SUMMER TRAINING PROJECT REPORT

FOUR WEEKS INDUSTRIAL TRAINING

AT

NORTHERN RAILWAYCARRIGE & WAGON

WORKSHOP, ALAMBAGH, LUCKNOW
(AN UNIT OF INDIAN RAILWAY)

SUBMITTED BY; SUBMITTED TO;

Mr. Anubhav Tiwari SHRI.VISHNU PRAKASH MISHRA
1 st YEAR, B.Tech B.T.C. HEAD,
(MECHANICAL ENGINEERING) Sh. IFTIKHAR AHMAD SIDDIQUI
LUCKNOW UNIVERSITY INSTRUCTOR
(C & W Workshop Alambagh)
LUCKNOW, UTTAR PRADESH Lucknow
 1.ACKNOWLEDGEMENT
I owe a great sense of gratitude towards Mr. VISHNU
PRAKASH MISHRA B.T.C. Head
Northern Railway Carriage & Wagon Workshop and all the
faculty members of BTC, who conducted my training
schedules and visits during my summer training for four
weeks. I am thankful for their unprecedented guidance and
cooperation in making my training a joyful learning and
acquiring the skills throughout the training period of four
weeks. I was able to successfully complete my training and
also accomplish my project report under their valuable
guidance from beginning to end of training. I would also
like to place on record my sincere thanks to all the worker
and staff of workshop for facilitating our visit and
demonstrating the working of workshop machine and tools.
I would also like to express my gratitude to all the
concerned ministerial staff and crews for their continuous
support and cooperation. I would like to acknowledge the
meaningful lectures and rich academic deliberations of Mr
Iftikhar Ahmad Siddiqui other faculties. I hope my project
report will reflect my learning, technical understand,
knowledge and skillful insights which I was able to gain
during my training at Northern Railway Carriage &Wagon
Workshop Alambagh, Lucknow.

Anubhav Tiwari
TRAINEE, SUMMER TRAINING
1st YEAR, B. Tech, (MECHANICAL
ENGINEERING)
Lucknow University, Lucknow,
Uttar Pradesh
 DECLARATION

This project report is based on my four weeks summer training programme,

in the premises of Northern Railway Carriage and Wagon Workshop
Alambagh, Lucknow (RCWW), an unit of Indian Railway from ……….. To
………….
During this four weeks training period I gained the knowledge of carriage
wagon through classroom lectures, workshop visits and demonstration of
working of Carriage & wagon workshop’s working.
The faculties, workshop staff and ministerial staff altogether helped me to
learn the technical know-how and skills and insights of the working of
Carriage & wagon workshop.
I gained a good experience and knowledge in this four weeks training and I
was able to accomplish this project report.

PLACE- Alambagh, Lucknow

Dated
 3. PREFACE
The Industrial summer training is a process to give
Engineering students exposure to actual industrial processes of
working of workshop in practical sense.
As an engineering student of B.Tech (Mechanical
Engineering) I have been studying the theoretical aspects of
industrial production, assembly and quality control measures.
The four weeks summer training has exposed us to practical
knowledge of manufacturing, assembly, repairing and maintenance
of quality control measures in workshop production. This has
broadened our theoretical knowledge to practical skills and insights
as to how the workshop conducts the production, assembly line,
inventory control system and final product.
This four week’s summer training will be a milestone in our
engineering skills and understanding. I hope we will be able to
augment our horizon of understanding of production line through
this training in long run.
 TABLE OF CONTENTS
1. ACKNOWLEDGEMENT
2. DECLARATION
3. PREFACE
4. ABOUT INDIAN RAILWAYS
5. ABOUT CARRIAGE AND WAGON WORKSHOP
6. ROLE OF C&W WORKSHOP IN RAILWAYS
7. TYPE OF COACHES
8. TYPES OF CLASSES
9. BUFFER GEAR
10. AIR BRAKES
11. ENVIRONMENTAL FRIENDLYTOILETS
12. ART AND ARME
13. MY EXPERIENCE WITH C&W WRKSHOP TEAM DURING
TRAINING
14. CONCLUSION
 4.ABOUT INDIAN RAILWAYS

Indian Railways is the world’s eighth largest employer according to the

Forbes as it has employed more than 1.3 million employees as of FY16. In
FY18, Indian Railways has transported more than 8.26 billion passengers
and 1.16 billion tonnes of goods. It is hugely appreciated as the largest rail
web in Asia and the world’s second-largest one that carry more than 20,000
passenger trains daily, on both long-distance and suburban routes, from
7,000+ stations across India.

