A REPORT OF FOUR WEEKS INDUSTRIAL TRAINING

at
U. P. S. R. T. C. , Lucknow (Gomti Nagar Workshop)

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE

AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY
(Mechanical Engineering)

JUNE-JULY,2019

SUBMITTED BY:
NAME : ANAND MOHAN
UNIVERSITY ROLL NO. : 1605240013

DEPARTMENT OF MECHANICAL ENGINEERING

INSTITUTE OF ENGINEERING AND TECHNOLOGY, LUCKNOW

 INSTITUTE OF ENGINEERING AND TECHNOLOGY, LUCKNOW

CANDIDATE'S DECLARATION

I, ANAND MOHAN hereby declare that I have undertaken four weeks industrial at UTTAR
PRADESH STATE ROAD TRANSPORT COPORATION, LUCKNOW (UPSRTC Gomti Nagar
Work Shop) during a period from 15-06-2019 to 15-07-2019 in partial fulfilment of requirements
for the award of degree of B.Tech (Mechanical Engineering) at INSTITUTE OF ENGINEERING
AND TECHNOLOGY, LUCKNOW. The work which is being presented in the training report
submitted to Department of Mechanical Engineering at INSTITUTE OF ENGINEERING AND
TECHNOLOGY, LUCKNOW is an authentic record of training work.

Signature of the Student

The four weeks industrial training Viva–Voce Examination of has been held
on and accepted.

Signature of Internal Examiner Signature of External Examiner

ii
 ABSTRACT
This industrial training is done at U.P.S.R.T.C. Divisional Workshop Gomti Nagar, Lucknow.
This Divisional Workshop are undertaking the work of servicing and repair U.P.S.R.T.C.
Ordinary buses. These divisional Workshop undertake the major repair work of buses of Units
falling under the respective division.

This industrial training is describe under syllabus and required for experience and practical
knowledge. We had studied all kinds of theoretical things about Fabrication/ Re-fabrication of
Bus, Clutches, Brakes, Engine, Gear Box and all the things related to our “Mechanical Branch”.

In this workshop the repair work of below par serviced buses and heavy maintenance is
performed.Here different departments were also made for the repair and maintenance purposes.
Here during this training I have seen all things and done practically which has helped to enrich
my knowledge greatly. This project report is all what I have seen in the U.P.S.R.T.C. workshop
and done practically with my hands. I am really thankful to all staff members of the H.R.T.C.
and the workers with whose helpful nature and guidance I completed my Industrial training and
Project Report.

iii
 Acknowledgement
No Endeavour can be successful without the active cooperation of the people concerned with it,
which was fourth coming in full during this study. It is extremely difficult to find words which
can do justice to this sort of cooperation.
I am deeply indebted to Mr. Ravindra Singh (Chief Workshop Superintendent) U.P.S.R.T.C.
Workshop, Lucknow who allowed me to complete my training under his able and competent
guidance. Mr. Dhanji Ram (Training Instructor) was the person who provided with all the
essential information regarding the workshop and training process and was a constant support
throughout the process. Affiliate Workshop Supritendent Mr. Ramesh Kumar was our constant
companion and ever available for any doubts or problems faced by us.
I am extremely grateful faculty members for their whole hearted co-operation.
I extend my deepest gratitude to all those persons who supported me all through my training.
My interaction with all these people has left a long lasting impression in my mind that will
influence my project and my behavior for all times to come.

