DAV INSTITUTE OF ENGINERING

AND
TECHNOLOGY

TRAINING REPORT OF POST SECOND YEAR TRAINING

ON
DMU CAR SHED JALANDHAR
SUBMITTED IN PARTIAL FULFILLMENT OF REQUIREMENT FOR
THE AWARD OF DEGREE IN

BACHLOR OF TECHNOLOGY
IN

MECHANICAL ENGINEERING DEPARTMENT

SUBMITTED BY:

MANINDER SINGH
1241950
528/12

ACKNOWLEDGEMENT
I express my sincere gratitude to Mr. Amit Kohli (HOD, ME Deptt.)
for his guidance, proper advice and constant encouragement.
I would also like to thank Mr. HARISH SHARMA Principal of
Training School who granted us the permission of industrial training
in the shed
I do not find enough words which can express my feelings of thanks
to entire faculty and staff of ME department, DAVIET, for their help,
Inspiration and moral support, which went a long in successfully
completion of this report.
They are always present with us for any kind of query and skills to
impart in their students. I heartily thanks them for their
encouragement.
In the end I would like to thank the almighty god and my parents for
their support and trust shown in me and without whom I wouldnt
have been able to complete my report.

CONTENTS
1 ACKNOWLEDGEMENT
2 INDIAN RAILWAY HISTORY
3. INTRODUCTION
4 .TURBOSUPER CHARGER
5. FUEL OIL SYSTEM
6 .BOGIE
7. TRACTION MOTOR AND GENERATOR SECTION
8. EXPRESSOR
9. AIR BRAKES
10 .SPEEDOMETER
11 .CYLINDER HEAD
12. DYNAMO
13. PIT WHEEL LATHE
14. FAILURE ANALYSIS
15. POWER PACK SECTION
16. FORKLIFT TRUCK
17INDIRECTLY ASSISTING SECTIONS
18. STEPS TAKEN FOR IMPROVEMENT

INDIAN RAILWAY HISTORY

INTRODUCTION

Indian Railways is the state-owned railway company of

India. It comes under the Ministry of Railways. Indian
Railways has one of the largest and busiest rail
networks in the world, transporting over 18 million
passengers and more than 2 million tonnes of freight
daily. Its revenue is Rs.107.66 billion. It is the world's
largest commercial employer, with more than 1.4 million
employees. It operates rail transport on 6,909 stations
over
a
total
route
length
of
more
than
63,327 kilometers(39,350 miles).The fleet of Indian
railway includes over 200,000 (freight) wagons, 50,000
coaches and 8,000 locomotives. It also owns locomotive
and coach production facilities. It was founded in 1853
under the East India Company.
Indian Railways is administered by the Railway Board.
Indian Railways is divided into 16 zones. Each zone

railway is made up of a certain number of divisions.

There are a total of sixty-seven divisions. It also
operates the Kolkata metro. There are six manufacturing
plants of the Indian Railways. The total length of track
used by Indian Railways is about 108,805 km
(67,608 mi) while the total route length of the network is
63,465 km (39,435 mi). About 40% of the total track
kilometer is electrified & almost all electrified sections
use 25,000 V AC. Indian railways uses four rail track
gauges|~|

First railway system in India was proposed

in 1832 in Madras but it never materialized. In the
1840s, other proposals were forwarded to the British
East India Company who governed India at that time.
The Governor-General of India at that time, Lord
Hardinge deliberated on the proposal from the

commercial, military and political view points. He came

to the conclusion that the East India Company should
assist major companies from England and private
capitalists who sought to setup a rail system in India,
regardless of the commercial viability of their project.
On September 22nd,1842,British civil engineer C.B.
Vignoles, FRS, submitted a Report on a Proposed
Railway in India to the East India Company. By 1845,
two companies, the East Indian Railway Company (EIR)
operating from Calcutta, and the Great Indian Peninsula
Railway (GIPR) operating from Bombay, were formed.
The first train in India was not a passenger train and was
operational on 1851-12-22, used for the hauling of
construction material in Roorkee. A few years later, on
1853-04-16,the first passenger train between Bori
Bunder, Bombay and Thana covering a distance of 34
km (21 miles) was inaugurated, formally heralding the
birth of railways in India. Prior to this there was in 1832 a
proposal to build a railroad between Madras and
Bangalore and in 1836 a survey was conducted for this
line.
After the first passenger train run between thane
and bori bander, almost six years later, on March 3,
1859, the first Railway Line in North India was laid
between Allahabad and Kanpur. This was followed, in
1889, by the Delhi-Ambala Kalka line.

The North eastern Railway was developed rapidly after

that. On October 19, 1875, the train between Hathras
Road and Mathura Cantonment was started running. By
the winter of 1880-81, the Kanpur-Farukhabad line
became operational and further east, the DibrugarhDinjan line became operational on August 15, 1882.

Developments were fast and effective in South

India also. The Madras Railway Company opened the
first railway line between Veyasarpaudy and the Walajah
Road on July 1, 1856. This 63-mile line was the first
section, which eventually joined Madras and the west
coast. On March 3, 1859, a length of 119 miles was laid
from Allahabad to Kanpur. Later In 1862, the railway line
between Amritsar and Attari was constructed on the
Amritsar-Lahore route.
In 1900, the Great Indian peninsular Railways
became a government owned company. The network
spread to modern day states of Assam, Rajasthan and
Andhra Pradesh and soon various independent
kingdoms began to have their own rail systems. In 1901,
an early Railway Board was constituted, but the powers
were formally invested under Lord Curzon. It served
under the Department of Commerce and Industry and
had a government railway official serving as chairman,
and a railway manager from England and an agent of
one of the company railways as the other two members.

For the first time in its history, the Railways began to

make
a profit.
In 1907 almost all the rail companies were taken over by
the government. The following year, the first electric
locomotive made its appearance. With the arrival of
World War I, the railways were used to meet the needs
of the British outside India. With the end of the war, the
state of the railways was in disrepair and collapse.
Indian Railway provided an example of the British
Empire pouring its money and expertise into a very well
built system basically designed for military reasons (after
the Mutiny of 1857), and with the hope that it would
stimulate industry. The system was overbuilt and much
too elaborate and expensive for the small amount of
freight traffic it carried. However, it did capture the
imagination of the Indians, who saw their railways as the
symbol of an industrial modernitybut one that was not
realized until a century or so later.
The British built a superb system in India.
However, Christensen (1996) looks at of colonial
purpose, local needs, capital, service, and privateversus-public interests. He concludes that making the
railways a creature of the state hindered success
because railway expenses had to go through the same
time-consuming and political budgeting process as did
all other state expenses. Railway costs could therefore

not be tailored to the timely needs of the railways or

their passengers.
By the 1940s, India had the fourth longest railway
network in the world. Yet the country's industrialization
was delayed until after independence in 1947 by British
colonial policy. Until the 1930s, both the Indian
government and the private railway companies hired
only European supervisors, civil engineers, and even
operating personnel, such as locomotive drivers
(engineers). The government's "Stores Policy" required
that bids on railway materiel be presented to the India
Office in London, making it almost impossible for
enterprises based in India to compete for orders.
Likewise, the railway companies purchased most of their
material in Britain, rather than in India. Although the
railway maintenance workshops in India could have
manufactured and repaired locomotives, the railways
imported a majority of them from Britain, and the others
from Germany, Belgium, and the United States. The
Tata Company built a steel mill in India before World
War I but could not obtain orders for rails until the 1920s
and 1930s.

