Abstract

Indian Railways is the biggest public-sector enterprise in India and connects the entire
country. The rail network is spread across the lengths & breadths of the country and one of
the biggest worries is the enormous amount of solid waste generated each day by the
passengers during the rail journey. It is unfortunate to note that such a huge public
transport system does not have a proper waste management system in place. Due to
inefficient handling of the waste, there has been a severe impact on the surrounding
environment across the rail network. It is in this regards a study was undertaken to enlist
the problems related with the disposal of waste during the rail journey and subsequently
propose solutions for effective waste management system. The study enumerates the type
of waste and the perception of passengers with regards to disposal of waste during rail
journey. In order to perform this study, a detailed passenger survey was carried out with
the help of structured questionnaire and personal interviews. The survey focused on all
kinds of passengers whether travelling by Air conditioned, Sleeper or General class. The
data gathered from the study revealed that there are several lacunas in the existing waste
management system of Indian Railways. Therefore, a solution of comprehensive waste
collection system is proposed primarily in all coaches to ensure proper segregation and
disposal of waste, thereby minimizing impacts on surrounding ecosystem. The collected
waste can be reused, recycled and thus result in revenue generation for Indian railways.
This study could be of great importance to the wider spectrum of researchers, analysts and
students for further studies as this area of research has not been studied adequately in the
past.

1
 CHAPTER 1
INTRODUCTION

2
INTRODUCTION

The Indian Railways (IR) is the third largest rail network in the world with 66,000 route
kilo metres. Running close to 21,000 passenger and freight trains daily, it catered to more
than 8 billion passengers in 2015-16, providing transportation services of 1147 billion
passenger km (IR 2015a). The railways passengers’ base grew from 3.6 billion to 8.2
billion in last four decades at an average rate of 4% per annum.

Suburban passengers also contribute signifi cantly to the overall passenger traffic in IR
(Figure 1). It can also be seen from Figure 1 that the passenger base of IR is projected to
double in the year 2020 as compared to 2011. While the Railways is one of the most
economical and environment friendly modes of transport, one of the key steps in taking
the railways towards a sustainable transport network is that of waste management. Waste
(solid waste and wastewater) management forms an important aspect of the Railways’
strategy to improve the quality of its transportation services. Apart from catering to

3
passenger and freight movement, the Railways also has large residential colonies for its
employees, at various locations across its network. Together, across both traction and
non-traction operations of the railways, they consume signifi cant resources as well as
generate a signifi cant amount of waste. Recognising these concerns, the IR has taken
several initiatives in the past few years to improve its waste management practices. This
includes management of solid waste, sanitary waste and wastewater onboard moving
trains and at railway stations. IR is a major user of water for cleaning at stations and
generates a huge quantity of sewage in moving trains and at train stations (PAC 2014).
In his fi rst budget speech in February 2015, Hon’ble Minister for Railways, Shri Suresh
Prabhu announced the setting up of ‘waste to energy’ conversion plants near major
coaching terminals to dispose waste in an environmentally-friendly manner as well as
increasing the coverage of stations under the Adarsh Station Scheme and expanding the
coverage of bio-toilets in collaboration with the Research Design and Standards
Organisation (RDSO). The Indian Railways has installed a waste to energy (WtE) plant
for biodegradable waste in its residential colony at Kishanganj in Delhi and has plans to
build two more WtE projects at New Delhi and Jaipur railway stations. Kishanganj WtE
plant has a capacity to process one tonne of biodegradable waste daily and produce 70-80
units of electricity, which is being utilised for street lighting. IR has also piloted different
types of toilets onboard trains and is increasingly adopting bio-toilets over traditional-
open discharge type toilets. As of FY 2013-14, about 9,587 such toilets had been fitted
onto the railway coaches and IR has targeted to fi t all newly manufactured coaches with
bio-toilets by 2016-17 (GOI 2015, NAIR 2015). The Kanlas-Dwarka-Okha section will
be the fi rst zero toilet discharge section of IR and subsequently plans to retrofit the entire
stock of coaches with similar arrangements by 2021-22 (GOI 2015, IR 2016). As of
2015-16, IR had installed about 30 Water Recycling Plants and 12 Effluent Treatment
Plants (ETPs). More such plants will be required at all major stations in the future (PAC
2014). Some of the other notable initiatives also include the Environmental Management
System (EMS) accreditation across all 6 Production Units and 23 major Railway
Workshops. These initiatives indicate IR’s core strategy to move towards the
development of decentralised infrastructure to manage its own waste rather than being
completely dependent on municipal systems. This preliminary research work looks into

