South Western Railway is one of the 17 railway zones in India. It is headquartered at
Hubballi and comprises 3 divisions namely Hubballi, Mysuru, and Bengaluru. The 4th
division at Gulbarga will come up shortly and preparations of work has already begun.
[1]
The zone came into existence on 1 April 2003. Important named trains operated by this
zone are : Karnataka Express (Bengaluru-New Delhi), Rani Chennamma
Express (Bengaluru-Kolhapur), Gol Gumbaz Express (Mysuru-Solapur), Basava Express

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(Mysuru-Bagalkote),Siddaganga Intercity Express (Bengaluru-Dharwad), Karnataka

Sampark Kranti Express (Bengaluru-New Delhi) and (Bengaluru-Chandigarh), Hampi
Express (Mysuru-Hubballi), Lalbagh Express (Bengaluru-Chennai), Shatabdi Express
(Bengaluru-Chennai), Tippu Express (Bengaluru-Mysuru), Island express (BengaluruKanyakumari),Sanghamithra Express (Bengaluru-Patna) and Goa Express (Vasco Da
Gama-Hazrat Nizamuddin).
Plans are afoot to lay more lines & introduce more trains in this zone as the rail density is
less compared to other zones and states in India.
The Mysuru Division of South Western Railways will be designated as "Digital Division"
after fully adopting its current technology harnessing programme. Government of India
had asked Railways divisions to cut red tape and reduce paper work in offices. All the
officials will adopt technologies like WhatsApp and Google Drive to share reports and
other documents. This will save lot of papers being used for circulating reports as done
currently. Two web based helplines have been launched so that digitized information can
be shared among different officials. The inspection reports regarding maintenance,
passenger amenities, cleanliness, electronics and communication etc. will be managed by
a new software which is under construction now. These measures will cut down
redundant works, reduce number of registers and reports maintained by officials, reduce
paper consumption and improve the efficiency and celerity of operations.

Mysore Workshop
The Railway Workshop at Mysore was established as a Base Workshop of the
erstwhile Mysore State Railway in 1924. Consequent to the transfer of few sections
like Bangalore Harihar and Yeshvanthapur Hindupur to the State Railways, the
workshop was expanded to the present form in 1938 with the task of maintaining the

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MG Rolling stock in the then undivided Mysore and Guntakal Divisions. With the
formation of integrated Southern Railway in 1951this workshop became part of
Southern Railway.
Progressive dieselization of the MG sections coupled with the policy of uni-gauge
contributed to the steady decline of MG load arising. The legacy of Skill and
dedication of the Mysore workshops was not destined to be abruptly reduced to
redundancy. This Workshop was converted to BG coach POH shops during the year
1993 and started POH of BG coaches from August 1994 onwards.
This work shop became the part of South Western Railway from 01.04.2003 onwards
mainly dealing with the POH/IOH of BG coaches.
Present activities of the workshop (including RSP work)

Periodic Overhauling of all types of BG Coaches.

Refurbishment of coaches.
Intermediate Overhauling (IOH) of Bogies.
Manufacturing of Toy Train.
Manufacturing of Composite Brake Blocks.

BRAKES
Air Brake
The brake system in which compressed air is used in the brake cylinder for the
application of brake is called air brake. The brake pipe and feed pipe run throughout the
length of the coach. Brake pipe and feed pipe on consecutive coaches in the train are
coupled to one another by means of respective hose couplings to form a continuous air

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passage from the locomotive to the rear end of the train. The compressed air is supplied
to the brake pipe and feed pipe from the locomotive. The magnitude of braking force
increases in steps with the corresponding reduction in brake pipe pressure and vice-versa.
There are two types of air brakes namely:
Direct release (Mainly used on American Rail Road)
Graduated Release (Used on Indian Railways)
Direct release system
In direct release system the brake cylinder pressure cannot be reduced in steps by
increasing the brake pipe pressure in steps during release. The brakes are released
immediately, as soon as releasing of brake is initiated.
Graduated release system
In this system the brake cylinder pressure can be reduced gradually in steps in proportion
to the increase in brake pipe pressure.
There are two types of graduated release air brakes
Single pipe air brake system.
Twin pipe air brake system.
Single pipe system
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 and release of brakes.
Twin pipe system
In addition to the brake pipe, there is one more pipe called feed pipe, running from loco
to the brake van to charge the auxiliary reservoir continuously to 6 Kg/cm2.

