[1]

PROJECT ON WHEEL

Submitted By:-
PARAMESWAR DAS(JALPAIGURI GOVT. ENGG. COLLEGE)
Duration :-21/06/2016 to 12/07/2016
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PROJECT REPORT ON
WHEEL
Vocational Training
at
Kharagpur Railway Workshop
SOUTH EASTERN RAILWAY
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INDIAN RAILWAY

Acknowledgement
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Any accomplishment requires affort of many people and this word is no different. This
satisfaction drives for accomplishment would be with acknowledging the effort of
person behind it.

I express my gratitude to following persons for allowing me to carry the project in the
Kharagpur workshop:-

 Mr.M.Murmu(Principle of S.T.C)
 Mr.P.k.Sarkar(ADME)
 Mr.M.Chatterjee C.I(B.T.C),

I’m grateful to Mr.S.Bera instructor (Machinist) B.T.C for providing me motivation

&guidance during the entire training. His valuable suggestions and comments have
made it possible for me to complete this report.
I am also thankful to my college,Jalpaiguri Govt.Engg College, for giving me this
opportunity for the vocational training in Kharagpur railway workshop.
Lastly I would like to thank my friends along with whom I completed my training &
without their help it would have been difficult to complete my training.

And also thankful to :-

 Sri Manas Chatterjee(C.I.)

 Sri A. Hema Rao
 Sri Haradhan Chowdhury
 Sri S. Bandopadhyay
 Sri S. Bera
 S. K. Nayak
 Sri R. Lall
 Sri D. K. Sahoo
 Sri N. L. Rao
Thanking you

Parameswar
Das
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Index
 Introduction to Indian railway
 Organization structure
 Railway zones
 Railway production unit
 Kharagpur workshop details
 Layout of btc
 Workshop details
 Safety
 Wheel introduction
 Bogie(Track)
 Track changing
 Manufacturing process of wheel
 Manufacturing process of axle
 Description of wheel & axle
 Different types of wheel
 Flow chart of wheel receiving & dispatch
 Wheel defects
 Axle defects
 Lubrication
 Conclusion

INDIAN RAILWAYS
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INTRODUCTION TO INDIAN RAILWAYS

Indian Railway is an Indian state-owned enterprise, owned & operated by the
govt. of India through the ministry of railways. It is one of the world’s largest
railway networks comprising 115,000 million passengers daily (over 9 billion on an
annual basis).
Indian railways is the world’s 9th largest commercial or utility employer by number
of employees, with over 1.4 million employees. As for rolling stock, IR holds over
239,281 Freight wagons, 59,713 passenger coach & 9,549 locomotives (43 steam,
5197 diesel & 4309 electric locomotives). The trains have a 523,541 km (14628
mi)(36%) of the total 65,000kms
(40,000 mi) km route length was
electrified. The railway covers
63,237kms and 6,909 stations.
Since, 1960, almost all electrified
station on IR uses 25,000 volts AC
traction through overhead
cautionary delivery.

HISTORY
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951,
the systems were nationalized as one unit, the Indian Railways, becoming one of
the largest networks in the world. IR operates both long distance and suburban
rail systems on a multi-gauge network of broad, metre& narrow gauge. It also
owns locomotive and coach production facilities at several places in India & are
assigned codes indentifying their gauge, kind of power & type of operation. Its
operation covers 24 states & 3 union territories & also provides limited
international service to Nepal, Bangladesh & Pakistan.

RAILWAY ZONes
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Indian Railways is divided into several zones, which are further subdivided into
divisions. The number of
zones in Indian Railways increased from 6 to 8 in 1951, nine in 1952 & 16 in 2003.
Each zonal railway is made up of a certain number of divisions, each having a
divisional headquarter. There is a total of 68 divisions.
The Kolkata metro is
owned & operated by
Indian Railways, but
is not a part of the
zones. It is
administratively
considered to have
the status of zonal
railway.
Each of the 16 zones
is headed by a
general manager who
reports directly to
the railway board.
The zones are further
divided into divisions
under the control of
division railway
managers (DRM). The divisional officers of engineering, mechanical, electrical,
signal & telecommunication, accounts, personnel, operating, commercial, security
& safety branches report to the respective divisional manager and are in charge of
operation and maintenance of assets. Further down the hierarchy tree are the
station master who controls individual station and the train movement through
the track territory under their station’s administration.

