ACKNOWLEDGEMENT

I would like to place on record my deep sense of gratitude to Er..R.K SHARMA, chief
instructor,TTC,Rail Coach Factory Kapurthala for his generous guidance, help and useful suggestions.

I express my sincere gratitude to Er.SHAMSHAD AHMAD, Shop Manager of quality control

department of R.C.F Kapurthala, for his stimulating guidance, and continuous encouragement .

I also wish to extend my thanks to Mr. BACHITAR SINGH and other workers for guiding and
providing the knowledge related to machinery and processes.

I am extremely thankful to Prof ANKUR BEHL, HOD, Lovely Professional University Jallandhar, for
valuable suggestions and encouragement .

Signature of student
(Mohd. Shadab Ansari)
11001820

Page | 1
 Introduction of the Industry
Taking into account country’s large population, a proper system of transportation is
inevitable. No doubt that Indian is the result of the country’s Railway is taking care of
this problem.

The demand of more and more passenger trains is the result of the country’s ever
increasing prosperity and population. The decision to set up a Rail Coach Factory at
Kapurthala, Punjab In August’85 was a timely step towards making good shortfall
and complementing the coach manufacturing capacity of Railway’s other
manufacturing units.

The foundation stone of this factory was laid by the honorable Prime Minister (Late
Shri Rajiv Gandhi) of India on 17th August 1985. It is located 10 kms. From
Kapurthala, near the Jalandhar –Ferozepur railway line and state highway, near the
Hussainpur village.

Land acquisition proceeding was initiated by Punjab govt. and possession of land was
given to railways in March’86. In spite of difficulties this target was achieve and first
coach was rolled out well within time on 31/03/88. With the consummate effort of
both executive andworkers the factory produced 120 coaches during 1988-89 and
henceforth the factory became self-reliant to turn out coaches with its own
components and subassemblies.

Initially R.C.F was producing the coaches based on design of I.C.F, Madras. In 1991-
92 R.C.F started producing the coaches on new design develop indigenously. During
year 2001-02, R.C.F has manufactured, 1250 coaches having 974 non-AC and 276
AC. It also worthwhile to mention here that R.C.F has also manufacture 76 M.G
coaches for Vietnam.

Page | 2
 RAIL COACH FACTORY

During recent development R.C.F is now started manufacturing the new series of
L.H.B coaches with the help of agreement of German Technology in design and
manufacturing. These are the high speed coaches are cleared to run at 160Kmph
bogies of these coaches will also be manufactured here with the help of M/S FIAT
bogie. The transfer of technology agreement envisages transfer of technology in
design, manufacturing and assistance maintenance engineering of this state of art
coaches. RCF has manufactured Double Decker Coaches during 2001-02 for the first
time. The double Decker coaches have sitting capacity of 150 compared to 90 in
conventional coaches and much improved riding quality. RCF has manufactured 30
coaches during the year.

Shri.Nitish Kumar, Hon’ble Minister for railways inaugurated the first fire proof
coach Manufactured by RCF Kapurthala on 21st September 2003. First RCF has
absorbed the transfer of technology from LHB (Germany) and successfully
manufactured three new design LHB rakes for the prestigious Rajdani express.
Secondly, after the godhra accident, Rail coach factory and integral coach factory
were given the task of developing fire proof coach and manufactured the first
Prototype Fire Proof Coach of Indian Railways within the targeted time.

Page | 3
 Coach Production
Production commenced in a record time of two years and the first coach was turned
out in March 1988. From its humble beginning, the factory has gone from strength to
strength and has so far manufactured more than 26000 coaches of more than 35 AC
and non AC design variants which are more than 50% of the total coaches running on
Indian Railways. Production of LHB type coaches was started in the year 2001-02 and
up to March, 2010, 1076 LHB + 411 SS Hybrid design coaches have been
manufactured. Most of these coaches are running in prestigious Rajdhani, Shatabdi
and Duronto Express Trains and giving immense passenger satisfaction. During 2012-
2013, RCF achieved a record production of 1700 coaches. This is highest ever
production achieved since its inception. There was also a quantum jump in production
of SS coaches over last year’s production

MILESTONE IN HISTORY OF RAIL COACH

FACTORY

Sr.No Milestones Date

1. Laying of Foundation Stone of RCF 17.08.1985
2. Production Commenced 19.09.1987
3. 1 st Passenger Coach turned out 31.03.1988
4. 1 st AC 3 Tier Coach turned out 06.10.1993
5. Acquired ISO-9001 Certification for 19.09.1995
Factory
6. Introduction of Prototype IRY as 15.08.1998
SwaranShatabdi
7. Flagging off of three special purpose DRDO 08.05.1999
Coaches by Bharat Ratna Dr. A.P.J Abdul
kalam
8. Acquired ISO-14001 for Environmental 21.07.1999
System for Workshop and Residential
Complex
9. Got Golden Peacock Environment 02.06.2000
Management Award-2000 from World
Environment Foundation
10. First Export order for 72 MG Bogies to 21.08.2000
Vietnam National Railway Completed
11. 1 st LHB type Rajdhani rake turned out 23.06.2003
12. Flagged off 1 st consignment of 20 export 15.11.2005
MG Coaches to Myanmar
13. Turned out 20 MG Chair Car export 29.07.2006
Coaches for Senegal
14. Turned out Coaches for fully AC GaribRath 15.09.2006
rake
15. Export of 70 MG Coaches to Senegal and 21.08.2007
Page | 4
 Mali
16. Manufactured Coaches for Science Express 24.10.2007
in Association with Max Planc Society,
Germany
17. Turned out Coaches with Bio-degradable 31.12.2007
Toilets for Rewa Express
18. Turned out 1 st Hybrid rake 14.06.2009
19. First Busy Menu rake with Toilets turned 30.04.2010
out
20. First ac Double Decker rake turned out 16.10.2010
21. Coach for Day Duranto Rake turned out 31.03.2011
22. Got Golden Peacock Environment 25.06.2011
Management Award-2011

Page | 5
 CONTENTS
S.NO TITLE PAGE NO.

1.ACKNOWLEDGEMENT……………………………………………………………………………....01

2.INTRODUCTION TO THE INDUSTRY…………………………………………………………..02

3.LIST OF TABLES…………………………………………………………………………………………..07

4.LIST OF FIGURES…………………………………………………………………………………………08

5.TYPES OF COACHES MANUFACTURED……………………………………………………….10

6.MACHINE SHOP………………………………………………………………………………………….13

7.SHEET METAL SHOP…………………………………………………………………………………..17

8.UNDER FRAME…………………………………………………………………………………………..22

9.ROOF………………………………………………………………………………………………………….23

10.FABRICATION SHOP………………………………………………………………………………….25

11.SHELL ASSEMBLY………………………………………………………………………………………27

12.FURNISHING SHOP…………………………………………………………………………………….29

13.BOGIE SHOP……………………………………………………………………………………………..34

14.TYPES OF BOGIE……………………………………………………………………………………….38

15.LHB COACH……………………………………………………………………………………………...47

16.CONCLUSION…………………………………………………………………………………………….50

17.REFERENCES……………………………………………………………………………………………..51

Page | 6
 LIST OF TABLES
S.NO TITLE PAGE NO

1.MILESTONE IN THE HISTORY OF R.C.F………………………………………….04

2.BASIC PARAMETERS OF I.C.F BOGIE……………………………………………..40

3.DIFFERANCE BETWEEN FIAT AND ICF BOGIE………………………………..43

Page | 7
 LIST OF FIGURES
S.NO. TITLE PAGE NO.

