diesel shed izzatnagar report part 2

INDIAN RAILWAY HISTORY
INTRODUCTION
Indian Railways is the state-owned railway company of India. It comes under
the Ministry of Railways. Indian Railways has one of the largest and busiest rail
networks in the world, transporting over 18 million passengers and more than
2 million tonnes of freight daily. Its revenue is Rs.107.66 billion. It is the world's
largest commercial employer, with more than 1.4 million employees. It
operates rail transport on 6,909 stations over a total route length of more than
63,327 kilometer(39,350 miles).The fleet of Indian railway includes over
200,000 (freight) wagons, 50,000 coaches and 8,000 locomotives. It also owns
locomotive and coach production facilities. It was founded in 1853 under the
East India Company.
Indian Railways is administered by the Railway Board. Indian Railways is
divided into 16 zones. Each zone railway is made up of a certain number of
divisions. There are a total of sixty-seven divisions. It also operates the Kolkata
metro. There are six manufacturing plants of the Indian Railways. Totel number
of shed in India is 50.The total length of track used by Indian Railways is about
108,805 km (67,608 mi) while the total route length of the network is
63,465 km (39,435 mi). About 40% of the total track kilo meter is electrified &
almost all electrified sections use 25,000 V AC. Indian railways uses four rail
track gauges|~|

report on DIESLE LOCO SHED IZZATNAGAR NE RAILWAY
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1. The broad gauge (1670 mm)
2. The meter gauge (1000 mm)
3. Narrow gauge (762 mm)
4. Narrow gauge (610 mm).
Indian Railways operates about 9,000 passenger trains and transports 18
million passengers daily .Indian Railways makes 70% of its revenues and most
of its profits from the freight sector, and uses these profits to cross-subsidies
the loss-making passenger sector. The Rajdhani Express and Shatabdi Express
are the fastest trains of India
CLASSIFICATION
1. Standard “Gauge” designations and dimensions:-
 W = Broad gauge (1.67 m)
 Y = Medium gauge ( 1 m)
 Z = Narrow gauge ( 0.762 m)
 N = Narrow gauge ( 0.610 m)
2. “ Type of Traction” designations:-
 D = Diesel-electric traction
 C = DC traction
 A = AC traction
 CA=Dual power AC/DC traction
3. The “ type of load” or “Service” designations:-
 M= Mixed service
 P = Passenger
 G= Goods
 S = Shunting
4. “ Horse power ” designations from June 2002 (except WDP-1 & WDM-2
LOCOS)
 ‘ 3 ’ For 3000 horsepower
 ‘ A ’ For extra 100 horsepower
 ‘B’ For extra 200 horsepower and so on.

Hence ‘WDM-3A’ indicates a broad gauge loco with diesel-electric traction. It
is for mixed services and has 3100 horsepower.
DIESEL LOCO SHED IZZATNAGAR
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Fig (1)
INTRODUCTION
Diesel locomotive shed is an industrial-technical setup, where repair and
maintenance works of diesel locomotives is carried out, so as to keep the loco
working properly.The technical manpower of a shed also increases the
efficiency of the loco and remedies the failures of loco.
The shed consists of the infrastructure to berth, dismantle, repair and test the
loco and subsystems. The shed working is heavily based on the manual
methods of doing the maintenance job and very less automation processes are
used in sheds, especially in India.
The diesel shed usually has:-
 Berths and platforms for loco maintenance.
 Pits for under frame maintenance
 Heavy lift cranes and lifting jacks
 Fuel storage and lube oil storage, water treatment plant and
testing labs etc.
 Sub-assembly overhauling and repairing section

 Machine shop and welding facilities
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SPECIAL MACHINES & PLANT
Pit wheel lathe machine
This machine is suitable for turn & re-profiles the wheels of locomotives.
Effluent Treatment Plant:-
In order to provide pollution free environment, an ETP PLANT is installed.
Various effluents emitted from diesel shed are passed through the Plant. The
water thus collected is pollution free and is used for non drinking purposes
such as gardening and washing of the locomotives.
TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large number of
innovations/modifications have been conceived and implemented in Diesel
Shed, IZN during 2003-2004 which have improved the reliability and downtime
of locomotives.Some of them are under.
Expressor performance test notch wise
 Simulation of test stand facility on the loco itself with the help of
only two small fixtures.
 Testing the performance of expressor in diesel locomotive
engines.
Cylinder head Stud Removal/ Tightening Arrangement
 A simple device has been developed to help reduce the time and
effort taken in removal/tightening of cylinder head studs.
CONTROL ROOM
It controls and regulates the complete movement, schedules, duty of each loco
of the shed. Division level communications and contacts with each loco on the
line are also handled by the control room. Full record of loco fleet, failures,
duty, overdue and availability of locos are kept by the control room. It applies