Zonal Railway Details

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Railways were first introduced to India in 1853 from Bombay to Thane. In 1951,
the systems were nationalized as one unit, the Indian Railways, becoming one of
the largest networks in the world. IR operates both long distance and suburban
rail systems on a multi-gauge network of broad, metre& narrow gauge. It also
owns locomotive and coach production facilities at several places in India & are
assigned codes indentifying their gauge, kind of power & type of operation. Its
operation covers 24 states & 3 union territories & also provides limited
international service to Nepal, Bangladesh & Pakistan.

Sl. Name Abb Date of Route Headquarters Divisions

r. establishme (km)
nt
1. Central CR 05/11/1951 3905 Mumbai Mumbai,Bhusa
wal,
Pune, Solapur,
Nagpur
2 East- EC 01.10.2002 3628 Hajipur Danapur,
Central Dhanbad,
Mughalsarai,
Samastipur,
Sonapur
3 East- ECoR 01.04.2003 2677 Bhubaneswar Khurda
Coast Rd.,Sambalpur,
Vizag
4 Eastern ER April, 1952 2414 Kolkata Howrah,
Sealdah,
Asansol,
Maldah
5 North NCR 01.04.2003 3151 Allahabad Allahabad,
Central Agra,
Jhansi
6 North NER 1952 3667 Gorakhpur Izzatnagar,
Eastern Lucknow,
Varanasi
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7 North NWR 01.10.2002 5459 Jaipur Jaipur, Ajmer,

Wester Bikaner,
n Jodhpur
8 North NFR 15.01.1958 3907 Guwahati Alipurduar,
East Katihar,
Frontier Rangia,
Lumding,
Tinsukia
9 Norther NR 14.04.1952 6968 Delhi Delhi, Ambala,
n Firozpur,
Lucknow,
Moradabad
10 South SCR 02.10.1966 5803 Secunderabad Vijaywada,
Central Hyderabad,
Guntakal,
Guntur,
Nanded,
Secunderabad
11 South SECR 01.04.2003 2447 Bilaspur Bilaspur,
East Raipur,
Central Nagpur
12 South SER 1955 2613 Kolkata Adra,
Eastern Chakradharpur,
Kharagpur,
Ranchi
13 South SWR 01.04.2003 3177 Hubli Hubli, Bangalore,
Western Mysore
14 Southern SR 14.04.1951 5098 Chennai Chennai, Trichy,
Madurai, Selem,
Palakad,
Trivandrum
15 West WCR 01.04.2003 2696 Jabalpur Jabalpur, Bhopal,
Central Kota
16 Western WR 05.11.1951 6182 Mumbai Central, Ratlam,
Ahemdabad,
Rajkot,
Bhavnagar,
Vadodara
17 Metro MR _ 26 Kolkata _
Railway
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Total:- 64105

Production Units
Indian Railways Manufactures much of its rolling stocks and heavy engineering
components at its six manufacturing plants, called production units, which are
managed directly by the ministry. Popular rolling stock builders such as CLW &
DLW for electric and diesel locomotives; ICF & RCF for passenger coaches are
production units of Indian Railways. Over the years, Indian Railways has not only
achieved self-sufficiency in production of rolling stock in the country but also
exported rolling stock to other countries. Each of these production units is headed
by a general manager, who also reports directly to the railway board.

The production units are:-

NAME ABBR. YEAR LOCATION MAIN PRODUCTS

ESTD.