1.Rail coach factory …………………………………………………………………………………03

2.Technical Training Centre……………………………………………..………………………11

3.Gang Drill Machine……………………………………………………………………………….14

4.CNC Pipe Bending………………………………………………………………………………….16

5.Cut To Length Machine………………………………………………………………………….18

6.Cold roll Forming……………………………………………………………………………………19

7.CNC Profile Cutting machine……………………………………………………………..….21

8.Underframe……………………………………………………………………………………………23

9.Revolving Jig…………………………………………………………………………………………..24

10.Side wall and roof………………………………………………………………..……………….26

11.Skin tension of LHB coach……………………………………………………………………..28

12.Application of Glass Wool……………………………………………………………………..30

14.Bogie Installation…………………………………………………………………………………..31

15.Bogie……………………………………………………………………………………………….…...34

16.Frame And Wheel………………………………………………………………………………….35

17.Suspension System………………………………………………………………………………..36

18.Static tensioning Machine…………………………………………………………………….37

19.Forged disc And Cast disc……………………………………………………………………..45

20.Axle………………………………………………………………………………………………………46

21.LHB Coach…………………………………………………………………………………………...49

Page | 8
Objectives of Rail Coach Factory

 DESIGN IMPROVEMENT: The emphasis is on light-weight Passenger

Coaches with higher passenger capacity, improved safety and comfort and high
speed.

 TECHNOLOGY: Keeping pace with latest technological developments.

 PRODUCTIVITY: Improvement in productivity vis-à-vis the existing coach

unit.

 QUALITY: Maintaining workmanship of higher International standards.

 MANPOWER DEVELOPMENTS: Development of an effective organization

with pride in their work and faith in the organization.

 NATIONAL OBJECTIVES:

 Self sufficiency
 Energy conservation
 Increased employment
Pollution free environment

Page | 9
TYPES OF COACHES
MANUFACTURED IN RCF

 First AC Sleeper coach.

 Two Tier Ac Sleeper Coach.
 Three Tier AC Sleeper Coach.
 Ac inspection Coach.
 AC Chair car, Executive class and economy class.
 MG Diesel Electrical Multiple Units.
 Mainline Electrical Multiple Units.
 Non-AC Sleeper Class Coach.
 Non-AC General Coach.
 Refrigerated Parcel Van.
 Accident Relief Train.
 Coach Container Flats.
 Double Decker Coach.
 Ac Buffet Car.
 General Second Class
 Parcel Van

Page | 10
 RCF Technical Training Center
Technical Training Centers (TTC) are training institute which provide training in
technical field. Technical Training Centre (TTC) was established in the year 1987.
Induction course, Promotional course, Refresher course, Pre-selection training,
Vocational Training, Act Apprentices course and special courses are organized in
TTC periodically.

Technical Training Centre

Technical training center is the centralized training center for technical aspects of
coach building, prototype development. Railway administrative rules, budget,
accounts and computers etc.

This center arranges training for probationers, trainee from different colleges/
institutes crash courses for staff, staff from other railways for new design of coaches
built at rail Coach Factory, Kapurthala. Center has its own small workshop to provide
hands on practical sessions other than the production shop. Faculty members with
different exposure expertise are there for providing deep and through guidance in
different field.

For effective visual demonstration center has its own video film room and samples of
equipment and systems like air brake, air conditioners coach cress section modules etc
has been kept in assembled stage along with its loose components for working
demonstration.Senior staff (Chief Instructor) of TTC set schedule for the trainees
having close watch and co-ordination with different production shops for complete
awareness and knowledge of modern manufacturing process, stages, latest machinery,
tools and techniques involved coach industry with high quality standards as per ISO-
9001. In net shell TTC is a unique combination of technical educational institute and
production shops.

Page | 11
Workshop and their Sections in RCF

1) MACHINE SHOP
a) Drilling Section
b) Milling Section
c) Lathe Section
d) CNC Section

2) SHEET METAL SHOP

3) TOOL ROOM SHOP
a) Grinding Section.
b) Milling Section.
c) Boring Section.
d) Drilling Section.
e) Cutting Section.
f) Quality Control Section.
g) Jigs and Fixures Section.
h) Die Section.

4) BOGIE SHOP
5) FABRICATION SHOP
6) UNDERFRAME SHOP
7) SHEEL ASSEMBLY
8) FURNISHING SHOP
a. Flooring Section.
b. Panel Section.
c. Plumbing Section
d. Seat and Berth Section
e. Lowering Section
f. Electrical Stage
g. Window and Seiling Section
h. Molding Section Electrical Stage-I
i. Air Brake Section

Page | 12
 MACHINE SHOP
In R.C.F, the Machine shop is used for manufacturing some parts of different
machines and also some coach parts and some production work for Sheet Metal Shop.
Actually the shop has been divided into number of different sections from the work-
study point view. The main sections are listed below:
1. Drilling section.
2. Milling section.
3. Lathe section
4. CNC section

1) DRILLING SECTION:-
A. COLUMN DRILLING MACHINE:

These machines are used for heavier work due to much more rigidity of its box type
column. Table can be given precise movement by lead screw graduate system. Speed
range of spindle varies from 75 – 500 rpm. The feed clutch is automatically controlled
so that the spindles will dies engage when it reaches its upper and lower limit of its
travel. The distance between spindle and column limits maximum size of work. For
rotating the drill power feed mechanism (belt and gear) is used. Maximum works
piece thickness – 12.5 mm; and drill diameter – 50 mm (maximum accuracy).

B.RADIAL DRILLING MACHINE

It consists of vertical column with a radial arm that can be swing through an arc of
180 degrees or more on the radial arm, which is power driven for vertical movement.
It is an independently driven head fitted with power feed. The drilling head can be
moved along the arm by hand or by gear mechanism. On a single fitting of work piece
number of holes can be drilled by rotating the arm or sliding the drill head along the
arm
.
C . GANG DRILL MACHINE

These have two or more drilling heads mounted on the same table, which can run
either simultaneously or in sequence. Spindle are lined up in the row and driven either
manually or by power. Spindles can be independently set for speed and depth, such a
machine is useful where on a work piece is to have several operations to perform.
Practically numbers of spindles is unlimited but commonly four spindles are in used.

Page | 13
 GANG DRILL MACHINE

TECHNICAL SPECIFICATIONS

 Max. Drill diameter in steel : 25 mm..

 No. of spindle speeds : 9
 No. of different feeds : 3
 Range of spindle : 85 – 2000 RPM.
 Max. Distance between spindles : 600 mm.
And table
 Main drive motor : 7.5 kW.

