1

A

Seminar Report on

Loco workshop of railway

PRACTICAL TRAINING TAKEN AT

SUPERVISORS TREANING CENTRE AJMER

NORTH WESTERN RAILWAY

INDIAN RAILWAYS

Submitted in partial fulfillment of the

Requirements for the degree

Of

B.TECH

MECHANICAL ENGINEERING

By

ANKIT SHARMA (12EGJME719)

Under the guidance of

MR. SHRIKANT BANSAL

MR. MANISH DHADEECH

DEPARTMENT OF MECHANICAL ENGG.(B 14),

Global Institute of Technology(R 12),

Sitapura, Jaipur 302022 2012-16

2

3

CERTIFICATE

This is to certify that this seminar report on Practical Training taken at “locomotive work shop”

of “NORTHEN WESTEN RAILWAYS” is submitted by (ANKIT SHARMA : 12EGJME719) to

the Department of Mechanical Engineering, GIT, Jaipur, for the award of the degree in B.Tech

Mechanical Engineering is a bonafide record of work carried out by him/her. The contents of this

Seminar Report, in full or in parts have not been submitted to any other Institute or University

for the award of any degree or diploma.

Mr. Shrikant Bansal

Mr. Manish Dhadeech

Seminar Coordinator

Mrs. Bhavana Mathur

Head of Department

4

ACKNOWLEDGEMENT

“Inspiration and motivation have always played a key role in the success of any venture.”

Success in such comprehensive report can‟t be achieved single handed. It is the team

effort that sail the ship to the coast. So I would like to express my sincere thanks to my mentor

Mr.SK JOSHI.

It gives me immense pleasure to express my gratitude to the department of Mechanical

Engineering for their prudent response in course of completing my training report. I am highly

indebted to, MR. SHRIKANT BANSAL and MR. MANISH DHADEECH, their guidance and

whole hearted inspiration; it has been of the greatest help in bringing out the work in the present

shape. The direction, advice, discussion and constant encouragement given by them has been so

helpful in completing the work successfully.

This training wasn‟t possible if HOD of mechanical department MRS.BHAVANA

MATHUR wouldn‟t have allowed us in the first place, so thanks to her as well.

ANKIT SHARMA

12EGJME719

5

CONTENT

Chapter

Page No

INTRODUCTION 10

1.) ORGANSATION STRUCTURE 11

1.1) Zones of Indian Railways 12

1.2) Departments 14

2.) NORTH WESTERN RAILWAY 15

2.1) Facts and Other Statistics 15

2.2) Brief Outline of the Divisions 17

2.2.1) Jaipur Division 17

2.2.2) Bikaner Division 17

2.2.3) Jodhpur Division 17

2.2.4) Ajmer Division 17

3.) WHEELS 19

3.1) Wheels testing and machine 20

3.2) Axial journal testing lathes 20

3.3) Hydraulic wheel presses with a facility of mounting 21

3.4) Vertical turning lathe 21

4.) MACHINE SHOP 22

4.1) Manually operated machine 23

4.1.1) Drilling section 23

4.1.2) Center lathe section 23

4.1.3) Shaper 24

4.1.4) Slotter 24

5.) BRAKING SYSTEM 25

5.1) Air Brake System 25

5.1.1) Brake container 25

5.1.2) Connections to the Container 27

5.1.3) Brake Application 27

5.1.4) Brake Release 27

5.2) Bogie Brake Equipment 27

5.2.1) Brake Caliper Units 28

5.2.1.1) Working principle 28

6

5.2.2) Brake Cylinders 29

5.2.3) Brake Discs 29

5.2.4) Brake Shoe 30

5.3) Brake Rigging System 30

5.4) Wheel Slide Protection Equipment 31

6.) BOGIE SHOP 32

6.1) Introduction to BCNHL wagon 32

6.2) Welding 33

6.2.1) Arc welding 34

6.2.1.1) Arc welding circuit 34

6.2.1.2) Defects of arc welding 35

7.) SPRING SHOP 37

7.1) Spring treatment 37

7.1.1) Visual and magnetic crack detection 37

7.2) Spring scraping 38

7.3) Various reasons of spring failure 38

7.4) D buckling 38

8.) DIESAL SECTION 39

8.1) Turbo supercharger 40

8.1.1)Turbo supercharger principle 40

8.2) Turbo run-down test 40

8.3)Rotor balance machine 41

8.4) Advantage of super charged engines 41

8.5) Defects in turbocharger 41

9.) FUEL OIL SYSTEM 42

9.1) Fuel oil system 42

9.1.1) Fuel injection pump 43

9.2) Spray pattern 44

9.3)Spray pressure 44

10.) CYLINDER HEAD 45

10.1) Component of cylinder head 45

10.2) Maintenance and inspection 46

10.2.1) Cleaning 46

10.2.2) Crack inspection 46

7

10.2.3) Hydraulic test 46

10.2.4) Dimensional check 46

10.2.5) Straightness of valve stem 46

10.2.6) Blow by test 46

11.) SCHEDULE EXAMINATION 47

11.1) Minor schedule 47

11.2.1) Trip-1 48

11.2.2) Trip-2 48

11.2.3) Mounthly-2 schedule 48

11.2.4) Major schedules 49

12.) CONCLUSION 50

12.1) Improvements suggested to company 50

12.2) Findings 50

Reference 51

8

LIST OF TABLES

Table No. Name of Table Page No.