Golden Rock Locomotive GOC 1928 Trichy Diesel-electric

Workshop Locomotives

Chittaranjan Locomotive CLW 1947 Chittaranjan, Electric

Workshop Asansol Locomotives

Diesel Locomotive Works DLW 1961 Varanasi Diesel

Locomotives

Diesel-Loco Modernization DMW 1981 Patiala Diesel-electric

Works Locomotives

Integral Coach Factory ICF 1952 Chennai Passenger

coaches
Rail Coach factory RCF 1986 Kapurthala Passenger
coaches
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Rail Spring Karkhana RSK 1988 Gwalior Passenger coach

springs

Rail Wheel Factory RWF 1984 Bangalore Railway wheels &

axles

Rail Wheel Factory RWF 2012 Chhapra Railway wheels

Rail Coach Factory RCF 2012 Raebareli Passenger
coaches

Railway Links to Adjacent Countries

Existing rail links: -

 Nepal: – Break of gauge – Gauge conversion under uni-gauge project.
 Pakistan :– same Broad gauge. Thar express to Karachi and the more
famous Samjhauta express international train from Lahore, Pakistan to
Attari in Amritsar.
 Bangladesh :– Same Broad gauge. The Maitree express between Dhaka &
Kolkata started in April 2008 using the Gede – Darsana route.
Under construction/ Proposed links:-
 Bhutan: – railways under construction – same gauge.
 Myanmar: – Manipur (Under construction).
 Vietnam :– On 9th April 2010, Former Union Minister of India announced
that the central govt. is considering a rail link from Manipur to Vietnam via
Myanmar.
 Thailand :– possible if Burma railway is rebuilt.

Indian Railways At a Glance

Type:- Ministry (govt. department)

Industry:- Railways
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Founded:- 16th April 1853

Headquarter:- New Delhi, India
Area served:- India
Services:- Passenger, freight, parcel, Catering &tourism,
parking-lot operation and other related services.
Owner(s):- Govt. of India (100%)
Employees:- 1.4 million (as per 2011)
Parent:- Ministry of Railways through Railway Board
Divisions:- 17 Railway zones
Reporting mark:- IR
Locale:- India
Dates of operation:- 16 April 1853 to present
Track gauge:- 1676 mm; 1000mm; 762mm; 610mm
Electrification:- 23,541kms
Length:- 65,000kms
Headquarters: New Delhi, India
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SOUTH EASTERN RAILWAY

The South Eastern Railway (SER) is one of the seventeen railway zones in India. It
is headquartered at garden reach Kolkata, West Bengal, India. It comprises of
four divisions:
1. ADRA Railway Division.
2. CHAKRADHARPUR Railway Division.
3. KHARAGPUR Railway Division.
4. RANCHI Railway Division.
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History:-
The Bengal Nagpur Railway (BNR) company was incorporated in 1887 to
take over from the Nagpur Chhattisgarh Railway and to convert the line broad
gauge. The work was completed in 1888.
The extension of the main line from
Nagpur
to asansol was completed by 1891.
A 161-miles branch line (258 km) that
connected
Bilaspur to Umaria coal mine was built
and linked to extension line from Umaria
to Katni (1891). By the term of the 20th
century, work of the Calcutta Bombay
and Calcutta madras lines were
completed.
Through the first half of the 20 th century work on the BNR lines to progressed
steadily. In 1921 the talcher coalfields were connected by the railway lines
starting from Nergundi. In 1931 the Raipur-Vizianagaram line was setup, which
connected the east coast line with the central province. By the end of the
1930’s the BNR owned the largest narrow gauge network in the country. The
BNR management was taken over by the British Indian government on the 1st
October 1944, and continued to be called by that name until 14
April1952,when it was amalgamated with the East Indian Railway to form one
of six newly carved zone of the Indian railways: the Eastern railway.
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South Eastern Railway