2) MILLING SECTION

In this section using different types of milling machines which are as follows:

A) HORIZONTAL MILLING MACHINE

It consists of a column, which is hollow structure housing the driver motor,
speed change gears for spindle and mechanism for controlling table and knee
movement. Base of the machine is hollow and used for storing the coolant. On
the front of the column machine an arrangement is provide upon which the
knee can slide up and down with the help of elevating screw. Knee forms the
base for saddle to facilitate it in sliding towards and away from the column
along the worktable fitted on the saddle. Worktable can also slide lengthwise
on the saddle and helps the usual means provided on it for clamping the job.
Cutters are mounted on the horizontal arbor, which is rigidly supported by

Page | 14
 over arm, spindle and braces. Spindle of machine is hollow with a tapering
hole at its nose end. Arbor is held in place by a long bolt which screws into
tapered end and is fastened at the back of the machine. Cutting tool material is
High Speed Steel.

3) LATHE SECTION
Lathes are used in this section are: Center lathe, Turret lathe and Capstan lathe.

A) TURRET LATHE
In this the hexagonal turret is mounted directly on saddle and the whole unit moves
back and forth on the bed ways. The turret lathe is heavier in construction and is
adopted for large diameter bar work. On the different faces of turret different tools are
mounted which performs their work in sequence. Hence in a single fitting of job in
head stock spindle, different operations can be performed by rotating the turret.

B) CAPSTAN LATHE
It carries the hexagonal turret on a ram or short slide. The ram slides longitudinally on
a side positioned and clamped on lathe bed ways. This machine is used for smaller
work piece due to its lighter construction. The feeding movement is obtained when
ram moves from left to right and vice versa. In turret lathes, turret is directly mounted
on saddle while in capstan lathe turret is mounted on the ram, which is mounted on
the saddle.

TECHNICAL SPECIFICATIONS
 Swing over bed
 Turning length
 Speed range
 Spindle bore
 Feed range
 Spindle drive motor
 Dia. Of spindle flange
 Max. Longitudinal transverse :
 Max. longitudinal cross
: 375 mm
: 346 mm.
: 40 – 1000 rpm.
: 54 mm.
: 5 – 63 mm/min.
: 5.6 KW.
: 190.5 mm.
348 mm.
: 193 mm

4) CNC SECTION
Computerized numerical control (CNC) may be defined as the numeric control system
in which a dedicated stored computer programmed is used to perform, store or to do
all of the basic NC functions in accordance with controlled program stored in the read
write memory of the computer. CNC generally supports only one machine. Software
for CNC is written specifically for a particular machine device only. Main demands of
CNC systems are inputted unit, control, memory unit, asthmatic unit, output unit, and
machine interference and operator interface. All these units work in sequence.

Page | 15
CNC MACHINES

A) PEHAKA ROBOTER CUTTING MACHINE:

This machine has the facility to do cutting of various types of rods, pipes and
bars etc. hydraulic oil and greases are the consumables required.

TECHNICAL SPECIFICATIONS:

 Capacity : 340 mm.

 Band Speed range : 20 – 240 m/min.
 Saw band : 5000 X 32 X 1.1 cubic .
 Saw drive motor : 4 KW
 Cutting force : 300 – 1500 N

B) CNC PIPE BENDING MACHINE:

This is a CNC machine mainly used for bending of pipes and beams. The angle of
bend and no of bends are feed in the computer and then the operator put the work
piece or pipes in the holder. This holder will clamp automatically and then the die is
placed in the machine. There are two types of dies are used in it one is clamping die
and other is support die. The support die used to bend the pipe. There are 24 numbers
of bends can be done on a 4300-mm long job.

CNC PIPE BENDING MACHINE

TECHNICAL SPECIFICATIONS:

 Length : 4300mm
 Die for Min. inner dia. of bore : 10mm.
 Die for Max. Inner dia. of bore : 50 mm.
 Clamping head rotation : 360’clock and anti cloc

Page | 16
 SHEET METAL SHOP
STEEL MATERIAL: Commonly used sheet for the part is carbon steel and the
SAIL supplies mild steel.
The carbon steel can be divided into four groups or categories:

1. LOW CARBON STEEL

It has the composition of carbon ranging from 0.05to0.25%. These are use only
when moderate strength is required together with considerable plasticity. These
are generally used for sheets, strips, tubing, wire nails, rivets, screws and parts
to be case hardened. Sheets are available in the form of rolls of various sizes.
Hot rolling or cold rolling produces sheets. Cold rolled sheets have better finish
and improve mechanical properties. And permits the rolling of thinner gauge
material than hot rolling.

2. STRUCTURE STEEL
This type of carbon steel has carbon contents between0.2 to 0.35%. These are
available in the form of plates of various section and size and bars in hot rolled
condition a uniform strength over a range of carbon manganese and silicon.
They have high yield point (3300 kg/sq.cm.) and are best suited for both
welding and riveted operation.

3. FORGING STEEL
These contain carbon between 0.30 to 0.40% and are used for axles, bolts, pins,
connecting rods, crank shaft etc. these steels are readily forged and after heat
treatment developed considerable higher mechanical properties than low carbon
steel.

4. TOOL STEEL
Steel containing 0.6 to 1.30% carbon is called tool steel and is used for the
manufacture of tools due to its property of hardness and roughness. The
selection of proper tool depends upon the purpose or operation it is suppose to it
is suppose to perform i.e. cutting, shearing, forming, rolling etc. each of this
operation require in the tool steel a particular physical property as hardness,
resistance to heat softening, before optimum performance can be realized

5. LENGTH
The length of sheet available varies from 2500 to 4000mm depending upon their
use.

6. WIDTH
The commonly available breadth of sheets is 1250mm. Therefore, the sheets are
available in the size of 1.6 x 1250 x 2500 to 4000, 2.0 x 1250 x 2500 to 4000
and so on.

B.VARIOUS MACHINES OF THE SHOP

Page | 17
1. CUT TO LENGTH MACHINE

The sheets available are first cut to different lengths required for manufacture of
different components. For cutting the roll, cut to length machine, which is very
important, is available in R.C.F. The rolls are placed in position and then the cut is
made to the required size according to various requirements. The rate of cutting is
from 50 to 200 depending upon the thickness of the sheet and size required.
Sheets are then loaded on the CNC cut to size machine on which the sheets which
are cut to length are only are loaded and cut to require size. This is done with the
help of computer controls in machine. The program of the computer is made
available by the progress or planning section of R.C.F. The different sizes are cut
automatically and then loaded on the trolley, which then moves to and fro to carry
different sizes of sheets separately. The thick sheets are cut on the shearing
machine. These are then straitened or shaped on the straightening machine. There
is a line of cutting machines on which the smaller parts are cut down.

There is a line of mechanical DNC and CNC

machines, which are used to cut the small
length. On the CNC shearing machines, first
the program is given to the machine and then
accordingly the machine on which the sheet
is fed to the required length is then cut and
stacked automatically when the required no
of pieces have been cut. The tray is
automatically replaced with an empty tray
and the filled one is move to roller to the
position for further loading on other machines.

