Wagon project report mechanical vocational training presentation haxxo24 i~i

1. 1
BCNHL WAGON
(BOGIE CLOSED WAGON HEAVY LOADED)
A PROJECT REPORT
Submitted by
MRIDUL MORRIS LAKRA
in partial fulfillment for the certificate
of
SUMMER TRAINING
in
PRODUCTION AND INDUSTRIAL
DEPARTMENT
MODERN INDUSTRIES
G.T. ROAD, SAHIBABAD
JANUARY-FEBRUARY 2010

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MODERN INDUSTRIES, G.T. ROAD, SAHIBABAD
BONAFIDE CERTIFICATE
Certified that this project report “BCNHL (BOGIE CLOSED WAGON
HEAVY LOADED)” is the bonafide work of “MRIDUL MORRIS
LAKRA” who carried out the project work under my supervision.
SIGNATURE SIGNATURE
<<Name>> <<Name>>
HEAD OF THE DEPARTMENT SUPERVISOR
<<Academic Designation>>
<<Department>> <<Department>>
<<Full address of the Dept & College >> <<Full address of the Dept &
College >>

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CONTENTS
1. About industry Page 4
2. Introduction Page 6
3. Standard features of wagon Page 7
4. Flow process of wagon designing Page 8
5. Cutting Page 9
6. Pressing Page 11
7. Welding processes used during fabrication Page 13
8. Center sill Page 18
9. Underframe Page 21
10. Body end Page 25
11. Body side Page 28
12. Roof Page 31
13. Door Page 34
14. Wheel mounting Page 36
15. Braking system Page 38
16. Final assembly Page 41
17. Shot blasting Page 43
18. Quality check test Page 44
19. References Page 47

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ABOUT INDUSTRY
It was in year 1941, the country’s industrial revolution was yet to come, when Modern
Industries was founded in the form of Lantern Factory, as a fledgling business enterprise
of young India. Since then Modern Industries has gone into a transformation of
expanding and diversifying from re-rolling of Iron and Steel, Oxygen gas manufacturing
and Textile to Wagon building.
Railway Wagon production was started in the year 1960. After the initial trail order of
CR Wagons, later developing CRT Wagon, Modern Industries has been in the service of
Indian Railways ever since. As Indian Railways modernized, and expanded in its fleet of
Wagons both in terms of quantity and carrying capacity, they have tried their best to
incorporate the same for their continued service to Indian Railways.
Modern Industries are the first in the country to be awarded the prestigious contract to
manufacture stainless steel BOSN’CR’. The wagon floor, sides and ends are made of
stainless steel, SS409(M), developed by SAIL at the Alloy Steel Plant-Salem, which
controlled micro alloy addition using a new process technology.
Today Modern Industries has emerged as a leader in the manufacture of railway wagons
of almost all types for its customers – an operation that it pioneered in 1961.|~|
PRODUCTS OF COMPANY:-
The company has been supplying all types of Railways Wagons to Indian Railway
System for the last 40 years. Their product range includes all types of covered wagons,
open wagons, tank wagons, flat wagons and hopper wagons both manually operated as
well as pneumatically operated side and/or bottom discharge doors. The company has got
capacity of manufacturing 1200 different types of 8-wheeler wagons per annum.
TYPES OF WAGONS:-

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BTPN BOBYN
(Tank wagon for liquid consignment) (Stone Ballast Wagon)
BCNHL BOST
(Stainless Steel Wagon) (High Sided Bogie Open Wagon)
BCNA BOBYRN
(Water tight covered wagon) (Hopper Coal Wagon)