On August 1, 1955 the erstwhile BNR portion was separated and a new zone, the
South Eastern Railway, came in to extension. In July, 1967 the South Eastern
Railway took over Bankura-Damodar River line.
Till april 2003, the South Eastern Railway comprised eight division Kharagpur,
Adra, Sambalpur, Khudra road, Vishakhapatnam, Bilaspur and Nagpur. In April
2003 two new zones were curver out from the SER. On 1 st April 2003 the East-
Coast Railway (E.Co.R) comprising South Eastern Railway’s Khurda road,
Sambalpur and Vishakhapatnam divisions was dedicated to the nation; on 5 thapril
2003 the South East Central Railway( S.E.C.R) comprising South Eastern Railways
Nagpur and Bilaspur divisions and a new Raipur divisions was dedicated to the
nation. On 13thapril 2003 the SER recognised Adra and Chakradharpur divisions to
form the new Ranchi division. The SER has electric multiple unit shades in
Tikiapara and Panskura. Electric locomotive sheds are in Santragachi, Tatanagar,
Bokaro steel city and Bandamunda. Diesel locomotive sheds are located in
Kharagpur, Bokaro Steel City and Bandamunda. The coach maintenance yard is in
Santragachi. The South Eastern Railway has a major workshop located in
Kharagpur.
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Administration:-
The South Eastern Railway caters to the states of West Bengal,
Jharkhand,Odisha. S.E also runs regular electric multiple units (E.M.U). Services
to areas adjacent to Kolkata from howrah to Kharagpur,Amta,Mednipur,
Tatanagar, Balasore,Rourkella and Santragachi to salimar. It also handles major
fright traffic to Kolkata to haldia

Kharagpur Railway Workshop

Kharagpur Railway Workshop was established in 1898 as a small railway workshop

of Bengal Nagpur railway. Kharagpur workshop has evolved and grown over the
years to become one of the largest maintenance workshops of the Indian Railways.
It carries out periodic overhaul of all vehicles B.G.Rolling stock viz, Diesel
locomotives, electric locomotives, coaches all type of wagons, electric multiple units
(EMUs), and steam and diesel cranes. Diesel POH has the facilities for re-winding of
traction machines, including coil manufacturing. The supervisors training centre
attached to this workshop have been provided with simulator for training of diesel
locomotive drivers.
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Workshop At a Glance:-
1. Gazetted employee 49
Non-gazetted employee (including Wagon
2. 8900
Shop)
3. Area of the Workshop 150.73 Acres
4. Total covered Workshop area 2.8 Lakhs sq m.
5. Total rail track length within Workshop 91.63 Kilometers
6. Total road length inside Workshop 22 Kilometers
8. Average requirement of Electric Power 4.71 MWH per month.
9. Availability of standby power 3 DG Sets of 1750 KW each.
10. Water Consumption 4.2 Lakhs Gallons per day
11. Total staff provided with housing 4810
Rs. 591.63 Crores (approx.) (Debit) &
12. Budget
Rs. 584.68 Crores (approx.) (Credit)

Quality Policy:-
To exceed the quality and delivery requirements of the customers with respect
to overhauling of coaches including EMU motor and coaches, wagons, diesel
and electric locomotives and their accessories and to continually improve
management system.

Quality Objectives:-
 To ensure customer satisfaction as reflected through improvement in post-
overhaul reliability.
 Reduce finished material rejection by continual development of equipment,
inspection, process control and competence among all staff and employees.
 Continual development of product as per customer predicted need and delight to
customers through innovation.
 To achieve the quality targets established for each unit of Kharagpur workshop.

Milestones in The History of Kharagpur Workshop

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 1898: Workshop established.

 1903:POH of steam locomotives started
 1917: POH of wagons started
 1963:POH of diesel locomotive started
 1985:POH of electric locomotive started
 2004:Accredited with ISO 9001:2000 certificate

LAYOUT OF BTC:-
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Different Shops In Kharagpur Railway