Anand Mohan
7th semester
(1605240013)

iv
 CONTENTS
TOPIC PAGE No.
Certificate from Industry i
Candidate’s Declaration ii
Abstract iii
Acknowledgement iv
List of Figures vi
CHAPTER 1 INTRODUCTION 1-3
1.1 About UPSRTC Workshop 1
1.2 Types of Bus 1
1.3 Types of Bus Operating 2
1.4 Workshop Layout 3
CHAPTER 2 TRAINING WORK UNDERTAKEN 4-18
2.1 Steering System 4
2.1.1 Defects 5
2.1.2 Correction 6
2.2 Braking System 6
2.2.1 Defects 7
2.2.2 Correction 8
2.3 Tyre Retreading 8-10
2.4 Servicing Shades and Task Performed There 11
2.4.1 Maintenance Shade 11
2.4.2 Chassis Shade 12
2.4.3 Body Shade 12
2.4.4 Glass Shade 13
2.4.5 Final Shade 14

CHAPTER 3 RESULT 15-16

CHAPTER 4 CONCLUSION 17
REFERENCES 18

v
 LIST OF FIGURES
Fig. No. Figure Name Page
No.
1.1 UPSRTC Logo 1
1.2 Volvo buses operating at UPSRTC 2
1.3 Ashok Leyland: The most common constituent bus for Ordinary bus service. 2
1.4 Layout of the Gomti Nagar Workshop 3
2.1 Ackerman Geometry 4
2.2 Main Parts of the Steering System 4
2.3 Main Parts of a hydraulic Power Steering 4
2.4 Bending of the pitman arm 5
2.5 Problem associated with hydraulic system 5
2.6 Major Components & Functionality of Air Braking System 7
2.7 Internal Turning of the Brake Drum 8
2.8 Problems associated with Brake Shoe 8
2.9 Steps involved in Retreading process 9
2.10 Sticking of treads on the tyre 10
2.11 Inspection of the withered tyre 10
2.12 Operations performed in the 2 Lakh km maintenance 11
2.13 Electric Arc Welding Transformer 12
2.14 Gas Welding Setup 12
2.15 G. I. Sheets used for outer body 13
2.16 Aluminium Tread sheet for bus floors 13
2.17 Sandwich (or laminated) glass used for Windshields 13
2.18 Newly Painted bus in Final shade. 14
2.19 Seats fixed in their position in final shade. 14
3.1 Major Machine tools used in the workshop (Drill, Centre Lathe and Grinder) 15
3.2 Welding Setup (Gas Welding & Electric Arc Welding) 16
3.3 Tyre Retreading & Inflation Setup 16

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 CHAPTER 1
INTRODUCTION

1.1 About UPSRTC Workshop

Uttar Pradesh State Road Transport Corporation(UPSRTC) is a public sector transport corporation
which provide frequent bus service in Uttar Pradesh and other adjoining states in North India. With
thousands of buses, it is serving over 1.5 million people everyday. With a fleet size of over 11833
buses they operate over 2454.75 Lakh kilometers. Passenger road transport services in the state of
U.P. started on 15th May, 1947 with the operation of bus service on the Lucknow - Barabanki
route by the erstwhile U.P. Government Roadways. Buses travel over 1ooo km per day and hence
it do require maintenance time to time for optimum performance.In UPSRTC Workshops regular
conditioning of buses, fault repairing, servicing of the buses, reapairing of accidental damages is
done.
The Lucknow region being the capital region operates for the most distance and hence the buses
operating in this region need to be conditioned and serviced the most and more efficiently. One of
the two workshops doing this job for state roadways is located in Gomti Nagar near the Gomti
Nagar Railway station. Major functions carried out in the workshop include regular maintenance,
defect removal, accidental repairs, tyre retreading, heavy maintenance etc.

Figure 1.1 UPSRTC Logo

1.2 TYPES OF BUS

The following major types of bus services are provided by UPSRTC: -
 JANTA: - Operates as shuttle service between district headquarters and nearbytowns /
villages / tehsils. Caters to rural and economy conscious traffic. 
 MINI: - Operates as shuttle service between district headquarters and nearbytowns /
villages / tehsils. Caters to rural and time conscious traffic.
 ORDINARY: - New comfortable buses, operate between various districts Catersto the
general traffic.
 AC: - New, very comfortable, AC and point to point services.
Operates between different districts as direct services.
 CITY BUS: - Operates on five routes in Lucknow