TWIN PIPE SYSTEM

Under normal conditions the Brake pipe is charged with 5 kg/cm2 from the Loco. The
control reservoir is charged with 5 Kg/CM2 from BP and the Auxiliary reservoir is
charged with 6 kg/cm2 through FP. When the brake pipe is 5 kg/cm2, the brake cylinder is
connected to exhaust through distributor valve in order to keep the brakes in released
position fully. Whenever the brake pipe pressure is reduced below the CR pressure, the

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DV connects the auxiliary reservoir with the brake cylinder and the air from AR is sent
into the brake cylinder to apply the brake. Whenever the brake pipe pressure is equal to
CR pressure, the DV disconnects the BC from AR, and in turn connects the BC with
Exhaust for the release of brakes fully.

Schematic diagram of twin pipe air brake system

COMPOSITE BRAKE BLOCKS

Indian Railways introduced the usage of Composite Brake Blocks in the Rolling Stock
during late 90s, in lieu of cast iron brake blocks. In-house Technology was developed by
Mysore Workshop, Southwestern Railway, for the first time on Indian Railways.

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Manufacturing of Composite Brake Blocks was commenced in Mysore Workshop since

2002 and efforts were made from the beginning to get the Brake Blocks approved by
RDSO/LKO (Research Design and Standards Organization/Lucknow) of Indian
Railways. But the desired results were not obtained. Since 2010, Mysore Workshop has
taken up the manufacturing of Composite Brake Blocks as a challenge and new samples
were developed with improved Composition to meet the requirements as per RDSO
Specification, C-9809(Revision 4) and resubmitted again to RDSO. This time the Brake
Blocks manufactured by Mysore workshop were found as per RDSO Specification and
validation of the Brake Blocks manufactured by this workshop has been communicated
on 13-10-2011. Hence Mysore Workshop on Southwestern Railway has become the only
manufacturer of Composite Brake Blocks on Indian Railways which is a milestone and
historic achievement of Mysore Workshop and Indian Railways.

WORKING INSTRUCTION
1. Weigh the ingredients correctly.
2. Mix them thoroughly to make a homogenous mixture.
3. Apply PF resin on back plate, which is grit blasted and cleaned.
4. Pre heat the mould upto 120 (max), 90 -120 .
5. Apply releasing agent(silicon spray/soap solution) on the mould surface.
6. Place the back plate inside the mould cavity.
7. Fill the mould cavity with the composite mixture.
8. Close the mould with male die.
9. Gradually apply the load.
10. Maintain the temperature of the mould between 120 to 130 .
11. Allow the gases to escape by releasing the load after 15 minutes of initial
compression.
12. Maintain load and temperature for another 35 minutes.
13. Release the mould and eject the brake block.
14. Remove extra fins if any with a sharp blade.
15. Heat the air block in air drying ovenfor 18 hours maintained at 115 to 120
for complete baking of the brake block.
16. Subject the brake block for hardness test.
17. Paint the condemning limit on the brake block.
18. Packing of composite brake blocks in corrugated boxes.

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Grit blast back palte

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Select the back plate and the

mould

Weigh the ingredients

correctly

Mix the ingredients

thoroughly- make
homogenous mixture

Pre heat the mould to 120

apply the releasing agent on the

mould

Apply PF resign over the

back plate

place the back plate inside the

mould cavity

fill the mould cavity with

copmosite mixture

close the mould and apply load

maintain temp. between 120 to 130, allow the gases to escape after 15
minutes, maintain load and temperature for another 35 minutes

release mould,eject brake box

remove extra fins if any

heat brake block in air drying oven for 20 hours

maintained at 115 to 120

subject the block to hardness test

packing the brake blocks in

corrugated boxes

dispatch

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Linke Hofmann Busch (LHB) coaches