Workshop
SHOP NO. SHOP NAME
1 Closed
2 Closed
3 White metal section
4 Schedule section
5 Smiting Shop
6 Welding Shop
7 Machine Shop
8 Tool room
9 Brush Shop
10 Mill wright Shop
11 Fitting Shop
12 ERS-POH
13 Heat-treatment Shop
14 Plate Shop
15 Closed
16 Motor transport
17 Closed
18 BTC
19 Wheel Shop
20 Production control Shop
21 Diesel Shop
22 Closed
23 Saw mill Shop
24 Carriage window Shop
25 Body shape
26 Roof lifting Shop
27 Lifting Shop
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28 Lifting Shop
29 Carriage smith Shop
30 Break, water-tank, passenger-immunities Shop
31 Paint Shop
32 Turning Shop
33 Corrosion repair Shop
34 Closed
35 Electric loco body
36-48 Wagon Shop
49 Closed
50 Power house
51 Train lighting Shop
52 Electric maintenance Shop
53 Heavy repair Shop, CETL, EMU, Motor coach
54 Diesel wagon
55 Air-conditioning maintenance
56 EMU Shop

SAFETY
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In Indian Railway safety is not a word, it’s a tradition.

Personal safety:-
 Watchful eye for impending denger.
 Easy fitting garments should be avoided.
 Slipping footwear should be avoided.
 Do not wear tie, wrist watch and finger rings.

Workshop safety:-
 Floor should be kept clean.
 There should not any passenger under or over the line shaft.
 Must place guard at proper place.
 Sufficient place is required around the machine and working area.

General safety:-
 Do not stand at oposite to chipping hammering and grinding person.
 Never disturb the worker’s attention.
 Never used tools in improper condition.
 Never start work on machines without sufficient knowledge.
 Do not leave the machine in running condition.
 Switch off the machine when it is not in running condition.

INTRODUCTION TO
WHEEL
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A train wheel or rail wheel is a type of wheel specially designed for use on rail
tracks.A rolling component is typically pressed onto an axle and mounted directly
on a rail car or locomotive or indirectly on a bogie,also called a truck.Wheels are
cast or forged(wrought) and are heat-treated to have a specific hardness. New
wheels are trued, using a lathe, to a specific profile before being pressed onto an
axle. All wheel profiles need to be periodically monitored to ensure proper wheel-
rail interface. Improperly trued wheels increase rolling resistance, reduce energy
efficiency and may create unsafe operation. A rail road wheel typically consists of
two main parts: the wheel itself, and the tire around the outside. A rail tire is
usually made from steel, and is typically heated and pressed onto the wheel,
where it remains firmly as it shrinks and cools. Monobloc wheels do not have
encircling tires, while the resilient rail wheels have a resilient material,such as
rubber, between the wheel and tire.

Bogies(trucks):-
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A pair of train wheels is rigidly fixed to an axle to form a wheel set.

Normolly, two wheel sets are mounted in a bogie, or truck. Most bogies
have rigid frames as shown below.
The bogie frame is turned into the curve by the leading wheel set as it is
guided by the rails. However, there is a degree of slip and a lot of force
required to allow the change of direction. The bogie is, after all,
carrying about half the weight of the vechile it supports. It is also
guiding the vechile, sometimes at high speed, into a curve against its
natural tendency to travel in a straight line.

Steerable Bogies:-
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To overcome some of the mechanical problems of the rigid wheel set mounted in
a rigid bogie frame, some modern designs incorporate a form of radial movement
in the wheel set as shown in (fig).

Fig: A bogie on curved track with radially steering wheel sets.

In this example, the wheel set “floats” within the rigid bogie frame. The forces
wearing the tyres and flanges are reduced as are the stresses on the bogie frame
itself. There are some designs where the bogie frame is not rigid and the steering
is through mechanical links between the leading and trailing wheel set.

Track change
To make a train change its track, a special mechanical arrangement is made. This
arrangement is known as a railroad switch and it consist of pair of rails, known as
switching rails or points, that are linked to one another. As the name suggests, the
switching rails can direct or guide the train, either on straight path or on the diverging
path which is established by a curved rail line.

The railroad switch can only be in one of the two positions at a time. If it is locked the
train will change the track. If it is open, it will go straight-through.
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Fig:-straight and curve track

When train moving on a straight path, the body (train) is in centre because both the wheels are
in contact with the rail in same diameter, which keeps it at centered.