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1.3 TYPES OF BUS OPERATING

The above mentioned services provided by UPSRTC are fulfilled by the below mentioned bus
models and service providers: -
 Ashok Leyland – Ashok Leyland is one of the largest fulfiller of the requirementsof
UPSRTC. The largest majority of ordinary bus operating under UPSRTC are bythis
manufacturer. The Viking Diesel model (commonly referred to as the JanBus) is the largest
constituent.
 TELCO – TATA Engineering and Locomotive Company is another majorfulfiller of the
demands set forth by UPSRTC. The LP909 and LP909 Starbus arethe prominent models from
TATA that are in use. Apart from these, the TATAMarcoPolo Constitute the most amongst city
buses as well as low flooring buses.
 Volvo – The luxurious AC buses running between major cities of the state alongwith the
Royal Cruisers are provided by Volvo.
 Scania – Scania buses have also been a constituent to the ac buses section.

Figure 1.2 Volvo buses operating at UPSRTC

Figure 1.3 Ashok Leyland: The most common constituent bus for Ordinary bus service.

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1.4 WORKSHOP LAYOUT

Figure 1.4 Layout of the Gomti Nagar Workshop

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 CHAPTER 2
TRAINING WORK UNDERTAKEN

2.1 STEERING SYSTEM

Steering system provides directional stability to the vehicle. It allows the driver to guide the
vehicle. It basically converts the rotary motion of the steering to the translatory motion of the
vehicle which is achieved by a collection of linkages, rods ,pivots etc.The steering system may be
either manual or power. The only energy source for the steering system is the force the driver
applies to the steering wheel, the vehicle has manual steering. Power steering uses a hydraulic
pump or electric motor to assist the driver`s effort. Steering system works on the Ackerman
Geometry which focuses on achieving a common centre about which all the 4 wheels rotate.

Figure 2.1 Ackerman Geometry Figure 2.2 Main Parts of the Steering System

Figure 2.3 Main Parts of a hydraulic Power Steering

4
Hydraulic power steering systems work by using a hydraulic system to multiply force applied to
the steering wheel inputs to the vehicle's steered (usually front) road wheels. The hydraulic
pressure typically comes from a gerotor or rotary vane pump driven by the vehicle's engine. A
double-acting hydraulic cylinder applies a force to the steering gear, which in turn steers the
roadwheels. The steering wheel operates valves to control flow to the cylinder. The more torque
the driver applies to the steering wheel and column, the more fluid the valves allow through to the
cylinder, and so the more force is applied to steer the wheels.

2.1.1 DEFECTS

Defects and problems associated with the steering system of the buses are:
 Buckling of tie rod
 Mis-alignment of wheel, stub axle, pitman arm and kingpin causing defective camber, caster
and king pin inclination causing decrement in the performance of steering system

 A faulty hydraulic system or a faulty pump of the power steering increase the steering
effort and decreases the directional stability. 
 A complete failure of the steering system results in increasing the steering efforts and
almost impossible to turn the steering wheel

Figure 2.4 Bending of the pitman arm Figure 2.5 Problem associated with hydraulic system

Figure 2.5 Bending Of Tie Rod

5
2.1.2 CORRECTIONS

 Defective,buckled or bend tie rods are generally replaced. 

 Re-alignment of wheel is done by adjusting camber, caster and king pin inclination.
 Power Steering fluid is checked and replaced if it has been contanimated with impurities .
 Power steering pump is also checked and if lekeage is there the it is replaced .

2.2 BRAKING SYSTEM

Braking System is used for stopping or slowing the moving vehicle by absorbing enery from the
system .It is done generally by friction results in energy loss. In buses, generally air braking system
is used by making use of cylindrical drums.The power from the driver’s foot applied to brake the
motion of the vehicleis carried to the wheel by means of air braking system and applied by makin
use of cylindrical drums where the generated friction results in energy loss by the means of heat
dissipation.