the outage target of loco for the shed, as decided by the HQ. It decides the
locomotives mail and goods link that which loco will be deployed on which
train.The schedule of duty, trains and link is decided by the control room
according to the type of trains. If the loco does not return on scheduled time in
the shed then the loco is termed as ‘over due’ and control room can use the
loco of another shed if that is available.
The lube oil consumption is also calculated by the control room for each loco:-
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Lube Oil
Consumption (LOC)= Lube oil consumed in liter/ total kms trevelled × 100
CTA (Chief Technical Assistance) CELL
This cell performs the following functions:-
 Failure analysis of diesel locos
 Finding the causes of sub system failures and material failures
 Formation of inquiry panels of Mechanical and Electrical
engineers and to help the special inquiry teams
 Material failures complains, warnings and replacement of stock
communications with the component manufacturers
 Issues the preventive instructions to the technical workers and
engineers
 Preparation of full detailed failure reports of each loco and sub
systems, components after detailed analysis. The reports are then
sent to the Divisional HQ.
 Correspondence with the headquarters is also done by the CTA
Cell.
The failures analyzed are:-
Category 1 failures:- If the VIP trains loco fails or the train is delayed by the
failure of another trains loco failure. Failure of the single loco may delay a no
of trains.

Non- reported failures:- the failure or delay of the local passenger trains for 2-3
hours is taken in this category. They are not reported to the higher levels and
can be adjusted in the section operations.
Foreign Railway-FR failures:- If the loco of one division fails in the other division
and affects the traffic seriously in that division. The correspondence in this
case is done by the cell.
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Other failures are:-
1. Material failure:- may be due to poor quality, defective material and
defects in the manufacturing of the component. Component is replaced
if fails frequently.
2. Maintenance failures:- if lapse is by the maintenance workers. Inquiry is
done and punishment is set by CTA Cell on behalf of Sr. DME or
instructions are issued for better maintenance.
3. Crew lapse:- proper actions are take or instructions issued to the crew of
locos.
After every 4 years IOH of loco is done in the shed. After 8years POH of loco is
done at the Charbag loco shed –Lucknow. After 18 years rebuilding of loco is
done at DMW-Patiala. Total life of a loco is 36 years.
TURBO SUPERCHARGER
Fig (2)

INTRODUCTION
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, pressurised stroke of high
density is being charged into the cylinder through the open suction valve. Air
of higher density containing more oxygen will make it possible to inject more
fuel into the same size of cylinders and produce more power, by effectively
burning it.
A turbocharger, or turbo, is a gas compresser used for forced-induction of an
internal combustion engine. Like a supercharger, the purpose of a
turbocharger is to increase the density of air entering the engine to create
more power. However, a turbocharger differs in that the compressor is
powered by a turbine driven by the engine's own exhaust gases.
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
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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.
Pressurising air increases its density, but due to compression heat develops. It
causes expansion and reduces the density. This effects supply of high-density
air to the engine. To take care of this, air is passed through a heat exchanger
known as after cooler. The after cooler is a radiator, where cooling water of
lower temperature is circulated through the tubes and around the tubes air
passes. The heat in the air is thus transferred to the cooling water and air
regains its lost density. From the after cooler air goes to a common inlet
manifold connected to each cylinder head. In the suction stroke as soon as the
inlet valve opens the booster air of higher pressure density rushes into the
cylinder completing the process of super charging.
The engine initially starts as naturally aspirated engine. With the increased
quantity of fuel injection increases the exhaust gas pressure on the turbine.
Thus the self-adjusting system maintains a proper air and fuel ratio under all
speed and load conditions of the engine on its own. The maximum rotational
speed of the turbine is 18000/22000 rpm for the Turbo supercharger and
creates max. Of 1.8 kg/cm2 air pressure in air manifold of diesel engine, known
as Booster Air Pressure (BAP). Low booster pressure causes black smoke due to
incomplete combustion of fuel. High exhaust gas temperature due to after
burning of fuel may result in considerable damage to the turbo supercharger
and other component in the engine.
LUBRICATING, COOLING AND AIR CUSHIONING
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LUBRICATING SYSTEM
One branch line from the lubricating system of the engine is connected to the
turbo- supercharger. Oil from the lube oils system circulated through the
turbo- supercharger for lubrication of its bearings. After the lubrication is over,
the oil returns back to the lube oil system through a return pipe. Oil seals are

