project file and description file of diesel locomotive shed tughlakabad

1. INDIAN RAILWAY
INTRODUCTION
Indian Railway is the state-owned railway company of India, which owns and operates most
of the country's rail transport. It is overseen by the Ministry of Railways of the Government
of India.
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.It is the world's
largest commercial or utility employer, with more than 1.4 million employees. The railways
traverse the length and breadth of the country, covering 6,909 stations over a total route
length of more than 63,327 kilometres (39,350 mi). As to rolling stock, IR owns over 200,000
(freight) wagons, 50,000 coaches and 8,000 locomotives.
By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the
systems were nationalised as one unit, becoming one of the largest networks in the world. IR
operates both long distance and suburban rail systems on a multi-gauge network of broad,
metre and narrow gauges. It also owns locomotive and coach production facilities.

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INDIAN RAILWAY HISTORY
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.

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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 Dibrugarh-Dinjan
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 modernity—but 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 private-versus-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

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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.
Summary of Growth of Assets in Indian Railways over the years after Independence.
The Indian Railways has three gauges: broad gauge (1.676 meter), meters gauge (1 meter)
and narrow gauge (0.762 and 0.610 meter). In 1950-51, the combined route kilometers of
these gauges were 53,597. In 1995-96 the route length rose to 62,915 km showing a total
increase of 9,336 m which represents an increase of 17.42 per cent and an average annual
increase of 0.38 percent which was the highest in the Sixth Plan (2.9 per cent), followed by
the First Plan (1.3 percent).
Electrification in the Indian Railways started in 1925, but remained confined mostly to
suburban traffic. Till 1955-56, the electrified route kilometers was just 388 which increased
to 748 by 1960-61, registering an increase of 92.7 percent at an average growth of 18.5 per
cent per year. The average annual growth ate till 1995-96 was 388. The electrified route
length was 0.72 per cent of the total route length in 1950-51 which went up to 19.5 per-cent
in 1995-96.
New Railway stations
In 1950-55, the number of railway stations in the country was 5,976 which gradually rose to
7,068 in 1995-96.
In 1950-51, the freight traffic on railways was 93 million tones originating, of which the
revenue-earning traffic was 73.2 million tones originating. Since then, both the total traffic
and the revenue-earning traffic have been showing an upward trend though not consistently

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and have increased to 405.5 and 390.7 million tones originating respectively in 1995-96 with
an annual average growth rate of 5.38 and 6.39 per cent respectively. The increase in
revenue-earning traffic in recent years, particularly during the last five years, has been largely
the result of reduction in the volume of non revenue-earning traffic.
What is diesel shed
It is a place where repair and maintenance work of diesel locomotives
Is carried out so as to increases its life and efficiency and to reduce
line failures to a minimum extent.
Diesel Shed TKD
Tughlakabad is one such premier shed in Northern Railways homing
162 Diesel Locos. Because of its geographical location and being
In the capital, it serves a large number of Mails /Express trains which across the length &
breadth of the country casting to goods operation.
Diesel Shed, Tughlakabad is spread over an area of 1,10,000 m 2 out of Which 10,858 m2
is covered.
Diesel Shed ,Tughlakabad was established in the year 1970 with a planned
Holding of 75 locomotives and initial holding of 26 WDM2 locomotives.
Today, after 36 years of its existence, the shed has grown to a total holding
Of 162 locomotives of five types, which include 59WDM2 (2600HP) 21 WDM4 (3100HP)
02 WDM2 (3300HP), 51 WDP1 (2300HP) and 29WDP3 (3100HP).
Shed is maintain a mail link of 122 locos, which is highest for any shed on Indian railways.
Some of the important and prestigious trains being run by the shed are : Jammu Tawi and
Gowahati Rajdhani express, Shatabdi express for Amritsar ,Dehradun and Ajmer, Puja
Express, Uttar Sampark kranti, Lucknow Mail,Kashivishwanath, Sharamjivi Express and the
tourist train palace-on-wheels.