2. PRESS BRAKE
The machine used for most cold working and some hot working operation
is known as PRESS. It consists of a machine frame supporting a bed and a ram
source of power and a mechanism to move the ram at right angel to the bed.
A press is equipped with dies and punches designed or producing parts in press
working operations. These tools are necessary for formatting, ironing, punching,
blanking, slotting etc.
These processes have a maximum width of nine meter and thickness of 16mm.
The bed of press is stationary and is the mounting surface for the lower die. There
is a line of brake presses in R.C.F. All of these processes are DNC machines. The
program is fed on the machine and the tool will be fitted according to the job and
operation, which isto be carried out. The operator is only requiring feed the job in
the press and the forming will be done with the help of computer that is the
pressure angle and form is set with the help of the computer data. All these presses
employed in R.C.F are import from U.K.

The length of work it takes, the thickness of the metal sheet and the radius of the
bend determine the pressure capacity required of a press brake. For bending
operation, the pressure required varies in proportion to the tensile strength of the
material.

Page | 18
 Various Presses Used In This Shop

NAME OF M/C CAP. IN TONS SHEET THICKNESS OPERATION

30t PUNCH. M/C 30 1.6-5.0 BLANKING
HYD. SHEAR. M/C 1000 12.0-400.0 SHEARING
PRESS BREAK 410 2.0-20.0 BENDING
HYD PRESS 1000 2.0-12.0 PUNCHING
PRESS BREAK 80 1.0-3.0 BENDING
HYD PRESS 150 2.0-3.0 PIERCING
PRESS ECENTRIC 160 1.6-5.0 PUNCHING
PRESS BREAK 100 1.6-5.0 BENDING
SHEARCENTER 410 1.0-6.0 SHEARING
PRESS BREAK 350 1.6-6,0-88deg BENDING
FOLDING M/C - 1-4,0-135deg FOLDING

3. COLD ROLL FORMING MACHINE: -

Cold forming refers to the method of cold

working by a compressive force or impact that
cause the metal to flow in some predetermined
shape according to the design of the dies. The
metal confirms to the shapes of the dies, but it
is not restrained completely and may flow at
some angel in the direction to which the force
is applied. The process is adopted for mass
production and the cross-section or profile
throughout the part length is uniform and the dimensional tolerances are held closely.

In cold roll forming, a series of progressive forming rolls employed for the process of
forming or shaping of the sheets of some ductile material.
The bottom layer is under tension and top most layers are in compression when the
punch or roller is forced over the sheets.

Any ductile material can be formed from thickness

ranging as low as 0.125mm and up to 20mm. The height
and width of section is limited only by the capacity of the
machine to be used. A solution of one part soluble oil
with five parts of water is used as lubricant for cold roll
forming operation.

The cold roll-forming machine employed in R.C.F is

imported from Germany. The machine is CNC and can be
used to any type form, which is to be made. The machine
is being used for forming the coach roof sheets and other
big components to be given circular shape. The sheet
rolls on the rollers and after forming are stacked

Page | 19
automatically in the pallets.

Technical Specifications:

a. Max. Roll from speed : 18.0 m/min

Tolerance on cut piece
Up to 6 m length : +-1 mm
Up to 12m length : +-2 mm

b. Roll straighter
No. of straightening roll : 7
Dia. : 90mm
Speed of straightens : 18m/min.
D.C motor power : 45hp approx.

c. Set of forming tools, shafts and cutting tools with accuracy: -

Profile : Longitudinal stiffener
Width : 43+-0.75 mm
Height : 30+-0.30 mm
Radius : 13+-2 mm

4. FOLDING MACHINE

This is also imported from West Germany and is also a computer numeric control
machine. The coach parts, which are to be folded, are first programmed and thus the
folding is done acc. to the require shape. The main components, which are to be
folded, are floor sheets, door corner sheets, bottom sidewall, skirting and other
components.
The machine can bend sheets up to 5 mm in thickness and 2.5 mm in length.

Technical Specification
Working length : 2540 mm.
Sheet thickness : 4 mm.
Angel setting range : 0 – 135’ (external)
0 – 45’ (internal)
Max. Folding speed : 74’/sec.
Min. permissible bending radius : 1.25 X sheet thickness
No. of controlled axis with : 3
Description X = Beam movement
(Upward & backward)

Y = Back gauge

Page | 20
5. CNC LASER PROFILE CUTTING MACHINE

This is one of the sophisticated machines

available in RCF. This machine has been
imported from CZECHOSLOVAKIA. The
cutting on this machine is done with the help
of laser beam developer.
The term laser is an acronym for “light
amplification of simulated emission of
radiation”. The gasses used in laser profile
cutting machine are helium, nitrogen, oxygen,
and carbon dioxide of high purity level at 99.5%. Laser beam cutting, a thermoelectric
process, is largely accomplished by material evaporation, although some material is
removed in liquid state. Since metal removal rate is small, they are used for such jobs
as drilling microscopic holes in carbides or small diameter wire drawing dies and
cutting of sheets were accuracy of the component is prime consideration.
Laser can machine through transparent material and can vaporize any known material.
They have small heat affected zones and work easily with non-metallic material.

Advantages of laser profile cutting machine

Laser beam can sent to longer distance without diffraction. It can be focus at one
place thereby generating lot of heat.
Heat-treated and magnetic material can be cut without losing their properties all over
the material except a small region of heat affection. Cutting operation is possible in
any environment through transparent material and magnetic field as well.

The laser profile cutting machine employed in

RCF has a computer controlled panel, a table for
loading which moves after completion of
operation and is replaced by the other table on
which the plates which are to be cut are loaded.
The loading of plates also CNC controlled,
which lift the sheet from table and load the sheet
one by one when required.
The beam is so thin that no machining
or cleaning is required to be done and material
wastage is negligible. The main utility of this machine is that it can cut profile of any
shape. The approximate cost of this machine is that it can cut profile of any shape.

6. SHEET TREATMENT PLANT

This plant is used for making sheet suitable for applying paint that is treatment of
sheet is done so that paint can adhere to the sheet easily and properly. This plant
consists of three units. They are washing unit, shot blasting unit and primer unit. In
washing unit, firstly sheet is fed pneumatically. In second stage, sheet is washed with

Page | 21
hot water and then in next stage in cold water. Then by applying LPG gas to the sheet,
sheet is made dry. Then sheet passes into blasting unit.
Here very small sized steel balls are made to strike against the surfaces of sheets.
Blasting is done so that very fine surface of sheet becomes rough so that paint adheres
to the surface of sheet. In the next unit, primer is applied to the sheet. Heat treatment
plant is NC operated

UNDER FRAME SHOP

Under-frame constitutes the chassis of the coach and is assembled in the section. Four
jigs are used to make the assembly of under-frame. The assemblies are placed in the
jigs and then welded together. After this welding operation is completed, it is lifted
with the help of overhead cranes and placed on the tracks for the 2nd stage on the other
side of the frame. The components, which are located on this side, are welded and
after final welding, the frame is painted in black paint and transferred to the transfer
bay for main assembly of the shell. The daily outcome of this section is four under
frame per day, i.e. four coach materials per day.