A Brief Introduction to Indian Railways

Operated by a single government, Indian Railways has a huge setup with a
total length of 127,760 kms connecting 7,172 stations across the nation and
it carries 1014.15 million tons of freight annually. The most common trains
are Mail, Super Fast and Express trains that run at an average speed of 50
kilometres per hour.
The railway network also includes some of the most premium passenger
trains like Rajdhaniand Shatabdi which run at a peak speed of 140–150
km/hr.
Very recently, Indian railways have introduced semi-high speed train called
Vande Bharat (also known as Train-18)” between Delhi and Varanasi or
Katra which runs at a maximum track speed of 180 km/hr – which is a great
achievement in the history of railways.

Indian Railways has five luxury trains which hold an eminent position in the
evolution of trains in India. These are:

 Royal Rajasthan on Wheels,

 Palace on Wheels (Rajasthan),
 The Golden Chariot (Karnataka and Goa),
 The Maharajas’ Express (runs from Delhi but the itinerary differs)
 The Deccan Odyssey (begins in Maharashtra but itinerary differs)

The Begining of Indian Railways

Indian Railways had a modest beginning in 1853. The very first Indian
Passenger Train that was on track in India ran on 1,676 mm (5 ft 6 in) broad
gauge track from Bombay (BoriBunder) to Thane in the year 1853 on 16
April with 400 people.

It was the India’s first passenger 14-carriage train by Indian Railways in

history that consisted of three steam locomotives i.e. Sahib, Sindh and
Sultan. Approximately over 400 passengers were carried by the train that
ran on a 34 kilometres (21 miles) line that was then built and operated by the
Great Indian Peninsula Railway.

Lord Dalhousie who was the former Governor-General of India is known as

the father of Indian Railways. That time, British believed that Railway will
help in the economic development of India. According to them, it provided
them the market for British goods and it also became a source of raw
materials.
 With that belief, in 1845 the most prestigious Indian Railway Association was
formed by Sir JamsetjeeJejeebhoy and Honorable JaganathShunkerseth
(who was also known as Nana Shankarsheth).

A Brief History of Indian Railway

Below is brief history of Indian Railway, as it evolved through the years to
become the lifeline of India.

1853 – 1869:
 The first train was introduced in the year 1953 by East India Company for
transportation of goods and personal, over a period of time more lines
were included like Calcutta, Delhi, Allahabad, Jabalpur etc.
 Many railways were also supported by the then kings of provinces.
 By the end of this era, Indian Railways had covered more than 4000 miles.
Interestingly, the toy trains were first proposed in 1854.
 India’s first railway bridges, were built over the Thane creek when the
Mumbai-Thane line was extended to Kalyan in May 1854.

1870 – 1900
 During this time period, the length of the railways reached 9000 miles in
India, mainly around Bombay, Calcutta and Madras.
 Around 1890, trains started to provide many amenities like toilet, electric
lights and others.
 The toilets were introduced in the first class coaches in 1891 and by the
year 1907, the subsequent lower classes were also provided toilet
facilities.
1901 – 1925
 In the beginning of 1900, Indian Railways begun to make profit. Under the
then Viceroy Lord Curzon, the railway department started to flourish.
 East Indian Railways and GIPR were nationalized by the end of this reign.
 In the First World War, the Indian Railways were directed to serve the war
needs by the British government in India.
1925-1946
 This era saw the first electrical train. The size of the system grew and
started serving an average of 620 million passengers, each year.
 During the final years of British rule, the railway department was financially
crashing as, people preferred wagons instead of rails.
1947-1980
 After India gained Independence in 1947, many railway routes were built
to connect different parts of India.
 The first train between India and Pakistan was started in 1951.
 The organization of Indian railways into zones started in 1951, when the
Southern, Central and Western zones were created.
 Also, fans and lights were fitted in all compartments in coaches and
sleeping accommodations were also introduced. In 1956, the first fully
airconditioned train was introduced between Howrah and Delhi.
 In the year 1982, the first enquiry counter was set up in Mumbai suburban
station to indicate the upcoming trains.
 It was a manual system in which the staffs turned the clock hands to
denote the next train timing.
1980-2000
 In this time period, the Indian Railway started luxury train services in India
and it all started with the Palace on Wheels in 1982 by Government of
Rajasthan and Tourism department of India.