LHB coaches are the passenger compartments of Indian Railways that have been
developed by Linke-Hofmann-Busch of Germany (renamed Alstom LHB GmbH in 1998
after the takeover by Alstom ) and produced by Rail Coach Factory in Kapurthala, India
They have been used since 2000 on the Indian Broad Gauge (1676 mm) network of
Indian railways. Initially, 24 air conditioned coaches were imported from Germany for
use in the Shatabdi Expresses, after which the Rail Coach Factory started manufacturing
after technology transfer. The coaches are designed for an operating speed up to 160 km/h
and could go up to 200 km/h. However, they have been tested up to 180 km/h. Their
length of 23.54m and a width of 3.24m means a higher passenger capacity, compared to
conventional rakes. The tare weight of the AC chair car was weighed as 39.5 Tons.
They are considered to be "anti-telescopic", which means they do not get turned over or
flip in case of a collision (chiefly head-on). These coaches are made of stainless steel and
the interiors are made of aluminum which makes them lighter as compared to
conventional rakes. Each coach also has an "advanced pneumatic disc brake system" for
efficient braking at higher speeds, "modular interiors" that integrate lighting into ceiling
and luggage racks with wider windows. The improved suspension system of LHB
coaches ensures more riding comfort for the passengers compared to conventional rakes.
The air conditioning system of the LHB coaches is of higher capacity compared to the
older rakes and is controlled by a microprocessor which is said to give passengers better
comfort than the older coaches during summer and winter seasons. They are relatively
quieter as each coach produces a maximum noise level of 60 decibels while conventional
coaches can produce 100 decibels. Each LHB coach costs between Rs 15 million to
20 million, whereas the power car which houses a generator costs about 30 million.
Types:

LGS = Second class self-generating

LS = Second class non self-generating

LSCN = Second class 3-tier sleeper

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LWACCW = AC2 Air-conditioned 2-tier sleeping-car (52 berths)

LWACCN = AC3 Air-conditioned 3-tier sleeping-car (72 berths)

LWCBAC = Air-conditioned pantry/kitchen/buffet car

LWFAC = AC1 Air-conditioned first class sleeping-car (24 berths)

LWFCZAC = Air-conditioned executive chair car (56 seats)

LWLRRM = Luggage/generator/brake van

LWSCZAC = Air-conditioned chair car (78 seats)

LWSCZ = Chair car

Technical terms:-

Bogies:The FIAT-SIG bogie is a welded H frame type based on the Eurofima standard. The
wheel base is 2560 mm, the wheel diameter new 915 mm and at maximum wear 845 mm.
Main features of the bogie are primary suspension with articulated arms and coil springs,
secondary suspension of integral flexicoil type with coil springs and rubber pads on top
and bottom, anti-roll bar, vertical and transverse shock absorbers and anti-hunting
dampers. For braking on each axle two disc brakes with 640 mm diameter, brake
cylinders and automatic slack adjuster are provided.

Coupler:The automatic center buffer coupler of AAR tight lock type at the coach end has a
support frame which provides an anti-climbing protection. The coupler can be opened
from the side by a lever. The design allows the use of screw coupler instead of center
buffer coupler. Therefore a fixing plate for buffers is also provided. The inter-vehicle

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coupler for the supply of the 750 V from the generator car is located below the underframe. Due to the moving situation 4 brake hoses are to be used at the coach end which
are brought to two hoses behind the coupler.

Air conditioning unit:Each coach is equipped with two compact roof-mounted air-conditioning units which
have a cooling capacity of approximately 2x22.5 KW and a heating capacity of 2x6 KW
and which are controlled by a microprocessor. The operating voltage of the unit is 3
phase, 415 V, 50 Hz. Each unit has 2 refrigerant circuits with hermetic refrigerant
compressors, condensers with Copper pipes and Aluminum fins, evaporators and
condenser fans.
The fresh air comes in through the air inlet of the AC unit. The conditioned air is
transported in heat insulated aluminum ducts mounted below the roof and distributed
through the perforated ceiling into the passenger room. The return air flows back through
openings above the compartment door to the AC unit. The entrance area, toilets and
pantry are connected to the exhaust air system.
Control panel for Air Conditioning in an LHB rake of Rajdhani Express

Doors:The entrance doors are made of the same steel as the car body shell. They are flush with
the sidewall to allow easy car-washing. Two handholds and three fixed steps are provided

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to enter the coach. The door inward opening to the entrance area is covered from inside
with a FRP panel. Above the door is an entrance light. The entrance steps are closed by a
foldable cover. An inside handhold allows easy entry and exit. An ashtray is also
provided.

Water supply and disposal:There are two connected fresh water tanks, which are made of stainless steel, with a total
capacity of 1370 liters for the 3 toilets. The water level is indicated on one tank on each
side. The filling can be made from both sides by one filler for both tanks. Three
intermediate water tanks, each with a capacity of 30 liters, made out of stainless steel are
located above the toilets. Two centrifugal pumps located in a stainless steel casing at the
under frame supply the water to the tanks. One of the 415 V pumps is always kept
running, while the other is kept on standby. After each switch off the other pump will
work.
Below each toilet, a 40 liter waste water tank is provided in which toilet waste is
collected when the coach is at standstill. It gets opened with a pneumatically operated
sliding valve when a defined speed is reached. The junction box for the inter-vehicle
coupler is visible.
Control panel for water system of an LHB rake in Rajdhani express train.