1. MAKING OF FLOOR TOP

Arranging trough floor side by side by side-by-side & then welding them make floor
top. The width of top floor is 2556mm & max. Length is 21mm. The length is diff. for
diff. coaches. Then crossbars are welded on it. Welding is done by MIG welding.

2. MAKING OF UNDER FRAME

It is done on a special jig. Firstly the sole bar is fixed on jig. Then crossbars are
welded to it with MAG welding at proper positions. Then two-body bolster is welded
on sole bars towards edges along length. Then two headstocks are welded at end
edges of sole bars. Then lifting pads are welded on it. Side barriers are attached on
body bolster. Then top floor is welded on sole bars. Then after shot blasting, painting
is done & after that pipe fitting s done. For air braking pipefitting is done below under
frame & for water circulation pipefitting is done on upward side.

Page | 22
 Under frame

4. UNDER FRAME PAINTING BOOTH

Firstly primer is applied on under frame manually using spray m/c. then frame is
allowed to dry. After this paint is applied on frame in same manner & it is also
allowed for drying for 1 hour in LPG oven.

ROOF-SHOP
In roof shop, the roof of the coach is made. The various components & jigs used for
making roof are as under:
1. Cant rail.
2. Ribs.
3. Carlines.
4. L-stiffeners & U-stiffeners.
5. Roof sheet belts.
6. Roof sheet.
7. Ventilators.
8. Cable-pipes.
9. Trough for AC
10. Fan Brackets.
11. Revolving jig.

Page | 23
REVOLVING JIG

This jig is used for making roof of coach. It revolves at an angle of 360. This has two
full rings & three half rings. The purpose of these rings is to hold the car line & cover
sheet of these carlines. They don’t allow the sheets to bend anywhere between the
length of roof. These also help in revolution of under frame.

PREPARATION OF ROOF

Firstly ribs are welded inside the cant rails for strength purposes. Then two cant rails
are fixed in the revolving jig. Afterwards, carlines are fixed. Then carlines are welded
o these two at proper places. L-stiffeners are welded to the carlines for proper gapping
between carlines after rotating/revolving jig to 180(. Then bended roof sheets are
welded to cant rail at edges. Before welded roof sheet to cant rails, they are held tight
with roof sheet belts for proper welding. Now, again rotate the jig at 180. Now U-
stiffeners are welded on roof sheet lengthwise

FABRICATION SHOP

The sub assemblies are done in this section. The components from sheet metal section
are transported to this section and the subassemblies of under frame, sidewall, end
wall and roof are manufactured in this section. To manufacture these sub assemblies
the tool primly used is welding. The types of welding processes used in this section
are: -

Page | 24
 Electric Arc Welding

 Submerged Arc Welding

 MIG Welding

 MAG Welding

1) UNDER FRAME:

UNDER FRAME

Under-frame constitutes the chassis of the coach and is assembled in the section. Four
jigs are used to make the assembly of under-frame. The assemblies are placed in the
jigs and then welded together. After this welding operation is completed, it is lifted
with the help of overhead cranes and placed on the tracks for the 2nd stage on the other
side of the frame. The components, which are located on this side, are welded and
after final welding, the frame is painted in black paint and transferred to the transfer
bay for main assembly of the shell. The daily outcome of this section is four under
frame per day, i.e. four coach materials per day.

2) Side Wall:
Page | 25
 SIDE WALL
The sidewall is assembled in the pneumatic operated jigs. The major parts of the
sidewall are body side pillar, sidewall sheet, light rail, waist rail and stiffeners. All
these components are placed in the jig and welded together. The sidewalls are of eight
window sheets and lavatory sidewall sheet. A number of other components like
window ceiling angel etc. are welded after the wall is taken out of the jig. The
production rate of this shop is 4 coaches set i.e. eight sidewalls per day.

3) Roof:

ROOF

The main roof is assembled on a rotary jig on which the basic components i.e. can’t
rail, car line is located and after location, U-stiffener is welded to hold them. After
welding of these components, the roof sheets that are eight in no. are located together
and tied properly with the help of stainless steel fasteners. The jig is then turned round
to position and the roof sheet is welded together. The roof is then removed from the

Page | 26
jig & put on trestles for providing other components like fan brackets, lamp, brackets
etc.

4) End Wall:
This is the end portion of the coach. The main component of end wall is end sheet,
side sheet, end stanchions and center stiffeners. All these components are positioned
in the jig located and weld together. When welded, these are taken out and placed on
trestles for fixing pipes and other fittings. All the components are welded with MIG
welding. The daily manufacturing rate of end wall is 4 coaches set i.e. eight end walls
per day.

First of all the Under frame is placed in the jig and positioned. Then it is tightened
with the help of positioning jaws and locating pins to restrict its movement. then side
walls are placed in position followed by end walls. All these assemblies are positioned
with the help of the setscrews. The inner dimensions are then maintained with the
help of tie bars. after all this setting is complete, then finally the roof is positioned and
placed over the frame and then the final setting is done with the help of tie bars and
rods. the assemblies are then tack welded. After final check up of the dimensions,
then the final welding is done.

SHELL ASSEMBLY SHOP

In the SHELL ASSEMBLY SHOP sidewall, end wall, roof, under-frame is assembled
and other necessary operation for making shell is done.

Shell assembly operations are done in five stages:

Stage 1:
In first stage, under-frame is placed on the jig. Then setting of camber is done to avoid
bending of under-frame downward. Then sidewalls and end walls are placed on shell
jig (Shell jig:It is used for assembly of shell. The Clamping of various components is
done by pneumatic or mechanical means) along with under-frame and are fully
welded. After wards roof is placed and full welding is done, the sidewalls and roof are
made tight for welding by using tie rods (the rods are welded in between side walls
and then tightened up by screws to keep them required distances). After welding all
clamps and tie rods are removed and checking for final camber is done. Cables pipes
are also attached.
Stage 2:
In this stage End walls and sidewalls are welded to each other. Residual welding for
shell integral from first stage is also done. Door corner fitting, Conditioning of under-
frame, junction box and cable box are fitted, flooring work is also done in this stage.

Stage 3:
In this stage, vestibule doorsill, alarm tube bends; ceiling support angle and window
bar fitting is done. Skin tensioning is also done in this stage. In Skin tensioning

Page | 27
heating on spots at some distances is done and then hammering is done to remove any
deformations.

SKIN TENSIONING HAS FOLLOWING ADVANTAGES:

a) Do hallow noising
b) Stress Relieving
c) Grain Refining
d) Hardening of outer sheets
e) Checking of stress corrosions and good look
f) Uniform shape relieve dents

SKIN TENSIONING OF LHB COACH

Stage 4:

In this stage partition framing of lavatory and seating is done.

Besides this, door fitment operations are also performed.

Stage 5:
Buffer and draw Gear assembly is done at this stage

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 FURNISHING SHOP
The word furnishing means DECORATION. The furnishing shop is working for
decoration of coaches. So all the decorative work is done here, in this shop. In this
shop seats, birth, electrical applications, portions, flooring, bogie installation and
many more other goods are fitted here. Also for different type of coach different type
of goods are fitted here.