The major components of an air brake system include air compressor, governor, air dryer, air
storage & drain tanks, safety valves, brake pedal and drum brakes. The air compressor pumps air
into the air storage tanks (reservoirs). The air compressor is Connected to the engine through gears
or a V-belt. The governor controls when the air compressor will pump air into the air storage tanks.
When air tank pressure rises to the "cut-out" level, the governor stops the compressor from
pumping air. When the tank pressure falls to the "cut-in" pressure, the governor allows the
compressor to start pumping again. An air dryer is used to take the moisture out of the air, so that
water condensation will not build up in the air storage tanks and cause the brakes to fail, such as
when the water freezes in the winter. Air storage tanks are used to hold compressed air. The tanks
will hold enough air to allow the brakes to be used several times even if the compressor stops
working. A safety relief valve is installed in the first tank the air compressor pumps air into. The
safety valve protects the tank and the rest of the system from too much air pressure. The brakes are
applied by pushing down the brake pedal (also called the foot valve or treadle valve). The harder
you push down on the pedal, the more air pressure is applied from the storage tanks into the brake
chambers. Letting up on the brake pedal exhausts the air pressure from the brake chambers and
releases the brakes. Drum brakes are be used at each wheel. S-cam drum brake (so called because
of the mechanism that applies force to the brake shoes) is used in the buses. Brake drums are
located on each end of the vehicle's axles. The wheels are bolted to the drums. The braking
mechanism is inside the drum. To stop the brake shoes and linings are pushed against the inside of
the drum. This causes friction which slows the vehicle (and creates heat).

Essentially, the air brake operates, at its most basic level, similar to the piston in an internal
combustion engine would inside its cylinder. Air storage tanks are filled with compressed air by
the compressor, which is powered by the engine. When the driver steps on the brake pedal, or
treadle valve, this allows air from the storage tanks to flow into the cylinder, pushing the piston
down the cylinder. This is the service portion of the system. This cylinder is called the brake

6
chamber. The piston is attached to the push rod, which turns the slack adjuster. The slack adjuster
connects the push rod to another rod, which then rotates. This rod is connected to the S-cam. It is
the S-cam that turns and pushes the brake shoes against the lining of the drum brake. When the
pedal is let up, the service line pressure is decreased. When the service line pressure drops, it
causes the valve in the trailer to block the air supply from the reservoir while releasing the pressure
in the brake cylinder and the brakes are released.

Figure 2.6 Major Components & Functionality of Air Braking System

2.2.1 DEFECTS

Air brakes are used in heavy commercial vehicles due to their reliability. They have several
advantages for large multitrailer vehicles: The supply of air is unlimited, so the brake system can
never run out of its operating fluid, as hydraulic brakes can. Minor leaks do not result in brake
failures. However, the braking system associated with the bus is affected by the following
problems –

 The generation large amount of heat causes the withering and

erosion of Brake Drum and Brake Shoe.
 Failure of Brake pad spring causing the failure of retreat of brake pad
 Inclusion of moisture in the air involved in the system. 

7
 Figure 2.7 Internal Turning of the Brake Drum Figure 2.8 Problems associated with Brake Shoe

2.2.2 CORRECTION

The major steps that are taken in order to rectify the problem associated with the braking system
include the draining out of moisture containing air and filling with dry air so as to prevent the
drawbacks caused due to introduction of moisture. The presence of moisture in the setup is one
major reason for the failure of air brake system. Moisture in the lining or storage tank may get
solidified during the cold season. This ice formed will choke the brake lining preventing air flow
thereby causing ineffectiveness of the brakes. The withered brake pads are generally changed as a
corrective measure. In case of any built up edges generated on brake pads as a result heat generated
due to friction, the drums are grinded and checked for performance after the removal of these
surface. The drums also generally get welded to small metal bits from the pad (built up edges)
causing irregular performance. This is corrected by internal turning of the drum in order to achieve
a smooth finished surface while also considering the specified size (diameter) of the drum. The
spring failure causes the removal of spring back of brake on force removal. This is generally
corrected by the change of spring in action.