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Sanitary system:The coaches are equipped with "controlled discharge toilet system" (CDTS). By the
means of this system, a toilet in the coach would become functional only when the speed
of the coach crosses 30 km/h, which is said to help in avoiding the soiling of the track at
the railway stations. Both eastern (squat) and western styles of toilets are provided. One
side of the toilet is provided with a wash basin with water tap and sensor button, a soap
dispenser, a mirror, an ash tray and a waste bin. On the other side there is the toilet itself,
a water tap with mug, a handhold, the toilet paper holder and the sensor button for the
toilet flush. The window in the toilet can be opened in the upper half. The toilet doors are
of folding type to use the available space to an optimum.
Pantry system:Each vehicle is equipped with a pantry for storing cold and hot meals which are to be
served to the passengers at their seats. In the gangway between the passenger room door
and the entrance is on one side the pantry and on the other side the storage area. The
pantry is closed by a double leaf sliding door and the storage area by roller shutters. On
the left side, a 15 litre water boiler, an 11 litre soup-warmer, a sink, and racks are
provided. The other side is equipped with three hot cases, the bottle cooler, the
refrigerator and the deep freezer for the 78 passengers. The storage area gives space for
racks and also for the serving trolley.

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Electrical power supply system: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
End-on-Generation (EOG)
Two power cars each equipped with 2750 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.
Head-on-generation (HOG):Power is supplied from the train locomotive at the head of the train. The single phase
25kV transformer of the electric locomotive is provided with hotel load winding which is
converted to three phase AC at 750 V using 2*500kV inverter and supplied to the system

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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. The other class of trains namely Electrical
Multiple Unit and Main Line Electrical Multiple Unit employs the same system for coach
lighting. The system is similar to what 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.

ICF COACHES:ICF Bogie is a conventional railway bogie used on the majority of Indian Railway main
line passenger coaches. The design of the bogie was developed by ICF (Integral Coach
Factory), Perambur, chennai, India in collaboration with the Swiss Car & Elevator
Manufacturing Co., Schlieren, Switzerland in the 1950s. The design is also called the
Schlieren design based on the location of the Swiss company.
Technical terms
Bogie frame:The frame of the ICF bogie is a fabricated structure made up of mild steel. Main subassemblies of bogie frame viz. side frames, transoms, headstocks, longitudinal forms the
skeleton of the bogie frame. The sub assemblies are fabricated from flanges, webs,
channels and Ribs by welding process. Various types of brackets are welded to the frame
for the purpose of primary and secondary suspension arrangement, alternator suspension
arrangement and brake rigging arrangement. Various brackets viz. brake hanger brackets,
brake lever hanger brackets, brake cylinder fixing brackets, anchor link brackets, bolster
spring suspension brackets, alternator suspension brackets, belt tensioning bracket/s, axle
box guides, suspension straps are welded on the bogie frames. It involves 40 meters

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(app.) of welding in a single conventional bogie frame. Based on load carrying capacity
per axle, the conventional bogie frames are grouped in to two types. They are 13 ton
bogie frame and 16 ton bogie frame. 13 ton bogie frames are being used in the bogies of
all non-AC mainline coaches and 16 ton bogie frames are being used in bogies of all AC
coaches, power cars and diesel multiple unit trailer coaches.
EMU Motor Coach type bogie frames, a different design of bogie frame is being used in
all coaches of Electric Multiple Units (EMU) and all self-propelled coaches (motor
coaches).
Bogie bloster:A bogie bolster is the central section of the bogie that carries the entire weight of a
coach's under frame. The bogie pivots around it using the center pivot pin. It couples to
the bogie frame at each end using the secondary suspension system (typically coil springs
and spring plank).

Centre pivot pin:A centre pivot pin is bolted to the body bolster. The centre pivot pin runs down vertically
through the centre of the bogie bolster through the centre pivot. It allows for rotation of
the bogie when the coach is moving on the curves. A silent block, which is cylindrical
metal rubber bonded structure, is placed in the central hole of the bogie bolster through
which the centre pivot pin passes. It provides the cushioning effect.
Wheel set assembly:Wheel arrangement is of Bo-Bo type as per the UIC classification. The wheel set
assembly consists of two pairs of wheels and axle. The wheels may be cast wheels or
forged wheels. The wheels are manufactured at Rail Wheel Factory, Chapra, Bihar or at
Rail Wheel Factory of Indian Railways bases at Yelahanka near Banglore in the state of
Karnataka. At times, imported wheels are also used. These wheels and axles are
machined in the various railway workshops in the wheels shops and pressed together.