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BLLA/B CONCOR FLAT WAGON BRNA
INTRODUCTION
BCNHL (BOGIE CLOSED WAGON HEAVY LOADED):-
This project report illustrates the manufacturing and fabrication process of the BCNHL
wagon. It is completely closed wagon which is generally used for the transportation of
food grain, fertilizer and bag quantities around the country.
INTRODUCTION TO BCNHL WAGON:
This wagon was designed at 22.9t axle load in 2006. The design was made by
CRF section and stainless steel materials.
Advantages of using stainless steel as base material:-
1. Reduction in tare weight -more payload
2. Less corrosion
3. Less fuel consumption in empty running
4. Less requirement of loco, crew & path
5. Extra line capacity available
6. Less incidences of out of course repair
7. Reduction in turn around time of wagons due to less detentions
8. Throughput enhancement
Broad Gauge bogie wagon type BCNHL having maximum axle load of 22.9 tonn has
been designed by RDSO to increase the throughput over the existing BCNAHSM1 design

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(axle load 22.32tonn). The payload to tare ratio for BCNHL wagon is 3.4 as compared to
2.63 of existing BCNAHSM1 wagon. BCNHL wagon is useful for the transportation of
bagged commodities of cement, fertilizers, foodgrain etc. The design incorporates
filament of Casnub 22HS Bogies, High tensile (non transition type centre buffer coupler),
Single Pipe Graduated Release air brake system. Now as an advancement twin pipe air
brake system is developed.
Some assigned characteristics of BCNHL wagon are as following:-
1. Maximum axle load (loaded) 22.9 t.
2. Maximum axle load ( Empty ) 5.2 t
3. Maximum C.G height from Rail level (loaded) 2327mm
4. Maximum C.G height from Rail level (Empty) 1134mm
5. Maximum braking force at rail level 10 % of per axle axle load
The provisional speed certificate for operation of 22.9t axle load BCNHL wagon shall
Remain valid up to 5 years from date of issue or before date of issue of the Final
Speed Certificate which ever is earlier.|~|
STANDARD FEATURES OF „BCNHL‟ WAGON
1. Length over head stock (mm) 10034
2. Length over couplers (mm) 10963
3. Length inside (mm) 10034
4. Width inside/Width Overall (mm) 3345/3450
5. Height inside/Height(max.) from RL. 3024/4305
6. Bogie centers (mm) 7153
7. Journal length × dia. (mm) 144x278
8. Journal centers (mm) 2260
9. Wheel dia. on tread (New/Worn) (mm) 1000/906
10. Height of C.B.C. from R.L. (mm) 1105
11. C.G. from R.L. (empty) (m) 1134
12. C.G. from R.L. (loaded) (m) 2327
13. Floor area (Sq.M) 33.56
14. Cubic Capacity (Cu.M) 92.54
15. Maximum axle load (tonne) 22.9
16. Tare Weight (tonne) 20.8
17. Pay load (tonne) 70.8
18. Gross load (Pay+Tare) (tonne) 91.6
19. Ratio gross load/Tare 4.4
20. Ratio (Pay load to tare) 3.4
21. Track Loading density (tonnes/meter) 8.35
22. No. of wagons per train 58
23. Brake System Air Brake
24. Coupler carbon buffer coupler
25. Bearing R.B.

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26. Maximum Speed (Loaded) 65 kmph
27. Maximum Speed (Empty)
A BCNHL wagon is a closed type wagon which has following main parts-
Underframe
Centre Sill
Roof
Body end
End side
Wheels
Bogie
Braking system
All these parts are separately made and assembled together to construct a wagon. The
flow process for constructing a wagon is as following:-
Firstly Underframe is completely build and is provided with fluring, gearing and
then it is inspected by RDSO people and after clearing the test further assembling
is done.
FLOW PROCESS OF A BCNHL WAGON
RAW MATERIAL
↓
↓
↓
CUTTING
PLASMA
CUTTING
SHEAR
CUTTING
CNC
CUTTING
PRESSING
POWER PRESS DROP HAMMER
HYDRAULIC AND
PNEUMATIC
PRESSES

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↓
↓
SHOT BLASTING
↓
PAINT
↓
DISPATCH
CUTTING
PLASMA CUTTING:-
Plasma cutting is a process that is used to cut steel and other metals of different
thicknesses (or sometimes other materials) using a plasma torch. In this process, an inert
gas (in some units, compressed air) is blown at high speed out of a nozzle; at the same
time an electrical arc is formed through that gas from the nozzle to the surface being cut,
turning some of that gas to plasma. The plasma is sufficiently hot to melt the metal being
cut and moves sufficiently fast to blow molten metal away from the cut.
WELDING
MIG
WELDING
ARC
WELDING
ASSEMBLY
UNDERFRAME BODY SIDE DOORS BODY END ROOF
WHEELS AND
BOGIE
BRAKING
SYSTEM