So after the painting of shell in the paint shop it is transported to furnishing shop with
the help of traverse. Here in this shop fittings can be done in a regular fashion. The
shop consists of no. of section, and these sections are: -

1. Flooring Section.

2. Panel Section.

3. Plumbing Section.

4. Seat and Berth Section.

5. Lowering Section

6. Electrical Stage.

7. Window and Sealing Section.

8. Molding Section.

9. Electrical Stage-I.

10. Air Brake Section.

1. FLOORING AND PVC SECTION:

In this section flooring is done on the metal under frame. First of all, the
plywood flooring is done on the under frame. The thickness of plywood flooring
depends upon the type of coach, for example the thickness of plywood for SLR coach
is 12mm. the plywood is screwed to the metal floor of the coach, then after this the
water sealing compound ISOPATHIC PUTTY is applied on plywood joints and is rub
by emery paper later on for the uniformity of the flooring.
Before the PVC flooring electrical fitting, their respective staff does fitting of water
tank as well as laying the FRP module. In electrical fitting, wiring of connections is
also done.

Page | 29
APPLICATION OF GLASS WOOL

APPLICATION OF GLASS WOOL

.
So after flooring, glass wool is applied to the coach for the above given reasons.
In AC coaches it applied to the roof sidewall as well as to the end wall but in non-AC
coaches it is applied only to the end wall and roof.

Glass wool is fitted inside of coach due to following reasons

 It prevents the fire hazards
 It acts as an insulator.

 It keeps the coolness of AC coaches.

 It increases the life of rolling stock.

So after flooring, glass wool is applied to the coach for the above given reasons.
In AC coaches it applied to the roof sidewall as well as to the end wall but in non-AC
coaches it is applied only to the end wall and roof.

2. PANEL SECTION

In this section following work is done:

a. Window marking and drilling.

b. Tapping operation for out doors.

c. Body side window and lavatory fittings.

d. Window fixing

Page | 30
e. Side wall paneling for different compartments.

f. Fixing of alarm pull handles, holding clips, switch panels and window glasses in
windows.

So these are the fittings, which are fitted in this section and after that the coach is
shifted to next section that is plumbing section.

3. PLUMBING AND LAVATORY SECTION

In this section the fitting of lavatory is done. Also the fitting of pipes from
water tank to lavatory and to wash basins is done in this section.

After this section the coach is then shifted to the seat and birth section.

4. SEAT AND BIRTH SECTION:

In this section the following work is done:

 Fixing of chairs angels and sleeve for single seats.
 Fitting of luggage racks and back rests arrangements.
 Fitting of guard compartment.
 Fitting of designation board.
 Fitting on no. plates of seats and berths.
 Stench works indicating type of zones and type of coach

5. BOGIE INSTALLATION SECTION

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Fixing of bogies to the coaches is the main function in this shop but apart from this
other things is also done here in this section. Two bogies are installed per coach. And
the machine jacks lift the coach and then the bogie is placed in their respective
positions in between the coach and then the coach is rested on the bogies and then the
fixing process of bogie is done.

The procedure followed in this section is given below:

 Fixing of center pivot pin.

 Adjustment of buffer height.
 Fitting of bearing plates in Bogie.
 Taking bearing frame to the center.
 Lowering of coach on bogie.
 After lowering, the fitting of cotter and split pin.
 Buffer point adjustment.

6. ELECTRICAL STAGE:

In the stage all the electrical wiring is dine for the electrical equipment. In this stage
D.C batteries are also loaded on the coach is not running. For A.C, S.G and general
coach wires used are 1.5mm, Equipment for which these batteries and invertors are
provided are:- Fans, lights, Air Conditioner, etc.

7. WINDOW AND CEILING SECTION:

After electrical wiring windows and ceiling covers are mounted on the coach in
window and ceiling stage. These windows are not manufactured in this factory. These
are manufactured by vendors as the design recommended by R.C.F. These window
consist of a windowpane at the inner side which can slide up and down. Ceiling
covers are of thin sheet metal and these have open slots for mounting the different
accessories.

8. MOULDING SECTION:

After paneling the work of molding is done. In this stage aluminum strips cover all the
joints of paneling. The molding is done for better out look of inner walls of coach.
Screws fasten these strips.

Page | 32
9. ELECTRICAL STAGE- I:

In this stage all the electrical equipment are mounted on coaches. These electrical
equipment are fans, lights, electrical switches and air conditioner units. The wiring is
attached to these equipments.

10. AIR BRAKE SECTION:

After lowering of coach all the connections of air brake are completed. In early days
Vacuum Brakes were used but now-a day’s air pressure brakes are used. There are
two types of pipes Feed pipe and Brake pipe. Feed pipe is of white color and Brake
pipe is of green color. Pressure in Feed pipe and Brake pipe is 6Kg/cm and 5Kg/cm.
These two pipes are connected to a diaphragm. With the help of this diaphragm air
pressure is released to piston cylinder arrangement, with the help of which brake is
applied. This diaphragm is operated due to the variation in pressure in Feed pipe and
Brake pipe.

BOGIE SHOP
Bogie is the part on which the coach rests and due to which the coach runs on the rail
line. That’s why it is manufacture under strict precision so that the dimensions do not
vary too much from drawing In the bogie shop the bogies of different coaches are
manufacture in the various stages. The various parts of the bogie are not manufactured
in that shop, only bogie frame is manufactured in this shop and the rest of the parts are
imported from outside sources. These parts are only assembled here.

BOGIE

The bogie shop is concentrated with the production and the testing of bogie. This
shop takes almost every precaution, since the bogie has to be made to the precision
dimensions as indicated through drawings.

Page | 33
The coach consists of eight wheels and these eight wheels are divided into two sets of
two wheels with suspension frame, springs and dampers when assembled properly
then these two sets are known as BOGIE.
This shop has the latest sets of technology machines like CNC Plasma profile cutting
machine, submerged arc welding (SAW), MAG/CO2 welding sets, Frame cutting
machine, Plasma Air cutting machine, Bogie testing machine (Radiography LAB)
After the whole bogie gets assembled, it undergoes the static testing, which is done by
static testing machine. In this the bogie is given a very high load as it bears in its
service conditions. Then it should undergo the dynamic testing by dynamic testing
machine, this test is performed to balance the whole bogie.

Bogie frame
It consists of three sub assemblies: -
Stage 1. : -
The various parts of the bogie frame are assembled and clamped on the jigs. Then all
parts are attached together with the help of MIG welds.
Parts of bogie frame are:
1. One pair of side wall
2. One pair of transom
3. Head stock
4. Four set of longitudinal
Stage –2: -
Welding of following parts to bogie frame: -
1. BRAKE HANGERS
2. FULCRUM BRACKET TO HEAD STOCK
3. RIBS – 12
4. LEVER HANGER BLOCK – 8

Stage – 3:
Full welding of all tacked parts.

Stage – 4:
1. Welding of girder to side frame.
2. Brake hanger bracket to transom.
3. Anchor link bracket to transom – 2.
4. Alternator bracket to transom – 1.

Stage – 5:
Gauge levering of the bogie frame is done on leveling bed or twisting bed.

