Diesel loco shed

1
UNDERTAKING
I declare that the work presented in this industrial training report entitle “DIESEL LOCO
SHED & CARRIAGE WAGON KANPUR”, submitted to the department of mechanical
engineering , Allenhouse Institute of Technology ,Kanpur for partial fulfilment of requirement
for the award of the bachelor of technology degree in mechanical engineering from A.K.T.U.,
lucknow
Abhishek Dayal
1350540*****
Date: December 1,2016
Allenhouse Institute of technology ,
Kanpur 208008,INDIA

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ACKNOWLEDMENT
This report is based only on my name but numerous people were play very important role to
development of this report without the support of them I could never successfully completed
the internship as well as report.
I am highly thank of the staff of diesel loco shed and new coaching center .
Who really cooperated with e and provide me their complete guidance .
My special thanks to Mr. Shiv Singh . (D.M.E.)
Abhishek Dayal

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TABLE OF CONTENTS
Particulars Page No.
Undertaking i
Certificate ii
Acknowledgement iii
Table of contents 4
List of Figures v
TABLE OF CONTANT
CHAPTER : 1 INTRODUCTION 1-4
1.1-History of Indian Railway 1
1.2- Railway Zone and their head quarter 2
CHAPTER : 2 ABOUT LOCO SHED’S 5-27
2.1 Western Railway 5
2.2 North Western Railway 8
2.3 Central Railway 9
2.4 West Central Railway 12
2.5 South East Central Railway 14
2.6 Southern Railway 15
2.7 South Central Railway 19
2.8 South Western Railway 22
2.9 East Coast Railway 23
2.10 Northern Railway 24
2.11 North Central Railway 27
CHAPTER : 3 COACHES 29-32
3.1 TYPE OF COACHES 29
3.2 TECHNICAL DETAILS 30
CHAPTER :4 BUFFER 33

5
CHAPTER : 5 CUPLLING 34-36
5.1 SCREW CUPLLING 34
5.2 CENTER BUFFER CUPLLING 35
CHAPTER : 6 LOCOMOTIVE 37-47
6.1 LOCOMOTIVE 37
6.2 DIESEL LOCOMOTIVE 38
6.3 PART OF DIESEL ELECTRIC LOCOMOTIVE 40

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List of Figure
FIGURE PAGE
Control panel for Air Conditioning in an LHB rake of Rajdhani Express 29
Control panel for water system of an LHB rake in a Rajdhani express train 30
Buffer 32
Model of buffer 32
2-D diagram of screw coupling 33
Real picture of screw coupling 33
Center Buffer Coupling (a) 34
Center Buffer Coupling (b) 35
Diesel locomotive diagram(a) 38
Six-foot-tall alternator 40
Fuel tank of locomotive 42
one-tonne turbo-supercharger 44
2D diagram of diesel locomotive 47

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Chapter:1 Introduction
1.1 History of Indian Railway
Indian Railways, a historical legacy, are a vital force in our economy. The first railway on
Indian sub-continent ran from Bombay to Thane on 16th April 1853. Fourteen railway
carriages carried about 400 guests from Bombay to Thane covering a distance of 21 miles (34
Kilometers). Since then there has been no looking back. Today, it covers 6,909 stations over a
total route length of more than 63,028 kilometers. The track kilometers in broad gauge (1676
mm) are 86, 526 kms, meter gauge (1000 mm) are 18, 529 kms and narrow gauge (762/610
mm) are 3,651 kms. Of the total route of 63,028 kms, 16,001 kms are electrified. The railways
have 8000 locomotives, 50,000 coaching vehicles, 222,147 freight wagons, 6853 stations, 300
yards, 2300 goodsheds, 700 repair shops, and 1.54 million work force. Indian Railways runs
around 11,000 trains every day, of which 7,000 are passenger trains. Presently, 9 pairs of
Rajdhani and 13 pairs of Shatabdi Express Trains run on the rail tracks of India. It is interesting
to note that though the railways were introduced to facilitate the commercial interest of the
British, it played an important role in unifying the country. Railways are ideally suited for long
distance travel and movement of bulk commodities. Regarded better than road transport in
terms of energy efficiency, land use, environment impact and safety it is always in forefront
during national emergency. Indian railways, the largest rail network in Asia and the world's
second largest under one management are also credited with having a multi gauge and multi
traction system. The Indian Railways have been a great integrating force for more than 150
years. It has helped the economic life of the country and helped in accelerating the development
of industry and agriculture. Indian Railways is known to be the largest railway network in Asia.
The Indian Railways network binds the social, cultural and economic fabric of the country and
covers the whole of country ranging from north to south and east to west removing the distance
barrier for its people. The railway network of India has brought together the whole of country
hence creating a feeling of unity among Indians.

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1.2-Railway Zone and their head quarter
S/No. Name of the Railway
Zone
Zonal Headquarter Division
1 Central Railway Mumbai 1) Mumbai
2) Nagpur
3) Bhusawal
4) Pune
5) Sholapur
2 Eastern Railway Kolkata 1) Howrah-I
2) Howrah-II
3) Sealdah
4) Malda
5) Asansol
6) Chitaranjan
3 East Central Railway Hajipur 1) Danapur
2) Mugalsarai
3) Dhanbad
4) Sonpur
5) Samastipur
4 East Coast Railway Bhubaneshwar 1) Khurda Road
2) Waltair
3) Sambhalpur
5 Northern Railway Baroda House, New Delhi 1) Delhi-I
2) Delhi-II
3) Ambala
4) Moradabad
5) Lucknow
6) Firozpur
6 North Central Railway Allahabad 1) Allahabad
2) Jhansi
3) Agra

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7 North Eastern Railway Gorakhpur 1) Izzatnagar
2) Lucknow
3) Varanasi
8 North Frontier Railway Maligaon, Guwahati 1) Katihar
2) Alipurduar
3) Rangiya
4) Lumding
5) Tinsukhia
9 North Western Railway Jaipur 1) Jaipur
2) Jodhpur
3) Bikaner
4) Ajmer
10 Southern Railway Chennai 1) Chennai
2) Madurai
3) Palghat
4) Trichy
5) Trivendrum
11 South Central Railway Secunderabad 1) Secunderabad
2) Hyderabad
3) Guntakal
4) Vijaywada
5) Nanded
12 South Eastern Railway Garden Reach, Kolkata 1) Kharagpur
2) Adra
3)
Chakradharpur
4) Ranchi
5) Shalimar
13 South East
Central Railway
Bilaspur 1) Bilaspur
2) Nagpur
3) Raipur
14 South Western Railway Hubli 1) Bangalore
2) Mysore

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3) Hubli
4) FA/F/YNK
15 Western Railway Mumbai CST 1) BCT
2) Vadodara
3) Ahemdabad
4) Ratlam
5) Rajkot
6) Bhavnagar
16 West Central Railway Jabalpur 1) Jabalpur
2) Bhopal
3) Kota