10. 10
The HF Contact type uses a high-frequency, high-voltage spark to ionise the air through
the torch head and initiate an arc. These require the torch to be in contact with the job
material when starting, and so are not suitable for applications involving CNC cutting.
The Pilot Arc type uses a two cycle approach to producing plasma, avoiding the need for
initial contact. First, a high-voltage, low current circuit is used to initialize a very small
high-intensity spark within the torch body, thereby generating a small pocket of plasma
gas. This is referred to as the pilot arc. The pilot arc has a return electrical path built into
the torch head. The pilot arc will maintain itself until it is brought into proximity of the
workpiece where it ignites the main plasma cutting arc. Plasma arcs are extremely hot
and are in the range of 25,000 °C (45,000 °F).[1]
Plasma is an effective means of cutting thin and thick materials alike. Hand-held torches
can usually cut up to 2 in (48 mm) thick steel plate, and stronger computer-controlled
torches can cut steel up to 6 inches (150 mm) thick. Since plasma cutters produce a very
hot and very localized "cone" to cut with, they are extremely useful for cutting sheet
metal in curved or angled shapes.
CNC PLASMA CUTTING:-
Plasma cutters have also been used in CNC (computer numerically controlled)
machinery. Manufacturers build CNC cutting tables, some with the cutter built in to the
table. The idea behind CNC tables is to allow a computer to control the torch head
making clean sharp cuts. Modern CNC plasma equipment is capable of multi-axis cutting
of thick material, allowing opportunities for complex welding seams on CNC welding
equipment that is not possible otherwise. For thinner material cutting, plasma cutting is
being progressively replaced by laser cutting, due mainly to the laser cutter's superior
hole-cutting abilities.
In recent years there has been even more development in the area of CNC Plasma Cutting
Machinery. Traditionally the machines' cutting tables were horizontal but now due to
further research and development Vertical CNC Plasma Cutting Machines are available.
This advancement provides a machine with a small footprint, increased flexibility,
optimum safety, faster operation.

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PRESSING
HYDRAULIC PRESS:-
Hydraulic press is used for the bending purpose. It can provide force up to 100 tons to
300 tons. Oil is used for generating force by compressing it. Oil is pulled by the motor
from the reservoir and is distributed using distributor into the machine. Oil forces the
plunger on the workpiece over the die. Oil is used because any other fluid might jam the
pipes.

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POWER HAMMER:-
Power hammer is used for shaping the workpiece. It can generate force up to 4 tons. A
motor is arranged such that it uses electricity to move the hammer by generating steam.
This steam pushes the hammer. Hot workpiece is used for hammering purpose.
DROP HAMMER:-
The use of 'Drop Hammers' in manufacturing parts has been in use since the dawn of the
Industrial Age. The process begins with the design of the part being laid up on a mold,
transferred to the 'male and female dies' and then mounted to the drop hammer. After the
inserting a piece of sheet stock between the dies and highly skilled operators will adjust
the 'hammer' for the proper impact and timing to produce the part without cracking or
thinning of the material.
Hammer is made up of stainless steel with higher carbon content. After switching the
machine when rope is pulled manually, hammer is lifted up the machine and when rope is

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released then hammer falls down with a great impact and thus provides the required
shape. This hammer can provide a force up to 6 tons.
WELDING PROCEESES USED
DURING FABRICATION
Modern industry is basically a fabrication and assembling company. To do the same,
various types of welding techniques are used like arc welding, MIG welding, and SMAW
welding. Therefore, in the following section of this report, a brief introduction of these
welding techniques is given.
WELDING:-