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SHED LAYOUT
The shed has a total berthing capacity for 17 locomotives under 4 covered bays. The main
bays are:-
1. The subassemblies section
2. The heavy repair and bogie section(3 berths for heavy repairs & 2 lifting points)
3. Mail running repair bay(6 berths).
4. Goods and out of course running repair bay(6 berths)
There was one old steam shed. This shed had a capacity for berthing 4 locomotives. This shed
was used for light repairs only.Now a days, a new construction is being on for new locos of
make WDP4 locomotives.
WDS-4 SHUNTING

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DIESEL TRAINING CENTRE
Diesel training centre at Tughlakabad was set
in 1975 in premises of diesel shed, Tughlakabad northern railway with a view to train diesel
running staff as well as diesel maintenance to improve overall efficiency of railway workers
quality by upgrading the knowledge of railway workmen by starting few courses.
INFRASTUCTURE
Diesel training centre
There are five classrooms ,a big hall and a model room with cut models (with working and
non-working types of various important components of locomotives such as
expressor,cylinder head, turbo super charger, water pump, lube oil pump, governor, etc for
better understanding. A well qualified team of trainers from maintenance and running is
available for providing training.
Diesel fault simulator
It comprises of actual electric panel, cut model of engine block(in working) and test benches.
It helps n improving, analyzing and understanding trouble-shooting knowledge of running
staff as well as maintenance staff
Regular courses
1. Diesel Asstt. to diesel driver promotion course
2. Diesel Asstt. Refresher course
3. Diesel refresher course
Other special courses
1. Knowledge up gradation shot duration course for Dsl. Tech. (Mech. & Elect)

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2. Electric traction to diesel traction conversion.
3. Course for drivers, shutters & Asstt. Drivers.
4. 3 years Apprentice tech. (Dsl) – (Mech. & Elect.)
5. 6 months Apprentice Tech. (Dsl) (Mech.- RRB Batch).
6. Preselections couching of SC/ST candidates for group ‘B’ LDCE cadre.
7. Preselection coaching of SC/ST candidates of Technicians for the post of JE-2
8. Preselection coaching of SC/ST candidates of Dsl. Technicians for the post Asstt.
Drivers.
ORGANISATIONAL STRUCTURE AND STAFF STRENGTH
Tughlakabad has a sanctioned strength of 1313 against which 1210 persons are on roll.
There are 9 posts of officer in the shed. The shed is headed by the Sr. DME who is assisted
by 2 Sr. scale & 6 Jr. scale officers.
The laboratories is looked after by an ACMT and the attached stores depot by an AMM.
The training school & simulator centre have been entrusted to a separate Assistant Officer.
These officer also report to the Sr. DME.

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Sr. DME
DME-I DME-II
YLY. ELECT.
SSE/G
BILL SEC.
PASS SEC.
TIME OFFICE
SHED CLG.
WASHING
PT.
AME/HRB
HRB
BOGIE
TSC SEC
EXP.SEC
AME/Trg
.
SIM.TRG
SCHOOL
AMM
STORES
SPARE CELL
AIR BRAKE
CTA CELL
ADMN.
MILL WRIGHT
FUEL CELL
M/C SHOP
PLANNING
ACMT
LAB+ETP
AME/R/M
CONTROL
ROOM
RUNNING
MAIL
RUNNING
GOODS
AME/R/E
RUNNING
ELECT
TEST
ROOM
GOV SEC.
TRACTION
M/C
CANTEEN
Note- ACMT will look after canteen for operational purpose
SUMMARY OF TECHNICAL STAFF OF DIESEL SHED TUGHLAKABAD
S.No. Section Name Strength S.No. Section Name Strength
1. Air point 01 22. Mail Mech. 68
2. Air Brake 34 28. Mech. Goods 60
3. Gauge 04 29. Mech.yearly 65
4. Battery 09 30. Shed horticulture 02
5. Bogie 69 31. Motor shop 43
6. Canteen 18 32. O.O.C. Mech. 24
7. Carpenter 04 33. Painter 12
8. Control room 23 34. Peon 13
9. CTA 04 35. Power 24
10. Cylinder head 21 36. Power pack 39
11. Drawing 02 37. Reclamation 27