10

DIESEL SHED JALANDHAR

INTRODUCTION
Diesel locomotive shed is an industrial-technical setup,
where repair and maintenance works of diesel
locomotives is carried out, so as to keep the loco
working properly. It contributes to increase the
operational life of diesel locomotives and tries to
minimize the line failures. The technical manpower of a

11

shed also increases the efficiency of the loco and

remedies the failures of loco.
The shed consists of the infrastructure to berth,
dismantle, repair and test the loco and subsystems. The
shed working is heavily based on the manual methods
of doing the maintenance job and very less automation
processes are used in sheds, especially in India.
The diesel shed usually has: Berths and platforms for loco maintenance.
Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage, water
treatment plant and testing labs etc.
Sub-assembly overhauling and repairing
sections
Machine shop and welding facilities.

SPECIAL MACHINES & PLANT

Pit wheel lathe machine
This machine is suitable for turn & re-profiles the wheels
of locomotives.

EFFULENT TREATMENT PLANT

In order to provide pollution free environment, an ETP
PLANT is installed. Various effluents emitted from
diesel shed are passed through the Plant. The water
thus collected is pollution free and is used for non

12

drinking purposes such as gardening and washing of the

locomotives.

TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large
number of innovations/modifications have been
conceived and implemented in Diesel Shed

Expressor performance test notch wise

Simulation of test stand facility on the loco itself
with the help of only two small fixtures.
Testing the performance of expressor in diesel
locomotive engines.

Cylinder head
Arrangement

Stud

Removal/

Tightening

A simple device has been developed to help

reduce the time and effort taken in
removal/tightening of cylinder head studs.

Diesel Training Centre-DTC

It was setup in the JAL shed premises by the
Northern Railway with view to train diesel loco pilots. It
also trains the Diesel Maintenance staff to improve the
availability of qualified manpower and improve the
efficiency of and quality of the technicians. It has five
classrooms, a hall ,a Model room(with sectional models
of TSC, expressor, cylinder head LOP, governor etc.). A
well qualified team of instructors from the electrical and

13

mechanical fields provides a quality training to the

p=loco pilots and other trainees.
Courses offered :- (regular)
Diesel Assistant to Diesel Loco Driver promotion
course
Diesel Assistant Refresher coarse
Diesel Driver refresher course
Other courses: Up gradation course of Diesel technicians
Electric traction to diesel traction conversion course
Course for Drivers, Shunters and Asstt. Drivers
3 years Apprentice technician(Diesel mechanical
and electrical)
6 months Apprentice Technician(Diesel mechanical
and electrical)
Vocational industrial training for B.Tech and
Diploma student

14

1. TURBO SUPERCHARGER

INTRODUCTION
The diesel engine produces mechanical energy by
converting heat energy derived from burning of fuel
inside the cylinder. For efficient burning of fuel,

15

availability of sufficient air in proper ratio is a

prerequisite.
In a naturally aspirated engine, during the suction
stroke, air is being sucked into the cylinder from the
atmosphere. The volume of air thus drawn into the
cylinder through restricted inlet valve passage, within a
limited time would also be limited and at a pressure
slightly less than the atmosphere. The availability of less
quantity of air of low density inside the cylinder would
limit the scope of burning of fuel. Hence mechanical
power produced in the cylinder is also limited.
An improvement in the naturally aspirated engines is the
super-charged or pressure charged engines. During the
suction stroke, pressurised stroke of high density is
being charged into the cylinder through the open suction
valve. Air of higher density containing more oxygen will
make it possible to inject more fuel into the same size of
cylinders and produce more power, by effectively
burning it.
A turbocharger, or turbo, is a gas compresser used for
forced-induction of an internal combustion engine. Like a
supercharger, the purpose of a turbocharger is to
increase the density of air entering the engine to create
more power. However, a turbocharger differs in that the
compressor is powered by a turbine driven by the
engine's own exhaust gases.

16

TURBO SUPERCHARGER AND ITS

WORKING PRINCIPLE
The exhaust gas discharge from all the cylinders
accumulate in the common exhaust manifold at the end
of which, turbo- supercharger is fitted. The gas under
pressure there after enters the turbo- supercharger
through the torpedo shaped bell mouth connector and
then passes through the fixed nozzle ring. Then it is
directed on the turbine blades at increased pressure and
at the most suitable angle to achieve rotary motion of
the turbine at maximum efficiency. After rotating the
turbine, the exhaust gas goes out to the atmosphere
through the exhaust chimney. The turbine has a
centrifugal blower mounted at the other end of the same
shaft and the rotation of the turbine drives the blower at
the same speed. The blower connected to the
atmosphere through a set of oil bath filters, sucks air
from atmosphere, and delivers at higher velocity. The air
then passes through the diffuser inside the turbosupercharger, where the velocity is diffused to increase
the pressure of air before it is delivered from the turbosupercharger.
Pressurising air increases its density, but due to
compression heat develops. It causes expansion and
reduces the density. This effects supply of high-density
air to the engine. To take care of this, air is passed
through a heat exchanger known as after cooler. The

17

after cooler is a radiator, where cooling water of lower

temperature is circulated through the tubes and around
the tubes air passes. The heat in the air is thus
transferred to the cooling water and air regains its lost
density. From the after cooler air goes to a common inlet
manifold connected to each cylinder head. In the suction
stroke as soon as the inlet valve opens the booster air of
higher pressure density rushes into the cylinder
completing the process of super charging.
The engine initially starts as naturally aspirated engine.
With the increased quantity of fuel injection increases
the exhaust gas pressure on the turbine. Thus the selfadjusting system maintains a proper air and fuel ratio
under all speed and load conditions of the engine on its
own. The maximum rotational speed of the turbine is
18000/22000 rpm for the Turbo supercharger and
creates max. Of 1.8 kg/cm2 air pressure in air manifold
of diesel engine, known as Booster Air Pressure (BAP).
Low booster pressure causes black smoke due to
incomplete combustion of fuel. High exhaust gas
temperature due to after burning of fuel may result in
considerable damage to the turbo supercharger and
other component in the engine.

18

MAIN COMPONENTS OF TURBOSUPERCHARGER

Turbo- supercharger consists of following main
components.
Gas inlet casing.
Turbine casing.
Intermediate casing
Blower casing with diffuser
Rotor assembly with turbine and rotor on the same
shaft.

ROTOR ASSEMBLY

The rotor assembly consists of rotor shaft, rotor

blades, thrust collar, impeller, inducer, centre studs,
nosepiece, locknut etc. assembled together. The rotor
blades are fitted into fir tree slots, and locked by tab lock
washers. This is a dynamically balanced component, as
this has a very high rotational speed.

19

LUBRICATING, COOLING AND AIR

CUSHIONING
LUBRICATING SYSTEM
One branch line from the lubricating system of the
engine is connected to the turbo- supercharger. Oil from
the lube oils system circulated through the turbosupercharger for lubrication of its bearings. After the
lubrication is over, the oil returns back to the lube oil
system through a return pipe. Oil seals are provided on
both the turbine and blower ends of the bearings to
prevent oil leakage to the blower or the turbine housing.

COOLING SYSTEM
The cooling system is integral to the water
cooling system of the engine. Circulation of water takes
place through the intermediate casing and the turbine
casing, which are in contact with hot exhaust gases. The
cooling water after being circulated through the turbosupercharger returns back again to the cooling system
of the locomotive.