Table 1.1) List of Zones of Indian Railways 13

Table 1.2) List of Departments 14

Table 2.1) List of Ajmer statistics 18

Table 3.1) List of wheels dimension 19

Table 3.2) List of wheels 19

Table 7.1) Spring failure rate 37

9

LIST OF FIGURES

Figure No. Name of Figure Page No.

Fig 1.1) Indian railway logo 10

Fig 1.2) Zones Map 12

Fig 2.1 ) Logo of North Western Railway 15

Fig 2.2) Map of North Western Railway 16

Fig 3.1) Wheels 19

Fig 3.2) Axial lathe 20

Fig 3.3) Hydraulic wheel press 21

Fig 3.4) Vertical turning lathe 21

Fig 4.1) Computer numerical control 22

Fig 4.2) Drilling machine 23

Fig 4.3) Lathe machine 23

Fig 4.4) Shaper machine 24

Fig 4.5) Slotter machine 24

Fig 5.1) Brake equipment for passenger coach 25

Fig 5.2) Brake equipment panel 26

Fig 5.3) Break equipment for generator coach 26

Fig 5.4) Brake caliper unit 28

Fig 5.5) Brake Cylinders and Callipers 29

Fig 5.6) Axle Mounted and Wheel mounted brake disc 30

Fig 5.7) Diagram showing breake rigging pressure 31

Fig 5.8) Speed sensor and phonic wheel 31

Fig 6.1) BCNHL wagon 32

Fig 6.2) Flow process of BCNHL wagon 33

Fig 6.3) Welding process 34

Fig 6.4) Porosity 35

Fig 6.5) Spatter 35

Fig 6.6) Fixed manipulator 36

Fig 7.1) Spring 37

Fig 7.3) D buckling machine 38

Fig 8.1) Turbocharger 39

Fig 8.2) Impeller 40

Fig 9.1) Fuel oil system 42

Fig 9.2) Fuel injection pump 43

Fig 9.3) Fuel injection pump testing 44

Fig10.1) Cylinder head 45

10

CHAPTER-1

INTRODUCTION

(Fig 1.1 Indian railway logo)

"Lifeline of the Nation"

Type : Public sector undertaking

Reporting mark : IR

Industry : Railways

Founded : April 16, 1853

Headquarters : New Delhi, India

Area served : India

Chairman : Arunendra Kumar

Services : Passenger railways

: Freight services

: Parcel carrier

: Catering and Tourism Services

: Parking lot operations

: Other related services

Track gauge : 1,676 mm (5 ft 6 in)

: 1,000 mm (3 ft 3 3⁄8 in)

: 762 mm (2 ft 6 in)

: 610 mm (2 ft)

Electrification : 23,541 kilometers (14,628 mi)

Length : 65,000 kilometers (40,000 mi)

Revenue : 1256.8 billion (US$21 billion)

Net income : 104.1 billion (US$1.7 billion)

Owner(s) : Government of India (100%)

Employees : 2.2 million (2012)

Parent : Ministry of Railways through Railway Board (India)

Zones : 17 Railway Zones

Website : www.indianrailways.gov.in

11

ORGANSATION STRUCTURE

Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and operated

by the Government of India through the Ministry of Railways. It is one of the world's largest

railway networks comprising 115,000 km (71,000 mi) of track over a route of 65,000 km (40,000

mi) and 7,500 stations. In 2011, IR carried over 8,900 million passengers‟ annually or more than

24 million passengers daily (roughly half of which were suburban passengers) and 2.8 million

tons of freight daily. In 2011–2012 Indian Railways had revenues of 1119848.9 million (US$19

billion) which consists of 696759.7 million (US$12 billion) from freight and 286455.2 million

(US$4.8 billion) from passengers tickets.

Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the systems

were nationalized as one unit, the Indian Railways, 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, meter and narrow gauges. It also owns locomotive and coach production facilities at

several places in India and are assigned codes identifying their gauge, kind of power and type of

operation. Its operations cover twenty nine states and seven union territories and also provide

limited international services to Nepal, Bangladesh and Pakistan.

Indian Railways is the world's ninth largest commercial or utility employer, by number of

employees, with over 1.4 million employees. As for rolling stock, IR holds over 239,281 Freight

Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam, 5,197 diesel and 4,309

electric locomotives).

The trains have a 5 digit numbering system as the Indian Railways runs about 10,000 trains

daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km (40,000 mi)

route length was electrified. Since 1960.

On 23 April 2014, Indian Railways introduced a mobile app system to track train schedules.

The first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to Thane.

The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal and Bhore Ghats

inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay Government,

during a visit to Bhandup in 1843.

Indian Railways runs around 11,000 trains every day, of which 7,000 are passenger trains.

12

1.1 Zones of Indian Railways

Indian Railways is divided into several zones, which are further sub-divided into divisions. The

number of zones in Indian Railways increased from six to eight in 1951, nine in 1952 and sixteen

in 2003 and now seventeen. Each zonal railway is made up of a certain number of divisions, each

having a divisional headquarters. There are a total of sixty-nine divisions.

Each of the seventeen zones is headed by a general manager who reports directly to the Railway

Board. The zones are further divided into divisions under the control of divisional railway

managers (DRM).

(Fig 1.1 Zones Map)

13

( Table 1.1 List of Zones of Indian Railways )

Sr.