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12. Diesel assistant 08 38. Room no.12 17
13. Diesel trng
school
03 39. Room no. 18 02
14. Elect/goods 75 40. Room no. 02 01
15. Elect/Mail 58 41. Room no. 28 01
16. Elect/Yearly 55 42. Room no. 4,5,7 19
17. Expresser 35 43. Spare cell 13
18. F.I.P. 05 44. Speedometer 14
19. Fuel section 17 45. Special drive 14
20. Gasket room 05 46. Time office 01
21. Half
yearly/Mech.
08 47. Traction motor 36
22. Diesel hostel 15 48. Tool room 09
23. Laboratory 14 49. Turbo 10
24. Loco cabin 05 50. Washing point 18
25. Loco turn out 02 51. Tech appoint. 88
26. Machine shop 23 1135
CLASSIFICATION OF LOCOS
Q. What do the designations such as WDM-2 means?
Locos, except of older steam ones, have classification codes that identify them.
This code is the form ‘[gauge][power][load][series][subtype][suffix]’.
1. In this the first item, ‘[gauge]’, is a single letter identifying the gauge the locos
runs on:
 W = Broad Gauge(1.67m)
 Y = Meter Gauge (1m)
 Z = Narrow Gauge (2’6” or 0.762m)
 N = Narrow Gauge (2’ or 0.61m)
2. The second item, ‘[power]’ is one or two letters identifying the power source:
 D = Diesel
 C = DC traction
 A = AC traction
 CA = Dual-power AC/DC traction
3. The third item,’[load]’ is a single letter identifying the kind of load the loco is
normally used for:
 M = Mixed Traffic
 P = Passenger
 G = Goods
 S = Shunting
 U = Multiple unit (EMU/DEMU)

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4. The fourth item, ‘[series]’, is a digit identifying the horse power range of the
loco, with ‘3’ for locos with over 3000hp but less than 4000hp, ‘5’ for locos
over 5000hp but less than 6000hp,etc. This new scheme was applied to all
passenger/goods/mixed-haul diesel locos in June2002, except for the WDM-2
and WDP-1 classes of locos.
5. The fifth item,’[subtype]’, is an optional letter or number (or to of them) that
further refines the horse power indication in 100hp increments: ‘A’ for 100hp,
‘B’ for 200hp, ‘C’ for 300hp, etc. So in this scheme , a WDM-3A refers to a
3100hp loco, while a WDM-3A would be a to a 3100hp loco, while a WDM-
3F would be a 3600hp loco.
The last item, ‘[suffix]’, is an optional indication that indicates something special about the
loco, such as a different gearing ratio or brake system usual
LOCOS AT TKD DIESEL SHED
 WDM2 - 2600 HP
 WDP1 - 2300 HP
 WDP3A - 3100 HP
 WDM3A - 3100 HP
 WDM3C - 3300 HP

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SCHEDULES
For the proper functioning of diesel shed and to reduce the number of failures of diesel locos,
there is a fixed plan for every loco, at the end of which the loco is checked and repaired. This
process is called scheduling. There are two types of schedules which are as follows:-
1. Major schedules
2. Minor schedules
MINOR SCHEDULES
Schedule is done by the technicians when the loco enters the shed.
After 15 days there is a minor schedule. The following steps are done every minor schedule
& known as SUPER CHECKING.
The lube oil level & pressure in the sump is checked.
1. The coolant water level & pressure in the reservoir is checked.
2. The joints of pipes & fittings are checked for leakage.
3. The check super charger, compressor &its working.
4. The engine is checked thoroughly for the abnormal sounds if there is any.
5. F.I.P. is checked properly by adjusting different rack movements.
This process should be done nearly four hour only. After this the engine is sent in the
mail/goods running repairs by for repairs. There are following types of minor schedules:-
1. T-1 SHEDULE AFTER 15 DAYS
2. T-2 SHEDULE AFTER 30 DAYS
3. T-1 SHEDULE AFTER 45 DAYS
4. M-2 SHEDULE AFTER 60 DAYS
5. T-1 SHEDULE AFTER 75 DAYS
6. T-2 SHEDULE AFTER 90 DAYS
7. T-1 SHEDULE AFTER 105 DAYS
8. M-4 SHEDULE AFTER 120 DAYS
9. M-8 SHEDULE AFTER 135 DAYS
T-1 SCHEDULE
1. Initial checking of expressor & expressor rundown for any leakage of lube
oil, fuel oil, water & air in the concerened system.
2. Turbo run down to check.
3. Lube oil check in the expressor.
4. Check any abnormal sound.
5. Oil & cardium compound in suspension bearing & gear cases.
6. Any breakage in spring.
7. Checking in fast coupling & flex coupling
8. Bubbling in fast coupling and flexible coupling etc.