4
opportunities for deployment of decentralized infrastructure to manage IR waste in a
sustainable manner.
Running train in Indian railways generates enough plastic and other waste. This is
one leading problem Indian railway has faced for decades, since the time railway is being
introduced and this problem has taken its peak when plastic bottles and polyethylene is
introduced in railway. The bottled water industry in India witnessed a boom in the late
1990s, when Bisleri launched its packaged drinking water in the country. [1] Every day,
approximately 6,289 tons of plastic waste finds its way onto India's railway tracks,
according a report in 2009 by the Comptroller and Auditor General. [2] What we
basically do while we journey along the railroad. We purchase drinking water, snacks
like chip packets and then we throw it out of the train through the windowpane. Even if
we won’t cast it out and save the waste inside, then the sweeper while cleaning the train
throws it out. Ultimately at all the ends the waste is being cast out of the train and
scattered around the tracks. This problem day by day becoming strong and strong. No one
looked over this problem for decades. So here we are introducing a smart waste
management system which can help in reducing the problems. Our smart waste
management system operates on the principal of management and recycling. It can also
generate revenue from the same. It is actually an automatic system which manages all the
plastic waste at one place and from there it can sell to plastic vendors for further
recycling.
The Indian Railways (IR) is the third largest rail network in the world with 66,000
route kilometers covering more than 8000 stations (Kumar, 2017). The passenger base of
IR grew exponentially from 3.6 billion to 8.2 billion in last four decades at an average
rate of 4% per annum. (MOHIT SHARMA, 2016) It is among one of the largest and
oldest systems in the world and rightly called as the “lifeline of the nation”. IR is also one
of the biggest state-owned enterprise in the country whose contribution towards country’s
GDP is about 1 % (Prasad and Shekhar, 2010). While the Railways is one of the most
economical, convenient and environment friendly modes of transport, one of the growing
challenge is that of waste management. Around 23 million passengers travel by IR per
day (IR, 2015) which results in an enormous amount of solid waste generation. It is
estimated that solid waste generated at major railway stations across the country is nearly

5
670 tonnes per day (TPD). Out of this, major contribution is of plastic waste amounting
to roughly 340 TPD. (MOHIT SHARMA, 2016) . A recent Comptroller and Auditor
General of India (CAG) report observed, “Passenger amenities like toilets and urinals at
stations are not commensurate with the quantum of passengers using them and are poorly
maintained at many stations, thereby straining existing facilities and hampering
cleanliness efforts with passengers overcrowding the station premises. This is further
complicated by the failure to prevent unauthorized persons from entering station
premises.” [CAG, 2007]. A similar problem is that of people residing near the railway
tracks and stations, without access to toilet facilities, using tracks for open defecation.
Stagnation of waste on tracks is common near stations and railway tracks (Raghuram,
2008). In such cases, it presents a very poor impression about the country’s image among
foreign tourists, though we Indians become habitual of this unhygienic practice. Apart
from the poor hygiene, this causes discomfort to the passenger’s onboard trains, when
they stop near the stations. It also makes it difficult for the railway staff to work on or
near the tracks. This becomes even more important as our Prime Minister Mr. Narendra
Modi is taking all pains in convincing people of the country to adopt cleanliness and
hygiene in all walks of life. A significant amount of waste is generated daily from the
running trains, the data of which is not available in reliable sources. Most of the trains
lack appropriate facilities for disposal of waste. A large number of existing dustbins
inside trains lack polybags and are of less capacity as compared to the size of passengers.
Secondly, there is shortfall of manpower to handle the dustbins. A random survey of four
express trains was conducted by IIM Ahmedabad researchers at the Surat railway station
in Gujarat to get an idea of the nature and amount of solid waste generated per train per
day. Managers of the pantry car were asked about the number of meals, coffee/tea cups,
meal containers and mineral water bottles they sell. It was assumed that after
consumption of food, the meal containers, coffee/tea cups and mineral water bottles
would be thrown away as waste. Thus, by counting the number of items sold per day the
amount of waste generated was calculated. Assuming that these disposable items are
thrown out of the train after consumption, it was estimated that each train generates 1,100
paper plates and containers, 1,750 paper cups and 800 plastic items (pouches and bottles)
per day. These figures would assume alarming proportions when disposable items sold by

6
other vendors as also the total number of trains plying per day in the country are
considered.