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CHAPTER : 2 ABOUT LOCO SHED
2.1 Western Railway
Shed Type Loco / MU's Comments
Ratlam Diesel WDS-6,
WDM-2,
WDM-3A,
WDM3-D,
WDG-4
Formerly home for the double-
headed diesel-hauled Rajdhanis'
locos. Started receiving EMD locos
from 7/13. Locos mostly serve on
routes in Gujarat and down Konkan
Railway.
Vatwa (for
Ahmedabad)
Diesel WDM-3A,
WDM-3D,
WDG-3A,
WDS-4,
WDS-6
Homes locos for the Swarna
Jayanthi Rajdhani Express. Locos
handle bulk of the freight in Kutch,
Saurashtra and Southern Rajasthan
regions.
Gandhidham Diesel WDS-4,
WDS-6
Westernmost shed. Used to have a
large fleet of YDM-4's but they
have been transferred/ scrapped.
This shed used to have MG (YDM-
1) locos and later, when YDM-1's
were phased out. Now homes locos
for shunting duties for Kandla Port
traffic.
Sabarmati (for
Ahmedabad)
Diesel (MG), now
Diesel (BG) (had
a steam shed too)
YDM-4,
WDG-4
One of the last remaining major MG
loco sheds. Nine YDM-4 locos from
here have been sold to Togorail SA
and shipped to Togo. EMD shed
setup alongside in 2009. Holds 125+
WDG4s 9/13
Mhow Diesel, MG YDM-4 As many as 40 YDM-4s were
transferred from other MG sheds to
restart Mhow. Locos now service
the isolated MG section from Akola

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to Indore. Was a steam shed till the
early 90s.
Valsad Electric WCAM-1,
WAG-5,
WAG-7
Shed created in the 1970s
specifically to home dual-power
locos, but now holds more than 50
WAG-5 class locomotives. Post AC
conversion of WR, WCAM2 fleet
transferred to CR/KYN. WCAM1s
being slowly condemned. Started
receiving WAG7s in 2013.
Vadodara Electric WAM-4,
WAP-4,
WAG-5,
WAP-5
Used to hold WCAM1 locos till the
early 1990s and WAP1s for a short
while as well. Started receiving
WAP5s from 2012.
Vadodara Electric - MEMU MEMU
units
Close to the main Vadodara electric
shed, provides for services towards
Ahmedabad and Surat.
Bandra Marshalling
Yard (BAMY)
AC/DC trip shed WCAMx
locos
Officially known as Electric Loco
Shed, BAMY, Khar Road
Bandra Marshalling
Yard (BAMY)
Diesel WDS-4,
WDS-6
First shed in WR to hold ALCO
locos which serviced premier trains
from Bombay in late 60s. Later
converted to shunting duties only,
now holds only WDS4s with
WDS6s being added 2013 onwards.
Mumbai Central Trip shed for
visiting locos
Mumbai Central Car shed for WR
EMUs
(Distinct from the Mahalaxmi car
shed - this page erroneously claimed
they were a single facility earlier.)
Kandivali Car shed for WR
EMUs
WR's dual-power AC-DC EMUs
are homed and maintained here.

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Virar Car shed for WR
EMUs
The largest EMU car shed in India.
Commissioned in 2013.
Pratapnagar NG Diesel ZDM-5 Does most of the POH /
maintenance on its own locos,
however sometimes locos are sent
to Motibagh.
Jetalsar MG Diesel YDM-4 "Sub-shed" of Sabarmati but
handles all primary maintenance of
locos that operate in isolated MG
pockets of Saurashtra (Veraval,
Wansjaliya, Delvada etc;). Locos
are marked "Sabarmati".
WR Workshops
Lower Parel Periodic overhaul of BG coaches.
Mahalaxmi Periodic overhaul of EMU, traction motor rebuilds. More recently, [4/00] EMU
conversion to AC/DC. Used to house the air-conditioned EMU coaches? Only
one coach with an AC section there now [9/04].
Ajmer Loco workshop (MG diesel) and a carriage and wagon workshop (BG/MG).
Dahod BG electric locomotive workshop; POH for WAM-4/WAG-5 locos. Formerly
WR mechanical workshop and also a BG steam POH workshop. Carries out
rebuilding of WAM4 / WAG5 locos with advanced features like Dynamic
Brakes, Microprocessor Control, Static Converters etc. Currently carrying out
"TAO-chi" conversion of WAP1 locos.
Pratapnagar Maintenance of BG and NG wagons/coaches, and BG oil tanker wagons.
Bhavnagar MG passenger coach maintenance
Junagadh MG wagon maintenance
Mumbai
Central
Coaching depot
Kandivali AC-DC EMU carshed

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2.2- North Western Railway
Bhagat ki
Kothi (for
Jodhpur)
BG Diesel
(was MG)
WDG-4,
WDP-4
Former MG shed converted to BG in the
1990s. Homed WDM2, WDM3A and
WDG3A locos. Started receiving EMD
locos from 2009. Now (2013) entire ALCO
fleet has been transferred leaving the shed
with 133+ EMD locos.
Abu Road Diesel WDM-2,
WDM-3A
Formerly premier shed for YDM-4s (MG);
converted to BG in the 1990s. Home to
some of the most distinctly liveried
locomotives. Holds 85+ locos (9/13)
Phulera Diesel
(MG)
YDM-4/4A With the shed now being isolated
completely from MG lines, its locos are
now mostly serviced at satellite sheds.
Current holding 25 locos (9/13).
NWR Workshops
Ajmer Opened in 1876 it is one of India's premier workshops. Loco workshop (MG
diesel) and a carriage and wagon workshop (BG/MG). BG C&W Workshop
maintains the Palace on Wheels rake. Also performs POH of MG locos,
DHMUs, Railbuses and other rolling stock.
Bikaner
(Lalgarh)
Commissioned in 1926. POH of MG coaches and wagons.
Jodhpur Established in 1986, it was formerly an MG workshop. Currently performs
POH of BG passenger coaches.

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2.3-Central Railway
Kurla (for
Mumbai)
Diesel WDS-4, WDS-
6, WDM-2S
Had WDS-2 shunters earlier. Now holds
de-rated WDM2 locos for shunting /
departmental duties as well.
Kurla / LTT DC, AC-DC trip
shed
Located near Vidyavihar. Mainly serves
trains from LTT.
Kalyan (for
Mumbai)
Diesel WDM-2,
WDM-3A,
WDM-3D,
WDG-3A,
WDG-4
Locos usually marked "KYN", or the name
Kalyan in Devanagari. Mostly old WDM-
2 (180XX), the second WDM-2 imported
from ALCo. (18041) is here.
Kalyan (for
Mumbai)
Electric (AC, DC
and AC-DC)
WCG-2,
WCAM-2,
WCAM-3,
WCAG-1,
WAG-5, WAG-
7, WAG-9,
WCM-6
Kalyan had WCM-1, WCM-2, WCM-5
locos until the mid-1990s which have been
decommissioned. WAG-5 and WAG-7
added to handle banking duties on the
Kasara-Igatpuri AC section. The two
WCM-6s have now been converted to pure
AC and transferred back from Bhusaval.
Started receiving WAG-9s in 2013.
CSTM (for
Mumbai)
DC, AC-DC loco
trip shed
Pune Diesel WDM-2,
WDM-3A,
WDM-3D,
WDG-3A,
WDG-4
Locos usually marked with "Pune" in
Devanagari script. Shed now homes 175+
locos with 40+ WDG-4s as well (9/13)
Pune Trip Sheds WCG-2,
WCAM-3,
WCAG-1
WCM-1, WCM-2, WCM-5 locos until the
mid-1990s, now these have been
decommissioned. Performs light
maintenance for WR WCAM-1/WCAM-2
locos in addition to the CR AC-DC locos.