Stage – 6:
After stage 5, any distortion in the frame is removed with the help of heating
Gas (OXYGEN + ACETYLINE)
After heating the frame it is again tested on the leveling bed.

FINAL BOGIE ASSEMBLY STAGE:

In this stage the final assembly of the bogie is done. The other assembly such as
bolster assembly is mounted in the bogie.

FRAME:

Page | 34
Anchor pin is used for mounting the bolster assembly on the bogie frame. The bogie
bolster contains four bolster springs, two shock absorbers.

WHEEL AND AXLE ASSEMBLY:

First wheels are pressed on the axles and then on the HSS COLLER – REAR COVER
– ROLLER BEARINGS – SEALING RING – LOCKING PLATE – RETAINING
CAP – RETAINING BOLT. Induction heating of rolling bearings is done at 120
degrees Celsius.
Retailing bolts are tightened at the torque of 11 to 12 Kg/sq.m.
The main parts of the bogie are: -
1) FRAME:

In this part of the bogie, shell is placed. It is made of Leo Fein steel sheet.
The thickness for general coaches and high-speed coaches is 8 mm and 12 mm
respectively. Its parts are Head stock, transverse, longitudinal and side frames, are
machined in this shop and at last are assembled in this shop with the help of jigs.

1) WHEELS:

These are the casting of Mild Steel and are flanged from inner side. The diameter of
the wheel is 890 mm and its thickness is 120 mm. two wheels are joined with frame
by AXLE. Each Bogie contains two wheels. And a coach
contains four wheels.

3) BRAKE SYSTEM:

Air Brake system is used for braking action. For high speed
coaches such as L.H.B and IRY coaches the disc brakes are
used and for other coaches block brake are used. The band
blocks are used for breaking. And the braking is system is
basically of liver pulley system. The pressure is applied on
the pipes from the cylinder to the liver and then the brakes
are applied.

Page | 35
4) ALTERNATOR:
It is a source of electricity when the train is moving. For AC coaches two alternators
of 25KW power each are used in a single coach. For general coaches an alternator of
4.5 KW power, per coach is used. V – Belts and Pulleys, connects the shaft of the
alternator to axle.

5) SUSPENSION SYSTEM:
It is used for absorbing shocks. It consists of springs and shockers. Springs are made
of steel. Suspension system has two parts.

a) Primary parts: It takes the load of shell only and

restricted its vibrations.

b) Secondary part: It takes the load of shell as well as

the thrust from wheels.

DISC BRAKES

The use of special designed discs relives wheels of braking task resulting in longer
life and less maintenance. For disk brakes the optimal material and shape can be
applied to convert kinetic energy to heat and transmit it to apply to convert heat
energy to heat and transmit it to environment with minimum wear. This is the simple
reason for superior economy of specially designed disk brakes.

The other advantages of disk brakes are:

 Shorter braking distance due to higher deceleration rates.

 Higher comfort due to fewer jerks.

 Simpler and cheaper pneumatic devices.

 Reduced vehicle component soiling owing to the small amount of abrasion

dust.

WORKING OF DISC BRAKES

Lever calipers perform the actuation of disc brakes; its shape is designed to suit to the
bogie. The brake actuation has lot of articulations.

Pressing brake lining against the disc produces the braking force. The friction
between both parts produced besides heat some wear, less to the disc and more to the

Page | 36
linings. It is obvious that after certain time periods linings are replaced. Average
mileage before linings are replaced is of order of 150,000 to 300,000 Km.

6) STATIC TESTING MACHINE

STATIC TESTING MACHINE

Static testing machine is used to test the bogie frame by applying same amount of
load as in actual service condition.
Purpose of this testing is to check the strength and correctness of different Bogie parts
under the application of load on it. Load is applied by hydraulic system at the
center of bogie. Under this load the deflection in spring is noted down. And the
deflection is compared with specified deflection for particular spring, if the deflection
is within the safe limit or with in the specified limit and the other parts also behaved
in specified way then the Bogie gets the OK signal. Otherwise the defective part is
replaced and then again the testing is done, until it gets OK.

Technical Specification

 Capacity : 40 tons
 Resolution : 10 Kg
 Accuracy : +-0.05% of rated capacity
 Power consumption : 40 watts.

Specification of bogie used in GS coach

 Dimensions = 7.2m X 2.5m

 Weight = 2 tons.

Page | 37
7) BEARING SECTION

In this sec. Bearing are fixed on journal. The types of bearing used are roller bearings.
The diameter of wheels, journals & axles are 915mm, 130mm, and 155mm. The
distance between wheels is 1600mm. Induction heating equipment with
demagnetizing device for heating is used to heat up the roller bearings at 120 C. The
heating is done in steps of 3-5 sec, So as to reduce the heating defects. Due to heating,
inner diameter of bearing expands which is then mounted on journal of wheel & thus
making tight fit after cooling. After mounting bearing on the journal collar is heated &
mounted on journal so as to keep the bearing on which the spring & shockers are
mounted. The housing is then finally sealed in the bearing section. The seal is broken
after three years for the repair or inspection of bearing etc.
TYPES OF BOGIE
 IRS Bogie

 Developed / Built: British Make

 Introduction on Indian Railway in 1930–31
 Current status: Productions abolished and use discontinued on
Mail/express service.

 SCHLIEREN Bogie

 Developed / Built: M/S Swiss car and elevator manufacturing

corporation Ltd, Schlieren, Zurich.
 Introduction on Indian Railway in 1951.
 Current status: Productions abolished and use discontinued on
Mail/express service.

 MAN-HAL Bogie

 Developed/Built: M/S HAL Bangalore in collaboration with

M/S MAN Nurnberg (West Germany)
 Introduction on Indian Railway in 1958-59
 Current status: Productions abolished and use discontinued on
Mail/express service.

 ICF All Coiled Bogie

 Developed/Built: ICF & RCF

 Introduction on Indian Railway in 1965
 Current status: Productions continue by ICF &RCF.
 IR-20 Bogie

 Developed/Built by: RCF.

 Introduction on Indian Railway in 1998.

Page | 38
  Current status: Used in few coaches and production abolished
due to introduction of FIAT bogie.

 FIAT Bogie

 Developed/Built: FIAT Switzerland.

 Introduction on Indian Railway in 2001 (24 coaches imported
from Switzerland).
 Current status: Productions continue in RCF

Two Versions of Bogie Currently Manufactured in India

 I.C.F All Coiled Bogie

ICF All Coiled 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), Perumbur.
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.

Main Units of I.C.F Bogie

 Bogie bolster with side bearers & centre pivot

 Bogie frame
 Wheel and axle
 Body - bogie bolster joint
 Bogie bolster-bogie frame joint
 Bogie frame-axle joint
 Secondary suspension (between bogie bolster & bogie frame)
 Primary suspension (between bogie frame & axle)
 Bearing arrangement in axle box
 Brake system

Page | 39
Basic Parameters of I.C.F All Coiled Bogie

Sr. Description Parameters

No.
1.) Maximum Axle 16.25t, 13t
load bearing capacity
2.) Wheel base 2896mm
3.) Wheel diameter (New) 915mm
4.) Axle guidance Telescopic axle guide with oil damping
5.) Primary suspension Coil spring
6.) Secondary suspension Coil spring
7.) Shock absorbers i) Vertical dashpot in primary
suspension.
ii) Hydraulic double acting vertical
shock absorber in secondary suspension.
8.) Transfer of Through bogie side
coach body weight bearer pitched at 1600mm.