No Zone

Name

Abbr. Date

Established

Route

length

( Km)

Headquarter Divisions

1. Central CR 5 November

1951

3905 Mumbai Mumbai, Bhusawal, Pune,

Solapur, Nagpur

2. East

Central

ECR 1 October 2002 3628 Hajipur Danapur, Dhanbad,

Mughalsarai, Samastipur,

Sonpur

3. East Coast ECoR 1 April 2003 2572 Bhubaneswar Khurda Road, Sambalpur,

Waltair

4. Eastern ER 14 April 1952 2414 Kolkata Howrah, Sealdah, Asansol,

Malda

5. North

Central

NCR 1 April 2003 3151 Allahabad Allahabad, Agra, Jhansi

6. North

Eastern

NER 14 April 1952 3667 Gorakhpur Izzatnagar, Lucknow, Varanasi

7. North

Western

NWR 1 October 2002 5459 Jaipur Jaipur, Ajmer, Bikaner,

Jodhpur

8. Northeast

Frontier

NFR 15 January

1958

3907 Guwahati Alipurduar, Katihar, Rangia,

Lumding, Tinsukia

9. Northern NR 14 April 1952 6968 Delhi Delhi, Ambala, Firozpur,

Lucknow, Moradabad

10. South

Central

SCR 2 October 1966 5803 Secunderabad Secunderabad, Hyderabad,

Guntakal, Guntur, Nanded,

Vijayawada

11 South East

Central

SECR 1 April 2003 2447 Bilaspur Bilaspur, Raipur, Nagpur

12. South

Eastern

SER 1955 2631 Kolkata Adra, Chakradharpur,

Kharagpur, Ranchi

13. South

Western

SWR 1 April 2003 3177 Hubli Hubli, Bangalore, Mysore

14. Southern SR 14 April 1951 5098 Chennai Chennai, Tiruchirappalli,

Madurai, Palakkad, Salem,

Thiruvananthapuram

15. West

Central

WCR 1 April 2003 2965 Jabalpur Jabalpur, Bhopal, Kota

16. Western WR 5 November

1951

6182 Mumbai Mumbai Central, Ratlam,

Ahmedabad, Rajkot, Bhavnagar,

14

1.2 Departments

A typical division has an average track length of about 1000 km and staff strength of about

15000. All the departments and services of the Indian Railways are represented in a Division.

( Table 1.2 List of Departments )

SR.NO Name of Department Role and function

1. Engineering

Department

Maintenance of all fixed assets of the Division, i.e. Track,

Bridges, Buildings, Roads, Water supply etc.

2. Mechanical

Engineering &

Power Department

Maintenance of all rolling stock of the Division , i.e.

locomotives, passenger and freight cars; and technical super

etc.

3. Electrical Engineering

Department

Maintenance of all electric locomotives, EMUs/MEMUs and

fixed electrical assets of the Division, i.e. Overhead

equipment, lighting and power for railway establishments etc.

4. Signal &

Telecommunication

Engineering Dept

Management of the Signaling and Telecommunication (S&T)

infrastructure of the division for Safe Train operations

5. Operating and Traffic

Department

Train operations

6. Commercial

Department

Passenger ticketing, ticket checking, booking of freight rakes

and collecting fares

7. Medical Department Providing medical facilities to railway employees and their

Families

8. Safety Department Ensuring safety of train operations

9. Stores Department Ensuring material for maintenance of trains (material for all

departments except the Engineering Department)

10. Accounts Department Financial management of the division

11. Personnel Department HR functions

12. Security Department Security of railway material, passenger and passenger

Belongings

15

CHAPTER -2

NORTH WESTERN RAILWAY

“Serving Customer with Smile”

(Fig 2.1 Logo of North Western Railway)

Reporting mark : N.W.R

Founded : October 1, 2002

Headquarters : Jaipur, Rajasthan

General Manager : Anil Singhal

Track gauge : 1,676 mm (5 ft. 6 in)

: 1,000 mm (3 ft. 3 3⁄8 in)

Length : 54449.29 kilometers

Stations : 578

Division : 4

Website : www.nwr.indianrailways.gov.in

The North Western Railway is one of the sixteen railway zones in India. It is headquartered at

Jaipur. It comprises four divisions: Jodhpur and reorganized Bikaner division of the erstwhile

Northern Railway and reorganized Jaipur and Ajmer divisions of the erstwhile Western Railway.

This zone came into existence on October 1, 2002. This railway comprises a total of 578 stations

covering a total of 5449.29 route km out of which 2575.03 are broad gauge and 2874.23

are meter gauge.

North Western Railway came being on 1st

October, 2002. It was carved out of 2 divisions each

from Northern and Western Railways. The formation of this zone along with five other new

zones was first approved by Railway Board on 16th

September, 1996 and foundation stone for

this zone was laid on 17th

October 1996 by the then Prime Minister Shri H.D. Deve Gowda at

K.P. Singh Stadium, Jaipur. The impetus for formation of New Zone came with the Government

of India notification no. 97/E&R/700/1/Notification dated 14.06.2002 wherein it was decided

that North Western Railway with its jurisdiction over existing Jaipur and Ajmer divisions of

Western Railway and Jodhpur and Bikaner divisions of Northern Railway was to come into

effect from 1.10.2002.

2.1 Facts and Other Statistics

Consisting of four divisions, this railway has a total of 578 stations covering a total of 5449.29

route kms out of which 2575.03 are broad guage and 2874.23 are meter gauge. The total track

kilometers of this railway, however, are 6559.546 km. The four divisions are Ajmer, Bikaner,

16

Jaipur & Jodhpur. Jaipur & Ajmer divisions were originally part of Western Railway and

Bikaner & Jodhpur were part of Northern Railway. The total number of trains dealt by North

Western Railway amounts to 452 out of which BG trains total 264 and MG trains total 188.