From 2000 till today Metros and monorails have now become an integral part
of the Indian cities. In year 2018, Indian Railways became the Fourth Largest
Rail Network in the World. Indian Railways manages more than 120,000 km
length track of the country.
 Indian Railway Minister “PiyushGoyal” told that in May the free Wi-Fi services
would be provided at more than 7,000 stations.
 In March 2017, Indian Railways told that the railways would be electrified by
2022.
 In March, 2020, for the first time in the history of Indian Railway, it announced
complete closure of passenger railways to combat Covid-19 pandemic in India
until further notice.
 On 29 March, Railways told it would start special goods trains in addition to
regular freight service. The Railways has also gone ahead and converted its
 coaches in various zones into isolation wards for quarantine of the patients of
COVID-19.

Indian Railway Freight Facts

In the freight section, Indian Railways runs more than 9,200 trains daily.
The average speed of freight trains is around 24 km/hr and it varies from
60 to 75 km/hr. Until FY17, Indian Railways’ rolling stock consisted of
277,987 freight wagons, 70,937 passenger coaches and 11,452
locomotives. Railways have locomotive and coach facilities at several
locations in India.

On 22 March 2020, Indian Railways announced a nationwide shutdown of

passenger rail service to combat theCOVID-19 pandemic in India. This
became part of anationwide lockdownto slow the spread of
thenovelcoronavirus. The national rail network is maintaining its freight
operations during the lockdown, to transport essential goods. On 29
March, Indian Railways announced that it would start service for special
parcel trains to transport essential goods, in addition to regular freight
service. The national rail operator has also announced plans to convert
coaches into isolation wards for patients of COVID-19.
5. About Carriage and Wagon workshop Almbagh
Lucknow
Alambagh Carriage Workshop was established in 1865 under Oudh
&Rohilkhand Railway (O & RR) to carry out the Periodical Overhauling
(POH) of Rolling Stock of Carriage & Wagon and Locomotives.
Sixty years later, in 1925, the O & RR was taken over by the Eastern Indian
Railway (EIR) along with all the assets and liabilities. Thus, the Carriage &
Wagon Workshop, Alambagh became the part and parcel of EIR.
Subsequently in 1952, the EIR got merged with Northern Railway.? POH of
Goods stock was gradually reduced and totally stopped with effect from
February?1995 onwards. Alambagh Workshop has since matured and
grown to become one of the premier Carriage Workshops of Indian
Railways, to cater to the needs of Broad Gauge Rolling Stock in the
Northern Part of the Country.