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One trip for WDS-4 shunters and another
for Pune-Lonavla EMUs.
Bhusawal Electric WAM-4, WAP-
4, WAG-5
Bhusawal used to be the largest steam shed
(after WWII). Had WAP-1 locos, as well
as the rare Mitsubishi WAG-2's. The
WAP-1 locos were eventually transferred
to Ghaziabad. Received WAP-4 locos in
2005 and WAG-7 in 2006. [11/07] Jhansi's
entire fleet of WAP-4's were transferred
here. 180+ locos (9/13)
Igatpuri Electric trip shed Separate sheds for AC locos and AC/DC
locos.
Ajni (for
Nagpur)
Electric shed,
diesel trip shed
WAG-7, WAG-
9, WAG-9I,
WAP-7
Used be a steam shed. Electric shed also
homed WAM-4 locos till early 21st
century. Primarily freight shed with large
fleet (190 locos). Received WAP7 locos in
2011 for passenger duties as well.
Murtazapur NG diesel ZDM-4 (#213),
ZDM-5 (#515,
#516)
Maintains locos for the famous
"Shankuntala" route. About 80km from
Badnera on the Bhusawal - Nagpur line.
Neral NG diesel and
Steam
NDM-1 (2),
NDM-6 (5),
and one ex-
DHR B-class
steam loco
The DHR B class is being used for steam
trials on the Neral-Matheran line [2002].
POH of locos done at Parel.
Kurduwadi NG diesel ZDM-4 Locos used to service the famed Barsi
Light Railway (Miraj-Latur). Closed down
after gauge conversion of the NG section.
Sanpada EMU carshed for
Harbour Line
Kalwa (near
Thane)
EMU carshed
Kurla EMU carshed

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Wadi
Bunder
Decommissioned,
was a DC loco
trip shed
formerly WCG-
1 locos
Lonavla AC loco trip shed For Bhor Ghat
bankers
Manmad Electric trip shed
CR Workshops
Matunga Periodic overhaul of BG coaches and EMUs. Also workshop facilities for major
repairs to diesel locos; used by other zones too, even WR (many unusual locos can
be seen coming to Mumbai for this).
Kurla Periodic overhaul of tank wagons.
Parel Periodic overhaul of DC and AC/DC locos (from CR and WR), and Alco diesel
locos. They also have facilities to repair emergency equipment such as the 140-ton
cranes. Many locos from other zones come here for high-end repairs. Neral-
Matheran NDM-6 locos and some CR ZDM locos come here for POH. One of the
really old loco workshops; earlier specialized in the 1.5kV DC locos of the Mumbai
area. Workshop now assembles WDG-3A locos which have been sent in kit form
by DLW.
Nagpur Coach maintenance workshop
Ajni Goods wagon repair facility
Bhusawal Wagon repair workshop, also carries out POH on 3-phase locos and conversions
of WAP-1 locos to WAP-4 from all over the northern and central parts of the
country. One of the oldest loco workshops, from the steam days when Bhusawal
had a large steam shed. It also specializes in rebuilding fire-damaged locomotives.

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2.4- West Central Railway
Tughlakabad
(for Delhi)
Electric WAG-5,
WAG-7,
WAG-9,
WAM-4,
WAP-7
This shed is a WCR shed on NR territory! It belongs
to the Kota division. This was a WR shed until
2003. The shed was originally built to handle locos
for the freight traffic on the busy New Delhi -
Bombay route. Has received a few WAG9 starting
02/08. Starting 2010 received WAM-4 locos to be
operated in pairs on container trains. WAP-7 locos
homed here in 2013. 195+ locos (10/13)
Itarsi Diesel WDM-2,
WDM-3A,
WDM-3D,
WDS-6,
WDP-4
Was in CR until 2003. Shed serves routes all across
central India. Started receiving WDP-4 locos in
2011. Holds 145+ locos.
Itarsi Electric WAM-4,
WAP-4,
WAG-5
This shed came up in the 1980s. Was in CR until
2003. Its WAG-5 locos perform banking duties on
the Budni - Barkhera ghat section. Shed has the
largest surviving WAM-4 holdings. Has received
WAP-4s starting June 2008.
Katni Diesel WDM-2,
WDM-3A,
WDG-3A,
WDG-3C
This is located at New Katni Jn. but the diesel locos
always carry the marking that says simply 'Katni'
(in Devanagari) or 'KTE'. This is one of IR's biggest
diesel sheds. The shed used to be in CR until 2003.
Holds the only WDG-3C "Cheetah"
New Katni
Jn.
Electric WAG-5,
WAG-7
Located at New Katni Jn. The shed used to be in CR
until 2003. Had WAM-4/WAM-4P until the early
1990s or so. Electric locos are marked 'NKJ' (for
New Katni Jn.) in contrast to the diesels (above)
that say just 'Katni'. It has a large marshalling yard
attached. 170+ locos (03/12)

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WCR Workshops
Kota BG wagon repair workshop
Bhopal BG coach rehabilation workshop. Handles rebuilding and overhaul of old
passenger stock.

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2.5- South East Central Railway
Bhilai Electric WAM-4,
WAG-5,
WAG-7,
WAG-9,
WAP-7
Shed used to be in SER until 2003. Some WAM-4's ex-
Tatanagar. Bhilai also has an MEMU carshed. Known
for its distinct liveries, the shed used to have elaborate
suffixes for its WAM-4 locos e.g. WAM-4P-6D-
HS+ABC! Now homes WAG9 and WAP-7 locos as
well, including some WAG-9H. Has the largest electric
loco holding in IR - 205 locos [10/13]
Raipur Diesel WDM-2,
WDM-3A,
WDG-3A,
WDG-4,
ZDM-4
Shed used to be in SER until 2003. WDS-6 in dark blue
/ red livery, not standard shunter colours. [2/05] All
locos now painted in blue-white livery. Holds WDM-
3A and WDG-3A from 2004. Has received a few
WDG-4s as well. Also holds 6 ZDM-4 locos for the NG
line to Dhamtari.
Motibagh
(for
Nagpur)
NG
Diesel
ZDM-3A,
ZDM-3B,
ZDM-4A
Has an NG yard. Refuelling facilities for BG diesel
locos. A steam shed here was recently [2001]
demolished. However it does have [7/02] a working
Bagnall steam locomotive used for special heritage
runs. Carries out POH/maintenance for its own locos
and also for other NG sheds. Was in SER until 2003.
SECR Workshops
Motibagh A very important NG/BG workshop. It performs POH on NG coaches and
locomotives from all over central and south-eastern India.

21
2.6- Southern Railway
Erode Diesel WDM-2,
WDM-3A,
WDM-3D,
WDG-3A,
WDG-4
Also had WDM-7 locos, now at
Tondiarpet. Many WDM-3A and
WDG-3A transferred to Ernakulam and
other sheds. Holds one of the largest
fleets of WDM-3D locos. Homes the
WDM-3D #11121 with a full cab
forward design. Received its first WDG-
4 in 9/13.
Erode Electric WAG-7,
WAP-4
Erode Electric shed came up in the late
1990s. WAP-4 locos transferred here in
2001 from Arakkonam. Now home to
the largest fleet of WAP-4's on IR, the
shed handles some of the longest routes
for electric trains in the country.
Ernakulam Diesel WDM-2,
WDM-3A,
WDG-3A,
WDS-6
Originally the only shed to have WDM-
7 locos (now transferred to Tondiarpet).
Has received many WDM-3A locos
from Erode. WDG-3A transferred from
Erode in 2012
Arakkonam (for
Chennai)
Electric WAP-4,
WAM-4,
WAG-5,
WAP-1
This electric shed came up in the 1980s,
but Arakkonam had a big steam shed
earlier. This shed had 5 WAP-1 locos
until 2002, were transferred to
Ghaziabad. It later got WAP-4 locos --
the entire SR fleet -- which were then
moved to Erode/Lallaguda. New WAG-
7 locos were acquired but later
transferred to Erode. Started receiving
new WAP-4's in late 2004. 30+ WAP-1
locos transferred back from Ghaziabad
in 2009 out of which all but 5 were sent