(Fig 2.2 Map of North Western Railway)

17

2.2 Brief Outline of the Divisions

2.2.1 Jaipur Division

This division was formed after merging parts of BB&CI, Jaipur State Railways and Rajputana

Malwa Railway; Jaipur Division serves the states of Rajasthan, Uttar Pradesh and Haryana.

Being a predominately passenger earning division (84.92% of its earning is by way of passenger

traffic), it deals primarily with cross traffic consisting of fertilizer, cement, oil, salt, food grains,

oil seeds, lime stone and gypsum traffic. Container loading is done from here in bulk. The total

no. of stations on this division is 128 and the total no. of trains run is 146. Jaipur station alone

deals with 88 BG & 22 MG trains and 35,000 passengers in a day. In order to ensure that the

passenger does not face any hardship for reservations the division has at the moment 14

functioning Computerized Passenger Reservation System Centers. The staff strength of this

division in all categories is 12007.

2.2.2 Bikaner Division

This division was established in 1924 and it serves the states of Rajasthan, Punjab and Haryana.

This division has an equal amount of passenger and goods traffic. The main outward goods

traffic of this division is food grains, china clay and gypsum. The total no. of situations in these

divisions is 198 and the total no. of trains dealt with are 142 including the rail bus and BG and

MG mail/exp and passenger trains. Bikaner division has 12 Computerized Passenger Reservation

System functioning and one Computerized Passenger Reservation System at Ratangarh is about

to be commissioned. A proposal for opening of PRS at Mahendergarh has already been sent to

Railway Board for sanction. The staff strength of this division in all categories is 13728.

2.2.3 Jodhpur Division

This division was up in the year 1882 and it consists primarily of semi–urban districts of

Rajasthan. It covers areas of Jodhpur, Pali Marwar, Nagaur Jalore, Barmer, and Jaisalmer. It also

covers certain districts of Gujarat state. This division also serves certain sensitive areas of

Rajasthan such as Jaisalmer, Barmer and Pokaran. The main commodities loaded on this division

are lime stone, salt and gypsum. This division has a total of 144 stations and deals with 92 trains

in the inward and outward directions. Fifteen Computerized Passenger Reservation System

Centers exist over this division and another one is on the anvil. A proposal for four more

locations has already been sent. The staff strength of this division in all categories is 10231.

2.2.4 Ajmer Division

This division is spread over the states of Rajasthan and Gujarat. It is predominantly a cement

loading division as many cement plants of Rajasthan are located within the jurisdiction of Ajmer.

Rock phosphate, soap stone powder are loaded from Udaipur area. This division is prominent on

the religious and tourist map of India as it witnesses large amount of passenger traffic to Ajmer

Sharief, Pushkar, Jain Temples Dilwara at Mount Abu and Ranakpur Temples. This division has

130 stations and the total no. of trains run over the division amounts to 36 in both the passenger

and mail/exp category

.

18

In workshop Repairs and manufacturing of steam locomotives, carriages and wagons.

In 1979 Periodic Overhaul (POH) & Intermediate Overhaul (IOH) of an diesel engine is

started .

The foundation of the prestigious Central workshop was laid in 1876 and was established

in 1877

(Table 2.1 list of Ajmer statistics )

STATISTICS

1. Sanctioned Strength - 2308

2. On Roll Strength - 2010

3. No. of Officers - 4

4. No. of Supervisors - 237

5. Total Area - 160000 sq.mpp.

6. Covered Area - 71363 sq.m.

7. Power Consumption - 140000units/month

8. Water Consumption - 5000 KL/month

19

CHAPTER 3

WHEELS

In this shop, repair work of the wheel and axel is under taken. As it is known that, the wheel

wears throughout its life. When at work the profile and diameter of the wheel constantly

changes. To improve it’s working and for security reason, it is repaired and given correct

profile with proper diameter.

The diameter of new wheel is-

( Table 3.1 list of wheels dimension )

Type Wheel dia. Distance b/w journal center (mm)

Journal size(mm)

Axel wheel seat dia. (mm)

ICF 915 2159 120*113.5 172,0.25,0.35

BMEL 915 2210.2 120*179 171,0.45,0.63

Wheel can be used certain minimum diameter after which it is discarded. The diameter of

the wheel when it is condemned are-

( Table 3.2 list of wheels)

S.N TYPE OF WHEEL DIAMETER IN (MM)

1. ICF/BMEL SOLID 915-813

2. ICF TIRED 915-851

3. BMEL TIRED 915-839

(Fig 3.1 wheels)

20

3.1 Wheel testing & machining

In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for

assessing the condition of the component of wheel such as axel trial wheel disc and guttering.

The shop consist of-

(1) Axel journal testing lathe.

(2) Hydraulic wheel press with facility of mounting.

(3) Vertical turning lathe.

3.2 Axial journal testing lathe

On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is

used of carbon tool.

(Fig 3.2 axial lathe)

21

3.3 Hydraulic wheel presses with a facility of mounting.

The wheel is pressed on the axel with the help of this machine. A calculated amount of pressure

is applied and the wheel is pressed.

(Fig 3.3 hydraulic wheel press)

(Fig 3.4 vertical turning lathe)

3.4 Vertical turning lathe

External and internal diameter is corrected by this lathe; wheel is tightened on the rotating clutch.

The stationary is carbide tool cut the wheel to correct diameter.

22

CHAPTER-4

MACHINE SHOP

In this section all kinds of machining is done to obtain the correct size and shape of the job.