AIR CUSHIONING
There is an arrangement for air cushioning between
the rotor disc and the intermediate casing face to reduce

20

thrust load on the thrust face of the bearing which also

solve the following purposes.
It prevents hot gases from coming in contact with
the lube oil.

It prevents leakage of lube oil through oil seals.

It cools the hot turbine disc.

Pressurised air from the blower casing is taken through

a pipe inserted in the turbo- supercharger to the space
between the rotor disc and the intermediate casing. It
serves the purpose as described above.

AFTER COOLER
It is a simple radiator, which cools the air to increase its
density. Scales formation on the tubes, both internally
and externally, or choking of the tubes can reduce heat
transfer capacity. This can also reduce the flow of air
through it. This reduces the efficiency of the diesel
engine. This is evident from black exhaust smoke
emissions and a fall in booster pressure.

Fitments of higher capacity Turbo Superchargerfollowing new generation Turbo Superchargers have
been identified by diesel shed TKD for 2600/3100HP
diesel engine and tabulated in table 1.

21

TABLE 1

TYPE
1.ALCO
2.ABB TPL61
3.HISPANO SUIZA
HS 5800 NG
4. GE 7S1716
5. NAPIER NA-295
6. ABB VTC 304

POWER
2600HP
3100HP
3100HP

COOLING
Water cooled
Air cooled
Air cooled

3100HP
Water cooled
2300,2600&3100HP Water cooled
2300,2600&3100HP Water cooled

TURBO RUN DOWN TEST

Turbo run-down test is a very common type of test
done to check the free running time of turbo rotor. It
indicates whether there is any abnormal sound in the
turbo, seizer/ partial seizer of bearing, physical damages
to the turbine, or any other abnormality inside it. The
engine is started and warmed up to normal working
conditions and running at fourth notch speed. Engine is
then shut down through the over speed trip mechanism.
When the rotation of the crank shaft stops, the free
running time of the turbine is watched through the
chimney and recorded by a stop watch. The time limit for
free running is 90 to 180 seconds. Low or high turbo run

22

down time are both considered to be harmful for the

engine.

ROTOR BALANCING MACHINE

A balancing machine is a measuring tool used for
balancing rotating machine parts such as rotors of turbo
subercharger,electric motors,fans, turbines etc. The
machine usually consists of two rigid pedestals, with
suspension and bearings on top.The unit under test is
placed on the bearings and is rotated with a belt. As the
part is rotated, the vibration in the suspension is
detected with sensors and that information is used to
determine the amount of unbalance in the part. Along
with phase information, the machine can determine how
much and where to add or remove weights to balance
the part.

ADVANTAGES OF SUPER CHARGED

ENGINES
A super charged engine can produce 50 percent
or more power than a naturally aspirated engine.
The power to weight ratio in such a case is much
more favorable.

23

Better scavenging in the cylinders. This ensures

carbon free cylinders and valves, and better health
for the engine also.

Better ignition due to higher temperature

developed by higher compression in the cylinder.

It increases breathing capacity of engine

Better fuel efficiency due to complete combustion

of fuel .

Defect in Turbochargers

Low Booster Air Pressure (BAP).

Oil throwing from Turbocharger because of seal

damage or out of clearance.

Surging- Back Pressure due to uneven gap in

Nozzle Ring or Diffuser Ring.

Must change components of Turbocharger.

Intermediate casing gasket.
Water outlet pipe flange gasket.
Water inlet pipe flange gasket.
Lube Oil inlet pipe rubber o ring.
Turbine end Bearing.
Blower end Bearing.
Chimney gasket.
Rubber o Ring kit.
Spring Washers.
Lock Washer Rotor Stud.

24

2.FUEL OIL SYSTEM

INTRODUCTION
All locomotive have individual fuel oil system. The
fuel oil system is designed to introduce fuel oil into the
engine cylinders at the correct time, at correct pressure,
at correct quantity and correctly atomised. The system
injects into the cylinder correctly metered amount of fuel
in highly atomised form. High pressure of fuel is required
to lift the nozzle valve and for better penetration of fuel
into the combustion chamber. High pressure also helps
in proper atomisation so that the small droplets come in
better contact with the compressed air in the combustion
chamber, resulting in better combustion. Metering of fuel
quantity is important because the locomotive engine is a
variable speed and variable load engine with variable
requirement of fuel. Time of fuel injection is also
important for better combustion.

25

FUEL OIL SYSTEM

The fuel oil system consists of two integrated systems.
These are FUEL INJECTION PUMP (F.I.P).
FUEL INJECTION SYSTEM.

FUEL INJECTION PUMP

It is a constant stroke plunger type pump with
variable quantity of fuel delivery to suit the demands of
the engine. The fuel cam controls the pumping stroke of
the plunger. The length of the stroke of the plunger and
the time of the stroke is dependent on the cam angle
and cam profile, and the plunger spring controls the
return stroke of the plunger. The plunger moves inside
the barrel, which has very close tolerances with the
plunger. When the plunger reaches to the BDC, spill
ports in the barrel, which are connected to the fuel feed
system, open up. Oil then fills up the empty space inside
the barrel. At the correct time in the diesel cycle, the fuel
cam pushes the plunger forward, and the moving
plunger covers the spill ports. Thus, the oil trapped in

26

the barrel is forced out through the delivery valve to be

injected into the combustion chamber through the
injection nozzle. The plunger has two identical helical
grooves or helix cut at the top edge with the relief slot.
At the bottom of the plunger, there is a lug to fit into the
slot of the control sleeve. When the rotation of the
engine moves the camshaft, the fuel cam moves the
plunger to make the upward stroke.

It may also rotate slightly, if

necessary through the engine governor, control shaft,
control rack, and control sleeve. This rotary movement
of the plunger along with reciprocating stroke changes
the position of the helical relief in respect to the spill port
and oil, instead of being delivered through the pump

27

outlet, escapes back to the low pressure feed system.

The governor for engine speed control, on sensing the
requirement of fuel, controls the rotary motion of the
plunger, while it also has reciprocating pumping strokes.
Thus, the alignment of helix relief with the spill ports will
determine the effectiveness of the stroke. If the helix is
constantly in alignment with the spill ports, it bypasses
the entire amount of oil, and nothing is delivered by the
pump.
The engine stops because of no fuel injected, and
this is known as NO-FUEL position. When alignment of
helix relief with spill port is delayed, it results in a partly
effective stroke and engine runs at low speed and power
output is not the maximum. When the helix is not in
alignment with the spill port through out the stroke, this
is known as FULL FUEL POSITION, because the entire
stroke is effective.

Oil is then passed through the delivery valve, which is

spring loaded. It opens at the oil pressure developed by
the pump plunger. This helps in increasing the delivery
pressure of oil. it functions as a non-return valve,
retaining oil in the high pressure line. This also helps in
snap termination of fuel injection, to arrest the tendency
of dribbling during the fuel injection. The specially
designed delivery valve opens up due to the pressure
built up by the pumping stroke of plunger. When the oil
pressure drops inside the barrel, the landing on the

28

valve moves backward to increase the space available

in the high-pressure line. Thus, the pressure inside the
high-pressure line collapses, helping in snap termination
of fuel injection. This reduces the chances of dribbling at
the beginning or end of fuel injection through the fuel
injection nozzles.