2.3 TYRE RETREADING

UPSRTC Tyres are majorly purchased by MRF and Apollo. Radial tread tyres are used mostly
because of the ease with which they can be retreaded. Tyres lose their grip after getting on roads
for certain kilometers because of rubbing off and wearing of the treads. Each tyre can be retreaded
a maximum of 2 times.
New tyre is used for 45000km before being retreaded and then further reused for another 3000km
after the treadment process. Each tyre can be retreaded a maximum of 2 t imes before being
completely discarded. In the workshop, tyres are retreaded by pre mold retreading process wherein
previously prepared treads are stuck to the tyre casing. For the retreading process, the old worn
treads are cut from the tyre by the use of cutting machine. The remaining part can be referred to as
8
the tyre casing. This casing is then passed on to the surface grinding machine wherein a smooth
surface is obtained on the casing so as to facilitate the sticking process. After this, the tyre are
inspected and tested non destructively to find out whether or not is it safe to retread the tyres. Some
tyres after this are discarded while the others are passed for further processing. Previously prepared
tread strip is applied to tire casing with cement. This method results in a seam where the ends of
the strip meet. The cost of retreading an old tyre is about 20% of making a new tyre while also
maintain about 90% of the weight of the tyre.
Mainly two procedures are followed to carry out retreading:
1. Cold Process
2. Hot Process
Terms used:
Tread Rubber (TR) : Rubber Belt
Casing : Tyre to be retreaded
Cushion : Semi-solid form of rubber used to stick tread rubber on tyre
Solution : Liquid form of rubber used to stick cushion and tread rubber

Checking Cleaning Buffing

Tyre and Vending

Curing Building ping

Figure 2.9 Steps involved in Retreading process

Basic steps for both the processes are almost same. The only difference is that, in Cold Process, we
use a procured belt (Tread Rubber) with particular design or pattern that is made to stick to the tyre
and then the whole tyre is heated in a furnace for final shaping and strengthening. While in Hot
Process, we use a Plain Tread Rubber which, after sticking to the tyre is put in a mould cum
conveyor to heat up and turn into a proper shape.
 Checking: The first and the basic step include checking of any wear and tear in a tyre. There
are Nylon Plys overlapping each other in a tyre. Sometimes, there causes an air separation
between these plys. Thus, one can detect the air separation in a tyre by the change in its sound
while hitting on the wall from inside and outside through a hard metal tool. Similarly, one should
check for cuts in tyre. If there is no air separation and the cuts are small or repairable, then the
tyre is passed to get retread, otherwise, it gets rejected.

9
  Cleaning and Vending: After finding the worn away areas, the tyre is then cleaned with
water so that all the dirt or any other material present on the tyre gets washed off. This is
basically done so that any type of polishing or oiling on the tyre can be carried out easily. 

Vending is done only on Nylon tyres and not on radials. It is done to eliminate any left proportion
of unwanted air. The side walls of a tyre are drilled by 2mm so that at the time of curing the air
between the plys can pass through it to avoid air separation.
 Buffing: After vending, the tyre is buffed on a machine so as to remove the old tread and
replace it with new finishing. Also, the small patches on the surface and the condition of tyre are
checked for.
In case of cold process, only top surface gets buffed but, in case of hot process, we have to buff it
from side walls as well.
 Rasping: This is mainly done to smoothen the buffed surface’s roughness and make it planer.
The cuts or any similar damages present on the tyre’s surface are rasped and left till they loosen up.
This process makes sure that there are no loose cuts and the cuts are properly visible.

 Building : Building is a process in which four things happen, 

o Solution: After rasping, a solution named Vulcanizing Cement (Liquid form of rubber) is
spread on the tyre’s surface and is kept untouched for 1 hr. It works as an adhesive.
o Filling and Patching: The cuts and the damaged areas are filled with cushion and made
equal to the surface. Different sized patches are used to cover different cuts.
o Tread Rubber Building: Tread rubber is then built on the cushioned tyre and is pressed
mechanically against high pressure to properly stick to the tyre. After this, the tyre is
covered by a cover before leaving it for curing in an electric chamber.
o Curing: Finally, the complete tyre gets cured in the electric chamber for 2 to 3 hours at 150
Centigrade at about 110 PSI Pressure.