Besides, machining of steel job, Aluminum-plates are also machined here. Machining is other

performed manually or on automatic machines.

Machines are two types…

1. AUTOMATIC.

2. MANUALLY.

There are three types of automatic machine.

1. Numerical control.

2. Computer numerical control.

3. Direct numerical control machine.

Numerical control -The machining parameter are feed from the control panel by pushing

buttons .The job is machined according to the parameter There are N.C. boring machine in this

shop.

Computer numerical control - In this machine all the data corresponding to the initial work

piece to the final product is feed into the computer. All the process required in the order of action

is fed with the help of programmer .In this machine one, has to just fix the job is to the chuck.

All the other process is done automatically. This is the machine use for large scale production. In

this shop there is one CNC chucker turret Lathe machine.

(Fig 4.1 computer numerical control)

23

MANUALLY OPERATED MACHINE

4.1 MACHINE STAGE 1

4.1.1 Drilling section -Drilling operation is carried out here. A large for the operation .To

complete the operation faster a few gauge milling machine are also provides.

(Fig 4.2 drilling machine)

4.1.2 Center lathe section -Heavier lathes are provided in this section. All the lathes have four

jaws chuck for better holding centering is done either manually or with the help of universal

scriber. All kinds of turning are performed here. Parting off is other major operation done.

(Fig 4.3 lathe machine)

24

4.1.3 Shaper -The machine is also called horizontal shaping machine. It works on quick-return

mechanism .The arm of shaper reciprocating horizontal. The cutting takes place only in the

forward stroke. The bed of the machine is fixed and the tool reciprocating. Shaping, Planning,

Grooving etc. are performed by this machine.

(Fig 4.4 shaper machine)

4.1.4 Slotter -The is vertical shaping machine .The arm reciprocating in the vertical direction

.Most parts are the same as shaper .Slotting is the process that is carried on this machine.

(Fig 4.5 slotter machine)

25

CHAPTER 5

BRAKING SYSTEM

5.1 AIR BRAKE SYSTEM:

In Air Brake system compressed air is used for operating the brake system. The

locomotive compressor charges the feed pipe and the brake pipes throughout the length of

the train. The feed pipe is connected to the auxiliary reservoirs and the brake pipe is

connected to the brake cylinders through the distributor valve. Brake application takes

place by dropping the pressure in the brake pipe. The schematic arrangement of the brake

equipment is shown as Fig. 6.1 (For passenger coaches), Fig 6.2 (For Generator coaches)

Components of Air Brake System

1. Brake Container (Brake Equipment Panel)

2. Distributor valve

3. Pressure Tanks (125 liters, 75 liters, 6 liters)

4. Indicators

5. B.P./F.P. Couplings and Hoses

6. Emergency Brake Pull Box

7. Emergency Brake valve

8. Bogie Brake Equipment, consisting of-

Brake Discs

Brake Caliper Units (consisting of Brake Cylinder, Brake Calipers, Brake Pads)

9. Wheel Slide Control System, consisting of-

Microprocessor Control Unit

Speed Sensor/Pulse Generator

(Fig 5.1 Brake equipment for passenger coach)

26

5.1.1 Brake Container (Brake equipment panel):

The Brake Container (Brake equipment panel) consists of a Manifold on which various

devices like the Distributor Valve, Cocks, Test fittings etc. are mounted. It also consists

of the reservoirs required for the Brake system. The container is mounted under the car

body and different lines (Feed pipe, Brake pipe, etc.) are connected to it.

(Fig 5.2 Brake equipment panel)

(Fig 5.3 Brake equipment for Generator coach)

27

5.1.2 Connections to the container:

There are 4 connections to the container for Passenger Coach:

1. Feed pipe(FP)

2. Brake pipe(BP)

3. Brake cylinder pressure -- bogie

4. Auxiliary support pipe ( for toilet)

There is an additional connection for the containers of the generator coaches,

1. Support for Indicating device of handbrake

2. These connections from the container to car body are provided at the back plate

fitted with Ernesto type fittings.

5.1.3 Brake application:

1. The driver lowers the BP pressure by engaging the A-9 valve in the engine.

2. This loss in pressure is transmitted from one bogey to the next.

3. Since CR pressure remains same, the main diaphragm (above the CR) moves up

in response to the pressure drop in DV.

4. As a result the „three pressure valve‟ opens the AR-BC port .

5. Thus the AR pressure of 6 kg/cm2 flows into the BC through pressure limiters

which reduces BC pressure to 3.8.

5.1.4 Brake Release:

1. BP pressure is again increased to 5 kg/cm2.

2. Consequently, main diaphragm move down and the „three pressure valve‟ closes

the AR-BC port and opens the BC-atm. port.

3. BC pressure is released and the brake caliper is disengaged.

5.2 BOGIE BRAKE EQUIPMENT:

The Bogie Brake equipment consists of:

1. Brake Caliper Units

2. Brake Cylinder

3. Brake Discs

4. Brake Shoes

Each axle is equipped with two grey cast iron brake discs. The brake energy is dissipated

only at the axle mounted brake discs, so the wheel set is only stressed by the weight of

the coach. The advantage of this arrangement is that the superposition of the thermal

stresses and mechanical stresses is avoided.

28

5.2.1 Brake caliper units

The brake caliper units are ready–to-use combinations of a brake caliper and brake–

cylinder, providing automatic slack adjustment for wear (abrasion) on brake pads and

brake discs. Consequently, the clearance required between the disc and pads for smooth

running remains practically constant while the brakes are released.