FUEL INJECTION NOZZLE

The fuel injection nozzle or the fuel injector is fitted in
the cylinder head with its tip projected inside the
combustion chamber. It remains connected to the
respective fuel injection pump with a steel tube known
as fuel high pressure line. The fuel injection nozzle is of
multi-hole needle valve type operating against spring
tension. The needle valve closes the oil holes by
blocking the oil holes due to spring pressure. Proper
angle on the valve and the valve seat, and perfect
bearing ensures proper closing of the valve.
Due to the delivery stroke of the fuel injection pump,
pressure of fuel oil in the fuel duct and the pressure
chamber inside the nozzle increases. When the
pressure of oil is higher than the valve spring pressure,
valve moves away from its seat, which uncovers the
small holes in the nozzle tip. High-pressure oil is then

29

injected into the combustion chamber through these

holes in a highly atomised form. Due to injection,
hydraulic pressure drops, and the valve returns back to
its seat terminating the fuel injection, termination of fuel
injection may also be due to the bypassing of fuel
injection through the helix in the fuel injection pump
causing a sudden drop in pressure.

3. BOGIE

INTRODUCTION
A bogie is a wheeled wagon or trolley. In mechanics
terms, a bogie is a chassis or framework carrying
wheels, attached to a vehicle. It can be fixed in place, as
on a cargo truck, mounted on a swivel, as on a railway
carriage or locomotive, or sprung as in the suspension
of a caterpillar tracked vehicle. Bogies serve a number
of purposes: To support the rail vehicle body
To run stably on both straight and curved track
To ensure ride comfort by absorbing vibration, and
minimizing centrifugal forces when the train runs on
curves at high speed.

30

To minimize generation of track irregularities and rail

abrasion.
Usually two bogies are fitted to each carriage, wagon or
locomotive, one at each end.

Key Components Of a Bogie

The bogie frame itself.
Suspension to absorb shocks between the bogie
frame and the rail vehicle body. Common types are
coil springs, or rubber airbags.
At least two wheelset, composed of axle with a
bearings and wheel at each end.
Axle box suspension to absorb shocks between the
axle bearings and the bogie frame. The axle box
suspension usually consists of a spring between the

31

bogie frame and axle bearings to permit up and down

movement, and sliders to prevent lateral movement. A
more modern design uses solid rubber springs.
Brake equipment:-Brake shoes are used that are
pressed against the tread of the wheels.
Traction motors for transmission on each axle.

CLASSIFICATION OF BOGIE
Bogie is classified into the various types described
below according to their configuration in terms of the
number of axle, and the design and structure of the
suspension. According to UIC classification two types of
bogie in Indian Railway are: Bo-Bo
Co-Co

A Bo-Bo is a locomotive with two independent fourwheeled bogies with all axles powered by individual
traction motors. Bo-Bos are mostly suited to express
passenger or medium-sized locomotives.

32

Co-Co is a code for a locomotive wheel arrangement

with two six-wheeled bogies with all axles powered, with
a separate motor per axle. Co-Cos is most suited to
freight work as the extra wheels give them good
adhesion. They are also popular because the greater
number of axles results in a lower axle load to the track.

Failure and remedies in the bogie section: Breakage of coiled springs due to heavy shocks or
more weight or defective material. They are tested
time to time to check the compression limit. Broken
springs are replaced.
14 to 60 thou clearance is maintained between the
axle and suspension bearing. Lateral clearance is
maintained between 60 to 312 thou. Less clearance
will burn the oil and will cause the seizure of axle.
Condemned parts are replaced.
RDP tests are done on the frame parts, welded parts,
corners, guide links and rigid structures of bogie and
minor cracks can be repaired by welding.
Axle suspension bearings may seizure due to oil
leakage, cracks etc. If axle box bearings roller is
damaged then replaced it completely.

33

4. TRACTION MOTOR AND

GENERATOR SECTION

This giant engine is hooked up to an equally impressive

generator. It is about 6 feet (1.8m) in diameter and
weights about 17,700 pounds (8029kg). at peak power
this generator makes enough electricity to power a
neighborhood of about 1,000 houses.
So, where does all the power go? It goes into six,
massive electric motors located in the bogies.
The engine rotates the crank shaft at up to 1000rpm and
this drivesthe various items need to power the
locomotive. As the transmission is electric the engine is
used as the power source for the electricity generator or
alternator.

34

Main alternator
The diesel engine drives the main alternator which
provides the power to move the train. The alternator
generator AC electricity which is used to provide for
traction motors mounts of the axles of the bogies.
In older locomotives, the alternator was a DC machine,
called a generator. It produce direct current which was
used to provide power for DC traction motor. Many of
these machines are still in regular use. the next
development was the replacement of the generator by
the alternator but still using DC traction motor. The AC
output is rectified to give the DC required for the motors.

Auxiliary Alternators
Locomotives used are equipped with an auxiliary
alternators. This provide AC power for lighting, air
conditioning, etc. on the train. The output is transmitted
on the train through an auxiliary power line. The output
from the main alternator is AC but it can be used in
locomotive with either DC or AC traction motors. DC
motors where the traditional type use for many years
but, AC motors have become standard new locomotives.
They are cheaper to build and cost less to maintain and
to convert the AC output from the main alternator to DC,
rectifiers are required. If the motors are DC, the output
from the rectifiers is used directly. If the motors are AC
the DC output from the rectifier is converted to 3-phase
AC for the traction motors.

35

Traction motors.
Since the diesel-electric locomotive uses electric
transmission, traction motors are provided on the axles
to give the final drive. These motors where the
traditionally DC but the development of modern power
and control electronics has led to the introduction of 3phase AC motors. There are between four & six motors
on most diesel electric locomotives. A modern AC
motors with air blowing can provide up to 1000h

36

5.EXPRESSOR_____________________
___________________

INTRODUCTION
In Indian Railways, the trains normally work on
vacuum brakes and the diesel locos on air brakes. As
such provision has been made on every diesel loco for
both vacuum and compressed air for operation of the
system as a combination brake system for simultaneous
application on locomotive and train.

37

In ALCO locos the exhauster and the compressor are

combined into one unit and it is known as EXPRESSOR.
It creates 23" of vacuum in the train pipe and 140 PSI air
pressure in the reservoir for operating the brake system
and use in the control system etc.
The expressor is located at the free end of the engine
block and driven through the extension shaft attached to
the engine crank shaft. The two are coupled together by
fast coupling (Kopper's coupling). Naturally the
expressor crank shaft has eight speeds like the engine
crank shaft. There are two types of expressor are,
6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are
six cylinder and four exhauster whereas 6CD,3UC
contain six cylinder and three exhauster.

WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster
cylinders through the open inlet valves in the cylinder
heads during its suction stroke. Each of the exhauster
cylinders has one or two inlet valves and two discharge
valves in the cylinder head. A study of the inlet and
discharge valves as given in a separate diagram would
indicate that individual components like (1) plate valve
outer (2) plate valve inner (3) spring outer (4) spring
inner etc. are all interchangeable parts. Only basic
difference is that they are arranged in the reverse
manner in the valve assemblies which may also have
different size and shape. The retainer stud in both the
assemblies must project upward to avoid hitting the
piston.