Figure 2.10 Sticking of treads on the tyre Figure 2.11 Inspection of the withered tyre

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2.4 Servicing Shades & Tasks Performed There

There are 5 shades wherein the incoming vehicles are parked for the entire time of serviceing,
being completed in various steps and phases. The following are these shades –
 Maintenance Shade
 Chassis Shade
 Body Shade
 Glass Shade
 Final Shade

2.4.1 Maintenance Shade

This shade involves the basic initial start process where the incoming driver reports all the problem
he faces while driving the bus. All the complaints are noted down for rectification. All other
physically visible defects are noted down and repaired then and there if possible. Major assemblies
are tested for their proper functioning and then sent to the respective sections if required for their
repair. Any visible oil leakages are checked and sorted out or replaced whichever required. The
treads of the tyres are also checked for proper tread depths. In case of withered treads, tyre
retreading is done. Any external or internal physical damages are checked and reported while the
servicing procedure continues at the chassis and the body shades.
The heavy maintenance service the M2 Lakh is also carried out majorly in this shade. In the M2
Lakh maintenance, a vehicle is send for maintence after the completion of 2,00,000km on road. In
this type of maintenance service, all the major and minor assemblies and systems are taken out
from their respective place and opened up to the maximum level upto scrap and withering of any
smallest component is checked. These components if found defective are replaced completely.
Even entire assemblies like the entire gear box are changed in many cases. The body, glass, seats
etc. are also checked and maintained.

Figure 2.12 Operations performed in the 2 Lakh km maintenance

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2.4.2 Chassis Shade

The operation of a bus majorly relates to application on highways as it operates between various
cities which are interlinked via national highways. Generally not to crowded road and the time
boundation often motivates the drivers of various vehicles to speed up. This high speed often tends
to be a cause for various accidents. These accidents generally involve various heavy vehicles like
trucks. Collision with these vehicles often causes the complete destruction of the chassis at the part
of impact.

One of the important aspects of the repair of this defected vehicle is the repair of chassis as the
chassis forms the main system on which the entire setup of the bus is supported including all
systems. Rails made up of carbon steels are used to for the main frame or the chassis of the bus.
These rails are put and fixed into place by making use of majorly electric arc welding. However
gas welding also founds applications at certain places.

Structural steels are the main constituent of the rails. Ashok Leyland generally uses rails made up
of AISI-4130 which is a structural alloy steel (Carbon 0.30%, Molybdenum and Chromium).
Molybdenum and Chromium play a vital role for corrosion resistance.
Electrical Arc Welding is majorly used for the fusion process of the rails. The distinct advantage of
electric arc welding is its heat concentration whereas in gas welding the flame spreads over the
surface causing a large heat affected zone. However, gas welding also finds certain applications
due to its alterable character by altering the oxygen acetylene concentration.

Figure 2.13 Electric Arc Welding Transformer Figure 2.14 Gas Welding Setup

2.4.3 Body Shade

The frame formed via the rails as chassis is further covered up. Galvanized Iron Sheets (G. I.
Sheets) is used to form the outer body of the bus. The sheets are bent as per the requisite shapes by
sheet metal bending. Also the floor of the bus is made up of Aluminum Checkered sheet. These
sheets are fastened to their place by making use of nut-bolts and also rivetting. These sheets also
form the basis for to which further other mountings are mounted in order to keep safe to place. The
various attachments that are attached to these sheets include seats, dynamic asselmblies, lights etc.