Over the last 152 years, this workshop has witnessed lots of changes in the
product mix. With the introduction of Steel Body Coaches and Wagons, the
workload of Wagon POH kept on reducing and simultaneously there was
increased requirement of coach POH capacity, due to steady increase in
passenger services and enhanced number of Coaches in the system.
Main activity of this workshop is POH of BG Coaching stock with targeted
outturn of 131 Coaches per month (AC-36 & NAC-95). Total workforce of the
shop is 5325 (Mech. 3317, Elec. 1066, Store 773, Account108& Personnel
61). Workshop is having total area of 2,04,684 m2 out of which 72,595 m2 is
covered area. Energy consumption is about 1.8 lakh units per month and
total track length is about 8.5 Km. Total Budget of the Shop is Rs 348 Cr.
Alambagh Workshop is proud to have achieved coveted International
Certifications in respect of Integrated Management System (ISO 9001,
ISO
14001 & OHSAS 18001) in 2014, Energy Management System in July
2017 (ISO 50001) ,5SWorkplace Management System in Sept 2017,
Welding Practices ISO 3834 and Green co ?BRONZE?in May/2018..
Being a 152 years old vintage Workshop, infrastructure condition is poor.
Modernization of the Workshop (Phase-I) has been sanctioned by Railway
Board at estimated cost of Rs 77.47 Crores in 2010-11 and at a final
revised estimate of Rs 91.7 Cr is being executed by MCF/RBL. This
Modernization, upon complete execution, will facilitate in reduced movement
and offer enhanced flexibility in work, leading to increased shop productivity
offering opportunity to undertake POH of LHB Coaches in future.
6. Role of Carriage and Wagon Workshop in Railways
1. INTRODUCTION OF CARRIAGE & WAGON

1.1 Role of C&W in Railways

A. Related with Open Line working:-

• To ensure and co-operate in safer running of rolling stock.

• To attend required schedule maintenance & running repairs of rolling Stock
till the stock are again due for P.O.H.

• To assist in time running of trains to maintain the punctuality.

B. Related with Work -Shop working:-

• To attend Periodical Overhauling of Rolling Stocks.

• To adopt required modifications.
• To maintain proper records of all the rolling stock running in Indian Railways.

1.2Classification of Rolling Stock

• Rolling Stock: - It is a term for the stocks of coaching, freight (Goods) &
Locomotive.
• Coaching Stock: - All coaching vehicles including self- propelled units such
as rail cars, electrical multiple units (luggage & brake van) fit to run with
coaching stock are known as coaching stock.
• Goods Stock: - All goods stock other than coaching stock whether attached
to passenger or goods train is known as goods stock.
• Coaching Stock (Vehicle): - It is a term used only for coaching stock.
There are two types of Coaching Stock
i. Passenger coaching vehicles (PCV): - A vehicle in which whole or
partial portion is being utilized for carrying passengers.
ii. Other coaching vehicles (OCV): - It comprises salons, inspection cars,
medical cars, tourist cars, parcels & horse van, composite luggage
Power Cars, Pantry Cars & brake van.
 7.Types of Coaches

A- ICF COACHES
An attempt for standardization of manufacturing of passenger coaches led
to development of IRS design of steel body coaches. In 1954 Steel body
coach design was taken from M/S Schlieren Switzerland for manufacturing
of ICF Coaches at Perambur.

Initially original speed of ICF coach was 96 kmph since secondary

suspension was laminated spring. The design was modified to all coil
bogies with longer suspension hanger and weight transfer through side
bearers, thereby enabling speed potential to 105 kmph on mainline
coaches and gradually enhanced to 140 kmph for Shatabdi, Rajadhani and
Janshatabdi coaches as per RDSO report No CWI Vol 1.
Initial coaches manufactured were with Vacuum brake and later
modified into twin pipe graduated release air brake system - under frame
mounted. Due to frequent failure of SAB and heavy vibrations of pull rod
this was further modified into Bogie Mounted Brake System. Brake rigging
pins were reduced from 104 Nos to 82 Nos. Drawbar capacity is enhanced
from 36t to 75t.

The codal life of ICF coaches of normal utilisation coaches is 25

years and light utilisation coaches are 40 years.
 B-LHB – COACHES
Introduction to LHB Coaches
(Linke Hoffmann Busch GMBH – German)