CHAPTER 2
PROBLEM IDENTIFICATION AND
OBJECTIVES

7
2.1 Problem Identification
A number of directorates in Railway Board are responsible for dealing with the issue of
cleanliness in the Railways. While Mechanical and Engineering directorates are
responsible for maintenance and cleanliness of coaches in service, the Health directorate
is responsible for cleanliness of a few railway stations through Chief Health Inspectors
(CHI). However, the overall cleanliness at railway stations is the responsibility of Chief
Commercial Managers in zonal railway Headquarters and Divisional Railway Managers
in Divisions, under the overall direction of the Commercial directorate.
2.2 Problem Statement
The cleaning a major need to perform home as well as industry, and to perform this work
in more place and it required more manpower is required which result in the high bones
problem more time required to complete this work affect the accuracy of product so for
automation in system we are trying to do a work on a new system.
2.3 Scope of Project
The present review was confined to cleanliness on station premises and in trains
including their cleaning in coaching yards and EMU car sheds. Station Chapter 2
Cleanliness and Sanitation on Indian Railways 23 cleanliness covers cleanliness in the
circulating area, outside the station building and inside the station including platforms,
the concourse, track within the station area, foot over bridges, drains etc. The policy
decisions taken by Railway Board during the past five years in respect of cleanliness and
sanitation were studied and their implementation over various zonal railways was
reviewed on a selected sample of stations, trains and coaching yards. In addition, schemes

8
for improving cleanliness and sanitation on stations and trains viz. ‘Pay and Use Toilets’
and ‘Clean Train Station’ were also reviewed. The records relating to planning, policy
decisions and implementation of these decisions were studied over various zonal
railways. Joint inspections with railway authorities were carried out on the stations, trains
and coaching yards to capture the actual conditions in the field.
2.4 Objective:
The review on Cleanliness and Sanitation on Indian Railways was carried out with a view
to assess whether:
• The plans and policies framed to maintain cleanliness and management of waste
generated in railway stations and in trains were adequate;
• The cleanliness and sanitation measures undertaken by Indian Railways at railway
stations were adequate and effective;
• Cleanliness and sanitation measures undertaken by Indian Railways in trains were
adequate and effective; and
• The feedback mechanism was adequate and useful in improving the system

9
CHAPTER 3
LITERATURE SURVAY
3.1 INTRODUCTION
Generally, rail operation may cause many kinds of wastes mainly disposed of by
passenger rail service and by passenger terminals. The types and amount of waste depend
totally on the number of passengers handled and the services provided (IFC, 2007). The
solid waste generated from trains and passenger train terminals in Vietnam includes food
waste, paper and newspaper, a variety of used plastic bags and plastic water bottles, beer
cans, disposable food containers, in additional is a big volume of human waste from
passengers on trains. The management of this waste source by the Vietnam Railway
Cooperation is becoming extremely imperative at present time because the volume of
waste is growing more and more.

Mohit Sharma:
Mohit Sharma is a Junior Research Associate at the Council on Energy, Environment
and Water (CEEW), India. His research interests include resource based planning in cities
and sustainable consumption and production for improvements in urban ecosystems.
Mohit is also involved in modelling research for energy and climate at CEEW. Mohit has
worked as research assistant at Technical University of Denmark and has close to three
years of experience working with industry in India and Denmark. Mohit graduated in
Sustainable Energy from TU, Denmark and Chemical engineering from National Institute
of Technology in India.
Kangkanika Neog :
Kangkanika Neog works as a Research Analyst at the Council on Energy, Environment
and Water (CEEW). She holds an interest in water resources, and specifi cally, urban
water management, hydrology, hydrological modelling, watershed management and
application of Geographical Information Systems in hydrology. Kangkanika recently
graduated from The Energy and Resources Institute (TERI) with a Masters degree in
Environmental Studies and Resource Management. She holds an undergraduate honors