22
to Royapuram in 2011. Total holding
135+ (10/13)
Royapuram (for
Chennai)
Electric WAP-1,
WAP-4,
WAP-7
New Electric shed on site of former
steam shed inaugurated in 2010.
Received WAP-1 and WAP-4 from
Arakkonam and Erode. Started
receiving WAP-7s in 2012. Holding 65+
locos (10/13)
Golden Rock (for
Thiruchirapalli)
Diesel BG and
MG
WDM-2,
WDM-3A,
WDP-3A,
WDG-3A,
WDG-4,
WDP-4,
WDS-6,
YDM-4
One of the most distinct liveries on IR
comes from Golden Rock in form of its
green-cream colored ALCO units.
Holds a tiny portion of its once vast MG
diesel fleet. Now receiving EMD units
as well. Also, one of only two sheds to
hold the WDP-3A class.
Tondiarpet (for
Chennai)
Diesel WDM-2,
WDM-3A,
WDG-3A,
WDM-7,
WDS-4B,
WDS-4D
WDM-7 locos were transferred here
from Ernakulam and serve now serve
inferior duties. Some WDM-2's from
Erode have been transfered here. Also
refuelling point for WDM-2's and
WDP-2's coming to Egmore.
Coonoor Steam, Diesel 'X' class
(steam) and
YDM-4
Serves the Nilgiri Mountain Railway
Basin Bridge (for
Chennai)
Electric trip
shed
Egmore Electric/Diesel
trip shed
This was an important MG shed with
several YDM-2's stabled here, but now
the lines out of it are BG, and the shed
stands demolished.

23
Tondiarpet Electric trip
shed
[2/04] Recently created to lessen load on
Basin Bridge. Also serves as crew
change point for freights.
Jolarpettai Electric/Diesel
trip shed
SR Workshops
Golden Rock near
Thiruchirapalli
IR's premier diesel loco restoration and rebuilding workshop; also
undertakes the POH of diesels from all over the south. Currently [3/05] it
handles both BG and MG, but the MG repair facilities (which have been
here for a century!) will likely soon be shifted to Tiruvarur as gauge
conversion leaves Tiruchy entirely on BG. Another facility may also come
up at Pollachi.
Carriage and
Wagon
Workshops,
Perambur
(Aynavaram),
Chennai
BG coaches and wagons
Locomotive
Workshops,
Perambur
(Chennai)
This was the premier BG steam loco repair shop in the south; now it deals
with repair and maintenance / POH of electric locos from all over the
south. SR, SCR, SER, and other zones' locos are often repaired here and
sent for POH; sometimes locos from even farther afield such as from
Tughlakabad can be seen being worked on. KR's DMU sets also come here
for their POH. Also performs yearly overhaul of the Fairy Queen steam
locomotive.
Aynavaram
Locomotive
Workshops
(Chennai)
POH, recabling, dual brake conversion, etc.

24
Mysore Central
Workshops,
Ashokapuram
BG coaches, railcars
Tambaram Former electric shed and home to the YAM-1 locomotives. Now a BG
EMU maintenance and car shed.
Avadi BG EMU maintenance and car shed.
Arakkonam Engineering workshops
Basin Bridge Carriage maintenance works

25
2.7- South Central Railway
Gooty Diesel WDG-3A,
WDM-3A,
WDM-3D,
WDG-4,
WDP-4
One of the largest sheds (175+ locos).
Many locos fitted with Auto
Emergency brakes for service on
Braganza Ghats in Goa. Also handles
routine maintenance on WDG-4
locos. Gooty used to be a BG steam
shed.
Guntakal Diesel,
BG and a
few MG
WDM-2,
WDM-3A,
WDM-3D,
WDG-3A
Serves passenger traffic on SCR /
SWR routes sector. Many old WDM-
2 units rebuilt to WDM-3A specs.
Large batch of WDM-3A's
transferred here from Gooty in 2005.
Former MG shed; BG shed was
inaugurated in 1995 after gauge
conversion of the Guntakal and Hubli
divisions.
Lallaguda (for
Secunderabad/Hyderabad)
Electric WAP-4,
WAP-7,
WAG-7,
WAG-9
Built on the site of the former steam
shed and inaugurated in Sep 05. Used
to hold WAM-4 and WAG-7 locos
then moved to BZA and KZJ.
Received new WAG-9 locos starting
2007. WAP-7 locos are also being
homed here starting Jan. 2009. 180+
locos (10/13)
Sanatnagar (for
Hyderabad)
Diesel and
Electric
trip sheds
A diesel refuelling point (with Indian
Oil bulk terminal near it).
Kazipet Diesel WDM-2,
WDM-3A,
Had 27 WDM-2C locos (the 'original'
models of this class); [4/02] moved to
Gooty and Vishakhapatnam. [6/07]

26
WDG-3A,
WDG-4
Many WDM-3A transferred here
from Guntakal. Ex-Gooty WDG-3A
locos moved to service the
Sanathnagar-Raichur sector. Had
WDP-1 locos, transferred to
Vijayawada. Received WDG-4 locos
in 2013.
Kazipet Electric WAG-7 Inaugurated in 2006, it got a large
chunk of WAG-7s based at
Lallaguda. Has received new units as
well. 135+ locos (10/13)
Vijayawada Diesel WDM-2,
WDP-1,
DEMUs
(30+) and 2
Railbus
WDM-2 locos used mostly for
shunting. WDP-1 locos transferred
from Kazipet. Home also to 2 BEML
railbuses that run on the Kakinada -
Kotipalli line. Also had WDS-4 until
2001.
Vijayawada Electric WAG-5,
WAM-4,
WAG-7
Many WAG-5 locos are re-fitted and
used for passenger operations only
including the modified #23989
'Krishnaveni'. The electric shed here
was inaugurated in April 1980 with a
capacity to maintain 100 locos.
Electric shed is among the largest
holding 195+ locos (03/12).
Renigunta Diesel
shed,
Electric
trip shed
Maula Ali (for
Secunderabad)
Diesel and
EMU car
shed
WDM-2,
WDM-3A,
WDG-3A,
DHMUs (3-
Former MG shed; converted to BG in
the late 1990s, completely converted
to BG in 2003 with 10 old units
(182xx series from GY/GTL/KZJ)

27
car and 6-car)
(9) and
EMU's
were assigned in for shunting duties.
Later, more WDM-2 and WDG-3A
locos were transferred from other
sheds for mainline duties on the
northern Hyderabad and Nanded
division routes. Electric car shed
caters for suburban MMTS service.
Hyderabad Electric
trip shed
Rajahmundry Electric
car shed
(MEMU)
Has SCR entire fleet of MEMU cars.
Handles primary maintenance and
rebuilding of damaged units. Setup
on the site of the erstwhile steam
shed.
SCR Workshops
South Lallaguda Coaches and wagons
Rayanapadu Wagons
Tirupati Coaches
ROH depots for wagon maintenance at Gooty, Vijayawada,
Ramagundam, Sanatnagar, Raichur and Bellampally
Coaching maintenance depots at Secunderabad, Hyderabad, Kacheguda,
Nanded, Vijayawada, Tirupati, Guntur, Kakinada, Narsapur, Purna,
Kazipet, Guntakal and Machilipatnam.