Indian railways have been manufacturing passenger coaches

of “Schlirien” design for more than 50 years. Although continuous
efforts were being put to upgrade these coaches, due to
constraints/limitations in the design, we could not cope up with quality
and speed of the Railway transport in the developed countries.
It was felt to imbibe technology in-use, in the developed
countries so as to affect a quantum jump in quality and speed of
Railway coaches.
“M/s Alstom and LinkeHolfmann Busch (LHB)” are one of
the leading manufacturers in transport sector having presence in
most of the European countries. Coaches manufactured by them are
running in many countries across the world.
LHB coach body is designed and manufactured by leading
German company LinkeHolfmann Busch GMBH and Bogies for these
coaches is designed and made by M/s FIAT, Switzerland which is
now a part of Alstom group.
Indian Railways entered into a TOT agreement with M/s.
Alstom Germany for manufacture of LHB type of Coaches.
Accordingly, their inception and mass production in Railways started
in 2002 and population is growing day by day.
 C-MODERN COACHES
DEMU COACHES
The special features of High Horse Power DEMU coach;
These coaches are fitted with Air springs in the secondary
suspension to maintain a constant buffer height irrespective of
loaded condition to give comfortable riding to the passengers.

Bottom bolsters, Stirrup links and Equalizing stays are

eliminated. It is provided with an emergency spring inside the air
spring to support the bolster in case air spring fails. Schaku couplers
are provided and Side buffers are eliminated.
D- DOUBLE DECKER COACHES

Double Decker coaches are manufactured in RCF.

Presently only AC Double Decker coaches are manufactured. The

coach height is 121 mm more than other LHB coaches at top centre
(Height of Double Decker coach is 4386 mm at top centre).Width is
reduced by 115 mm (width is 3135 mm). These coaches are provided
with Type ‘H’ tight lock CBC Four toilets with CDTS are provided in each
coach coupler.. These coaches are provided with FIAT Bogie having air
spring in the secondary suspension.
 These coaches are provided with FIBA (Failure Indication &
Brake Application device)
 8. TYPES OF CLASSES

1) 1A-First Class AC :-AC Tier-1 is the most expensive class of Indian

Railways. The ticket price of 1A coach is equivalent to the fare of
an aeroplane. The AC-1 coaches have eight cabins, and the half AC
first-class coach has three cabins. The coach has a staff to help
passengers. Beds are included with the rent. These types of
airconditioned coaches only exist on popular routes, and they can
carry 10 or 18 passengers. Sleeper berths are very wide in AC Tier1
coaches.

2) 2A-Two-Tier AC :-The tier-2 AC coach of the Indian railways is also

air-conditioned with sleeping berths. It has legroom, curtains and
an individual reading lamp. There are two levels of six sections in
tier-2 AC coaches. Four seats are spread across the width of the
 coach and two seats to the side. To take care of the privacy of
passengers, there is a curtain in every seat. In a broad gauge ICF
coach, about 46 passengers can travel while up to 52 passengers
can travel in an LHB coach.

3) 3A-Three-Tier AC :-This coach is also fully air-conditioned with

sleeping berths. Although the seats in 3A coach are arranged in
the same manner as 2AC, it has three tiers relative to its width and
has two seats, i.e. eight seats in total in one coach. Also, the cost
of the bedding provided in it is included in your fare. Sixtyfour
passengers travel in it. In broad gauge (ICF) coaches where 72
passengers can travel.
4) 3E – Three-Tier AC (Economy) :-They are just like 3A coaches the
only difference being in the number of berths in each
compartment. In 3A class there are 6 berths and 2 side berths in
each compartment, but in 3E class there are 3 side berths making
it a total of 9 berths per compartment.

5) EC – Executive Chair Car :-This air-conditioned coach has a lot of

space between the seats. There are a total of 4 seats in a row in
 each coach. Some of the trains where these coaches are used are
Tejas Express and Shatabdi Express trains.

6) CC – Chair Car AC :-CC or chair car coaches are also

airconditionedseater coaches, with only five seats in a row. Such
coaches are best for day trips. Such coaches are used in GaribRath,
double-deckers and Shatabdi trains.
7) SL – Sleeper Class (Non-AC) :-The sleeper class is the most
common coach of Indian Railways, usually ten or more such
coaches are added to a train. The coach has three berths in width
and two in length, with 72 seats for passengers.
8) 2S – Second Sitting (Non-AC):-Second seating coaches are the lowest
class coaches. It has seats for passengers only. A berth seats 3
passengers. It has 108 seats to sit in the LHB coach.