10
degree in Chemistry Miranda House, University of Delhi. She was the recipient of the
INSPIRE scholarship from the Department of Science and Technology, Government of
India for graduate studies. During her post-graduate Degree thesis, she worked in the
estimation of design fl ood using hydro-meteorological approach with Central Water
Commission, Government of India. Her other academic projects include work on
hydrological and soil erosion models. At CEEW, she has worked on circular economy of
wastewater and other assignments related to urban water management. Further, she
aspires to gain knowledge in the fi eld of Integrated Water Resources Management
through hands-on experience in relevant projects. She has a profound interest in music,
loves to read and visit new places.
Rudresh Kumar Sugam:
Rudresh Kumar Sugam is a Senior Programme Lead at the Council on Energy,
Environment and Water (CEEW), India. He has around six years of working experience
in the water sector. He has done several projects involving extensive primary and
secondary research. Recently, he completed a project focussing on developing circular
economic pathway for the wastewater sector in India. Recently executed and on-going
research work includes, a project on identification of drivers of Collective Action for
Water Security and Sustainability; a project on analysing the status of traditional water
bodies in Meerut district, using on ground GPS mapping, GIS application and water
quality assessment; a project on developing framework for creating smart cities; a project
on Low carbon rural development; research paper on building water secured cities by
adopting multi-dimension approach; impact of continuous water supply on overall
livelihood of people etc. In the past, he has done a project on urban water management in
India, which involved a series of multi-stakeholder round table discussions for identifying
challenges and opportunities in the urban water sector in India. He also conducted an
evidence-based research for the Minor Water Resources Department, Government of
Bihar exploring institutional reforms that are required in minor irrigation to achieve
agricultural growth targets set by the State. He has worked as Project Executive in Asian
Consulting Engineers Pvt. Ltd., Delhi, where he has executed several projects of “Source
Vulnerability Assessment and Source Water Protection Plan” for the coca cola bottling
plants located in different states of India.

11
His interest areas include food-water-energy nexus, land use planning, impact of climate
change on water resources, integrated watershed management, wastewater management
and sustainable cities. His educational qualifications include a Post Graduate degree in
Water Resources Management (gold medalist) from The Energy and Resources Institute
(TERI) University, Delhi and a B.Sc. in Botany from Kirori Mal College, University of
Delhi. His post-graduate dissertation was on estimating storm water pond nitrogen and
phosphate removal effi ciency with the Yale School of Forestry and Environment
Studies, Yale University, United States. He has done trainings on Hydrological
Modelling and SWAT modelling in National Water Academy, Pune and IIT-Delhi,
respectively. He has done a Post Graduate Diploma in Urban Environmental
Management & Law from WWF and NLU, Delhi. He has also participated in an Indo-
Bangladesh IUCN sponsored two weeks programme Water Futures II: A Dialogue for
Young Scholars and Professionals to understand and debate on trans-boundary water
management concerns.
Aditya Ramji:
Aditya Ramji is a Programme Lead with the Council on Energy, Environment and Water
(CEEW), India. He is an energy and development economist by training with a
specialisation in environmental and resource economics. His key areas of research have
been development policy, energy access and energy policy, programme implementation
and impact evaluation. At CEEW, he works closely on issues related to energy access,
health and energy and sustainability in the Rail sector. Prior to joining CEEW, he worked
with The Energy and Resources Institute (TERI), New Delhi, as a Research Associate
with the Green Growth and Development Division, dealing specifi cally with issues
pertaining to green growth, sustainable development and energy security.