Page | 40
 Vertical Shock
Absorber
Primary Suspension
Primary Suspension
Safety Chain

Axle Box Spring Lower Spring Beam Bolster Suspension

2896 mm Hanger

Brake Beam Brake Block

Center Pivot Anchor Link

2364 mm

3950 mm
Equalising Stay Side Bearer Wheel Axle
I.C.F All Coiled Bogie Bogie Bolster

 FIAT Bogie

This is a Twin axle bogie with a Double stage suspension arrangement.

The Bogie frame has two longitudinal beams connected by 2 cross
members in the middle. These beams are made of solid steel and
welded. This frame rests over the primary suspension (4 per bogie) and
carries the coach body over the Secondary suspension (2 per bogie).

Page | 41
 Main Units of FIAT Bogie

 Bolster and Bogie Frame

 Primary Suspension
 Secondary Suspension
 Wheel and Axle
 Disc Brake System
 Axle Bearing

Bolster

Bogie Frame

Vertical Damper

Axle
Yaw Damper
Disc Brake System

Primary Wheel
Suspension
Technical parameters of FIAT Bogie

 Bogie Width : 3030 mm

 Bogie Length : 3534 mm
 Bogie Weight : 6300 Kg.
 Brake Disc Diameter : 640 mm
 Axle Distance : 2560 mm
 Diameter of New Wheel : 915 mm
Page | 42
  Diameter of worn Wheel : 845 mm
 Distance between the wheels : 1600 mm

Difference between FIAT Bogies with ICF Bogies

DESCRIPTION FIAT ICF

Speed Potential (Kmph) 160 140

Wheel Base (mm) 2560 2896

Wheel Dia. (mm) 915 915

Wheel Dia. Worn (mm) 845 814

Axle Box Guidance

Articulated Rigid
Dampers-Primary Hydraulic Dashpot

Bogie Frame Without Headstock With Headstock

Length Over Buffers (m) 24 22.28

Wheel Set
A wheel set is the wheel-axle assembly of a railroad car. The frame assembly beneath
each end of a car, railcar or locomotive that holds the wheel sets is called the bogie.
The complete wheel set is shown in the figure, with the assembly components.

Page | 43
 Components of Wheel Set

A wheel set is an assembly mainly of two components:

 Wheel discs(solid) on both sides of the axle

 An axle to hold these wheel discs in position

Wheel Disc

The movement of rolling stock on the track is possible only with the help of
wheels.

Types of Disc

 Forged Disc

Material composition

C = 0.52, + 0.03, -0.02,

Mn 0.60 to 0.80 Si. 0.13
to 0.40

P & S = 0.03 Max.

Cr. & Ni. 0.25 Max.
Mo. 0.06 Max.
Cu. 0.28 Max.
V 0.05 Max

Page | 44
  Cast Disc

Material Composition

C = 0.47 to 0.67
Mn 0.60 to 0.80 Si. 0.13 to 0.40
P & S = 0.03 Max.
Cr. & Ni. 0.25 Max.
Mo. 0.06 Max.
V 0.05 Max.
Cu. 0.28 Max.

Forged Disc Cast Disc

Page | 45
Axle

An axle is a component of a wheel set to hold the wheel discs in position.

AXLE
Material composition

C = 0.37, + 0.03,

Mn 1.12

Si. 0.15 to 0.46

P & S = 0.04 Max.

Cr. & Ni. 0.30 Max.

Mo. 0.05 Max.

Cu. 0.30 Max.,

V 0.05 Max

Page | 46
8) VACCUM BRAKING SYSTEM

In this system the break is applied on wheels of bogie when vacuum created to hold the
brakes away from the wheel is released. Then the brake shoulder of C.I. tightens on the wheel
& decelerates it. When vacuum is again maintained, the brakes are released. The vacuum
creating system is attached to the engine through pipes.

9) AIR BRAKING SYSTEM

The system is reverse of vacuum braking system. In this when air pressure is maintained
through the brake cylinder which is connected through the feed & air release pipes the brake
gets applied on wheel & when the air pressure is released, the brakes came away from
wheels.

LHB COACH
LHB stands for LINKE HOFMANN BUSCH. It is a railway Coach Manufacturing unit
Situated at Germany. The coaches manufactured by LHB/Germany are called LHB
Coaches. These coaches are now being manufactured at RCF/ Kapurthala after getting the
Transfer of technology from GERMANY.
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, 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:

i 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.

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ii 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.
iii Low corrosion – There will be low corrosion of LHB coaches due to extensive
usage of Stainless Steel and better design and manufacturing techniques.
iv Low Maintenance – Replacement and removal of sub-systems will be required
only after one million kilometers.
There are no doors handles projecting outside the coach thus mechanized car
washing is facilitated.
v 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;
vi There are no visible screws inside the passenger compartment.
vii Better passenger comfort: Better Riding Index has been specified as compared
to conventional ICF coaches.
viii 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.
xi 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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Three types of steel are used for manufacture of body shell

 Ferritic Steel (C < .03%, Cr 10-12%, Si 1%, Mn 1.5%)

 Austenitic Steel (C < .07%, Cr 18%, Ni 10 % Si 1%, Mn 2%)
 Corten Steel (C < .01%, Cr .35 -.6%, Ni .2 - .4%, Cu .3 - .6% Si .3 - .7%, Mn .25%)

The Technical parameters of LHB Coaches:

Bogie Width : 3030 mm

Bogie Length : 22860 mm
Bogie Weight : 6300 Kg.
Brake Disc Diameter : 640 mm
Axle Distance : 2560 mm
Diameter of New Wheel : 915 mm
Diameter of worn Wheel : 845 mm
Distance between the wheels : 1600 mm

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 CONCLUSION
Rail coach factory started the production with only hundreds of coaches but now it is an
important part of the Indian railways .It is not only catering the needs of the Indian people but
also exporting railway coaches to other countries .countries of Africa like SENEGAL and
MALI are the main buyers of the coaches from RCF. In this way it helps to contribute to the
economy of the country
Production commenced in a record time of two years and the first coach was turned out in
March 1988. From its humble beginning, the factory has gone from strength to strength and
has so far manufactured more than 26000 coaches of more than 35 AC and non AC design
variants which are more than 50% of the total coaches running on Indian Railways.
Production of LHB type coaches was started in the year 2001-02 and up to March, 2010,
1076 LHB + 411 SS Hybrid design coaches have been manufactured. Most of these coaches
are running in prestigious Rajdhani, Shatabdi and Duronto Express Trains and giving
immense passenger satisfaction. During 2012-2013, RCF achieved a record production of
1700 coaches. This is highest ever production achieved since its inception. There was also a
quantum jump in production of SS coaches over last year’s production

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 REFERENCES
 www.railway-technical.com
 www.icfbogie.com
 Central quality department RCF

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