So, these are the travel classes in Indian trains. You can opt for any one
of these as per your budget.
 9. BUFFING GEAR:
Two nos. of buffers are provided on body head stock on both ends
to absorb the longitudinal impacts during run, these are fitted at adistance
of 1956 mm. The buffers also transmit buffing forces during pushing to its
trailing end stock

Mainly Buffers are of two types:-

Long Case Buffer – Length from head stock – 635 mm
Short Case Buffer – Length from head stock – 458 mm (4 wheeler)

Brake Rigging
Brake rigging is provided for transferring the braking force from
the brake cylinder to the wheel tread. Brake rigging is different for Bogie
mounted brake system and under frame mounted brake system.
Coach under Frame Mounted Brake Rigging:
In 16.25 t axle load bogie the four levers used in bogie brake

24

riggingare each with lever ratio of 1:1.376 hence the total Mechanical
advantage in a bogie is 5.504.
 In 13 t axle load bogie the four levers used in bogie brake rigging are
each with lever ratio of 1:1 hence the total Mechanical advantage in a bogie
is 4.

10.AIR BRAKE
The brake system in which compressed air is used in the brake
cylinder for the application of brake is called air brake.
Competition from other form of transport has warranted the Railways
to run trains at higher speed, heavier load etc. to achieve this better and
reliable braking is required. The vacuum brake has got its own limitations like
brake fading, increased application and release timings etc.,
in practice it is not reliable to run trains in higher altitudes due to insufficient
vacuum levels in brake van and train engine. Hence to overcome the
above problems, it has become necessary to introduce Air brake system to
control the speed of the train and to stop it within a reasonable distance,
irrespective of length, load of the train, distance covered and altitude of the
train.

25
 11. ENVIRONMENTAL FRIENDLY TOILETS
Indian Railways is running almost 10106 trains (approx: 40,000
passenger coaches), touching 7335 stations and handling about 1.9 crore
passengers every day. An estimated two and a half million passengers use
Indian Railway coach toilets daily, using a huge amount of water and
creating aesthetic and hygiene related problems as the existing coach toilet
systems discharge waste directly on to the tracks.
This leads to unacceptable hygiene conditions, particularly in the
railway stations and damage the rails.

One of the key objectives of IR is to provide adequate passenger

amenities in trains which include provision of clean and hygienic 26
surroundings. Since majority of the existing toilets are discharging human
waste directly onto the track, efforts are being made to introduce environment
friendly toilet (EFT) systems.
Few EFT systems are given below:
• Controlled Discharge Toilet System
• Zero Discharge Toilet System
• Biological Toilets (Anaerobic / Aerobic)
• Vacuum Toilets.

Several types of toilet systems are in service and there is a need to

work on incorporating knowledge from these to improve the designs.
The adoption of a particular type of EFT in a train type mainly depends upon
number of factors such as technology/product features and the type of train
service.
Since the issue of EFTs on the trains is inviting greater attention in
view of environmental and hygienic effect as well as passenger image
building, high priority is accorded for this work.
However, the challenges are not-so-disciplined Indian toilet habits,
requirements of long distance travel, separating non- degradable waste,
maintenance practices in Indian Railways, Minimum peripheral such as air
and electricity, retro fitment on coaches in service, wide scale proliferation of
technology and cost effectiveness.

Controlled Discharge Toilets System:

Controlled discharge toilets were the first to be experimented when
LHB design stainless steel coaches were introduced for Rajdhani and
Shatabdi trains in 2001-02. This system ensures that the waste from the
toilet is retained in under- slung tanks while the train is waiting at a station
or it is passing through city limits. The waste is finally discharge on the track
whenTrain picks up 30 kmph speed + 15 cycles of flush or when the train is
de-accelerating and approaching to 30 kmph.