12
CHAPTER NO 4
WORKING PRINCIPLE

13
Working:
The working of this model is as simpler its construction. The first opening is only for plastics like
bottles and packets. The second opening is for other wastes. As any person throws or put the
plastic bottles or other plastic waste substance in the opening 1 of the dustbin which is just
below the wash basin, the automatic operated helical crusher will start rotating after every 20
minutes for 3 minutes and cuts the plastic bottles into tiny granules. These tiny granules will get
dropped to the channel which consists of a belt drive and Conveyer belt. All the waste is then
transferred to last storage compartment. Same is happening in all the train compartments. And
waste from all the compartments is collected at one place called Rail Bin through the rotating
belt driven by the motors connected at two ends of the belt. Plastic waste then collected from
there. A group of vendors must be assigned at some stations who can collect the waste from
there and then plastic waste is send to plastic recycling industry.
Solution to organic waste management for the Vietnam railways:
Facing the problem of municipal waste disposal in order to reduce environmental burden, there
are different approaches to manage organic waste, including:
• Landfill;
• Incineration;
• Composting;
• Anaerobic digestion.
Landfill is not sustainable in Vietnam because it leads to rapid depletion of the limited landfill
space and formation of green house gases such as methane, and wastewater at landfills,
imposing severe burden on environment. Aiming at sustainable development the organic waste
as an alternative source of renewable energy has to be reused. Composting and anaerobic
digestion are the most favored options that were commonly also successfully used in other
developing countries as China, Nepal, India (Müller, 2007); and nowadays they are started being
used in some urban and rural areas of Vietnam.

14
 Adopting the innovative biological technologies - composting and anaerobic digestion is
a suggestion for the Vietnam Railways to assure cost-efficiency and sustainability in long-term
management of organic waste from passenger operations and services. The technologies are
used to convert the organic waste to useful compost products and produce biogas for energy
recovery, concurrently reduce fossil CO2-emissions. Biogas is recovered and transformed into
heat or any other form of energy. The remaining digested material is a nutrient rich fertilizer and
can be used in agriculture. Today there is a large number of different types and designs of
anaerobic digester technologies for the treatment of organic waste available, depending on
feedstock material type, the composition of the substrate and the volume of the waste stream.
It is recognized that decomposition of one metric ton of food can potentially release up
to 500 m3 of methane (equivalent to 0.43 ton of petrol) (Holliger, 2008). So if the food waste
from railway in Vietnam is converted into energy through anaerobic digestion technology, it will
release approximately 2,262,500 m3 of methane (equivalent 1,945.25 ton of petrol) per year.
For example, the well-known and reliable DRANCO technology by Company OWS (DRANCO,
2012) can release 100 to 200 Nm³ of biogas per ton of waste and 220 to 440 kWh of electricity
production per ton of waste. So over 30,000 ton of organic waste per year from the railway of
Vietnam (see Table 1) can be turned to 3 million to 6 million Nm³ of biogas and total power
generation capacity will be 6.6 MWh to 13.2 MWh through the DRANCO process - that is the
meaningful numbers for developing country as Vietnam.
Nowadays many composting plants for waste treatment have been constructed in some
urban and rural areas of Vietnam. A successful biological treatment of organic waste from
railways at these plants plays a significant role is source-separation of waste on trains and at
passenger stations by the Vietnam Railways. In general, some solutions are suggested to
management of waste from railway service:
• Developing regulations of collection, storage, transportation and processing of waste in
railway of Vietnam
• All wagons and passenger terminals should be supplied with waste containers to classify waste
on trains
• Encouragement of passenger train operators to segregate wastes in the trains by separating
the collection of food, papers, plastic and metallic containers
• Toilets of all wagons of trains should be installed with septic tank Biofast to collect the
passenger’s human wastes

15
 • All collected separated wastes from passenger trains and terminals will be loaded up into
waste vehicles and sent to biological treatment facilities.