While taking a curve,it actually pushes to one side due to centrifugal force, so that one wheel is
in contact at smaller diameter and other one at a larger diameter, as shown in below.
so that it will allow both wheels to turn at different speeds (if train takes left turn, wheels on left
side will move with low-speed than the right-side wheel) . Mind it, the difference between the
speed of both wheels is very very low.This is why trains slow down while taking a curve.
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Manufacturing process
Cast Wheels:-
RWF is successfully meeting the requirement of wheels of wagon builders and
loose wheels required for ROH/POH of wagons/coaches. A wheel is cast every
2minutes. Wheels are cast by controlled pressure pouring process. The
technology for this was obtained from M/s. Griffin Wheel Co., USA. In this
process, the raw material used is pedigree scrap (old used Wheelsets, axles etc,
rejected as unfit for use by the
Railways). The scrap steel is melted
in Electric Arc furnace. The correct
chemistry of molten metal steel is
ensured through a Spectrometer.
The wheels are eventually cast in the
graphite moulds, which are
preheated and sprayed. After
allowing for a pre-determined
setting time the mould is split and
the risers are automatically separated from the cast wheel.

The wheel then undergoes the process of heat treatment, Cleaning, Magnaglo
testing, Ultrasonic testing, Peening and various stages of inspection. The wheel
produced by this process requires no machining except the precision boring of
central hole (hub) where the axle has to be fitted.

Axles:-RWF produces an axle every 4 minutes.

The Plant converts steel blooms to axles through a
series of forging, heat treatment and machining
processes. Blooms cut to the required sizes are
heated in Rotary Hearth Furnace up to 1200 degree
C. These are carried to the precision Long Forging
machine where the hammers convert billets into the
required shapes through computerized control programmes. The Forging
 [27]

Machine having multiple hammers are used to get required sizes of forgings.
After end cutting, the rough forged axles are subjected to heat treatment in
normalizing and tempering furnaces. Rail Wheel Factory is having three axle
machining lines out of which 2 are CNC

machines to convert these forgings to the axle. RWF converts BOX N, Coaching
and Container Axles to wheel sets. Loco axles are generally sent in rough turned
condition to the Production Units and Railways workshops for converting to wheel
sets.

Wheel Sets:-
RWF is having a highly automated wheel
set assembly complex supplied by M/s.
Simmons Machine Tool Corporation, USA.
Wheel seat sizes of machined axles are
measured and wheels received from wheel
shop are bored according to this size. The
precision borers ensure that the final bores
have required interference with the
individual axles. After boring, the wheels
are carried through automated conveyors to the assembly complex along with
axles and wheels are pressed one after another. The force required in pressing
the wheels is recorded automatically to ensure that the pressing force is within
the laid down limits.
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DESCRIPTION OF WHEEL & AXLE

WHEEL AND AXLE ASSEMBLY:-

The part of a rake which is just adjacent to the tracks, it basically consists of
four main parts---
a)Wheel
b) Axle
c)Bearing
d) housing
WHEEL:-
Wheel of rake is specifically made of cylindrical portion having a outer edge
& shape is to fit in the railway track.
COMPOSITION OF WHEELS:-
Carbon % of cast disk -0.47to0.5%, hardness value to be 255 to
320BHN,speed limit upto 110kmph.
Carbon% of forged wheel disc carbon -0.47%-0.52%.Hardness value to be
241 to 27713HN,speed limit-120kmph.
Wheel Types:-
Wheel are generally two types depends on manufacture.They are bellow—
 Forged wheel
 Cast wheel
We also classified….
 Re-axling
 Re-discing

Distinguished between cast and forged wheel

 [29]

CAST WHEEL FORGED WHEEL

In cast wheel curve is more In forged wheel curve is less
under the rim. compare to the cast wheel.
In this wheels runner and riser Runner and riser mark will not
mark will be showned. be showned.
Condemning size mark will not Condemning size mark will
showed. showed.

Hub width is more. Hub width is less compare to the

cast wheel’s hub.