27

IR-DRDO Anaerobic biological toilet system:

In this technology anaerobic bacteria is used for de- composition.
DRDO developed these bacteria for use in high altitudes areas like
Siachen Glacier where de-composition of waste is not possible by natural
process. This bacterium once charged does not require replenishment for
long time and system is maintenance free.
12.-ART AND ARME
Introduction: Accidents and Disasters are unpredicted and unavoidable.
Indian Railway has its own mechanism to deal with rescue and restoration
work during accidents and disaster is ART & ARME.
Accidents: Any unusual which affects the safety and transportation of
Railway in form of damaging rolling stock, permanent structure and serious
injuries / causalities to the Railway passengers / Railway staff is known as
Rail accidents.
Any accidents involving more than 100 injuries should be termed as
disasters.
Disasters: Disasters in Railway context is defined as a major accident
leading to serious casualties and long duration of interruption of trains.
Disasters caused by Human and equipment failures. i.e.. Collisions,
Derailments, Fire, Natural calamities, Sabotages.
ART- ACCIDENT RELIEF TRAIN
At present there are 174 ARMVs and 184 ARTs stationed at strategic
locations over Indian Railway system CLASSIFICATION OF ART.

• A class
• B class
• C class 29
• Other types of ART
 SPART (Self propelled ART)
 Road ART (Modified road vehicle)
ARME- Accident Relief Medical Van
Classification of ARME
1) SCALE 1 ARME: SCALE EQUIPMENTS ARE STORED IN
SPECIAL MEDICAL VANS STABLED IN SEPARATE
SIDINGS.MEDICAL VAN (RH), HAVE OPERATION THEATRE
&MEDICAL EQUIPMENTS. AUXILIARY MEDICAL VAN
(RHV) HAVE ALL RESCUE EQUIPMENTS I.E. HRD( CUTTING
EQUIPMENTS), S & T AND ELECTRICAL EQUIPMENTS.
 2) SCALE 2 ARME: EQUIPMENTS STORED IN SPECIAL ROOMS
ON PLATFORMS.
Authorities to order ART & ARME:- CME, CMPE, Sr.DME,
DME

List of tools &equipments on class A & B ART

1) Generator & electrical equipments
2) illumination
3) Oxy cutting equipments
4) Compressor pneumatic tools 11) Blacksmith tool

5) Hydraulic Re railing equipments 12) Measuring instruments

6) Jacks 13) Oil & grease

7) Wire ropes, slings & shackles 14) Locomotive spare parts

8) Chains, slings & wooden packing 15) C & W spare parts

9) Other mechanical equipments 16) Engineering tools

10) Fitters tools 17) Fire fightingequipments

18) Medical equipments
19) S&T equipments20)Books
30 & Manuals
21) Records
22) Camera & Videography

13.MY EXPERIENCE WITH CARRIAGE AND WAGON

WORKSHOP TEAM DURING TRAINING
 This is my radiant sentiment to place on record my best regards,
deepest sense of gratitude to the organisation and administration of
Northern Railway carriage and wagon workshop Alambagh, Lucknow for
providing me the opportunity to complete my four week’s summer
training in their reputed workshop.

I would like to express my appreciation to my academic head of

B.T.C., MrVishnu PrakashMishra under whose able guidance, patronage
and leadership I have been able to complete my four week training and
acquire knowledge and insights of working of carriage and wagon
workshop. I am happy to express my feelings of gratitude for his loving
behaviour, cooperation and guidance throughout the training.

I would also like to place the words of appreciation towards Mr.

Iftikhar Ahmad siddiqui for his knowledgeful teachings and clarifications
on our doubts. and demonstration of workshop working.
I am lastly thankful to all the ministerial staff for their continuous
support and help to make us complete the training.31
It was a lifetime joyous achievement for me to learn from this
organisation the practical aspects of Industrial process and complete my
training successfully.

13. Conclusion
The Four weeks summer training at Northern Railway Carriage
and Wagon Workshop Alambagh, Lucknow made us to successfully
gain the knowledge and insights of production, assembly, inventory
control system, hierarchy in technical working, quality control system
and final product.
 Railway carriage and wagon being most important product in
Railways was a good practical knowledge for un in terms of
production and final product.
The summer training gave us insights of economic aspects of
carriage and wagon production, cutting costs, minimizing the wastage
and maintaining the quality control system.
It was a great practical experience to actually see, learn and
internalize the production process of carriage and wagons.
I hope this training will broaden my knowledge and
understanding in my studies and career.