CHAPTER 5
MANUFACTURING OPERATION

Various operation done by making the project

o Welding operation
o Drilling operation
o Punching operation
o

5.1 Welding operation

16
 Welding Is a fabrication or sculptural process that joins materials, usually metals or
thermoplastics, by using high heat to melt the parts together and allowing them to cool causing
fusion. Welding is distinct from lower temperature metal-joining techniques such as brazing and
soldering, which do not melt the base metal.
In addition to melting the base metal, a filler material is typically added to the joint to form a
pool of molten material (the weld pool) that cools to form a joint that, based on weld configuration
(butt, full penetration, fillet, etc.), can be stronger than the base material (parent metal). Pressure may
also be used in conjunction with heat, or by itself, to produce a weld. Welding also requires a form of
shield to protect the filler metals or melted metals from being contaminated or oxidized.
Many different energy sources can be used for welding, including a gas flame (chemical), an
electric arc (electrical), a laser, an electron beam, friction, and ultrasound. While often an industrial
process, welding may be performed in many different environments, including in open air, under
water, and in outer space. Welding is a hazardous undertaking and precautions are required to avoid
burns, electric shock, vision damage, inhalation of poisonous gases and fumes, and exposure to
intense ultraviolet radiation.
Until the end of the 19th century, the only welding process was forge welding, which
blacksmiths had used for millennia to join iron and steel by heating and hammering. Arc welding and
oxy-fuel welding were among the first processes to develop late in the century, and electric resistance
welding followed soon after. Welding technology advanced quickly during the early 20th century as
the world wars drove the demand for reliable and inexpensive joining methods. Following the wars,
several modern welding techniques were developed, including manual methods like shielded metal
arc welding, now one of the most popular welding methods, as well as semi-automatic and automatic
processes such as gas metal arc welding, submerged arc welding, flux-cored arc welding and electro
slag welding. Developments continued with the invention of laser beam welding, electron beam
welding, magnetic pulse welding, and friction stir welding in the latter half of the century. Today, the
science continues to advance. Robot welding is commonplace in industrial settings, and researchers
continue to develop new welding methods and gain greater understanding of weld quality.
To supply the electrical power necessary for arc welding processes, a variety of different power
supplies can be used. The most common welding power supplies are constant current power supplies
and constant voltage power supplies. In arc welding, the length of the arc is directly related to the
voltage, and the amount of heat input is related to the current. Constant current power supplies are
most often used for manual welding processes such as gas tungsten arc welding and shielded metal

17
arc welding, because they maintain a relatively constant current even as the voltage varies. This is
important because in manual welding, it can be difficult to hold the electrode perfectly steady, and as
a result, the arc length and thus voltage tend to fluctuate. Constant voltage power supplies hold the
voltage constant and vary the current, and as a result, are most often used for automated welding
processes such as gas metal arc welding, flux cored arc welding, and submerged arc welding. In these
processes, arc length is kept constant, since any fluctuation in the distance between the wire and the
base material is quickly rectified by a large change in current. For example, if the wire and the base
material get too close, the current will rapidly increase, which in turn causes the heat to increase and
the tip of the wire to melt, returning it to its original separation distance.
The type of current used plays an important role in arc welding. Consumable electrode
processes such as shielded metal arc welding and gas metal arc welding generally use direct current,
but the electrode can be charged either positively or negatively. In welding, the positively charged
anode will have a greater heat concentration, and as a result, changing the polarity of the electrode
affects weld properties. If the electrode is positively charged, the base metal will be hotter, increasing
weld penetration and welding speed. Alternatively, a negatively charged electrode results in more
shallow welds No consumable electrode processes, such as gas tungsten arc welding, can use either
type of direct current, as well as alternating current. However, with direct current, because the
electrode only creates the arc and does not provide filler material, a positively charged electrode
causes shallow welds, while a negatively charged electrode makes deeper welds. Alternating current
rapidly moves between these two, resulting in medium-penetration welds. One disadvantage of AC,
the fact that the arc must be re-ignited after every zero crossing, has been addressed with the
invention of special power units that produce a wave pattern instead of the normal sine wave, making
rapid zero crossings possible and minimizing the effects of the problem.
The process of welding is most important to our project because this process make our work easy to
joint mild steel square rod from making frame of our floor cleaning machine.