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Roller bearing assembly:Roller bearings are used on the ICF bogies. These bearings are press fitted on the axle
journal by heating the bearings at a temperature of 80 to 100 C in an induction furnace.
Before fitting the roller bearing, an axle collar is press fitted. The collar ensures that the
bearing does not move towards the center of the axle. After pressing the collar, a rear
cover for the axle box is fitted. The rear cover has two main grooves. In one of the
grooves, a nitrile rubber sealing ring is placed. The sealing ring ensures that the grease in
the axle box housing does not seep out during the running of the wheels. A woolen felt
ring is placed in another groove. After the rear cover, a retaining ring is placed. The
retaining ring is made of steel and is a press fit. The retaining ring ensures that the rear
cover assembly is secured tightly between the axle collar and the retaining ring and stays
at one place. The roller bearing is pressed after the retraining ring. Earlier, the collar and
the bearings were heated in an oil bath. But now the practices has been discontinued and
an induction furnace is used to heat them before fitting on the axle. The axle box housing,
which is a steel casting, is then placed on the axle. The bearing is housed in the axle box
housing. Axle box grease is filled in the axle box housing. Each axle box housing is filled
with approximately 2.5 kg. of grease. The front cover for the axle box is placed on a
housing which closes the axle box. The front cover is bolted by using torque wrench.
Brake beam assembly:ICF bogie uses two types of brake beams. 13 ton and 16 ton. Both of the brake beams are
fabricated structures. The brake beam is made from steel pipes and welded at the ends.
The brake beam has a typical isosceles triangle shape. The two ends of the brake beam
have a provision for fixing a brake head. The brake head in turn receives the brake block.
The material of the brake block is non-asbestos and non-metallic in nature.it is a safety
item.
Brake blocks:Brake blocks are also of two types. ICF brake head uses the "L" type brake block and the
"K" type brake block is used on the IGP type brake head. "L" & "K" types are so called
since the shape of the brake blocks resembles the corresponding English alphabet letter.

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The third end of the brake beam has a bracket for connecting the "Z" & the floating lever.
These levers are connected to the main frame of the bogie with the help of steel brackets.
These brackets are welded to the bogie frame.
Brake lever:Various type of levers are used on the ICF Bogie . The typical levers being the "Z" lever,
floating lever and the connecting lever. Theses levers are used to connect the brake beam
with the piston of the brake cylinder. The location of the brake cylinders decides whether
the bogie shall be a BMBC Bogie or a non BMBC Bogie. Conventional bogies are those
ICF bogies in which the brake cylinder is mounted on the body of the coach and not
placed on the bogie frame itself.
Brake cylinder
In an ICF BMBC Bogie, the brake cylinder is mounted on the bogie frame itself.
Traditionally, the ICF Bogies were conventional type i.e. the brake cylinder was mounted
on the body of the coach. However, in the later modification, the new bogies are being
manufactured with the BMBC designs only. Even the old type bogies are being converted
into BMBC Bogies. The BMBC bogie has many advantages over the conventional ICF
bogie. The foremost being that, since the brake cylinder is mounted on the bogie frame
itself and is nearer to the brake beam, the brake application time is reduced. Moreover, a
small brake cylinder is adequate for braking purpose. This also reduces the overall weight
of the ICF bogie apart from the advantage of quick brake application.

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Electrical power supply system:Cardon shaft arrangement:In this arrangement, 25KW alternator was of conventional type except belt transmission
replaced with a cardon shaft which was driven by a gear box mounted on the axle. The
alternator was mounted on the coach underframe to take care of space constraints in the
bogie. This design was given by LHB to RCF as per the contractual condition. Based on
this design, one rake was turned out to work in Shalimar rake (4545/4646). The rake
turned out by RCF worked between NDLS & JAT for few days but design lapses
surfaced out within a short period. The design lapse was non-damping of vibrations
emerging from the track irregularities resulting failure on account of breakage of gear
box & Cardon shaft, failures of fasteners provided for coupling of Cardon & gear box,
shearing of flange for coupling, jamming of Cardon shaft arrangement, development of
gap between torque limiter plates, breakage of gear box torque arm pin cap locking stud
in Cardon shaft system and damage of fork arm bolt provided in Cardon shaft
arrangement.
Self Generating (SG)
225 kW alternators for AC coach and 14.5 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 225 kVA inverters. This system is followed over trains having a
combination of AC and non-AC coaches.