38

The pressure differential between the available

pressure in the vacuum train pipe and inside the
exhauster cylinder opens the inlet valve and air is drawn
into the cylinder from train pipe during suction stroke. In
the next stroke of the piston the air is compressed and
forced out through the discharge valve while the inlet
valve remains closed. The differential air pressure also
automatically open or close the discharge valves, the
same way as the inlet valves operate. This process of
suction of air from the train pipe continues to create
required amount of vacuum and discharge the same air
to atmosphere.
The VA-1 control valve helps in
maintaining the vacuum to requisite level despite
continued working of the exhauster.

Compressor
The compressor is a two stage compressor with one
low pressure cylinder and one high pressure cylinder.
During the first stage of compression it is done in
the low pressure cylinder where suction is through a
wire mesh filter. After compression in the LP cylinder
air is delivered into the discharge manifold at a pressure
of 30 / 35 PSI. Workings of the inlet and exhaust valves
are similar to that of exhauster which automatically open
or close under differential air pressure. For inter-cooling
air is then passed through a radiator known as intercooler. This is an air to air cooler where compressed air
passes through
the
element tubes and cool
atmospheric air is blown on the out side fins by a fan
fitted on the expressor crank shaft. Cooling of air at this
stage increases the volumetric efficiency of air before it
enters the high- pressure cylinder. A safety valve known
as inter cooler safety valve set at 60 PSI is provided

39

after the inter cooler as a protection against high

pressure developing in the after cooler due to defect of
valves.
After the first stage of compression and after-cooling
the air is again compressed in a cylinder of smaller
diameter to increase the pressure to 135-140 PSI in the
same way. This is the second stage of compression in
the HP cylinder. Air again needs cooling before it is
finally sent to the air reservoir and this is done while the
air passes through a set of coiled tubes after cooler.

6. AIR BRAKES

INTRODUCTION
An air brake is a conveyance braking system
actuated by compressed air. Modern trains rely upon a
fail preventive air brake system that is based upon a
design patented by George Westinghouse on March
5,1872. In the air brake's simplest form, called the

40

straight air system, compressed air pushes on a piston

in a cylinder. The piston is connected through
mechanical linkage to brake shoes that can rub on the
train wheels, using the resulting friction to slow the train.

AIR BRAKE SYSTEM OPERATION

The compressor in the locomotive produces the air
supplied to the system. It is stored in the main reservoir.
Regulated pressure of 6 kg/cm2 flows to the feed pipe
through feed valve and 5-kg/cm2 pressure by drivers
brake valve to the brake pipe. The feed pipe through
check valve charges air reservoir via isolating cock and
also by brake pipe through distributor valve. The brake
pipe pressure controls the distributor valves of all the
coaches/wagons which in turn control the flow of
compressed air from Air reservoir to break cylinder in
application and from brake cylinder to atmosphere in
release.
During application, the driver in the loco lowers the BP
pressure. This brake pipe pressure reduction causes
opening of brake cylinder inlet passage and
simultaneously closing of brake cylinder outlet passage
of the distributor valve. In this situation, auxiliary
reservoir supplies air to brake cylinder. At application
time, pressure in the brake cylinder and other brake
characteristics are controlled by distributor valve.
During release, the BP pressure is raised to 5 kg/cm2 .
This brake pipe pressure causes closing of brake
cylinder inlet passage and simultaneously opening of
brake cylinder outlet passage of the distributor valve.
The distributor valve connects brake cylinder to

41

atmosphere. The brake cylinder pressure can be raised

or lowered in steps.
In case of application by alarm chain pulling, the
passenger emergency alarm signal device (PEASD) is
operated which in turn actuates passenger valve (PEV)
causing exhaust of BP pressure through a choke of 4
mm. Opening of guard emergency brake valve also
makes emergency brake application.
There are two
case of braking, when only loco move and when entire
train move. Consequently there are two valves in the
driver cabin viz SA-9&A-9. Braking operation of above
case is shown in chart below.

LAYOUT

42

GEBV
Pressure
gauge
Guard
emergency
brake
system
FP
DC

DC
BP

Cut off
angle cock
DV

CR

BC

AR

BC
PEV

Core
brake
system
Passenger alarm
system
PEAS D

PEAS D

VALVES USED IN BRAKING SYSTE

43

7. SPEEDOMETER

INTRODUCTION
The electronic speedometer is intended to measure
traveling speed and to record the status of selected
locomotive engine parameters every second. It
comprises a central processing unit that performs the
basic functions, two monitors that are used for
displaying the measured speed values and entering
locomotive drivers identification data and drive
parameters and a speed transducer. The speedometer
can be fitted into any of railway traction vehicles. The
monitor is mounted on every drivers place in a
locomotive. It is connected to the CPU by a serial link.
Monitor transmits a driver, locomotive and train
identifications data to the CPU and receives data on
travel speed, partial distance traveled, real time and
speedometer status from the CPU A locomotive driver
communicates with the speedometer using the monitor:
a keyboard and alphanumeric displays are used for
authorization purposes, travel speed values are
monitored on analog and digital displays, whereas
alphanumeric displays, LEDs and a buzzer signal
provide information on speedometer and vehicle status.

44

WORKING MECHANISM
Speedometer is a closed loop system in which optoelectronic pulse generator is used to convert the speed
of locomotive wheel into the corresponding pulses.
Pulses thus generated are then converted into the
corresponding steps for stepper motor. These steps
then decide the movement of stepper motor which
rotates the pointer up to the desired position. A feed
back potentiometer is also used with pointer that
provides a signal corresponding to actual position of the
pointer, which then compared with the step of stepper
motor by measuring and control section. If any error is
observed, it corrected by moving the pointer to
corresponding
position.
Presently a new version of speed-time-distance recorder
cum indicator unit TELPRO is used in the most of the
locomotive. Features and other technical specification of
this speedometer are given below.

45

Salient features
Light weight and compact in size
Adequate journey data recording capacity
Both analog and digital displays for speed
Both internal and external memories for data storage
Memory freeze facility

46

Stepless wheel wear compensation

Dual sensor opto electronic pulse generator for speed
sensing
Over speed audio visual alarm
7-digit odometer
User friendly Windows-based data extraction and
analysis software
Graphical and tabular reports generation for easy
analysing of recorded data
Cumulative, Trip-wise, Train-wise, Driver-wise and
Date-wise report generation
Master-Slave configuration

Applications
Speed indication for driver.
Administrative control of traction vehicle for traffic
scheduling.
Vehicle trend analysis in case of derailment/accident.
Analysis of drivers operational performance to provide
training, if required.

47

Technical Specifications
The system requires a wide operating voltage of 50 V DC to 140 V
DC.

A. Operating conditions
Conditions

Values

Temperature

-5C to +70C

48

Relative humidity

95% (max)

Accuracy of Master &

Slave

1.0% of full scale deflection

B. Analogue indication
Factors

Values

Scale spread over

240

Illumination

12 equally spaced LEDs on dial

circumference

Brightness control

0-100% in 10 steps

Dial size

120 mm

Dial colour

White with black pointer & numerals

Max speed range

0-150, 0-160 & 0-180 Kmph (can be

made as per customers request)

C. Digital indication
Features

Values

LCD display

16x2 character alphanumeric LCD with

backlit control

Time display

HH:MM:SS on 24-hour scale

D. General
Factors

Values

Size

145x215x160 mm (typical)

Weight: Master & Slave

(approx)

3.5 kg (Master); 3.15 kg (Slave)

49

Odometer

7 digit with 1km resolution

Input speed sensing

2 inputs for opto-electronic pulse

generator 200 or 100 pulses/rev
(configurable)

8. CYLINDER HEAD

50

INTRODUCTION
The cylinder head is held on to the cylinder liner by
seven hold down studs or bolts provided on the cylinder
block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms
a part of combustion chamber. It is a complicated
casting where cooling passages are cored for holding
water for cooling the cylinder head. In addition to this
provision is made for providing passage of inlet air and
exhaust gas. Further, space has been provided for
holding fuel injection nozzles, valve guides and valve
seat inserts also.