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T-2 SCHEDULE
( T-1 + FOLLOWING ITEMS )
1. All the valves of the expressor are checked.
2. Primary and secondary fuel oil filters are checked.
3. Turbo super charger are checked.
4. Under frame are checked.
M-2 SCHEDULE
1. All the works done in T-2 schedule.
2. Check all cylinder head valve lever mechanism assemblies.
3. Engine sump examination.
4. Main bearing temperature checked by temperature gun.
5. Expressor valve replaced by expressor section.
6. Wick pad examined &condemned to replace.
7. Lube oil filter changed.
8. Lube oil Strainer cleaned fitted & top cover gasket changed ,check
Its drain cock
9. Expressor oil changed with new oil.
MAJOR SCHEDULES
M-4 SCHEDULE:
M-2 schedule carried out along with tapper phasing & blow
Bye test of all cylinder heads.
VARIOUS SECTION IN THE SHED
The whole shed is divided into various sections depending upon the Type of work. These
section assist in the repair are maintenance work of the locos.
These assisting sections may be divided into two main groups:-
1. Directly assisting sections.
2. Indirectly assisting sections.

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DIRECTLY ASSISTING SECTIONS:-
These sections which directly assist in the maintenance work of the loco are called Directly
assisting sections. These sections play an important role in the maintenance work. The
Directly assisting sections are as follows:-
1. Turbo supercharger section.
2. Expresser section.
3. Bogie section.
4. Cylinder head section.
5. Power pack section.
6. Speedometer section.
7. F.I.P section.
8. Air brake section.
9. Fuel section.
10. Pit wheel lathe section.
11. Traction motor and generator section.
1. TURBO SUPERCHARGER SECTION

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PRINCIPLE
The amount of power obtained from a cylinder in a diesel engine depends on how much fuel
can be burnt in it. The amount of fuel which can be burnt depends on the amount of air
available in the cylinder. So, if you can get more air into the cylinder, more fuel will be burnt
and you will get more power out of your ignition. Turbo charging is used to increase the
amount of air pushed into each cylinder. The turbo charger is driven by exhaust gas from the
engine. This gas drives a fan which, in turn, drives a small compressor which pushes the
additional air into the cylinder. Turbo charging gives a 50% increase in engine power.
The main advantage of the turbo charger is that it gives more power with no increase in fuel
costs because it uses exhaust drive power. it does need additional maintenance, however, so
there are some types of lower power locomotives which are built without it. The main
working of this section is to maintain the supercharger. The different types of supercharger
used in TKD diesel shed are as follows:-
1. ALCO Turbocharger(Capacity of 1.2-1.5kg/cm2)--------water cooled
2. A.B.B Turbocharger(Capacity of 1.2-2.0 kg/cm2)--------water cooled
3. G.E. Turbocharger(Capacity of 1.2-2.30 kg/cm2)--------water cooled
4. A.B.B TPR --------air cooled
5. STANO SUJA (MEKA) Turbocharger ---------air cooled
6. NAPIER Turbocharger -----water cooled
The difference between them is based on cooling system used & power required. STANO
SUJA & NAPIER are air-cooled and other are water-cooled
HOW IT WORKS
The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from the
cylinder spins the turbine, which works like a gas turbine engine. The turbine is connected by
a shaft of the compressor, which is located between the air filter and the intake manifold. The
compressor pressurizes the air going into the pistons. Hence the engine produces more
power.

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2. EXPRESSOR (6CD,4 UC Compressor Exhauster)
Working of expressor
The Expressor is located at the free end of the engine bloke and driven through the extension
shaft attached to the engine crankshaft. Expressor is a combined unit of exhauster and
compressor. The main function of exhauster unit is to create vacuum 22” in train pipe. Air
from vacuum train pipe is drawn into the exhauster cylinders through the inlet valves during
its suction stroke and that air is thrown out to atmosphere during compression stroke through
discharge valves.
The main function of compressor unit is to create air pressure in main reservoir of
locomotive up to 10kg/cm2. Atmosphere air is drown into the compressor LP cylinder
through the open inlet valves during suction stroke and same air is discharged to HP cylinder
through discharge and delivery pipe. The HP cylinders compresses the air at high pressure
and discharge it in main reservoir of locomotive for the use of brake system.