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Dimensional Specification of an ICF Coach:

Parameter

ICF

Length over Body

21770 mm

Length over Buffer

22280 mm

Width over Body

3245 mm

Inner Width

3065 mm

Window Opening (AC

Sleeper)

1220 mm x 610 mm

Advantages of LHB coaches over ICF coaches:1.LHB coaches have an average speed of 160 kmph and a top speed of
200 kmph as compared to an average speed of 70 kmph and a top speed of
140 kmph in ICF coaches.
2. LHB coaches are more safer as compared to ICF coaches due to a
number of reasons * LHB coaches are anti-telescopic and does not turn turtle in case of a
derailment.
* LHB coaches are made of stainless steel as compared to mild steel
(which is a less ductile material and also heavier then stainless steel) in
ICF coaches, this increases its shock bearing capacity in case of a mishap.
* LHB coaches have Disc brakes whereas ICF coaches have thread brake
system hence shorter stopping distance.
* The coupling system in LHB coaches reduces the relative motion
between two coaches and also prevents one coaches rising on the other in

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case of an mishap.
3. LHB coaches have a shorter wheel base thus improved ability to negotiate
curves at higher speeds.
4. LHB coaches requires less maintenance (intermediate hauling every 5 Lac
kms, and periodic hauling every 10 Lac kms) whereas an ICF coach has a
shorter maintenance schedule (intermediate hauling every 2 Lac kms and
periodic hauling every 4 Lac kms), so by the time an ICF coach is hauled 2
times, an LHB coach can still travel 1 Lac km extra. Thus reduced
maintenance cost.
5. LHB coaches have extra seating capacity as compared to ICF coaches
(LHB 3-AC - 72 & ICF 3-AC - 64) thus increased revenue every run.
6. LHB coaches have axle mounted suspension system whereas ICF coaches
have dashpot type suspension system.
ICF coaches have coil springs with dashpot level for primary suspension and
springs on lower spring beam through hangers for secondary suspension.
Primary suspension system in LHB coach has coil spring with hydraulic
damper and control arm and secondary suspension system springs directly
mounted on the sides of frames.
This increase comfort in LHB coaches and reduces vibration, and also
increases the safety because it has lower rolling effects.
Also ICF coaches suspension have a problem of oil spillage from the dashpot.
7. LHB coaches have a lower sound level of 60 Db as compared to 100 Db in
ICF coaches.
8. LHB coaches have microprocessor controlled Air Conditioning system

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which automatically maintains the ambient coach temperature both during

summers and winters.
9. LHB coaches have higher distance between the inner wheels which implies
larger coach width and therefore the width of the side berth are wider then ICF
coaches
All this equate to lower maintenance cost of LHB coaches, higher carrying
capacity and manyfolds increased safety.

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CORROSION:
The annual loss for India, on account corrosion is around Rupees 75 crores.
Corrosion is destruction of a metal by chemical or electrochemical reaction with its
environment. As Iron exists in nature in its most stable form i.e. Fe2O3, Pure iron
available in the steel in unstable condition and always tends to convert back into oxide
by corrosion. Under frame and bogie are the main parts in a coach that is subjected to
corrosion because of the presence of lavatory. Mechanical strength is reduced and the
section ultimately fails if extensive corrosion occurs. Corrosion and its control is an
important, but often neglects, element in the practice of engineering. Taking care right
from the material selection to successful operation, adhering to the guidelines is the
only possible way to minimize losses due to corrosion. Corrosion is a term related to
material deterioration mechanism, which may induce flaws affecting the health of
components. If these flaws are not detected at the right time, they may lead to the
failure if the component resulting in loss productivity and threat to safety. To this effect,
Non Destructive Evaluation (NDE) techniques, ultrasonic, radiography acoustic
emission, thermograph etc have a significant role to play in the detection and
monitoring of corrosion. Water percolation from toilet is one of the main causes for
corrosive environment in under frame and bogie components.
Five different main principles can be used to prevent corrosion:

Appropriate materials selection

Change of environment

Suitable design

Electrochemical, i.e. cathodic and anodic protection

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Application of coatings.

The choice between these possibilities is usually based upon economic considerations,
but in many cases aspects such as appearance, environment and safety must also be
taken care of. Two or more of the five principles are commonly used at the same time.