Components of cylinder head

In cylinder heads valve seat inserts with lock rings
are used as replaceable wearing part. The inserts are
made of stellite or weltite. To provide interference fit,
inserts are frozen in ice and cylinder head is heated to
bring about a temperature differential of 250F and the
insert is pushed into recess in cylinder head. The valve
seat inserts are ground to an angle of 44.5 whereas the
valve is ground to 45 to ensure line contact. (In the
latest engines the inlet valves are ground at 30 and
seats are ground at 29.5). Each cylinder has 2 exhaust
and 2 inlet valves of 2.85" in dia. The valves have stem
of alloy steel and valve head of austenitic stainless steel,
butt-welded together into a composite unit. The valve
head material being austenitic steel has high level of
stretch resistance and is capable of hardening above
Rockwell- 34 to resist deformation due to continuous
pounding action.

51

The valve guides are interference fit to the cylinder

head with an interference of 0.0008" to 0.0018". After
attention to the cylinder heads the same is hydraulically
tested at 70 psi and 190F. The fitment of cylinder
heads is done in ALCO engines with a torque value of
550 Ft.lbs. The cylinder head is a metal-to-metal joint on
to cylinder.
ALCO 251+ cylinder heads are the latest generation
cylinder heads, used in updated engines, with the
following feature:
Fire deck thickness reduced for better heat
transmission.
Middle deck modified by increasing number of ribs
(supports) to increase its mechanical strength. The
flying buttress fashion of middle deck improves the
flow pattern of water eliminating water stagnation at
the corners inside cylinder head.
Water holding capacity increased by increasing
number of cores (14 instead of 11)
Use of frost core plugs instead of threaded plugs,
arrest tendency of leakage.
Made lighter by 8 kgs (Al spacer is used to make good
the gap between rubber grommet and cylinder head.)
Retaining rings of valve seat inserts eliminated.
Benefits: Better heat dissipation
Failure reduced by reducing crack and eliminating
sagging effect of fire deck area.
Maintenance and Inspection

52

Cleaning: By dipping in a tank containing caustic

solution or ORION-355 solution with water (1:5)
supported by air agitation and heating.
Crack Inspection: Check face cracks and inserts
cracks by dye penetration test.
Hydraulic Test: Conduct hyd. test (at 70 psi, 200F for
30 min.) for checking water leakage at nozzle sleeve,
ferrule, core plugs and combustion face.
Dimensional check :
Face seat thickness: within 0.005" to 0.020"
Straightness of valve stem: Run out should not
exceed 0.0005"
Free & Compressed height (at 118 lbs.) of springs: 3
13/16" & 4 13/16"
Checks during overhauling:
Ground the valve seat insert to 44.5/29.5, maintain run
out of insert within 0.002" with respect to valve guide
while grinding.
Grind the valves to 45/30 and ensure continuous hair
line contact with valve guide by checking colour match.
Ensure no crack has developed to inserts after grinding,
checked by dye penetration test.
Make pairing of springs and check proper draw on valve
locks and proper condition of groove and locks while
assembling of valves.

53

Lap the face joint to ensure leak proof joint with liner.
Blow by test:
On bench blow by test is conducted to ensure the
sealing effect of cylinder head.
Blow by test is also conducted to check the sealing
efficiency of the combustion chamber on a running
engine, as per the following procedure:
Run the engine to attain normal operating temperature
(65C)
Stop running after attaining normal operating
temperature.
Bring the piston of the corresponding cylinder at TDC
in compression stroke.
Fit blow-by gadget (Consists of compressed air line
with the provision of a pressure gauge and stopcock)
removing decompression plug.
Charge the combustion chamber with compressed air.
Cut off air supply at 70 psi. Through stop cock and
record the time when it comes down to zero.7 to 10
secs is OK.

54

9.DYNAMO

A dynamo is an electrical generator that produces direct

current with the use of a commutator. Dynamos were
the first electrical generators capable of delivering power
for industry, and the foundation upon which many other
later electric-power conversion devices were based,
including the electric motor, the alternating-current
alternator, and the rotary converter. Today, the simpler
alternator dominates large scale power generation, for
efficiency, reliability and cost reasons. A dynamo has
the disadvantages of a mechanical commutator. Also,
converting alternating to direct current using power

55

rectification devices (vacuum tube or more recently solid

state) is effective and usually economic.

10. PIT WHEEL

LATHE

INTRODUCTION
Various type of wear may occur on wheal tread and
flange due to wheel skidding and emergency breaking.
Four type of wear may occur as follows:-

56

Tread wear
Root wear
Skid wear and
Flange wear
For maintaining the required profile pit wheel lathe are
used. This lathe is installed in the pit so that wheel
turning is without disassembling the axle and lifting the
loco and hence the name pit wheel lathe
Wheel turning
Wheel turning on this lathe is done by rotating the
wheels, both wheels of an axle are placed on the four
rollers, two for each wheel. Rollers rotate the wheel and
a fixed turning tool is used for turning the wheel.
Different gages are used in this section tocheck the
tread profile. Name of these gages are: Star gage
Root wear gage
Flange wear gage
J gage
j-gage is used to calculate the app. Dia of wheel.
Dia. Of wheel = 962 +2(j-gage reading) mm

CAUSES OF WHEEL SKIDDING On excessive brake cylinder pressure (more than 2.5
kg/cm).
Using dynamic braking at higher speeds.

57

When at the time of application of dynamic braking,

the brakes of loco would have already been applied.
(in case of failure of D-1 Pilot valve).
Continue working , when C-3-W Distributor valve P/G
handle is in wrong position.
Due to shunting of coaches with loco without
connecting their B.P./vacuum pipe.
Shunting at higher speeds.
Continue working when any of the brake cylinder of
loco has gotten jammed.
The time of application/release of brakes of any of the
brake cylinder being larger than the others.
When any of the axle gets locked during on the line.

11. FAILURE ANALYSIS

58

INTRODUCTION
A part or assembly is said to have failed under one
of the three conditions:When it becomes completely inoperable-occurs when
the component breaks into two or more pieces.When it
is still inoperable but is no longer able to perform its
intended function satisfactorily- due to wearing and
minor damages.
When serious deterioration has made it unreliable or
unsafe for continuous use, thus necessitating its
complete removal from service for repair or
replacement-due to presence of cracks such as thermal
cracks, fatigue crack, hydrogen flaking.
In this section we will study about: Metallurgical lab.
Ultrasonic test
Zyglo test and
RDP test.

Metallurgical lab.
Metallurgical lab. concern with the study of material
composition and its properties. Specimens are checked
for its desired composition. In this section various tests
are conducted like hardness test, composition test e.g
determination of percentage of carbon, swelling test etc.
Function of some of the metal is tabulated in table below
:S.No. Compound

Function

59

1.
2.
3.
4.
5.
6.
7.

Phosphorous
Graphite
Cementide
Chromium
Nickel
Nitride
rubber
Neoprene

8.