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Welding is a fabrication process that joins materials, usually metals of thermoplasts, by
causing coalescence. This is often done by melting the work pieces and adding a filler
material from a pool of molten material that cools to become a strong joint. Sometimes
pressure is used along with heat to produce the weld. Therefore, a welding process is “a
materials joining process which produces coalescence of materials by heating them to
suitable temperatures with or without the application of pressure of by the application of
pressure alone and with or without use of filler material”.
ARC WELDING:-
Arc welding is one of several fusion processes for joining metals. By applying intense
heat, metal at the joint between two parts is melted and caused to intermix directly, or
more commonly, with an intermediate molten filler metal. Upon cooling a metallurgical
bond is created.
The arc welding process involves the creation of a suitable small gap between the
electrode and the workpiece. When the circuit is made, large current flows and an arc is
formed between the electrode and the workpiece. The resulting high current causes the
workpiece and the electrode to melt. The electrode is consumable and includes meta for
the weld, a coating which burns off to form gases which shield the weld from air and
flux. When the weld solidifies a crust is formed from the impurities created in the weld
process (slag). This is easily chipped away.
ARC WELDING CIRCUIT:-
The basic arc welding circuit is shown in following fig. An AC or DC power source,
fitted with whatever controls may be needed, is connected by a work cable to the
workpiece and by a “hot” cable to an electrode holder of some type, which a electrical
contact with the welding electrode.
An arc is created across the gap when the energized circuit and the electrode tip touches
the workpiece and is withdrawn, yet still within close contact. The arc produces a
temperature of about 6500ºC at the tip. This heat melts both the base metal and the
electrode, producing a pool of molten metal sometimes called a “crater”. The crater
solidifies behind the electrode as it is moved along the joint. The result is a fusion bond.

15. 15
DEFETS OF ARC WELDING:-
On the basis of working condition and operators skills there can be following defects in
an arc welded part:-
1. OVERLAP:-
When there is excessive molten metal either due to high temperature, slow
working rate, or inappropriate electrode with low melting point then metal comes
out of the root and cause defect. This is known as overlap.
2. UNDERCUT:-
It is a serious welding defect in which unfilled holes or gaps are left in the root of
the metals to be welded. It happens due to wrong working angle of torch, high
current then the rate one, or because of high welding speed.
3. POROSITY:-
In this defect, there are minute holes in the welded portion. It can be due to-
Improper gas flow
Material does get solidifies properly
By holding torch either to far or to close.
High welding speed

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4. SPATTER:-
This is the scattering of molten metal of workpiece while welding. It occurs
mainly due to high current or varying welding speed.
5. CRATER:-
It is the line defect in welding. Sometime welded portion gets break along a line,
it is called crater. It mainly occurs due to wrong electrode or improper torch
handling.
GAS METAL ARC WELDING (GMAW)/MIG:-
Metal inert gas arc welding (MIG) or more appropriately called as gas metal arc welding
(GMAW) utilizes a consumable electrode and hence, the term metal appears in the title.
The typical setup for GMAW (or MIG) is shown in fig. The consumable electrode is in
the form of a wire reel which is fed at a constant rate, through the feed rollers. The
welding torch is connected to the gas supply cylinder which provides the necessary inert
gas. The electrode and the workpiece are connected to the welding power supply. The
power supplies are always of the constant voltage type only. The current from the
welding machine is changed by the rate of feeding of the electrode wire.

17. 17
DEFECTS OF MIG WELDING:-
On the basis of working condition and operators skills there can be following defects in
an arc welded part:-
1. OVERLAP:-
When there is excessive molten metal either due to high temperature, slow
working rate, or inappropriate electrode with low melting point then metal
comes out of the root and cause defect. This is known as overlap.
2. UNDERCUT:-
It is a serious welding defect in which unfilled holes or gaps are left in the root
of the metals to be welded. It happens due to wrong working angle of torch,
high current then the rate one, or because of high welding speed.
3. POROSITY:-
In this defect, there are minute holes in the welded portion. It can be due to-
Improper gas flow
Material does get solidifies properly
By holding torch either to far or to close.
High welding speed
4. SPATTER:-
This is the scattering of molten metal of workpiece while welding. It occurs
mainly due to high current or varying welding speed.
5. CRATER:-
It is the line defect in welding. Sometime welded portion gets break along a
line, it is called crater. It mainly occurs due to wrong electrode or improper
torch handling.