Fig:- forged & cast wheel

RE-AXLING AND RE-DISCING

Re-axling:-
 [30]

Re axlin of wheels come under heavy repair. Re axling will have to be

done for accident wheels when axis get are heavy damaged or bent or
when the journal become under sized,scored, cracked, body corroded,
wheel seat diameter undersized, axle end holes worm out etc. the
wheels for re-axeling are marked RA at the time of inspection stage.
The next important operation is the measuring of bore diameter of the
pressed out wheel disc. It is done by means of an IN SIDE
MICROMETER at a minimum three places horizontally and
vertically.
Now comes the actual machining of axles from blooms all size to be
machined as per drawing size and wheel seat to be prepared as per
ready wheel disc where the bore diameter is less then wheel seat
diameter.

Re-discing:-
Re discing of wheels come under heavy repair. Re –discing is carried
out when the axle is good in all respect but the solid wheel disc may
be worn out to its condemmining limit or wheel disc cracked. The
wheel disc for re-discing are marked RD. such whel are taken in the
press section where press out operation are carried out.
The next operation is the measuring of wheel seat diameter of pressed
out axle. This is done by means of outside micrometer at a minimum
three places horizontally and vertically.
Now comes boaring and wheel disc as per ready wheel seat diameter
where bore diameter of wheel disc is less than wheel seat diameter.
This type of fit made is called interference fit.
Mext is the press-in operation with a pressure of 4-5.2 tones per cm
diameter of wheel seat. Press-in one wheel disc and measuring the
distance from the axle end face to the outside wheel box. Rotate the
axle and start press-in of the other wheel disc. This time take care
maintain the distance between wheels with wheel distance gauge.
Mixture of 5.5 kg of white lead and 4.5 kg of boil lin-seed oil used at
the time of press in.
SUPPLY OF WHEELS:-
The wheels of Indian Railway are generally produced in Railway coach
Coach Factory in Bangalore and Chapra. The ultimate objective is that the needs
of wheels are meet by TISCO and DSP, and the Rail Wheel Factory(RWF formerly
Wheel axle plant) is now able to meet the Indian Railway Requirement.
 [31]

Parts of Wheel:-
Flange:-A flange is an external or internal ridge, or rim for strength. The flanged
wheels are wheels with a flange one side to keep the wheels from running of the
rails.
 Flanged thickness- Original thickness of the flange is 29.4mm.
Condempt thickness of the flange is 22mm.
 Height of the Flange- 24mm.
 Flange taper- 1 in 2 ½.

Front face:- The front face is the part of the metal which lies below the flange
and surround the circumstance of the wheel which is faced on the outward
direction.
Back Face:- back face is that portion of the wheel innerward facing adjacent to
the tread.

Hub:- The central part of the wheel which touches or roll on the railway tracks
and when the brake is applied, the brake power is utilized on the surface of the
wheel which is knows as Tread

Fig:-standard terminology for wheels

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Axle:-
An axle is a control shaft fpr a rotating wheel or gear or wheeled vehicles the axle
may be filled to the wheels, rotating with them,or to the vehicle,the wheels rotating
around the axle.

Parts of Axle:
Axle have different parts and they are as follows:-
 Journel
 Shoulder
 Wheet Sheet

Wheel and Axle – Size and weight:-

Maximum wheel diameter=(915+3)mm
Condemned size wheel diameter= 837mm
Wheel difference= (16+2-1) for coaching stock.

Type of axle Wheel Sheet Diameter Portion Diameter

16T 178mm 152mm
13T 172mm 145mm

A Wheel have one axle and two axle box, total weight= 1300kgs, When the wheel
is old the weight is reduced by 150kg(1300-150)kg.
Maximum Axle weight=980kg
Minimum Axle weight= 250kg

INSPECTION INSTRUMENTS FOR WHEELS:-

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Different types of gauges used for inspection in wheel shop :

 Tread wear gauge it is a multipruprose instrument which measure
thickness wear flatness and diameters of wheels.
 Flange we ar gauge it is used for measuring wheel wear on flange
with +-0.1.
Causes of wheel skidding:-
 When any of the axel gets locked while on the line.
 Shunting at a higher speed
 On excessive brake cyclinder pressure( more than 2.5kg/cm2
Failure of wheel and axle:-
 When the breake blockers are applied directly on the tyres it get
heated up relaxing the interference fit.
 In rare instanves the rotation could be so serve as to wear the
retaining rindg down till it breakes, which could result in derilment.
 Serve breaking or low adhesion may stop the rotation of the
wheelswhile the vehicle is still moving can cause a flat pot on the
tyre.