5.2 DRILLING OPRATION

18
Drilling is a cutting process that uses a drill bit to cut a hole of circular cross-section in solid
materials. The drill bit is usually a rotary cutting tool, often multi-point. The bit is pressed against the
work-piece and rotated at rates from hundreds to thousands of revolutions per minute. This forces the
cutting edge against the work-piece, cutting off chips (swarf) from the hole as it is drilled.
In rock drilling, the hole is usually not made through a circular cutting motion, though the bit is
usually rotated. Instead, the hole is usually made by hammering a drill bit into the hole with quickly
repeated short movements. The hammering action can be performed from outside the whole (top-
hammer drill) or within the hole (down-the-hole drill, DTH). Drills used for horizontal drilling are
called drifter drills.
In rare cases, specially-shaped bits are used to cut holes of non-circular cross-section; a square cross-
section is possible.
Drilling may affect the mechanical properties of the work piece by creating low residual stresses
around the hole opening and a very thin layer of highly stressed and disturbed material on the newly
formed surface. This causes the work piece to become more susceptible to corrosion and crack
propagation at the stressed surface. A finish operation may be done to avoid these detrimental
conditions.
For fluted drill bits, any chips are removed via the flutes. Chips may form long spirals or small
flakes, depending on the material, and process parameters. [3] The type of chips formed can be an
indicator of the machinability of the material, with long chips suggesting good material
machinability.
When possible drilled holes should be located perpendicular to the work piece surface. This
minimizes the drill bit's tendency to "walk", that is, to be deflected from the intended center-line of
the bore, causing the hole to be misplaced. The higher the length-to-diameter ratio of the drill bit, the
greater the tendency to walk.
5.3 PUNCHING OPRATION
Punching is a forming process that uses a punch press to force a tool, called a punch, through the
work piece to create a hole via shearing. Punching is applicable to a wide variety of materials that
come in sheet form, including sheet metal, paper, vulcanized fiber and some forms of plastic sheet.
The punch often passes through the work into a die. A scrap slug from the hole is deposited into the
die in the process. Depending on the material being punched this slug may be recycled and reused or
discarded.
Punching is often the cheapest method for creating holes in sheet materials in medium to high
production volumes. When a specially shaped punch is used to create multiple usable parts from a
sheet of material the process is known as blanking. In metal forging applications the work is often
punched while hot, and this is called hot punching. Slugging is the operation of punching in which
punch is stopped as soon as the metal fracture is complete and metal is not removed but held in hole.

19
Punch tooling (punch and die) is often made of hardened steel or tungsten carbide. A die is located
on the opposite side of the work piece and supports the material around the perimeter of the hole and
helps to localize the shearing forces for a cleaner edge. There is a small amount of clearance between
the punch and the die to prevent the punch from sticking in the die and so less force is needed to
make the hole. The amount of clearance needed depends on the thickness, with thicker materials
requiring more clearance, but the clearance is always greater than the thickness of the work piece.
The clearance is also dependent on the hardness of the work piece. The punch press forces the punch
through a work piece, producing a hole that has a diameter equivalent to the punch, or slightly
smaller after the punch is removed. All ductile materials stretch to some extent during punching
which often causes the punch to stick in the work piece. In this case, the punch must be physically
pulled back out of the hole while the work is supported from the punch side, and this process is
known as stripping.

20
CHAPTER 6
METHODOLOGY

The qualitative data has been collected with the help of following questionnaire:
Question 1: Which class do you often travel by in Indian Railways?
Question 2: Does Indian Railways has a proper waste management system?
Question 3: Are you aware of the dustbins in trains?
Question 4: What are the types of waste you generate during the rail journey?
Question 5: Where do you dispose the generated waste during rail journey?
Question 6: Do you think that the surrounding environment across the railway tracks is getting
degraded by the waste thrown by us during the railway journey?

21
Question 7: What measures should be taken to improve the waste management inside railway
coaches?
Question 8: What do you think is a feasible solution for effectively managing the waste
generated during the railway journey.

CONSTRUCTION
A smart dustbin will be kept in each compartment of train below the washbasin. The height of
dustbin is 75cm and it will have two openings of different sizes i.e. 18 cm & 10 cm. An
automatic metallic crusher is fitted beneath the bigger opening, just 25 cm above the base of the
dustbin. To crush solid waste such as plastic bottle and plastic bags etc. Just below the dustbin
there is a common passage to pass all the waste from the opening inlet of dustbin to the
aluminum belt drive. Similarly, each compartment is connected to other via common conveyer
belt which keeps on rotating at 50 rpm and carries all waste to the last compartment called as
Rail bin. Electrical power utilized by the system will be either generated by solar and wind
energy or by the train itself. This is a completely closed system and all activities are undergoing
in a proper channel. All such bin is connected to same belt drive, which took all the waste at one
place.

PVC Pipe:
 It's the white plastic pipe commonly used for plumbing and drainage. PVC stands for
polyvinyl chloride, and it’s become a common replacement for metal piping. PVC’s
strength, durability, easy installation, and low cost have made it one of the most widely
used plastics in the world. PVC is a thermoplastic material that is molded into different
shapes to create pipes, fittings, valves and other liquid handling supplies. . PVC is still
often used for unheated water as well as for vent and drainage system.