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The expressor consists of the following components mainly;
1. Crank Case
2. Crank shaft
3. Four/Three exhauster cylinders with cylinder heads
4. One/Two low pressure compressor cylinder with cylinder
head.
5. One high pressure cylinder with cylinder head.
6. Six pistons with connecting rods (including one/two
LP, one HP and four/three exhausters.)
7. Lube oil pump.
Models of Expressors used in Diesel Locos
There are two models commonly used in Diesel Locos. They are
1. 6CD-4UC
2. 6CD-3UC
In 6CD-4UC Expressor, there are six cylinders out of which the one having
smaller diameter acts as HP and one LP and four exhausters while in 6CD-3UC, there are
one HP, two LP and three exhausters.
In both models, the LP cylinder head and each exhaust cylinder head contains two
inlet and two discharge valves and the HP cylinder head contains one/two inlet and discharge
valves. The valves are such that they have liberal air flow passages to avoid flow restrictions
and to prevent excessive heating and choking of valve ports with carbon deposits due thermal
decomposition of lube oil. The retainer stud in both the assemblies must project upward to
avoid hitting the piston. The inlet valves of both LP and HP cylinders are equipped with
unloaders which help to unload the compressor when the desired pressure in the main air
reservoir is reached. Similarly, the compressor cylinders are loaded whenever there is a drop
in air pressure.

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3. BOGIE SECTION
This is the part (called the bogie) carrying the wheels and traction motors of the locomotive.
A pair of train wheels is rigidly fixed to an axle to form a wheel set. Normally, if two wheel
sets are mounted in a bogie it is known as BO-BO type, but if three wheel sets are mounted
on truck, it is called as CO-CO type. Most bogies have rigid frames as shown below.
The bogie frame is turned into the curve by the leading wheel set as it is guided by the
rails. However, there is a degree of slip and a lot of force required to allow the change of
direction. The bogie carries about half the weight of the vehicle it supports. It also guides the
vehicle, sometimes at high speed, into a curve against its natural tendency to travel in a
straight line. They provide the propulsion, the suspensions and the braking. As you can
imagine, they are tremendous structures.
The trucks also provide the suspension for the locomotive. The weight of the locomotive
rests on a big, round bearing which allows the trucks to pivot so the train can make a turn.
Below the pivot is a huge leaf spring that rests on a platform. The platform is suspended by
four, giant metal links, which connect to the boogie assembly. These links allow the
locomotive to wing for side to side.
The weight of the locomotive rests on the Helical springs and Leaf spring, which
compress when it passes over a bump. The links allow the trucks to move from side to side
with fluctuations in the truck. The truck is not perfectly straight, and at high speeds, the small
variations in the track would make for a rough ride if the trucks could not swing laterally. The

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system also keeps the amount of weight on each rail relatively equal, reducing wear on the
tracks and wheels.
There are three pivots on which the load is distributed as 60%, 20%, 20% respectively on
centre pivot, on two side bearers which are elliptical in shape. For distributing the load
equally on the axles the equalizer beams are used.
While running the defects which generally occur are:-
1. Crack in equalizer due to stress concentration.
2. Breaking of centre pivot due to inertia force.
3. There might be failure of spring.
4. Cylinder head section
The working of cylinder head is to do maintenance work on the cylinder
head. The maintenance and testing of cylinder of cylinder head is done by this
section. The complete overhauling procedures includes the following steps:-
1. Disassembling of valves and their springs and checking the tapered face of
the valve kept for the indentations.
2. Washing of head, it is done for about 4 hours.
3. The separated parts are sending for zyglo-test.
4. All the clearances are checked and the two main tests (Hydraulic testing to
check the cracks in the water jackets and Blow By to check the proper seat
matching of the cylinder head and liner) are done.
5. Assembling of all parts is done.
4. CYLINDER HEAD SECTION
TESTS CONDUCTING ON CYLINDER ON CYLINDER HEAD
HYDRAULIC TESTING
In this testing the head is testing for any type of water leakage from the water jackets
made for cooling system .There may be some cracks on the edges or near the valves sheet. for
this the one side of the water outlet is closed and the fluid at the pressure of 70psi and at the
temperature of 900 C is inserted and if there is any crack then there will be some leakage and
the appropriate action is taken.