Corrosion in ICF Coaches is very common. Corrosion repairs to coaches are

mainly carried out during POH in workshops. Corrosion repairs are also done during
midlife rehabilitation of coaches that are 12 to 13 year old.
During POH all the under frame members are thoroughly inspected to locate
corroded members. Corrosion is indicated by flaking of paint, flaking of metal, pitting
and scale formation. Components those are not visible from both sides such as sole
bar and trough floor should be examined by tapping with a spiked hammer.
Particular attention should be paid to the more vulnerable members and locations
given below.

Sole bars, body pillars, turn under and trough floor below lavatories in
alltypes of coaches and luggage compartments of SLRS.

Sole bars, body pillars, turn under and pillars above lifting pads.

Sole bars, body pillars behind the sliding doors of SLRS

Sole bars, body pillars, turn under at the door corners and near coach body bolster.

Headstock.

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Causes of corrosion in ICF Coaches

Water seepage through the flooring to the top of trough floor.

Leakage of water through lavatory flooring.

Missing of corrode chute and drainpipe.

Defective water pipe fittings.

Absence of surface preparation during replacement of commode and drainpipes.

Habits of flushing the flooring with the water jet for cleaning.

The condensation of the air trapped in between the trough floor and
flooring due to climate changes.
Striking of flying ballast when the train is running.

The design of the window seal leaves the gap between the side panel to allow
the rain water flow through the panel and to drain out at the bottom.
The blockage of drain water by accumulated dust on the top of the trough floor.
Accumulation of water, dust and salty discharge under luggage compartment
in coaches.
Incorrect fitness of side panels.

Galvanic cell formation between steel and aluminium near window area.

Frequent use of concentrated acids for the cleaning of toilets.

Missing/defective commode chutes resulting in splashing of toilet discharge

leads to corrosion of under frame members.

Carrying of perishable items like fish in SLRS and Parcel vans and
insufficient cleaning after unloading.
Cracks in body panels and roof left unattended.

Painting defects left unattended.

Acid Spillage from batteries.

Area subject to high rate of corrosion in coaches

1. Side wall bottom: area below the lavatory and between body side pillars.

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2. Head stock: Outer head stock and tubular sections are heavily corroded due to lavatory.
3. Body pillar: bottom portion of pillar near doorways and lavatory area
4. Cross bearer: Joint between sole bar
5. Body side door: Bottom of the door due to water contain luggage
6. Battery box: corrosion due to acid action
7. Roof: rain water
8. Trough floor: adjacent to wash basin and lavatory
9. Floor: Pantry car area
10. Equalizing stay: Tube corrodes due to drain of lavatory water
11. Brake beam: Tube corrodes due to splash of lavatory water

The first attempt at standardisation of manufacture of passenger coaches on

Indian Railways led to the development of IRS design of steel bodied coaches. An
integral all metal coach design was taken from M/s Schlieren, Switzerland in 1954for
manufacture at Integral Coach Factory, Perambur. The original design had bogies with
speed potential of 96 kmph only. The design was modified to all coil bogies with longer
suspension hangers and weight transfer through side bearers, thereby enabling speed
potential to 105kmph on main line standard track and gradually to 140 kmph for
Rajdhani/Shatabdi Express trains on tracks maintained to standards laid downing RDSO
report No. C&M-I, volume I.Over the years changes have been made touse helical
springs instead of laminated springs in the secondary suspension while minor changes
in the shell have been made to reduce corrosion and improve the strength of certain
members. At present all new coaches are being manufactured with bogie mounted air
brake system and enhanced capacity draw gear. To meet the demands of the passengers,
coaches of various layouts like second class sitting accommodation, sleepers, upper
class, air conditioned chair car and sleeper, pantry cars, generator cars, luggage-cum-

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passenger cars and postal vans have been designed and manufactured. Luxury coaches
mainly to boost tourism having air conditioned sleeping and sitting accommodation
with catering facilities have also been designed and manufactured. On date, more than a
hundred coach layouts catering to the needs of different class of passengers areon line.