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PVC Elbow:

Locking Clamps:
A clamp is a fastening device used to hold or secure objects tightly together to prevent movement or
separation through the application of inward pressure. In the United Kingdom and Australia, the
term cramp is often used instead when the tool is for temporary use for positioning components
during construction and woodworking; thus a G cramp or a sash cramp but a wheel clamp or a
surgical clamp.

CHAPTER 7
WORK FLOW CHART

7.1: FLOW CHART

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7.2 COST ESTIMATION

24
CHAPTER 8
ADVANTAGES & DISADVANTAGES
&APPLICATION

ADVANTAGES & DISADVANTAGES &APPLICATION

Advantages
 Model is beneficent in reducing the plastic pollution.
 The waste can be further converted to clothes, paper.
 Plastic waste has a major application in construction of Roads.
 Flexibility provided by automation of 90% of the process which reduces the human efforts.
 Provides clean and pollution free environment.
 Improves beauty of Indian Railways.

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26
CHAPTER 9
CONCLUSION

27
Conclusion:

Such kind of waste management system can solve the waste generation problem. This Solid
waste management system is capable of reducing solid waste littering on the tracks and can
generate revenue from the same. This will also benefit plastic recycling industries that need
plastic at very low cost. This will also enhance plastic recycling business.
Cleanliness and sanitation on Indian Railways was not receiving due importance and was
secondary to other activities. The expenditure on providing and maintaining a clean and hygienic
environment was inadequate. Standards for performance were not laid down, infrastructure
was inadequate and deficient, passenger amenities were not commensurate with increasing
passenger traffic, waste management was ineffective, railway stations were overcrowded due to

28
unauthorised use and harnessing user perception was ineffective especially in A, B and C
category stations where 85 per cent of the passenger traffic was handled. Involvement of
multiple departments with complex reporting structures only compounded the issue. In the last
few years, the Railways have taken a number of initiatives to address the issue of cleanliness
and sanitation, such as CTS, cleaning squads in running trains etc. Nevertheless, the magnitude
of the problem is such that unless tackled on a war footing, it cannot be adequately dealt with.
The Railways need to evolve performance criteria for every cleanliness related activity and
ensure effective supervision. The initiatives need to be cohesive, systematic and sustainable.

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CHAPTER 10
REFERENCES

REFERENCES:

30
[1] Holliger, C. 2008. Microbiologie et Biotechnologie Environmentale. Enseignements au 2iE. Lausanne:
Swiss Federal Institute of Technologies Lausanne (EPFL)

[2] IFC - International Finance Corporation, 2007. Environmental, Health, and Safety Guidelines
RAILWAYS

[3] Müller, C. 2007. Anaerobic Digestion of Biodegradable Solid Waste in Low- and Middle-Income
Countries. Swiss Federal Institute of Aquatic Science, Department of Water and Sanitation in Developing
Countries(http://www.eawag.ch/forschung/sandec/publikationen/swm/dl/Anaerobic_Digestion_
low_resolution.pdf, retrieved on 2012-9-08)

[4] OWS - Organic Waste Systems. The DRANCO technology (http://www.ows.be/pages/index.php?

menu= 85&choose_lang=EN, retrieved on 2012-9-06)

[5] Vietnam Railways, 2009. The Annual Statistical Report 2009 (in Vietnamese)

[6] Vietnam Railways, 2010. The Annual Statistical Report 2010 (in Vietnamese)

[7] Vietnam Railways, 2011. The Annual Statistical Report 2011 (in Vietnamese)

[8] Vietnam Railways, 2012. Introduction on Vietnam Railways (http://www.vr.com.vn/tin-tuc/gioi-

thieuve-dsvn.html, retrieved on 2012-8-28)

[9] TRICC_JSC 2009. Vietnam Transport Investment & Construction Consultant Joint Stock Company. The
research on the environmental management in rail

[11] https://en.wikipedia.org/wiki/Bottled_water#History

[12] http://scroll.in/article/676327/railways-gear-up-to-tackle-the6289-tons-of- plastic-that-litter-its-

tracks-every-day

[13] https://en.wikipedia.org/wiki/Indian_Railways

[14] https://www.recyclenow.com/facts- figures/how-itrecycled/plastics

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