Silicon

Increase the fluidity property

Increase machinability
Increase hardness
Used for corrosion prevention
Used for heat resistance
Oil resistance in touch of O ring
Air resistance & oil resistance in
fast coupling in rubber block.
Heat resistance and wear
resistance (upto 600 C ) use at
top and bottom pore of liner.

Swelling test
Swelling test is performed for rubber in this test
percentage increase in weight of the rubber after
immersing in solution is measured and increase in
weight should not be more than 20%. Two type of
swelling test viz low swelling and high swelling are
performed in the lab. Three type of oil solution are used
for this purpose listed below: ASTM 1
ASTM 2
ASTM 3
Procedure
1. Select specimen for swelling test
1. Note the weight of the specimen
2. Put in the vessel containing ASTM 1 or ASTM 3

60

3. Put the oven at 100 C

4. Put the vessel in the oven for 72 hrs.
5. After 72 hrs. Weigh the specimen.
Rubber
Broadly there are two types of rubber:
1). Natural rubber- this has very limited applications. It is
used in windows and has a life of 1 year.
2). Synthetic rubber- this is further subdivided into five
types.
VUNA-N (2 year life)
Polychloroprene or Neoprene (2 year life)
SBR (3 year life)
Betel (3 year life)
Silicone (3 year life).
VUNA-N rubber is used in oily or watery area, neoprene
is used in areas surrounded by oil and air while betel
and silicone are used in areas subjected to high
temperatures such as in pistons.
When the fresh supply of rubber comes from the
suppliers it is tested to know its type.The test consists of
two solutions, solution 1 and solution 2, which are
subjected to the vapors of the rubber under test and
then the color change in solution is used for
determination of the type of rubber. The various color
changes are as follows:
Violet- natural rubber
Pink- nit rile
Green-SBR

61

When no color change is observed the vapours are

passed through solution 2. The colour change in
solution 2 is: Pink- neoprene.
Silicone produces white powder on burning. If there is
no result on burning then the rubber is surely betel.

ULTRASONIC TESTING
In ultrasonic testing, very short ultrasonic pulse-waves
with center frequencies ranging from 0.1-15 MHz and
occasionally up to 50 MHz are launched into materials to
detect internal flaws or to characterize materials.
Ultrasonic testing is often performed on steel and other
metals and alloys, though it can also be used on
concrete, wood and composites, albeit with less
resolution. It is a form of non-destructive testing.

ZYGLO TEST
The zyglo test is a nondestructive testing (NTD) method
that helps to locate and idetify surface defects in order to
screen out potential failure-producing defects. It is quick
and accqurate process for locating surface flaws such
as shrinkage cracks, porosity, cold shuts, fatigue cracks,
grinding cracks etc. The ZYGLO test works effectively in
a variety of porous and non-porous materials:
aluminum, magnesium, brass, copper, titanium, bronze,
stainless steel, sintered carbide, non-magnetic alloys,
ceramics, plastic and glass. Various steps of this test
are given below: Step 1 pre-clean parts.
Step 2 apply penetrant

62

Step 3 remove penetrant

Step 4 dry parts
Step 5 apply developer
Step 6 inspection

RED DYE PENETRATION TEST (RDP)

Dye penetrant inspection (DPI), also called liquid
penetrant inspection (LPI), is a widely applied and lowcost inspection method used to locate surface-breaking
defects in all non-porous materials (metals, plastics, or
ceramics). Penetrant may be applied to all non-ferrous
materials, but for inspection of ferrous components
magnetic particle inspection is preferred for its
subsurface detection capability. LPI is used to detect
casting and forging defects, cracks, and leaks in new
products, and fatigue cracks on in-service components.

Principles
DPI is based upon capillary action, where low surface
tension fluid penetrates into clean and dry surfacebreaking discontinuities. Penetrant may be applied to
the test component by dipping, spraying, or brushing.
After adequate penetration time has been allowed, the
excess penetrant is removed, a developer is applied.
The developer helps to draw penetrant out of the flaw
where a visible indication becomes visible to the
inspector.

63

12. POWER PACK SECTION

The work of the power pack is to do the fitting work

of the head on the loco. They take out head from the
engine and assembled it again on the loco. In the power
pack section the assembly of piston and connecting rod
is done. The thorough checking of piston is done in this
section. The piston is send for zyglo test then it is
checked for all the clearances. It is checked whether the
piston is seizing or not.
There are two types of piston used modified
and unmodified. In modified piston and piston head is
made up of steel, the piston skirt is made up of
aluminium. Unmodified piston is totally made up of steel
only. The weight of the assembly is of 90kg.
There are generally 5 rings used in the cylinder,
first 3 are compression ring next 2 are oil rings. The first

64

one is made up of steel and has square face. The

second one is also of steel and has tapered face. The
third one is of C.I. and is fuel efficient taper face. The
fourth and fifth are also of C.I. and are called oil
scrapper rings.

13.FORKLIFT TRUCK

65

A forklift truck (also called a lift truck, a fork truck, or

a forklift) is a powered industrial truck used to lift and
move materials short distances. The forklift was
developed in the early 20th century by various
companies including the transmission manufacturing
company Clark and the hoist company Yale & Towne
Manufacturing.[1][2][3] Following World War II the use and
development of the forklift truck has greatly expanded
worldwide. Forklifts have become an indispensable
piece of equipment in manufacturing and warehousing
operations.[4] In 2013 alone the top 20 manufacturers
worldwide posted sales of $30.4 billion with 944,405
machines sold.;[5] and the U.S. forklift market was nearly
$33 billion.

Indirectly assisting sections

Those sections which indirectly assist in the
maintenance work are called indirectly assisting
sections. The labs generally come under this sections.
The various indirectly assisting section are as follows:1. Metallurgical lab
2. Machine shop
3. C.T.A. cell
4. Control room

66

The brief introductions of these section are given below.

1.Metallurgical lab

In this section the properties of the lube oil & fuel oil are
tested and if they are up to the mark then they are only
used.
When the loco comes for a schedule, the lube oil of the
loco checked thoroughly. When the metals slides over
each other
Sometimes they cause wear, but there is continuous
flow of lube oil between them which takes those
particles with them. This increases the quality of
different metals in them. So, in this lab the different
percentage of elements are taken out by electronics
method.
In this test, a very thin film is created between two
graphite electrodes having high potential difference
between them. This causes a spark between them
which carries a high temperature (25000 C). this
process is done in UV-Rays. So the valence electrons of
different element in outer shell get excited and jump to
the excited level. They remain there for 10-2 sec. when
they come down to normal state they release energy in
the form of light rays. Different elements release
different intensity waves which are focused on a

67

different grating, which splits the light into a spectrum.

These spectrum lights are focused on the potential
tubes based on photo electric effect. This generates
electric signals that are read & compared by the
computer to the standard data. The data is as follows:Elements
Cu
Pb
Sn
Fe
Cr
Na
Al
Si
B

Min. Limit (in Max. limit (in

ppm)
ppm)
10
20
5
10
5
10
20
50
5
10
30
50
5
10
15
20
10
20

So according to these limits we can easily detect which

metal is wearing more, and according to that which part
has to be checked and changed.

68

The standard properties of the fluids are as

follows:Fuel Oil Properties
Acidity

nil

Pour point
3oC(winter)15oC(summer)
Distillation record(370oC)
Flash point

95% min.
35oC min.