provided on both the turbine and blower ends of the bearings to prevent oil
leakage to the blower or the turbine housing.
COOLING SYSTEM
The cooling system is integral to the water cooling system of the engine.
Circulation of water takes place through the intermediate casing and the
turbine casing, which are in contact with hot exhaust gases. The cooling water
after being circulated through the turbo- supercharger returns back again to
the cooling system of the locomotive.
AIR CUSHIONING
There is an arrangement for air cushioning between the rotor disc and the
intermediate casing face to reduce thrust load on the thrust face of the bearing
which also solve the following purposes.
 It prevents hot gases from coming in contact with the lube oil.
 It prevents leakage of lube oil through oil seals.
 It cools the hot turbine disc.
Pressurised air from the blower casing is taken through a pipe inserted in the
turbo- supercharger to the space between the rotor disc and the intermediate
casing. It serves the purpose as described above.
AFTER COOLER
It is a simple radiator, which cools the air to increase its density. Scales
formation on the tubes, both internally and externally, or choking of the tubes
can reduce heat transfer capacity. This can also reduce the flow of air through
it. This reduces the efficiency of the diesel engine. This is evident from black
exhaust smoke emissions and a fall in booster pressure.
ADVANTAGES OF SUPER CHARGED ENGINES
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 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 .
FUEL OIL SYSTEM
10
Fig (3)
INTRODUCTION
All locomotive have individual fuel oil system. The fuel oil system is designed to
introduce fuel oil into the engine cylinders at the correct time, at correct
pressure, at correct quantity and correctly atomised. The system injects into
the cylinder correctly metered amount of fuel in highly atomised form. High
pressure of fuel is required to lift the nozzle valve and for better penetration of
fuel into the combustion chamber. High pressure also helps in proper
atomisation. so that the small droplets come in better contact with the

compressed air in the combustion chamber, resulting in better combustion.
Metering of fuel quantity is important because the locomotive engine is a
variable speed and variable load engine with variable requirement of fuel.
Time of fuel injection is also important for better combustion.
FUEL OIL SYSTEM
The fuel oil system consists of two integrated systems. These are;
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 FUELINJECTION PUMP (F.I.P).
 FUEL INJECTION SYSTEM.
FUEL INJECTION PUMP
It is a constant stroke plunger type pump with variable quantity of fuel delivery
to suit the demands of the engine. The fuel cam controls the pumping stroke of
the plunger. The length of the stroke of the plunger and the time of the stroke
is dependent on the cam angle and cam profile, and the plunger spring
controls the return stroke of the plunger. The plunger moves inside the barrel,
which has very close tolerances with the plunger. When the plunger reaches to
the BDC, spill ports in the barrel, which are connected to the fuel feed system,
open up. Oil then fills up the empty space inside the barrel. At the correct time
in the diesel cycle, the fuel cam pushes the plunger forward, and the moving
plunger covers the spill ports. Thus, the oil trapped in 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 (4)
It may also rotate slightly, if necessary through the engine governor, control
shaft, control rack, and control sleeve. This rotary movement of the plunger
along with reciprocating stroke changes the position of the helical relief in
respect to the spill port and oil, instead of being delivered through the pump
outlet, escapes back to the low pressure feed system. The governor for engine
speed control, on sensing the requirement of fuel, controls the rotary motion
of the plunger, while it also has reciprocating pumping strokes. Thus, the
alignment of helix relief with the spill ports will determine the effectiveness of
the stroke. If the helix is constantly in alignment with the spill ports, it bypasses
the entire amount of oil, and nothing is delivered by the pump. this is known as
‘FULL FUEL POSITION’, because the entire stroke is effective. Oil is then passed
through the delivery valve, which is spring loaded. It opens at the oil pressure
developed by the pump plunger. This helps in increasing the delivery pressure
of oil. it functions as a non-return valve, retaining oil in the high pressure line.
This also helps in snap termination of fuel injection, to arrest the tendency of
dribbling during the fuel injection. The specially designed delivery valve opens
up due to the pressure built up by the pumping stroke of plunger. When the oil
pressure drops inside the barrel, the landing on the valve moves backward to
increase the space available in the high-pressure line. Thus, the pressure inside
the high-pressure line collapses, helping in snap termination of fuel injection.
This reduces the chances of dribbling at the beginning or end of fuel injection
through the fuel injection nozzles.
BOGIE
12