Brake Caliper units consist essentially of the brake cylinder, the brake caliper, and the

brake shoes d1 and d2 with snap lock gates. The brake caliper units are held in the

vehicle bogies by a three – point-mounting arrangement.

5.2.1.1 Working principle:

Applying the service brake charges the brake cylinder and presses the brake pads against

the brake disc. Brake force is built up when the pads are applied. Venting the brake

cylinder releases the service brake. The return spring in the brake cylinder moves the

caliper levers to the release position.

The handbrake lever is moved mechanically. The piston is pushed forward, and the brake

pads are applied to the disc. When the parking brake is released, the caliper levers are

drawn to the release position by the return spring in the brake cylinder.

(Fig 5.4 Brake Caliper Unit)

29

5.2.2 Brake cylinders

U-series brake cylinders with automatic slack adjustment are used to operate the friction brakes

in rail vehicles. U-series brake cylinders are essentially distinguished by their integral, force

controlled slack adjustment mechanism which is designed as a single acting clearance adjuster.

The working of this mechanism is not influenced in any way by the elastic brake rigging

deflection, which varies according to the brake force. In the course of braking, the slack adjuster

quickly and automatically corrects the increasing brake pad or brake block clearance due to

wear.

(Fig 5.5 Brake Cylinder & Calipers)

5.2.3 Brake discs

The axle mounted brake disc consists of a gray cast iron friction ring and a cast steel hub,

connected by means of radially arranged elastic resilient sleeves which are secured in the

hub by means of hexagon screws. The friction ring is manufactured as a solid component

or in a split version. In the latter case, the two halves are held together by two tight –fit

screws.

30

Axle Mounted Brake Discs Wheel Mounted Brake Discs

(Fig 5.6 Axle Mounted and Wheel Mounted Brake Discs)

5.2.4 Brake shoe

The brake shoe is provided with a brake pad holder carrying replaceable pads. The brake shoe

consists of the brake pad holder, the vertical pins and the brake pad. The brake pad holder is

provided with a dovetail guide into whom the pad is slipped. The pad is held in place by a

captive gate, which is pivoted at the pad holder. To lock the gate a locking spring of spring steel

has been provided which is pre-tensioned such that in one position it secures the gate in the pad

holder and in the other (released) position it holds the gate open. For each brake disc a right and

a left hand brake shoe are required.

5.3 BRAKE RIGGING SYSTEM:

1. Due to BC pressure, the piston moves forward and strikes against the brake caliper.

2. The lever arm of the brake caliper presses onto the disc brake through the brake shoe.

3. The disc brakes are mounted on the wheel axle and so rotate along with the wheels.

4. Due to application of brake shoes, the discs begin to lose their angular speed.

5. As a result the axle also begins to slow down since the two are connected.

6. Ultimately, the wheels stop rotating as they are mounted on the same axle.

31

(Fig 5.7 Diagram showing Brake Rigging Pressure)

5.4 WHEEL SLIDE PROTECTION EQUIPMENT

1. Operates as a pressure regulation device of the air pressure inside the brake cylinder and

adjusted the braking force to the wheel to rail friction conditions so as to prevent the

wheels from locking and reduce the barking distance

2. In the case of the adhesion coefficient provided by a dry rail, the device does not interact

with the pneumatic system. The device enters into action when a loss of adhesion of the

axles is detected and, moment by moment, it adjusts the braking force to the present

adhesion conditions.

3. The operation is controlled so that the skidding wheel is allowed to find the most

favorable area for the adhesion-skidding characteristics.

4. The action of the device is controlled in order to keep the skidding wheel in the most

favorable area of the adhesion-skid characteristic.

5. Speed signal derived for CDTS.

(Fig 5.8 Speed sensor & Phonic wheel)

32

CHAPTER 6

BOGIE SHOP

6.1 Introduction to BCNHL wagon

This wagon was designed at 22.9 t axle load in 2006. The design was made by CRF section and

stainless steel materials.

BCNHL (bogie closed wagon heavy loaded )

Broad Gauge bogie wagon type BCNHL having maximum axle load of 22.9 ton has been

designed by RDSO to increase the throughput over the existing BCNAHSM1 design (axle load

22.32tonn). The payload to tare ratio for BCNHL wagon is 3.4 as compared to 2.63 of existing

BCNAHSM1 wagon. BCNHL wagon is useful for the transportation of bagged commodities of

cement, fertilizers, food grain etc. The design incorporates filament of Casnub 22HS Bogies,

High tensile (non transition type center buffer coupler), Single Pipe Graduated Release air brake

system. Now as an advancement twin pipe air brake system is developed.

Some assigned characteristics of BCNHL wagon are as following:-

1. Maximum axle load (loaded) 22.9 t.

2. Maximum axle load ( Empty ) 5.2 t

3. Maximum C.G height from Rail level (loaded) 2327mm

4. Maximum C.G height from Rail level (Empty) 1134mm

5. Maximum braking force at rail level 10 % of per axle axle load

(Fig 6.1 BCNHL wagon )

33

FLOW PROCESS OF A BCNHL WAGON

↓

↓

(Fig 6.2 flow process of BCNHL wagon )

6.2Welding:-

Welding is a fabrication process that joins materials, usually metals of thermo lasts, by causing

coalescence. This is often done by melting the work pieces and adding a filler material from a

pool of molten material that cools to become a strong joint. Sometimes pressure is used along

with heat to produce the weld. Therefore, a welding process is “a materials joining process

which produces coalescence of materials by heating them to suitable temperatures with or

without the application of pressure of by the application of pressure alone and with or without

use of filler material”.