12
 Figure 2.15 G. I. Sheets used for outer body Figure 2.16 Aluminium Tread sheet for bus floors

2.4.4 Glass Shade

The works related to glass are carried forth in this shade. The broken window glasses as well as the
wind shield are corrected. The glass used is generally Laminated Glass (or Sandwich Glass). The
basic purpose behind using this type of glass is to keep it shatter free. This type of glass has the
capability to withstand impact forces as high as that of bullet. These keep the vehicle protected
from any outside particle coming towards the window or wind shield with high velocity. These
glasses do break into peace but do not shatter apart due to the plastic film which holds it together.

Figure 2.17 Sandwich (or laminated) glass used for Windshields

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2.4.5 Final Shade

After passing through several steps of extensive service and checkup, the vehicle is passed to this
shade in order to provide final touches before allowing the start of the on road journey. In this
shade, the semi conditioned bus is set ready for the final few stages before leaving the workshop.
The seats are fastened into their places by nut bolt system on the tread sheet. Painting is also carried
out here which can be considered to be the final touch for the bus before leaving the workshop.
Here, the bus is also test driven in order to check for any faults still remaining in the bus. The faults
in the bus as stated by initial driver are checked as per the check list so as to ensure the complete
rectification of all faults specified by the original or the depot driver of the bus.

Figure 2.18 Newly Painted bus in Final shade. Figure 2.19 Seats fixed in their position in final shade.

14
 CHAPTER 3
RESULT

Various tools are involved in the general maintenance service performed at the workshop. These
tools find application in the assembly, disassembly, repair etc. of various components involved in
the functionality of the bus. Various system and their components that were assembled,
disassembled and repaired in the workshop include the following: -
 Braking System – Air reservoir, Brake lining, Compressor, Governor, Brake Drum,
Brake shoe, Brake pedal
 Steering System – Tie rod, pump, reservoir, delivery line, stub axle, pitman arm,
kingpin, knuckle
 Rear Axle – Differential (Crown wheel, sun and planet gears)
 Power Unit & Transmission – Engine assembly, gear box, propeller shaft
There were various machines and setups that were used to perform various functions during
this repair process: -
 Centre Lathe
 Grinding
 Drilling
 Tyre Retreading Setup
 Electric Arc Welding
 Gas Welding

Figure 3.1 Major Machine tools used in the workshop (Drill, Centre Lathe and Grinder)

15
Figure 3.2 Welding Setup (Gas Welding & Electric Arc Welding)

Figure 3.3 Tyre Retreading & Inflation Setup

16
 CHAPTER 4
CONCLUSION
Industrial training is the way for us to get the practical knowledge of the entire theoretical concept
studied in college session. In college workshop we are not able to give proper time for practical
work as in industrial training. So as a Mechanical Engineering student I think this training is very
useful for us and we learn enough things in the training period and our knowledge level will be
increased. We enjoyed the training and maintained discipline in workshop and the entire
mechanics are satified with our attitude and sense of learning and they gave us best wishes for our
future and advised us to work hard as an engineering student to make your future bright.

The knowledge gained during the industrial training would definitely of great help during our
practical job experience as got thorough with various machinesand this knowledge will definitely
come handy in the future.

So, at last I would like to thank all workshop members, work manager and HOD of Mechanical
Engineering Department and also to the Training & Placement Department of our college who
provided us with a permit come recommendation that was really helpful for our admission for the
training process.

17
 REFERENCES

Books
1) Dr. Kirpal Singh, Automobile Engineering, India: Standard Publishers, 2013
2) William H. Louis, Automotive Systems, U.S.A.: McGraw Hill, 1997

Online Sources

1) Highway Tyre Retread Pvt. Ltd. [Online]. Available: http://www.highwaytyreretread.com

2) UPSRTC: Wikipedia (Last Edited: - 2018, October 6) [Online]. Available:
http://en.eikipedia.org/uttar_pradesh_state_road_transport_corporation/
3) Power Steering: Wikipedia (Last Edited: - 2018, October 24) [Online]. Available:
http://en.wikipedia.org/power_steering
4) Air Brakes: Wikipedia (Last Edited: - 2018, August 24) [Online]. Available:
http://en.wikipedia.org/air_brake_(road_vehicle)

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