18. 18
In a BCNHL wagon, various parts are welded as prescribed following:-
Centre sill SMAW welding
Side body MIG welding
Roof MIG welding
End body MIG welding
Underframe SMAW welding
Crossbar MIG welding
Door MIG welding
During welding in a BCNHL wagon various welding techniques are used like flat
welding, horizontal welding, vertical welding, overhead welding, etc. But it is always
preferred to weld as flat welding. So wherever possible, by using manipulators,
workpiece is so adjusted that it can be welded as flat or horizontal. It increases the
efficiency of worker and it is also safe to do so.
Wagon fixed in a manipulator

19. 19
CENTER SILL
General Description Data
S.NO LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Length A1 10034,+7,-3
A2
2 Height and width of
end centre sill
C1 327±1.5
C2 530,+1.5,-0
3 Height and width of
centre sill
C3 270±1.5
C4 477,+1.5,-0
4 Draft gear pocket X 625.5,+0,-1.5
Y 327±1.5
5 Bow 1 in 600
DESCRIPTION:-
Centre sill is the part is bears all the weight of the wagon. It is in 3 separate parts which
are welded together. Each part is made of 2 separate Z sections, which are welded
together. Z-section are welded after they have been drilled and finished for assembling
rivets in them in later stage.

20. 20
On the two ends it has Centre filler which actually takes the weight of whole wagon.
Each centre filler has Bolster which is fixed with the wheel of wagon. Stepners are
provided to give strength to the structure.
3 finished center sill set
Z-sections Center part of center sill

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End part of center sill showing center filler
Fixture of a center sill

22. 22
UNDERFRAME
General Description Data
S.NO. LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Length over head
stock
A1 10034,+7,-3
A2
2 Width over Solebar B1 3350±3
B2
B3
B4
B5
3 Distance between
bolster bogie centre
C1 7153,+5,-2
C2
4 Distance between
side bearers centre
E1 1474±2
E2
5 Diagonal difference
over headstock
D1 ≤5
D2
6 Camber 10,+0,-3

23. 23
DESCRIPTION:-
Main parts of Underframe are:-
1. Booster: -
It bears the weight of wheels.
2. Crossbar: -
This supports roof’s and body’s weight.
3. Rib:-
It provides strength to center sill.
4. Channel (4):-
These are fixed in the assembly to strengthen the Underframe.
5. Head stock (4):-
It supports the body end weight.
6. Solebar (2):-
It supports the body side weight.
7. Special crossbar, Equalizer, Safety loop and Lever bracket (1 small and 1 big):-
These are provided to for air brake assembly.
8. empty load:-
It take care of braking system while on load or on no load condition.
9. Side barrier plate:-
It is for proper balancing of the wagon. It is on two side of bolster and has
10. Anchor, Plate and Draft:-
It is an assembly which is for connecting two wagons with each other.
Springs Anchor, Spring, and Plate

24. 24
Underframe Structure
Safety Loop, Channels, Crossbars, Solebar, and Equalizer

25. 25
Casting Bolster and Side barrier plate

26. 26
BODY END
General Description Data
S.NO. LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Width over corner
stanchion
A 3366±3
2 Distance between
end wall centre to
ventilator centre
B 411±1.5
3 End wall overall
height
C1 3041±3
C2
4 Distance between
corner angle to outer
stanchion C.L.
D1 861±1.5
D2
5 Distance between
C.L. of body end to
outer stanchion C.L.
E1 822±1.5
E2
6 Distance between
floor plate top to
centre of end
F 1023±1.5