CUTTING

PLASMA CUTTING

SHEAR CUTTING

CNC CUTTING

WELDING

MIG

WELDING

ARC WELDING

ASSEMBLY

UNDERFRAME BODY SIDE DOORS BODY END ROOF WHEELS AND

BOGIE

BRAKING SYSTEM

34

6.2.1 Arc welding:-

Arc welding is one of several fusion processes for joining metals. By applying intense heat,

metal at the joint between two parts is melted and caused to intermix directly, or more

commonly, with an intermediate molten filler metal. Upon cooling a metallurgical bond is

created.

6.2.1.1 Arc welding circuit:-

The basic arc welding circuit is shown in following fig. An AC or DC power source, fitted with

whatever controls may be needed, is connected by a work cable to the work piece and by a “hot”

cable to an electrode holder of some type, which a electrical contact with the welding electrode.

An arc is created across the gap when the energized circuit and the electrode tip touches the work

piece and is withdrawn, yet still within close contact. The arc produces a temperature of about

6500ºC at the tip. This heat melts both the base metal and the electrode, producing a pool of

molten metal sometimes called a “crater”. The crater solidifies behind the electrode as it is

moved along the joint. The result is a fusion bond.

(Fig 6.3 welding process )

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6.2.1.2 Defeats of arc welding:-

On the basis of working condition and operators skills there can be following defects in an arc

welded part:-

1. Overlap :-

When there is excessive molten metal either due to high temperature, slow working rate,

or inappropriate electrode with low melting point then metal comes out of the root and

cause defect. This is known as overlap.

2. Porosity:-

In this defect, there are minute holes in the welded portion. It can be due to-

Improper gas flow

By holding torch either to far or to close.

High welding speed

(Fig 6.4 porosity)

3. Spatter:-

This is the scattering of molten metal of work piece while welding. It occurs mainly due

to high current or varying welding speed.

.

(Fig 6.5 spatter)

36

During welding in a BCNHL wagon various welding techniques are used like flat welding,

horizontal welding, vertical welding, overhead welding, etc. But it is always preferred to weld as

flat welding. So wherever possible, by using manipulators, work piece is so adjusted that it can

be welded as flat or horizontal. It increases the efficiency of worker and it is also safe to do.

(Fig 6.7 fixed manipulator)

37

CHAPTER 7

SPRING SHOP

7.1 Spring treatment

In this section the helical is prepared. For this purpose there certain machine for testing, grading

and repairing it.

(Fig 7.1 spring)

The test performed on helical spring and laminated spring are-

(1) Visual and magnetic crack detection.

(2) Spring scraping machine.

(3) D‟ buckling

7.1.1 Visual and magnetic crack detection. The visual test with the help of magnifying lens

and glass the spring the is inspected of-

Corroded--------------- Fail

Deep seam of mark -------------------- Fail

Surface crack ------------- Fail

No sound defect ------------- Fail

( Table 7.1spring failure rate )

CAUSE PERCENTAGE OF FAILURE

Free of height 8.93%

Load test 82.08%

Dent mark, corrosion & breakage 08.39%

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7.2 Spring scraping

After the buckling test, the spring should be put on scraping machine and the camber should be

measured. In this test, the spring should be pressed quickly and camber should be measured 2

times. The spring should be test such as, it should not be more than ½ of the plate. In helical

spring scraping, the spring is kept on the machine and its free height us measure. Now the spring

is compressed, under certain and its compression is noted down. The compression is matched

from the table provided for springs. If the compression matches, the spring is passed otherwise

rejected.

7.3 Various reasons of spring failure are as follow -

1. Over camber of the spring.

2. Short camber of the spring.

3. Leaf broken.

4. Gap between the leaves of the spring.

7.3 D buckling

On this machine, buckling is performed on laminated spring. The leaves of the springs are

assembled and pressed. Now it is put on the buckling machine axial and longitudinal forces are

applied.

(Fig 7.2 d buckling machine)

39

CHAPTER 8

DIESEL SECTION

Introduction

8.1. Turbo supercharger

(Fig 8.1 turbocharger)

The diesel engine produces mechanical energy by converting heat energy derived from

burning of fuel inside the cylinder. For efficient burning of fuel, 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, pressurized 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 compressor 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.

40

8.1.1 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

turbo- supercharger, where the velocity is diffused to increase the pressure of air before it is

delivered from the turbo- supercharger.

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.

(Fig 8.2 impeller)

8.2 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.

41

The time limit for free running is 90 to 180 seconds. Low or high turbo run down time are both

considered to be harmful for the engine.

8.3 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.

8.4 Advantage 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.

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 .

8.5 Defects 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.

.

42

CHAPTER 9

FUEL OIL SYSTEM

(Fig 9.1 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 atomized. The system injects into the cylinder correctly metered amount of fuel in

highly atomized 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 atomization

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.

9.1 Fuel oil system

Fuel injection pump (F.I.P)

Spray pattern

Spray pressure

43

9.1.1 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 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.

(Fig 9.2 parts of fuel injection pump)

44

9.2 Spray pattern

Spray of fuel should take place through all the holes uniformly and properly atomized. While

the atomization can be seen through the glass jar, an impression taken on a sheet of blotting

paper at a distance of 1 to 1 1/2 inch also gives a clear impression of the spray pattern.

9.3 Spray pressure

The stipulated correct pressure at which the spray should take place 3900-4050 psi for new

and 3700-3800 psi for reconditioned nozzles. If the pressure is down to 3600 psi the nozzle

needs replacement. The spray pressure is indicated in the gauge provided in the test machine.