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LUBE OIL TESTING
In lube oil cooler there are about 440 tubes from which water circulates due to high
temperature. so there may be some cracks formed. For checking the cooler is cleaned and
then fluid at a pressure of 10-54psi is injected in the tubes at 850 C for about 4 hours. This will
detect any type of leakage. The same process is repeated for after cooler testing.
For the testing of the valves they are cleaned and then send to zyglo lab for checking the
cracks. They are also checked for clearances an descend for grinding. These clearances are as
follows:-
 Valve guide 2.25”
 Angle of vsi 44.5”
 Valves insert dia. 3.063”
 Spring height 0.0045” – 0.0054”
at load of 118psi
Torque values of head
Cylinder head nut 75lbs
These are the important processes which are held in this section.
Different parts of the cylinder head
 Valve guide
 Spring seat

21. 21
 Equalizing yoke guide
 Push rod
 Valve seat insert
 Nozzle cooling sleeve
5. 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.

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There are generally 5 rings used in the cylinder, first 3 are compression ring next 2 are
oil rings. The first 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.
These parameters are checked for the following parts.
Compression rings (in inches) (in mm)
 Groove width 0.1900-0.1920” 4.83-
4.88
 Clearance in grooves 0.005-0.012” 0.13-
0.21
 Thickness 0.1835-0.1850” 4.66-4.70
 Gap 0.0300-0.2000” 0.76-
5.08
Oil scrapper ring (In inches) (in
mm)
 Groove width 0.3140-0.3150” 7.97-8.0
 Thickness 0.3105-0.3125” 7.89-7.93
 Gap 0.0300-0.139” 0.05-
0.11
Piston pin (In inches) (in mm)
 Diameter 3.7490-3.7590” 95.22-95.25
 Pin to bushing clearance 0.003-0.005” 0.051-0.064
Connecting rod (in inches)
(in mm)
Rod piston clearance 0.0120-0.024” 0.33-0.61
Small end bore 3.999-4.0055 101.544-101.57
Large end bore 6.411-6.412” 162.84-162.865

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6. SPEEDOMETER SECTION
In this section all the gauges of an engine are tested in every schedule. If they are not working
properly they are changed. In the checking process the memory card is checked and replaced.
The memory cards records the data of speed at every moment when the loco runs on the line.
This information makes the maintenance process much easier.
The control panel of WDM2 has:-
1. Two vacuum gauges
2. Two vacuum duplex
3. Two main reservoir duplex
4. Two air flow gauge
5. HS-4-gauge
6. Central air gauge
7. Fuel and lube oil gauge
Function of speedometer:
 Speed reading
 Recording data

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7. FUEL INJECTION PUMP (FIP) SECTION
F.I.P. is one of the most important parts of the loco. It stands for fuel injection pump
Fine spray is needed for successful ignition of the fuel. So the fuel has to be pumped
into the cylinder ay high pressure.
The fuel pump is operated by a cam driven of the engine. The fuel is pumped into the injector
which injects the fuel in the form of very fine spray, required for combustion in the cylinder.
For this purpose a multipoint fuel injection system is used. Nozzle is made up brass and has
nine holes through which the fuel is sprayed uniformly.
So, the fuel injector is an important part of an engine. In the schedule the F.I.P. is overhauled.
It is disassembled and then checked for any distortion at a high pressure has to be maintaining
at the time of injection.
Nozzle is tested at the pressure of:-
New nozzle 3900 psi to 4050 psi
Old nozzle 3700 psi to 3800 psi
Testing of nozzle by using a hydraulic press.
Spray pattern of the fuel should be uniform. There should be noise of chattering at testing.
The nozzle holes are cleared by 0.3mm diameter wire. The pressure of injection can be
changed by adding or removing the compensating washers (shim) which are available in
different thickness. The nozzle is tested at following specific data:-

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 Nozzle tip dia 0.44-0.65mm
 R.P.M. 500
 Stroke 300
 Temp. 100-1200 C
 Pressure 40psi
 Viscosity 6.8-7.1 cst at 300 C
(Fuel oil)
After the testing high pressure tubes in N.D.T lab the F.I.P. is cleared.
Maintenance instruction for injector
1. type of nozzle Mico Bosch
2. needle valve angle 60°
3. Nozzle valve lift 0.016”-0.026”
4. Never use hard or sharp tool and emergy cloth on nozzle valve .
5. Do not allow lapping compound on the arbor shank.
6. Chattering good
7. Spray pattern uniform
Assembly parts of nozzle holder:
1. Compensating washer
2. Guide bush
3. Spring
4. Spindle with guide bush
5. Intermediate disc
6. Nozzle
7. Nozzle cap