28
2.8- South Western Railway
Hubli Diesel WDG-4,
WDP-4
The first EMD shed to be setup
(1999). Some units were
transferred to KJM and SGUJ.
Still has the largest holding of
EMD locos at 180+ (10/13)
Krishnarajapuram (for
Bangalore)
Diesel WDS-6,
WDM-2,
WDM-3A,
WDP-4,
WDG-3A,
WDG-4
Shed opened in 1983, initial
holding capacity was 60 locos.
Capacity was raised to 125 locos
in 2003; with additional
facilities later added for EMD
locos since 2005. First 5 WDM-
3D units were homed here; these
were later transferred to Erode.
Now has WDG-4 units as well
(10/13)
Bangalore City Diesel, electric
trip shed
Electric Trip shed. Was in SR
until 2003.
Bangalore
Cantonment
Diesel WDS-4 Locos actually belong to
Tondiarpet (SR).
Mysore Decommissioned
MG diesel shed
YDM-4 Locos had a distinctive dark
green livery.
SWR Workshops
Hubli Coaches, ROH depot for wagon maintenance, coaching maintenance depot.

29
2.9- East Coast Railway
Vishakhapatnam
(Waltair)
Diesel WDM-2,
WDM-3A,
WDG-3A,
WDS-6,
WDG-4
IR's largest diesel shed with 195+ locos. It used
to be on SER until 2003. There was a shed at
Simhagiri which shut down and the new diesel
shed at Waltair took over. Rarely, diesel locos
can (could) be seen with Simhagiri markings
[2001]. Has received WDG-4s starting 2013.
Vishakhapatnam
(Waltair)
Electric WAG-5,
WAG-
6A/6B/6C,
WAM-4,
WAG-7,
WAP-4
This shed used to be on SER until 2003. Most
electrics from here work on the Kirandul-
Kottavalasa heavy mineral freight line and are
rarely seen elsewhere. The WAG-5 locos are
quite old, converted from the original 211XX
series of WAM-4B locos. [1/04] Also homes the
entire holding of the WAG-6 classes. WAM-4
locos were intended for Angul but retained here.
Some WAP-4s homed here as well with WAG-
9s planned.
Angul Electric WAG-7 Started life on paper as a diesel shed but soon
converted to an electric shed. Received locos
even when the shed building was not complete.
The WAM-4 and WAG-5 locos were brought
from other sheds. After a short while, all WAM-
4 and WAG-5 were transferred to VSKP.
Currently (10/13) holds more than 110 WAG-7s.
ECoR Workshops
Mancheshwar Carriage repair workshop. Commissioned in Nov. 1981. Performs POH
maintenance on about 100 coaches a month ([5/10] to be expanded to
150/month).

30
2.10- Northern Railway
Ghaziabad
(for Delhi)
Electric WAM-4, WAP-1,
WAP-4, WAP-5,
WAP-7
Built to cater to passenger traffic in the
Delhi area. Received the first WAP-1s.
Some WAP-1 and WAP-4s were
transferred to Arrakonam shed. Retains 31
WAP-1 locos. Also the home for the
WAP-3 locos which have been converted
back to a WAP-1. Also homes WAP-4,
WAP-5 and WAP-7 and one WAM-4 for
departmental duties. Has largest fleet of 3
phase passenger locos.
Tughlakabad
(for Delhi)
BG Diesel WDM-2, WDM-
3A, WDP-1,
WDP-3A, WDP-4
Large shed homing more than 150 locos.
One of the only sheds on IR to home the
WDP-1 and WDP-3A locos. WDM-3D
and WDP4s were added to the roster the
former were transferred out. The first two
twin cab WDP4-D locos came here as
well.
Shakurbasti
(for Delhi)
Diesel WDS-4A/4B/4D,
WDM-2, DEMUs
Also a BG trip shed for WDM-2, WDG-
3A. WDS-4 shunting locos are based all
over NR and sent here for annual / semi-
annual maintenance. Homes DMUs for
Delhi region including the country's first
CNG run DMU which was converted in-
house from diesel. This shed has 55+
WDM-2 locos for local duties with
occasional main line link.
Ludhiana Diesel WDM-2, WDM-
3A, WDG-3A
A large shed: 170+ locos [10/13]. Locos
serve a large swathe of Northern and
North-western India.

31
Ludhiana Electric WAM-4, WAG-5,
WAG-7
Commissioned in 2001 when most GZB
WAG-5's transferred here. These locos
were later moved elsewhere. Newer
WAG-7s since 2003 including BHEL
built units. Retains only 1 WAM-4 for
internal use. Holds 9 WAP-4 locos as
well.
Lucknow Diesel WDM-2, WDM-
3A, WDM-3D,
WDG-3A, WDG-
4
Locally called "Alambag Diesel Shed".
160+ locos including the first 3300hp fuel
injected WDM-3A rebuilt by DMW
Patiala. Locos seen in blue-grey livery
with the words 'Prabal' written in
Devnagari script on the side.
Mughalsarai Diesel Decommissioned.
Had WDM-4
locos (was at the
time the only shed
to have these).
This shed was an NR shed on ER territory!
This was just adjacent to the (still
existing) ECR (formerly ER) diesel shed.
It lost the role it had earlier as the WDM-
4's were phased out, and more recently
[2001] was decommissioned.
Ambala Diesel WDS-4 Outstation shed for Shakurbasti WDS-4s.
Pathankot NG Diesel,
also BG trip
shed. WDS-
4A/4B shunters
are kept here
for long
periods.
ZDM-3, ZDM-
4/A
Northernmost shed. WDS-4A belong to
Shakurbasti, but kept here for long
periods. Received some ZDM-4 locos in
2007, possibly from CR/WR.
Chakki Bank
(for
Pathankot)
Steam shed
now
decomissioned.
Kalka NG diesel ZDM-3, ZDM-5,
KC (steam)
Carries out POH of these NG NR locos.
Also has Parel workshop built dual cab
ZDM-3

32
Rewari Steam WP, YP, YG,
AWD
The Rewari steam shed has been restored
and houses BG and MG steam locos.
New Delhi Trip shed Caters to visiting electric and diesel
locomotives with maintenance for both.
H.
Nizamuddin
Trip shed Caters to visiting electric locos
Jalandhar Diesel (DMU
and Railbus)
IR's first and biggest DMU shed. Holds 90
units that service much of rural Punjab
and Haryana. Also holds two BEML built
railbuses which operate on the Beas-
Goindwal Sahib line.
Jammu Tawi Diesel trip shed Trip shed for visiting locos. WDS-4
homed at Shakurbasti are retained here for
long periods.
Electric
(EMU and
MEMU)
EMU and
MEMU
Shed located near
Ghaziabad. [9/08]
Holds 216 EMU
cars and 221
MEMU cars.
NR Workshops
Charbagh Locomotive workshops. Performs POH and other maintenance on many locos
from NR, WCR, etc.
Jagadhari Carriage and Wagon workshop, Bridge workshop
Amritsar POH of WDS-4 and breakdown cranes, bogie manufactur