Shims are being used to increase or decrease the tension of nozzle spring which increases or

decreases the spray pressure

(Fig 9.3 fuel injection pump testing)

45

CHAPTER 10

CYLINDER HEAD

(Fig 10.1 cylinder head)

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.

10.1 Components of cylinder head

In cylinder heads valve seat inserts with lock rings are used as replaceable wearing part. The

inserts are made of stellate or welter. 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.

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:

46

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 kg (Al spacer is used to make good the gap between rubber grommet and

cylinder head.)

Retaining rings of valve seat inserts eliminated.

10.2 Maintenance and Inspection

10.2.1 Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution with

water (1:5) supported by air agitation and heating.

10.2.2 Crack Inspection: Check face cracks and inserts cracks by dye penetration test.

10.2.3 Hydraulic Test: Conduct hyd. test (at 70 psi, 200°F for 30 min.) for checking water

leakage at nozzle sleeve, ferrule, core plugs and combustion face.

10.2.4 Dimensional check : Face seat thickness: within 0.005" to 0.020"

10.2.5 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"

10.2.6 Blow by test:

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 (65°C)

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.

47

CHAPTER 11

SCHEDULE EXAMINATION

Introduction

The railway traffic requires safety and reliability of service of all railway vehicles. Suitable

technical systems and working methods adapted to it, which meet the requirements on safety and

good order of traffic should be maintained. For detection of defects, non-destructive testing

methods - which should be quick, reliable and cost-effective - are most often used. Inspection of

characteristic parts is carried out periodically in accordance with internal standards or

regulations; inspections may be both regular and extraordinary; the latter should be carried out

after collisions, derailment or grazing of railway vehicles.

Maintenance of railway vehicles is scheduled in accordance with periodic inspections and

regular repairs. Inspections and repairs are prescribed according to the criteria of operational life,

limited by the time of operation of a locomotive in traffic or according to the criteria of

operational life including the path traveled.

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:-

Major schedules

Minor schedule

11.1 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.

The coolant water level & pressure in the reservoir is checked.

The joints of pipes & fittings are checked for leakage.

The check super charger, compressor &its working.

The engine is checked thoroughly for the abnormal sounds if there is any.

F.I.P. is checked properly by adjusting different rack movements.

48

This process should be done nearly four hour only. After this the engine is sent in the mail/goods running repairs for repairs. There are following types of minor schedules:-

T-1 SHEDULE AFTER 15 DAYS

T-2 SHEDULE AFTER 30 DAYS

T-1 SHEDULE AFTER 45 DAYS

M-2 SHEDULE AFTER 60 DAYS

T-1 SHEDULE AFTER 75 DAYS

T-2 SHEDULE AFTER 90 DAYS

T-1 SHEDULE AFTER 105 DAYS

11.1.1 Trip-1

Fuel oil & lube check.

Expressor discharge valve.

Flexible coupling‟s bubbles.

Turbo run down test.

Record condition of wheels by star gauge.

Record oil level in the axle caps for suspension bearing.

11.1.2 Trip-2

All the valves of the expressor are checked.

Primary and secondary fuel oil filters are checked.

Turbo super charger is checked.

Under frame are checked.

Lube oil of under frame checked.

11.1.3 Monthly-2 schedule

All the works done in T-2 schedule.

All cylinder head valve loch check.

Sump examination.

Main bearing temperature checked.

Expressor valve checked.

Wick pad changed.

Lube oil filter changed.

Strainer cleaned.

Expressor oil changed.

49

11.1.4 Major schedules

These schedules include M-4, M-8 M-12 and M-24. The M-4 schedule is carried out for 4

months and repeated after 20 months. The M-8 schedule is carried out for 8 months and repeated

after 16 months. The M-12 is an annual schedule whereas the M-24 is two years.

Besides all of these schedules for the works that are not handled by the schedules there is an

out of course section, which performs woks that are found in inspection and are necessary. As

any Locomotive arrives in the running section first of all the driver diary is checked which

contains information about the locomotive parameters and problem faced during operation. The

parameters are Booster air pressure (BAP), Fuel oil pressure (FOP), Lubricating oil pressure

(LOP) and Lubricating oil consumption (LOC). After getting an idea of the initial problems from

the driver‟s diary the T-1 schedule is made for inspection and minor repairs.

50

CHAPTER 12

CONCLUSION

Gone through rigorous one month training under the guidance of capable engineers and workers

of Ajmer railways in basic training center “locomotive section” headed by chief workshop

manager Mr.sudhir gupta situated in Ajmer Rajasthan.

The training was specified under the locomotive work shop. Working under the department I

came to know about the basic machine handling, servicing and machining processes which was

shown on heavy to medium machines. Duty lathes were planted in the same line where the

specified work was undertaken.

The training brought to my knowledge the various machining and fabrication processes.

12.2 IMPROVEMENTS SUGGESTED TO THE COMPANY

In the non-distractive testing of wheels and others parts of train .they can use high

ultrasonic testing machine.

They can use an internet application to give information to each other departments for no

delay of time.

They can use more workers for cleaning of floors and workshop.

12.3 FINDINGS

In shop of fuel injection pump workers are using normal wrench for adjustment of pump

but railway provide special type of wrench. Workers of slack shop are designed and made their own tensile testing machine.

51

REFERENCES

www.wikipedia.org

www.slideshare.com

Google images

Indianrailway.org.in