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stiffening pressing
7 Distance between
end coping to centre
of end stiffening
pressing
G 1024±1.5
8 Distance between
end coping to roof
top
H 985±1.5
9 Distance between
corner roof car line
edge to ventilator
top
J 230±1.5
DESCRIPTION:-
Body end is just for covering up the end sides of the wagons. It has a base plate of 2.5mm
thickness of stainless steel. Various pressings are provided for strength purpose. There
Ventilators on both the body ends of a wagon.
Body end with Ventilator and Pressings

28. 28
Fixture of Body End

29. 29
BODY SIDE
General Description Data
S.NO. LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Distance between
floor sheet top to the
top of coping
A1 2047±3
A2
2 Overall stanchion
height
B1 2059±3
B2
B3
3 Door opening
horizontal
C1 1204, +0,-3
C2
4 Door opening
vertical
D1 1985,+0,-3
D2
5 Distance over
corner stanchions
E 10050,+7,-3
6 Diagonal difference
over corners
F1 ≤5
F2
7 Distance between
corner stanchion to
end stanchion centre
J1 858±3
J2
8 Centre distance
between stanchion
to stanchion
L1 595±3
L2
L3
L4
9 Distance between
side stanchion
centre line to door
M1 939±3
M2

30. 30
stanchion end
10 Distance between
side stanchion
centre line to door
stanchion end
H1 834±3
H2
11 Body side sheet
height
K1 1905±3
K2
K3
12 Distance between
door link frame to
corner stanchion
N1 1648±1
N2
13 Distance between
corner stanchion to
door centre
P1 2399±1
P2
DESCRIPTION:-
Body side of BCNHL type wagon posses 3 different parts assembled together. Base plate
is of 2.5mm thickness. Doors openings are left where doors are assembled in a later stage.
In sides also pressings are provided for strength purpose
Body Side Fixture

31. 31
Body Side

32. 32
ROOF
General Description Data
S.NO. LOCATION LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Distance between
roof top to top of
side top coping
E1 985±3
E2
2 Distance between
corner roof carline
C1 10050,+7,-3
C2
3 Roof inside width D1 3335±3
D2
D3
4 Diagonal difference
over corner
F1 ≤5
F2
5 Centre distance
between stanchion
to stanchion
J1 595±3
J2
J3
J4
6 Centre distance
between stanchion
to stanchion
L1 641.5±3
L2

33. 33
L3
L4
7 Centre distance
between stanchion
to stanchion
H1 794.5±3
H2
8 Distance between
corner stanchion to
stanchion centre
K1 858±3
K2
9 Centre distance
between stanchion
to stanchion
M1 900±3
M2
DESCRIPTION:-
Roof is a stainless steel rigid structure which has two main parts viz. car line and coffin
line. There are 6 car lines and 8 coffin lines. Sheet used is of 1.6mm thickness.
Supporting pressings are used to gain strength.
Roof Structure

34. 34
Fixture of Roof

35. 35
DOORS
General Description Data
S.NO. LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION(mm)
1 Distance between
hinge centre to door
edge
A1 859±1.5
A2 872±1.5
2 Distance between
door link bracket
frame edge to door
edge
B1 743±1.5
B2 756±1.5
3 Center distance
between door
bracket hinge
C1 305±0.5
C2
4 Diagonal difference D1 ≤3

36. 36
over corner D2
5 Center distance
between door hinge
E1 86±0.5
E2
6 Distance between
door link bracket
frame top to door
hinge bracket center
H1 45±0.5
H2
7 Distance between
door link bracket
frame top to door
hinge bracket top
G1 63±0.5
G2
8 Gap between door F 3±0.5
DESCRIPTION: -
Doors of a BCNHL are of stainless steel. These doors are of Slider type and whole
assembly has pressings, lock, and Sliding arrangement. MIG welding is used for its
assembly.
Doors