33
2.11- North Central Railway
Kanpur
Central
Electric WAP-4, WAG-7 Shed used to be in NR until 2003. Homed
the last WAG-2 and WAG-4 locos. Holds
only WAP-4 and WAG-7 locos now, but 3
WAM-4 retained for departmental duties.
Holding 195+ locos (10/13)
Jhansi Diesel WDM-2, WDM-3A,
WDM-3D, WDG-3A,
WDS-6, WDG-4
Shed used to be in CR until 2003. Received
the WDM-3B class mid 2006 which were
later converted to WDM-3D. Shed holding
125+ locos including some new WDG-4
units (10/13)
Jhansi Electric WAG-5HA /
WAG5HB, WAG-7
180+ locos [3/12]. Shed used to be in CR
until 2003. Home to IR's entire WAG-5HB
fleet, since these were manufactured by
BHEL Jahnsi. First shed to receive WAP-4
locos before some were transferred to
Lallaguda & Arrakonam. In late 2007, all
remaining WAP-4 transferred to Bhusaval
shed. Has received WAG-7 locos
manufactured by BHEL.
Gwalior NG
diesel
NDM-5 Locos marked "GWL". Carries out POH of
these locos.
Dhaulpur NG
diesel
ZDM-3 Locos for Dhaulpur - Tantpur / Sirmuttra
section
Agra Diesel WDS-4, WDM-2S Diesel shed here homes 32 WDS4. The
shed caters to the loco requirement for
shunting at major NCR stations and the
Jhansi Workshop. Has a batch of derated
WDM2 for heavy shunting duties.
NCR Workshops
Allahabad Engineering workshops

34
Gwalior Coaching workshop for NG stock
Jhansi Largest POH workshop for freight wagons on IR. Reputed to handle more than
20% of wagon POH on IR.

35
CHAPTER 3 COACHES
3.1- TYPE OF COACHES
I. LGS = Second class self-generating
II. LS = Second class non self-generating
III. LS3 = Second class non self-generating
IV. LS4 = Second class non self-generating General Seating
V. LSCN = Second class 3-tier sleeper
VI. LWACCW = AC2 Air-conditioned 2-tier sleeping-car (52 berths)
VII. LWACCN = AC3 Air-conditioned 3-tier sleeping-car (72 berths)
VIII. LWCBAC = Air-conditioned pantry/kitchen/buffet car
IX. LWFAC = AC1 Air-conditioned first class sleeping-car (24 berths)
X. LWFCWAC = Composite coach with air-conditioned AC1 sleeping-compartments and
AC2 2-tier sleeping-compartments
XI. LWFCZAC = Air-conditioned executive chair car (56 seats)
XII. LWLRRM = Luggage/generator/brake van
XIII. LWSCN = 3-tier Sleeper
XIV. LWSCZAC = Air-conditioned chair car (78 seats)
XV. LWSCZ = Chair car
Coach Type Description Sleeping
Capacity
Sitting
Capacity
1A LWFAC Air-conditioned first class sleeping-car 24 24
2A LWACCW Air-conditioned 2-tier sleeping-car 54 54
3A LWACCN Air-conditioned 3-tier sleeping-car 72 72
SL LSCN Second class 3-tier sleeper 78 78
EC LWFCZAC Air-conditioned executive chair car 56
CC LWSCZAC Air-conditioned chair car 78
2S LWSCZ Chair car 78
II LGS/LS Second class 99
PC LWCBAC Air-conditioned pantry/kitchen/buffet car

36
EOG LWLRRM Luggage/generator/brake van
3.2 TECHNICAL DETAILS
Bogies
The FIAT-SIG bogie is a welded H frame type based on the Eurofima standard. The wheel
base is 2560 mm, the wheel diameter new 915 mm and at maximum wear 845 mm. Main
features of the bogie are primary suspension with articulated arms and coil springs, secondary
suspension of integral flexicoil type with coil springs and rubber pads on top and bottom, anti-
roll bar, vertical and transverse shock absorbers and anti-hunting dampers. For braking on each
axle two disc brakes with 640 mm diameter, brake cylinders and automatic slack adjuster are
provided.
Couplers
The automatic center buffer coupler of AAR tight lock type at the coach end has a support
frame which provides an anti-climbing protection. The coupler can be opened from the side by
a lever. The design allows the use of screw coupler instead of center buffer coupler. Therefore
a fixing plate for buffers is also provided. The inter-vehicle coupler for the supply of the 750
V from the generator car is located below the under-frame. Due to the moving situation 4 brake
hoses are to be used at the coach end which are brought to two hoses behind the coupler.
Air conditioning
Control panel for Air Conditioning in an LHB rake of Rajdhani Express
Each coach is equipped with two compact roof-mounted air-conditioning units which have a
cooling capacity of approximately 2x22.5 KW and a heating capacity of 2x6 KW and which
are controlled by a microprocessor.[5]
The operating voltage of the unit is 3 phase, 415 V, 50 Hz.

37
Each unit has 2 refrigerant circuits with hermetic refrigerant compressors, condensers
with Copper pipes and Aluminum fins, evaporators and condenser fans.
The fresh air comes in through the air inlet of the AC unit. The conditioned air is transported
in heat insulated aluminum ducts mounted below the roof and distributed through the
perforated ceiling into the passenger room. The return air flows back through openings above
the compartment door to the AC unit. The entrance area, toilets and pantry are connected to the
exhaust air system.
Doors
The entrance doors are made of the same steel as the car body shell. They are flush with the
sidewall to allow easy car-washing. Two handholds and three fixed steps are provided to enter
the coach. The door inward opening to the entrance area is covered from inside with a FRP
panel. Above the door is an entrance light. The entrance steps are closed by a foldable cover.
An inside handhold allows easy entry and exit. An ashtray is also provided.
Water supply and disposal
Control panel for water system of an LHB rake in a Rajdhani express train
There are two connected fresh water tanks, which are made of stainless steel, with a total
capacity of 1370 liters for the 3 toilets. The water level is indicated on one tank on each side.
The filling can be made from both sides by one filler for both tanks. Three intermediate water
tanks, each with a capacity of 30 liters, made out of stainless steel are located above the toilets.
Two centrifugal pumps located in a stainless steel casing at the under frame supply the water
to the tanks. One of the 415 V pumps is always kept running, while the other is kept on standby.
After each switch off the other pump will work.

38
Below each toilet, a 40 litre waste water tank is provided in which toilet waste is collected
when the coach is at standstill. It gets opened with a pneumatically operated sliding valve when
a defined speed is reached. The junction box for the inter-vehicle coupler is visible.
Toilets
The coaches are equipped with "controlled discharge toilet system" (CDTS). By the means of
this system, a toilet in the coach would become functional only when the speed of the coach
crosses 30 kmph, which is said to help in avoiding the soiling of the track at the railway
stations. Both eastern (squat) and western styles of toilets are provided. One side of the toilet
is provided with a wash basin with water tap and sensor button, a soap dispenser, a mirror, an
ash tray and a waste bin. On the other side there is the toilet itself, a water tap with mug, a
handhold, the toilet paper holder and the sensor button for the toilet flush. The window in the
toilet can be opened in the upper half. The toilet doors are of folding type to use the available
space to an optimum.
Pantry
Each vehicle is equipped with a pantry for storing cold and hot meals which are to be served
to the passengers at their seats. In the gangway between the passenger room door and the
entrance is on one side the pantry and on the other side the storage area. The pantry is closed
by a double leaf sliding door and the storage area by roller shutters. On the left side, a 15 litre
water boiler, an 11 litre soup-warmer, a sink, and racks are provided. The other side is equipped
with three hot cases, the bottle cooler, the refrigerator and the deep freezer for the 78
passengers. The storage area gives space for racks and also for the serving trolley.

39
CHAPTER 4 BUFFER
Buffers are the horizontal shock absorbing parts with coupling the adjacent coaches of the train
so need regular changing of shock absorbing rubber pads.