Flow chart of Wheel receiving

and dispatch
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Receiving wheel

L/C 1901
Extracting axle box

RA,RA W/C,WC

L/C 1904
Re-axle & Re-disc L/C 1902 & Inspection
Pre-insp& classification

L/C 1901
Bearing Extraction
L/C 1902
Tyre turning

L/C 1903
Oxy-cut
L/C 1902
Burnishing

L/C 1901
L/C 1902 Roller Bearing Final inspection
CMT
Dispatch Attention Inspection

Wheel dIAMETER
Types of wheel New(mm) Limit dia(mm) Last shop size
Loco 1096 1016
Coach 916 825 837
Demu dpc 962 877 885
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Demu tc 915 813 837

Permissible wheel diameter difference while

machine
location At the time of tyre Service limit(mm)
turning
On same alex 0.5 2.5
On same bogie 2.0 8.0
On same loco 15.0 25.0
demu 8.0 13.0

WHEEL PROFILE:-

WHEEL TREAD PROFILE:-

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Load Centre At Wheel Shop(KGPW):-

1901_ROLLER BEARING SECTION
1902_CARRIAGE AND WAGON RECIVED &
DISPATCH SECTION
WHEEL LATHE -4 NO
1903_RETRYING SECTION
VERTICAL TURNING LATHE -3NO
1904_AXLE LATHE SECTION
LATHE MACHINE -4NO
PRESS MACHINE -4NO
1905_MISCELEANOUS SECTION
BODY CAPSTAN LATHE -2NO
BOARING MACHINE -1NO

DEFECTS OF WHEEL & AXLE

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Wheel Defects:-
The following Wheel defects are:-
 Less root radius
 Thin Flange
 Deep flange
 Hollow tyre
 Thin tyre
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Axle defects:-
 Journal undersize
 Wheel seat damaged
 Body pitted,
 Body corroded,
 Axle Bend,
 Journal bend,
 Deep dent mark,
 Axle end Thread worn out,
 Ultrasonic Defect.
COACHINGWHEEL DATA:-
Service limit Maximum Minimum
Flange thickness 29.4 13
Flange height 35mm 28.5mm
Flnge top radius 14.5mm 5mm
Radius at root 16mm 13mm
Wheel diameter 918mm 813mm
Between gauge 1602mm 1599mm
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Lubrication

 1.75kg of grease should be filled per axle box

during lubrication.
 Only lithium base grease of approved brands
should be used.
 The grease drums should be stored in vertical
position in covered space. Once a drum is
opened, special precautions should be taken to
avoid any possibility of contamination of grease
by moisture, dust, dirt, foreign particles etc., and
it should be exhausted before opening another
drum. Since shelf life of grease is short, very old
supplies of grease should not be
used tested for consistency, moisture content,
and percentage of oil separation and certified fit
for use.
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CONCLUSION
 I am very pleased to conclude thatin this Vocational
training period at Kharagpur Railway Workshop, I
achieved a vast knowledge about industry &It's
working procedure. This short term vocational
training will be very helpful for me in our working
life. It has helped me to gain much practical
knowledge on the railways, though 21 days is very
much less to learn anything.
 Hence as a mechanical engineering student it is most
essential to acknowledge with technologies used by
Railway and its subsequent accessories.My project is
based on “Wheel” and I am very much grateful for
the respectful instructors who had guided me to learn
about the different works on Wheel shop.
I will be highly obliged to the KHARAGPUR
RAILWAY WORKSHOP for giving a scope of
learning many things through this vocational training
 [45]

and my special thanks to all those who helped me

during my training period.