37. 37
WHEEL MOUNTING
Wheel mounting is the procedure of assembling bearing on wheels. Basic procedure of
wheel mounting is as following:-
1. First of all, take bearing out of packing and mount it on the wheel set.
2. Clean up the mounting space of axle of wheel with paint remover.
3. Now check axle journal, dust guard and seal ring.
4. Provide a coat of anti rust compound on axle and dust guard.
5. Use press fit lubricant on axle before mounting the bearing.
PROCEDURE:-
a) REMOVAL:-
Remove the axle end cap by removing the cap screws. Replace all locking plates.
Replace axle end caps that are distorted, cracked or damaged. Inspect the cap
screw threads. Cap screws that are damaged, distorted, or cracked or that cannot
be tightened to the required torque must be replaced.
b) INSTALLATION:-
Check axle journal, fillet, dust guards, seal wear ring grooves and upset
ends before applying bearing.
Apply a moderate to hard coating of approved anti rust compound to the
axle and dust guard fillets up to wheel hub before the bearings are applied.
Coat the axle journal with an approved press-fit lubricant prior to applying
bearing.
Press the bearings on the axle journal and allow the pressure to build up to
the specified on the packing. Verify that there is adequate press ram travel
to ensure proper seating of bearing. Mount bearings with fitted design
backing ring; class E, F or G on an axle with tolerance dust guard
diameter, where possible, to provide a press fit. Check the baring seating
on a bearing that has non fitted design backing ring by attempting to insert
a 0.050µ feeler gauge between the backing ring and axle fillet. If the feeler
gauge can be inserted more than 1/8 inches, the bearing is not properly
seated.
Apply the axle end caps and tighten the cap screws with a torque wrench.
Recheck each cap screw several times until the cap screws do not move
when the specified torque is applied.
Lock the cap screws by bending all of the locking plate tabs flat against
the sides of the cap screw heads.

38. 38
Check the bearing lateral play with a dial indicator mounted on a magnetic
base. Revolve the several times while forcing the bearing cup towards the
wheel hub pull the cup away from the wheel hub the bearing lateral play
should be between 0.025 µ to 0.432 µ. If a tapered roller bearing rotates
freely by rotating with hand, but indicates less than 0.025 µ lateral on the
dial indicator, the application is satisfactory for the service.
GENERAL DATA:-
Bore diameter of cylinder 160mm
Diameter of dust guard 178.562mm to 178.613mm
Required pressure 350kg/cm2
Journal diameter 144.539mm to 144.564mm
After wheel mounting process, wheel are assembled in the wagon. In this process, firstly
bogie is assembled to wheel as shown in figure. Then wagon is lifted by crane and putted
over the wheels such that bolster is rightly fitted at its place in wagon. After this, wheels
and wagon are tightened together by rivets.

39. 39
BRAKING SYSTEM
Air braking system for a BCNHL wagon has following main units:-
Main pipe
Distributor valve
Control chamber
Brake cylinder
Empty load adjuster
Slack adjuster
Lever mechanism
Auxiliary pipe
Slack Adjuster Auxiliary reservoir

40. 40
Distributor valve and Control Brake cylinder
Chamber
Lever assembly parts Empty load adjuster

41. 41
Shoe brakes
BRAKING PROCESS:-
Main pipe is the only common pipe in train and is connected to DP lever in engine room.
Function distributor valve is to distribute air in different braking accessories. Control
valve controls the air pressure at 5kg/cm2
. Brake cylinder is the unit with a piston to
which main brakes are connected by a lever mechanism. Empty load adjuster plays it its
role when wagon is empty. Slack adjuster maintains clearance between shoe brake and
wheels up to 5.9mm and thus it controls the sensitivity of the braking system.. Auxiliary
pipe provides extra air needed to maintain air pressure in auxiliary reservoir.
When DP leer is pulled in the engine then air flow is the main pipe in al the wagons. This
main pipe is connected to the distributor valve which distributes air in auxiliary reservoir,
brake cylinder and control chamber. Now when DP lever is pulled, pressure difference is
created between auxiliary reservoir and brake cylinder. It causes piston to moves
outwards. This outward movement of the piston is transferred to the slack adjuster and
then finally to the brakes. Control chamber controls air pressure in distributor valve
which in turn controls the air pressure in rest unit. Brakes are applied within 18-30
seconds after applying the brakes.
Empty load adjuster is used when wagon are unloaded. It has a lever which is moved and
the pressure in brake cylinder is reduced to 3.6kg/cm2
. This reduces braking force
delivered by brake shoe to the wheel.
Each wagon is also provided with hand brake system which is used for manual braking. It
has braking wheel at one end corner of the wagon. When this wheel is moved then by
lever mechanism piston of the brake cylinder is pulled out and thus brakes are applied as
discussed above.