40
CHAPTER 5 CUPLLING
Basically there are two types of coupling systems which we see in Indian Railways they are
used to connect bogies with bogies & also with engine.
5.1 Screw Couplering: These couplers are majotity in number. Presently, 90%of trains
running in india have this configuration. All the blue coach train are running with these
coupling system except the special CBC rake given for major trains. I will provide the video
link in the CBC section
See the two picture below to get an idea about Screw Couplers.
Pros&Cons
1) The Vibrations produced and jerks due to sudden accleration and deceleration of the train
are less compared to the other coupler.
2) If any of the coaches are damaged during its run the coaches replacement is possible because

41
the any near by major junction would have a good number of their spare coaches having screw
coupling configuration than the other one.
3) When a train derails due to this screw coupling which is not strong and compact in nature
will make the coaches collide, climb and crash with each other and the deaths toll will be high.
This is the major reason why the other coupling system came into the scenario.
5.2 Center Buffer Coupling (CBC):
This Coupling system was being used in Railways but was not used for passenger coaches till
2000. We find this coupler in all freight train. The improved design is begin used for passenger
coaches from 1998. Around 20 Coaches were imported at the beginning and later with the TOT
(Transfer Of Technology) these are being manufactured in India. These coaches are found in
Prestigious trains like Rajdhani, Shatabdhi, Duronto & in some recently introduced AC
Express. The LHB Coaches which are used for majority of these trains have this coupler
configuration. These coaches are manufactured at RCF Rail Coach Factory, Kapurthala. There
are some Trains which have ICF made coaches (Integral Coach Factory ) which are blue in
colour having such configuration which are being used for Important trains from year 2005.
But was stopped in 2008 due tos some reasons. We can differentiate them with others as they
have some indication on the side edges of a coach. see the video below.
The below picture shows the typical CBC coupler used for ICF trains. The right coach which
have side buffers are of no use in CBC coupling. There are made for provision of both coupling
system so that they can be compatible with any configuration.
The below picture shows the coupler whih is present in Premium trains which is almost the
same but have some mechanism which reduces the effect of jerks and has a stable design.

42
Pros&Cons
1) The Vibrations produced and jerks due to sudden accleration and deceleration of the train
are omparitively high.
2)The replacement of coaches might be complicated as some major junctions doen't have many
spare LHB coaches or CBC coupled coaches.
3) The LHB Coaches are Anti Telescopic which means they do not get turned over or flip in
case of a collision which is absent in screw coupled coaches. Even though some trains having
CBC system whuch are typical ICF coaches don't crash and flip but damage might be slightly
high.

43
CHAPTER 6 LOCOMOTIVE
6.1 Locomotive :- A locomotive or engine is a rail transport vehicle that provides
the motive power for a train. The word originates from the Latin loco – "from a
place", ablative of locus, "place" + Medieval Latin motivus, "causing motion", and is a
shortened form of the term locomotive engine, first used in the early 19th century to distinguish
between mobile and stationary steam engines.
A locomotive has no payload capacity of its own, and its sole purpose is to move the train
along the tracks. In contrast, some trains have self-propelled payload-carrying vehicles. These
are not normally considered locomotives, and may be referred to as multiple units, motor
coaches or railcars. The use of these self-propelled vehicles is increasingly common
for passenger trains, but rare for freight (see CargoSprinter). Vehicles which provide motive
power to haul an unpowered train, but are not generally considered locomotives because they
have payload space or are rarely detached from their trains, are known as power cars.
Traditionally, locomotives pulled trains from the front. However, push-pull operation has
become common, where the train may have a locomotive (or locomotives) at the front, at the
rear, or at each end.
DIESEL LOCOMOTIVE
ELECTRIC LOCOMOTIVE

44
6.2 DIESEL LOCOMOTIVE
The diesel engine was first patented by Dr Rudolf Diesel (1858-1913) in Germany in 1892 and
he actually got a successful engine working by 1897. By 1913, when he died, his engine was
in use on locomotives and he had set up a facility with Sulzer in Switzerland to manufacture
them.
The diesel engine is a compression-ignition engine, as opposed to the petrol (or gasoline)
engine, which is a spark-ignition engine. The spark ignition engine uses an electrical spark
from a "spark plug" to ignite the fuel in the engine's cylinders, whereas the fuel in the diesel
engine's cylinders is ignited by the heat caused by air being suddenly compressed in the
cylinder. At this stage, the air gets compressed into an area 1/25th of its original volume. This
would be expressed as a compression ratio of 25 to 1. A compression ratio of 16 to 1 will give
an air pressure of 500 lbs/in² (35.5 bar) and will increase the air temperature to over 800°F
(427°C).
The modern diesel locomotive is a self contained version of the electric locomotive. Like the
electric locomotive, it has electric drive, in the form of traction motors driving the axles and
controlled with electronic controls. It also has many of the same auxiliary systems for cooling,
lighting, heating, braking for the train. It can operate over the same routes (usually) and can
be operated by the same drivers. It differs principally in that it carries its own generating station
around with it, instead of being connected to a remote generating station through overhead
wires or a third rail. The generating station consists of a large diesel engine coupled to an
alternator producing the necessary electricity. A fuel tank is also essential. It is interesting to
note that the modern diesel locomotive produces about 35% of the power of a electric
locomotive of similar weight.

45
DIESEL ENGINE
ELECTRIC ENGINE

46
6.3 Parts of a Diesel-Electric Locomotive
Diesel Engine
This is the main power source for the locomotive. It comprises a large cylinder block, with the
cylinders arranged in a straight line or in a V (see more here). The engine rotates the drive
shaft at up to 1,000 rpm and this drives the various items needed to power the locomotive. As
the transmission is electric, the engine is used as the power source for the electricity generator
or alternator, as it is called nowadays.
Main Alternator
The diesel engine drives the main alternator which provides the power to move the train. The
alternator generates AC electricity which is used to provide power for the traction motors
mounted on the trucks (bogies). In older locomotives, the alternator was a DC machine, called
a generator. It produced direct current which was used to provide power for DC traction
motors. 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 motors. The AC
output is rectified to give the DC required for the motors. For more details on AC and DC
traction, see the Electronic Power Page on this site.
Auxiliary Alternator
Locomotives used to operate passenger trains are equipped with an auxiliary alternator. This
provides AC power for lighting, heating, air conditioning, dining facilities etc. on the train.
The output is transmitted along the train through an auxiliary power line. In the US, it is known
as "head end power" or "hotel power". In the UK, air conditioned passenger coaches get what
is called electric train supply (ETS) from the auxiliary alternator.

47
Six-foot-tall alternator turns mechanical energy
to electric energy and replaces gearbox.
Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the motor blower provides
air which is blown over the traction motors to keep them cool during periods of heavy work.
The blower is mounted inside the locomotive body but the motors are on the trucks, so the
blower output is connected to each of the motors through flexible ducting. The blower output
also cools the alternators. Some designs have separate blowers for the group of motors on each
truck and others for the alternators. Whatever the arrangement, a modern locomotive has a
complex air management system which monitors the temperature of the various rotating
machines in the locomotive and adjusts the flow of air accordingly.
Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the locomotive. It has to
be filtered to remove dust and other impurities and its flow regulated by temperature, both
inside and outside the locomotive. The air management system has to take account of the wide
range of temperatures from the possible +40°C of summer to the possible 40°C of winter.