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8. FUEL SECTION
This section deals with the fuel transaction. It delivers the report to the management &
passes its requirement. The oil comes from IOC, BPC, and HPC. The total oil expenditure of
4700 crore rupees/year is a big amount so this is one of the most concentrating fields for the
government. So a report is sent to the head office daily. When the oil comes to the shed many
data are to be filled and sent to head office as the quantity of oil, capacity, date of loading,
unloading etc. are prepared in the presence of government inspector & the person from
company.
Before unloading following thing are checked.
1. The oil is tested by lube oil lab.
2. The temperature at time of unloading and by multiplying
by the temp. with the Correction factor, the exact volume is
calculated.
3. The moisture in the oil is checked.
Following important factors are considered by the fuel section.
1. Fuel consumption rate of shed. (gross tone/kilometer, per unit
tone/kilometer)
2. Economic factor.
3. Maintaining safety standard.
4. Oil testing.
5. Temp. correction factor.
6. Wastage allowed only 0.001%.
7. Schedule ration.
For further records fuel trip cards are maintained by the driver in this lube oil change, fuel oil
are filled by the driver & kept in record. These all records came in major schedule & send to
major head office.
The oil used are:-
HSD High speed diesel as fuel oil
RR-813 Engine block lube oil
RR 407 Expressor oil
T77 grade oil Governor, traction generator, wick lube
Cadmium compound gear & pinion on axle, fast coupling

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9. PIT WHEEL LATHE SECTION
When the loco is on line there are many types of tracks in the way on which driver has to
apply brakes. At the time of braking there are many possibilities of skidding due to sudden
braking. When two metals slide upon each other the wear of both the metal occurs. So due
this reason the wheel wears when this wear flatness exceed 50mm of length, then the wheel
needs treatment. The wheel are machined in this section. So, for making the wheel perfectly
round the wheel are send to this section. The lathe is installed in pit, hence is the name “Pit
Wheel Lathe”.
The cutting tool is made up of Tungstun Carbide (nutral insert).
Types of wear which is maintained in this section are as follows:-
1. Trade wear
2. Root wear
3. Skid wear
4. Flenge wear

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10. 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.
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.

29. 29
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.
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 3-phase
AC motors. There are between four & six motors on most diesel electric locomotives. A
modern AC motors with air blowing can provide up to 1000hp
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

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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 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 Min. Limit (in ppm) Max. limit (in ppm)
Cu 10 20
Pb 5 10
Sn 5 10
Fe 20 50
Cr 5 10
Na 30 50
Al 5 10
Si 15 20
B 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.

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The standard properties of the fluids are as follows:-
Fuel Oil Properties
Acidity nil
Pour point 3oC(winter)15oC(summer)
Distillation record(370oC) 95% min.
Flash point 35oC min.
Kinematic viscosity (40oC) 2 – 5 cst.
Density (15oC) 820-860 kg/m3
Sulphur max% by weight 0.25
Water max% by volume 0.05
Carbon residue % wise by weight 0.30
Lube oil properties
Appearance clean & bright
Kinematic viscosity (100oC) 15.5 – 16.3 cst
Viscosity index 110min.
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.
2. 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

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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.
3. 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.
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 shed’s 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.
STEPS MAY BE TAKEN FOR IMPROVEMENTS
1. 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

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2. Responsibility wise analysis of failures
– 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
- Display Boards for performance, Failure meetings
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
- 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.

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DIESEL TRACTION IS THE LATEST
 First steam locomotive ‘Puffing Devil’ was built by Richard Trivethick, a Conish
Engineer in 1801- Thus, 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.
 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.

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DIESEL LOCOS CAN HAUL HEAVIER LOADS
 Modern Diesel Locomotives have higher load hauling capability.
 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 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.

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WDM3A A long distance express train
WDG-4 numbered 12049 WDP-4 diesel locomotive

37. 37
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.
No
Description Diesel Traction Electric Traction
1. Locomotive cost 2.69 crore 3.11 Crore
2. Electrification cost (One
electric loco every 5 km).
NIL 3.25 crore
Total Rs. 2.69 crore Rs. 6.36 crore
RUNNING COST (Rs./1000 GTKM)
S.
No
Description Diesel Traction Electric Traction
1. Passenger service Rs. 72.25 Rs. 98.62
2. Freight services Rs. 50.07 Rs. 51.03

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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 one’s which are very
much prone to sabotage activities.
 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.
 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.

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