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FINAL ASSEMBLY

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General Description Data
S.NO. LOCATION NOMINAL
DIMENSIONS &
ALLOWABLE
DEVIATION
1 Coupler height from
R.L.
A1 1105,+0,-5
A2
2 Floor height from
R.L.
B1 1273±3
B2
3 Length inside L1 11034,+7,-3
L2
4 Width inside C1 3345±3
C2
C3
5 Height inside(floor
level t top)
D1 2980±3
6 Length over coupler
face
E1 10963,+8,-3
E2
7 Side bearer
clearance
- Nill
8 Overall width F1 3450±3
F2
F3
9 Distance between
bogie centers
G 7153±3
10 Overall height from
R.L.
H1 4305±3
11 Door opening
vertical
J1 1985,+0,-3
J2

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12 Door opening
horizontal
K1 1204,+0,-3
K2
K3
SHOT BLASTING

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Shot blasting is the process of cleaning the assembled wagon basically for painting
purpose. In this process, 1mm grit particles strike the wagon surface with a force of
75psi. After this process, 5 layer painting is done on the wagon surface to protect it from
rusting.
After shot blasting and painting, wagon is inspected by RDSO quality managers and then
dispatched in the main line.
Shot blasting chamber
QUALITY CHECK TESTS

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A wagon is tested by using both destructive and non-destructive techniques. Destructive
techniques include compressive strength test while non-destructive tests are radiography
test, water testing, visual inspection. All these tests are explained in the following
sections.
RADIOGRAPHY TEST (RT):-
It is a non-destructive test which is used for testing the quality of the welds in the various
parts. In this test, X-rays are incident on the parts to be checked and a film is obtained as
a result. This film is observed in the lab using special techniques and defects in welding
are identified.
RT Machine
DI-PENETRATION TEST:-
It is a non-destructive test generally used for testing the welds. This test follows the
following process:-
FLORESCENT APPLICATION: - The florescent is applied all over the workpiece and it
is left for 10-15 minutes. During this time, florescent gets penetrated in the porosity or
pinholes.
CLEANING: - After 10-15 minutes, workpiece is rubbed and cleaned with a piece of
cloth.
DEVELOPER: - After cleaning the workpiece, developer is applied over the workpiece.
After its application, florescent reappears on the surface at the point of defects and thus
defects are easily visible.
1.
COMPRESSIVE STRENGTH TEST:-
Compressive strength is done at the last stage wagon construction process. For this test,
two wagons are constructed one known as sample wagon and other is test wagon. These
two are exact copies of each other. One of these is used for the test purpose. Wagon is
fixed in the testing area and a load of 250 ton is applied along the axis of centre sill.
Sensors are fixed on the body to note the deflection parts. Results are observed by RDSO
authorities and implements are made as required. Since it is destructive test therefore,
wagon under test gets crushed and observations are made on the sample wagon.

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Setup for test
Load providing machine
WATER TESTING:-
It is non-destructive testing technique. In this test, wagon is put under a water shower and
leakages are identified in the body. It is mainly for identifying leakages in the roof and
defects are removed by welding. |~|
Water testing unit
VISUAL INSPECTION:-
It is done when wagon is completely constructed and is inspected overall for any left over
defects. These are corrected at the spot and wagon is discharged in the main line.

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BRAKING SYSTEM TEST:-
Braking system test is done to check the sensitivity of the brakes and any leakages in the
pipes. In this test, 5kg/cm2
is provided in the main line of the braking system using a
pressure generator. When air is fed then by ideal conditions, brakes should be applied is
within 3 seconds. If it is not so then it is made corrected|~|
.
Pressure generating unit

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REFERENCES
RDSO data sheets
Wikipedia
Google