48
Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a locomotive with either DC or
AC traction motors. DC motors were the traditional type used for many years but, in the last
10 years, AC motors have become standard for new locomotives. They are cheaper to build
and cost less to maintain and, with electronic management can be very finely controlled. To
see more on the difference between DC and AC traction technology try the Electronic Power
Page on this site.
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 rectifiers is converted to 3-phase AC for the traction motors.
Electronic Controls
Almost every part of the modern locomotive's equipment has some form of electronic control.
These are usually collected in a control cubicle near the cab for easy access. The controls will
usually include a maintenance management system of some sort which can be used to
download data to a portable or hand-held computer.
Control Stand
This is the principal man-machine interface, known as a control desk in the UK or control stand
in the US. The common US type of stand is positioned at an angle on the left side of the driving
position and, it is said, is much preferred by drivers to the modern desk type of control layout
usual in Europe and now being offered on some locomotives in the US.
Cab
The standard configuration of US-designed locomotives is to have a cab at one end of the
locomotive only. Since most the US structure gauge is large enough to allow the locomotive to
have a walkway on either side, there is enough visibility for the locomotive to be worked in
reverse. However, it is normal for the locomotive to operate with the cab forwards. In the UK
and many European countries, locomotives are full width to the structure gauge and cabs are
therefore provided at both ends.

49
Batteries
Just like an automobile, the diesel engine needs a battery to start it and to provide electrical
power for lights and controls when the engine is switched off and the alternator is not running.
Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are provided on
the axles to give the final drive. These motors were traditionally DC but the development of
modern power and control electronics has led to the introduction of 3-phase AC motors. For a
description of how this technology works, go to the Electronic Power Page on this site. There
are between four and six motors on most diesel-electric locomotives. A modern AC motor
with air blowing can provide up to 1,000 hp.
Pinion/Gear
The traction motor drives the axle through a reduction gear of a range between 3 to 1 (freight)
and 4 to 1 (passenger).
Fuel Tank
A diesel locomotive has to carry its own fuel around with it and there has to be enough for a
reasonable length of trip. The fuel tank is normally under the loco frame and will have a
capacity of say 1,000 imperial gallons (UK Class 59, 3,000 hp) or 5,000 US gallons in a General
Electric AC4400CW 4,400 hp locomotive. The new AC6000s have 5,500 gallon tanks. In
addition to fuel, the locomotive will carry around, typically about 300 US gallons of cooling
water and 250 gallons of lubricating oil for the diesel engine.

50
Air Reservoirs
Air reservoirs containing compressed air at high pressure are required for the train braking and
some other systems on the locomotive. These are often mounted next to the fuel tank under
the floor of the locomotive.
Air Compressor
The air compressor is required to provide a constant supply of compressed air for the
locomotive and train brakes. In the US, it is standard practice to drive the compressor off the
diesel engine drive shaft. In the UK, the compressor is usually electrically driven and can
therefore be mounted anywhere. The Class 60 compressor is under the frame, whereas the
Class 37 has the compressors in the nose.
Drive Shaft
The main output from the diesel engine is transmitted by the drive shaft to the alternators at
one end and the radiator fans and compressor at the other end.
Gear Box
The radiator and its cooling fan is often located in the roof of the locomotive. Drive to the fan
is therefore through a gearbox to change the direction of the drive upwards.
Radiator and Radiator Fan
The radiator works the same way as in an automobile. Water is distributed around the engine
block to keep the temperature within the most efficient range for the engine. The water is
cooled by passing it through a radiator blown by a fan driven by the diesel engine. See Cooling
for more information.
Turbo Charging
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 turbocharger is driven by exhaust gas from the engine. This

51
gas drives a fan which, in turn, drives a small compressor which pushes the additional air into
the cylinder. Turbocharging gives a 50% increase in engine power.
The main advantage of the turbocharger is that it gives more power with no increase in fuel
costs because it uses exhaust gas as drive power. It does need additional maintenance, however,
so there are some type of lower power locomotives which are built without it.
Massive one-tonne turbo-supercharger works
as a supercharger at low speed, then as a turbo
Sand Box
Locomotives always carry sand to assist adhesion in bad rail conditions. Sand is not often
provided on multiple unit trains because the adhesion requirements are lower and there are
normally more driven axles.
Truck Frame
This is the part (called the bogie in the UK) carrying the wheels and traction motors of the
locomotive. More information is available at the Bogie Parts Page or the Wheels and Bogies
Page on this site.
Mechanical Transmission
A diesel-mechanical locomotive is the simplest type of diesel locomotive. As the name
suggests, a mechanical transmission on a diesel locomotive consists a direct mechanical link
between the diesel engine and the wheels. In the example below, the diesel engine is in the

52
350-500 hp range and the transmission is similar to that of an automobile with a four speed
gearbox. Most of the parts are similar to the diesel-electric locomotive but there are some
variations in design mentioned below.
Fluid Coupling
In a diesel-mechanical transmission, the main drive shaft is coupled to the engine by a fluid
coupling. This is a hydraulic clutch, consisting of a case filled with oil, a rotating disc with
curved blades driven by the engine and another connected to the road wheels. As the engine
turns the fan, the oil is driven by one disc towards the other. This turns under the force of the
oil and thus turns the drive shaft. Of course, the start up is gradual until the fan speed is almost
matched by the blades. The whole system acts like an automatic clutch to allow a graduated
start for the locomotive.
Gearbox
This does the same job as that on an automobile. It varies the gear ratio between the engine
and the road wheels so that the appropriate level of power can be applied to the wheels. Gear
change is manual. There is no need for a separate clutch because the functions of a clutch are
already provided in the fluid coupling.
Final Drive
The diesel-mechanical locomotive uses a final drive similar to that of a steam engine. The
wheels are coupled to each other to provide more adhesion. The output from the 4-speed
gearbox is coupled to a final drive and reversing gearbox which is provided with a transverse
drive shaft and balance weights. This is connected to the driving wheel by connecting rods.
Hydraulic Transmission
Hydraulic transmission works on the same principal as the fluid coupling but it allows a wider
range of "slip" between the engine and wheels. It is known as a "torque converter". When the
train speed has increased sufficiently to match the engine speed, the fluid is drained out of the
torque converter so that the engine is virtually coupled directly to the locomotive wheels. It is
virtually direct because the coupling is usually a fluid coupling, to give some "slip". Higher
speed locomotives use two or three torque converters in a sequence similar to gear changing in
a mechanical transmission and some have used a combination of torque converters and gears.

53
Some designs of diesel-hydraulic locomotives had two diesel engines and two transmission
systems, one for each bogie. The design was poplar in Germany (the V200 series of
locomotives, for example) in the 1950s and was imported into parts of the UK in the 1960s.
However, it did not work well in heavy or express locomotive designs and has largely been
replaced by diesel-electric transmission.
Wheel Slip
Wheels slip is the bane of the driver trying to get a train away smoothly. The tenuous contact
between steel wheel and steel rail is one of the weakest parts of the railway system.
Traditionally, the only cure has been a combination of the skill of the driver and the selective
use of sand to improve the adhesion. Today, modern electronic control has produced a very
effective answer to this age old problem. The system is called creep control.
Extensive research into wheel slip showed that, even after a wheelset starts to slip, there is still
a considerable amount of useable adhesion available for traction. The adhesion is available up
to a peak, when it will rapidly fall away to an uncontrolled spin. Monitoring the early stages
of slip can be used to adjust the power being applied to the wheels so that the adhesion is kept
within the limits of the "creep" towards the peak level before the uncontrolled spin sets in.
The slip is measured by detecting the locomotive speed by Doppler radar (instead of the usual
method using the rotating wheels) and comparing it to the motor current to see if the wheel
rotation matches the ground speed. If there is a disparity between the two, the motor current is
adjusted to keep the slip within the "creep" range and keep the tractive effort at the maximum
level possible under the creep conditions.
2D diagram of diesel locomotive

Diesel loco shed

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