Kinematic viscosity (40oC)

2 5 cst.

Density (15oC)
kg/m3

820-860

Sulphur max% by weight

0.25

Water max% by volume

0.05

Carbon residue % wise by weight

0.30

Lube oil properties

Appearance
bright

clean

&

Kinematic viscosity (100oC)

cst

15.5 16.3

Viscosity index

110min.

69

Pour point

21max

Flash point

200oC

Sulphur

1.39-1.63%

Different tests are conducted on the oil and their properties are
tested out. If the readings are different then the action is taken
by the administration.

1. Machine shop
In this section machining of different parts is done. The
machine shop has different lathe, grinding machine,
power hacksaw, drill machine & shaper machine. But
the machining of very few components like expresser
shaft, generator armature is done and most of the parts
are replaced because there is no comprise for the
efficiency.

2. C.T.A Cell
The information for any movement is necessary to be
given to the head office. So there should be a body
which can form a like between administration and the
shed. This is done by C.T.A cell.
The few main works are as:1. Interaction between H.O and shed.

70

2. To keep check of the technical view

on the working in the shed.
3. To check the work quality according
to the standards.
4. To solves the problem s of the
sheds different departments.
5. To contact the concerned private
agencies if there is some problems
in their services.
6. To maintain the standard criteria of
I.S.O as they need the six monthly
contracts.
So, in this way C.T.A cell plays an important role of
interaction between shed and administration.
3.CONTROL

ROOM

It controls and regulates the complete movement,

schedules, duty of each loco of the shed. Division level
communications and contacts with each loco on the line
are also handled by the control room. Full record of loco
fleet, failures, duty, overdue and availability of locos are
kept by the control room. It applies the outage target of
loco for the shed, as decided by the HQ. It decides the
locomotives mail and goods link that which loco will be
deployed on which train. It operates 116 Mail and
11Goods link from the shed locos. For 0-0 outage total
127 loco should be on line.

71

The schedule of duty, trains and link is decided by the

control room according to the type of trains. If the loco
does not return on scheduled time in the shed then the
loco is termed as over due and control room can use
the loco of another shed if that is available.
The lube oil consumption is also calculated by the
control room for each loco.

STEPS MAY
IMPROVEMENTS
1.

BE

TAKEN

FOR

Assembly wise Trend analysis of failures

-

Identification of critical assemblies

Internal Audit of the sections in the

order of criticality

Identification of nonconformities

Implementation of revised
maintenance instructions.

Follow up

2.
Responsibility wise analysis of
failures

72

Counselling and check sheets

3. Strictly ensuring that booked repairs are

attended along with the Scheduled repairs

4. Trouble shooting guide covering all types of

locos

5. Sensitising the staff to actual performance

meetings

Display Boards for performance, Failure

6. Training

Emphasis on refreshers
Animated electrical circuits

7. Emphasis on staff welfare

Regular grievance meeting with P

Branch officials
8.

Enhancing the safety features of the

locomotive

73

Auto flasher lights have been provided on

all locomotives
-

Dynamic braking have been made

functional on all WDM class locos

Provision of Twin Beam head lights has

been made on 43 locomotives
Focusing of head lights is being ensured
on all locomotives
Check lists have been issued for
inspection of safety items on locos.
Comprehensive attention to bogie is
ensured when bogie run out for any work

DIESEL TRACTION IS THE LATEST

First steam locomotive Puffing Devil was built by
Richard Trivethick, a Conish Engineer in 1801Thus, beginning of steam traction.
Electricity first used for traction purpose in 1881
by German engineer Werner Van Siemens using
both rails to carry the current- Thus, beginning of
Electric traction.

74

First diesel loco came into existence in 1912 after

invention

of

diesel

engine

in

1893-

Thus,

beginning of Most Modern Diesel Traction.

DIESEL TRACTION IS MOST ENERGY

EFFICIENT
Diesel Traction is most energy efficient mode of
traction.
Thermal efficiency of a diesel engine is 40% and
transmission losses reduce it to about 32%.
The efficiency of Electric traction when electricity
is generated from coal is only about 29% with
63% losses in Power Station, 4% in Transmission
lines & 4% in locomotives.

DIESEL LOCOS CAN HAUL HEAVIER

LOADS
Modern Diesel Locomotives have higher load
hauling capability.

75

Load hauling capability of locomotive depends on

the ability of the locomotive to start a load, which
in turn depends on the following factors.
1.

Axle Load- A function of track geometry and is

independent of the mode of traction.

2.

Adhesion- Ability of loco to hold onto rail and

move forward. Max adhesion of 43% achieved
in state of the art 4000 HP GM Loco against
37% achieved in 6000 HP ABB loco.

Starting tractive effort of 4000 HP loco is 53

tonnes as compared to 47 tonnes in case of 6000
HP ABB loco.
The world over, Diesel locomotives haul trains up
to 23,000 tonnes while there is no evidence of
such capability in case of electric traction.

DIESEL TRACTION IS CLOSEST TO

NATURE
Diesel traction is most environment friendly mode
of traction.
In diesel traction both the production and use of
power takes place on the locomotive itself

76

whereas in case of electric traction, electricity is

produced in the power plant and then used on the
electric locomotive.
A comparison made on the basis of pollution
created on account of generation of one KW of
power in power plant shows that seen that electric
traction results in 65% more pollution than diesel
traction.

WDM3A

A long distance express train

77

WDG-4 numbered 12049

WDP-4 diesel locomotive

DIESEL TRACTION IS MOST

ECONOMICAL

Diesel traction is more economical as compared

to Electric traction.

A comparative cost study reveals the following.

CAPITAL COST

S. Description

Diesel

Electric

No

Traction

Traction

1.

Locomotive cost

2.69 crore

3.11 Crore

2.

Electrification

NIL

3.25 crore

cost (One electric

78

loco every 5 km).

Total

Rs.

2.69 Rs. 6.36 crore

crore

RUNNING COST (Rs./1000 GTKM)

S. Description

Diesel

Electric

No

Traction

Traction

Rs. 72.25

Rs. 98.62

Rs. 50.07

Rs. 51.03

1.

Passenger
service

2.

Freight services

DIESEL TRACTION IS IDEAL FOR INDIAN

CONDITIONS
Diesel Traction is least prone to sabotage. With on
board power generation, it can move anywhere any
time. In Electric traction OHE are the ones which
are very much prone to sabotage activities.

79

Cyclones, heavy rains, thunder- storms etc. least

affect diesel operations whereas these natural acts
of God can cause havoc to OHE masts, catenaries
and

contact

wires

thus

disturbing

the

entire

operation of trains in one go.

With shortage of electric power for even civilian use,
it will not be surprising if someday Railway
operations on Electric power is affected.

Future requirement of renewal of existing assets like

OHE masts, wires etc. will put a heavy burden on
Railways coffers which is showing a decreasing
trend.

DIESEL TRACTION SAVES PRECIOUS

FOREIGN EXCHANGE

Electrification can save precious foreign exchange

lost through imported oil is a myth.
Railways use only 2.56% of the total liquid
petroleum fuel production in the country as
against 4.76% for power generation and 48.67 %
for road and agricultural transport.

80

In case entire traffic is diverted on electric traction,

it will cause more power shortage for domestic &
household use, as people will be forced to use
inefficient Gensets. Thus more loss in terms of
foreign exchange will be incurred.