Procedure for corrosion repairs:

Wherever a portion of the sole bar is replaced during corrosion repair, the
bottom portion of side wall pillars at this location should also be simultaneously replaced.
Corrosion repairs are required to be carried out to the best standard of workmanship.
Trained and experienced welders should be deputed for carrying out welding under
careful supervision of qualified welding supervisors. Suitable arrangement should be
made for dry storage of electrodes. Approved class B-II electrodes suitable for vertical
and overhead welding should only be used for corrosion repairs. Reference may be made
in this connection to the approved brands of electrodes issued by RDSO. Procedure
detailed in
Code of Practice for painting of all metal coaches should be followed for cleaning and
painting of surfaces which are attended to during corrosion repairs. Effective
supervision and inspection should be introduced at all important stages of corrosion
repairs.
Material & treatment of components:
It is essential to use low allow high tensile corten type steel sheets and plates to
IRS M41-97 for repairs of integral coaches. The thickness of steel sheet\plates to be used
shall be as under:

Components of 5 mm or more thickness should be grit blasted and

immediately followed by application of red oxide zinc chromate primer.

Welding electrodes and paints should be of the prescribed quality conforming to

the relevant is IS\IRS specification, particulars of which are given in Annexure-

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3.
Where the corrosion noticed is of a very minor nature and has just started to reach the
bare metal and the surface treated with two coats of primer. In addition under frame
members should be given four coats bituminous solution.

S.N

Description of Components

Thickness of steel sheets

& plates IRS-M 41-97

Inner Head stock

Central Plate

12mm

Inner beam, Web Plate

10mm

Outer Head stock

8mm

Sole Bar

5mm

End wall stanchions cross bears above

4mm

& below trough floor

5

Turn Under
With elongated holes

4mm

Without elongated holes

2mm

Floor side moulding

2mm

Through floor body side pillars body

2mm

side and end wall panels waist rail and

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light rail
8

Roof Sheet

1.6mm

SPECIFICATION FOR MATERIALS USED IN CORROSION REPAIRS

OF
SHELL
S.N
1

ITEM

Specification No.

Steel sheets for manufacture

of

1.1

Trough floor

2mm for IRSM-41 Gr. I,1.7 mm for Austenitic

stainless steel.

1.2

Pillars, sidewall sheet, light rail,

2 mm for IRSM-41 Gr. I

waist rail and end wall sheet

1.3

Car line

2 mm for IRSM-41 Gr. I

1.4

Roof sheet and longitudinal

1.6 mm for IRSM-41 Gr. I

Stiffener
1.5

Cant rail and Ribs

3.15 mm for IRSM-41 Gr. I

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1.6

Other structural members

IRS:M-41 Gr. I

Steel plates for manufacture of

2.1

Sole bars and turn under

5 mm for IRSM-41 Gr. I

2.2

Cross bearers above and below

4 mm for IRSM-41 Gr. I

trough floor, end wall stanchions

2.3

Outer headstock beam

8 mm for IRSM-41 Gr. I

2.4

Other structural members like

IRSM-41 Gr. I

sole bar stiffeners

3

Tubes for tubular frame below

IS: 1239 Pt. 1, Tab. 3

lavatory
4

Non-Structural members

4.1

Sheets like skirting plate for

IRSM-41 Gr.

reservoirs and floor side molding

4.2

Plates

IRSM-41 Gr.1

Paint

RDSO Specification No.M&C/PCN/123/2006

for High performance anticorrosion epoxy
coating.

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HOW TO MINIMIZE CORROSION

Corrosion in rolling stock cannot be eliminated altogether. Hot and humid conditions in
our country are helpful for corrosion. A change in climate also has an adverse effect.
However timely action during repairs and maintenance will minimize corrosion.
12.1

During POH:
Through Inspection giving extra attention to areas prone to corrosion.
Turn under repairs to be carried out with 5mm thick plates.
Only 8mm thick SS sheets to be used for Head stock repairs.
Use stainless steel trough floor and inlays for toilets.
Use of 13mm comprege floor board instead of plywood.
Use PVC sheets for toilets and compartment floor.
Use stainless steel plates with drain holes in doorways.
Provision of tubular structure below lavatory area.
Corten steel is used for panel repairs.
Apply two coats of primer and three coats bituminous solution on all
under gear members.

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12.2

IN OPEN LINE:
During pit line examination test check thoroughly all under gear and under
frame components, trough floor and head stock etc for corrosion. If
corrosion is notices take proper anticorrosive measures.
Drain holes and drain pipes should be clear so that water stagnation is
eliminated.
All water leakage to be arrested at the earliest.
Proper repairs to damaged PVC floor.
Gaps in window sills to be filled up.
Deficient/Defective commode chutes to be made good.
Hosing of coach interior is to be avoided.
Avoid strong acids for toilet cleaning.
Body patches to be painted, carryout paint touch-up where paint is peeled
off.