13
Fig (5)
INTRODUCTION
A bogie is a wheeled wagon or trolley. In mechanics terms, a bogie is a chassis
or framework carrying wheels, attached to a vehicle. It can be fixed in place, as
on a cargo truck, mounted on a swivel, as on a railway carriage or locomotive,
or sprung as in the suspension of a caterpillar tracked vehicle. Bogies serve a
number of purposes:-
 To support the rail vehicle body
 To run stably on both straight and curved track
 To ensure ride comfort by absorbing vibration, and minimizing centrifugal
forces when the train runs on curves at high speed.
 To minimize generation of track irregularities and rail abrasion.
Usually two bogies are fitted to each carriage, wagon or locomotive, one at
each end.
Key Components Of a Bogie
 The bogie frame itself.
 Suspension to absorb shocks between the bogie frame and the rail vehicle
body. Common types are coil springs, or rubber airbags.
 At least two wheel set, composed of axle with a bearings and wheel at each
end.
 Axle box suspension to absorb shocks between the axle bearings and the
bogie frame. The axle box suspension usually consists of a spring between
the bogie frame and axle bearings to permit up and down movement, and

sliders to prevent lateral movement. A more modern design uses solid
rubber springs.
 Brake equipment:-Brake shoes are used that are pressed against the tread
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of the wheels.
 Traction motors for transmission on each axle.
CLASSIFICATION OF BOGIE
Bogie is classified into the various types described below according to their
configuration in terms of the number of axle, and the design and structure of
the
suspension. According to UIC classification two types of bogie in Indian Railway are:-
 Bo-Bo
 Co-Co
Fig (6)
A Bo-Bo is a locomotive with two independent four-wheeled bogies with all
axles powered by individual traction motors. Bo-Bos are mostly suited to
express passenger or medium-sized locomotives.
Co-Co is a code for a locomotive wheel arrangement with two six-wheeled
bogies with all axles powered, with a separate motor per axle. Co-Cos is most
suited to freight work as the extra wheels give them good adhesion. They are
also popular because the greater number of axles results in a lower axle load
to the track.
EXHAUSTER

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Fig (7)
INTRODUCTION
In Indian Railways, the trains normally work on vacuum brakes and the diesel
locos on air brakes. As such provision has been made on every diesel loco for
both vacuum and compressed air for operation of the system as a combination
brake system for simultaneous application on locomotive and train.
In ALCO locos the exhauster and the compressor are combined into one unit
and it is known as EXPRESSOR. It creates 23" of vacuum in the train pipe and
140 PSI air pressure in the reservoir for operating the brake system and use in
the control system etc.
The expressor is located at the free end of the engine block and driven
through the extension shaft attached to the engine crank shaft. The two are
coupled together by fast coupling (Kopper's coupling). Naturally the expressor
crank shaft has eight speeds like the engine crank shaft. There are two types of
expressor are, 6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are six
cylinder and four exhauster whereas 6CD,3UC contain six cylinder and three
exhauster.
WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the
open inlet valves in the cylinder heads during its suction stroke. Each of the
exhauster cylinders has one or two inlet valves and two discharge valves in the
cylinder head. A study of the inlet and discharge valves as given in a separate

diagram would indicate that individual components like (1) plate valve outer
(2) plate valve inner (3) spring outer (4) spring inner etc. are all
interchangeable parts. Only basic difference is that they are arranged in the
reverse manner in the valve assemblies which may also have different size and
shape. The retainer stud in both the assemblies must project upward to avoid
hitting the piston.
The pressure differential between the available pressure in the vacuum train
pipe and inside the exhauster cylinder opens the inlet valve and air is drawn
into the cylinder from train pipe during suction stroke. In the next stroke of
the piston the air is compressed and forced out through the discharge valve
while the inlet valve remains closed. The differential air pressure also
automatically open or close the discharge valves, the same way as the inlet
valves operate. This process of suction of air from the train pipe continues to
create required amount of vacuum and discharge the same air to atmosphere.
The VA-1 control valve helps in maintaining the vacuum to requisite level
despite continued working of the exhauster.
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Compressor
The compressor is a two stage compressor with one low pressure cylinder and
one high pressure cylinder. During the first stage of compression it is done
in the low pressure cylinder where suction is through a wire mesh filter.
After compression in the LP cylinder air is delivered into the discharge manifold
at a pressure of 30 / 35 PSI. Workings of the inlet and exhaust valves are
similar to that of exhauster which automatically open or close under
differential air pressure. For inter-cooling air is then passed through a radiator
known as inter-cooler. This is an air to air cooler where compressed air passes
through the element tubes and cool atmospheric air is blown on the out side
fins by a fan fitted on the expressor crank shaft. Cooling of air at this stage
increases the volumetric efficiency of air before it enters the high- pressure
cylinder. A safety valve known as inter cooler safety valve set at 60 PSI is
provided after the inter cooler as a protection against high pressure
developing in the after cooler due to defect of valves.
After the first stage of compression and after-cooling the air is again
compressed in a cylinder of smaller diameter to increase the pressure to 135-
140 PSI in the same way. This is the second stage of compression in the HP
cylinder. Air again needs cooling before it is finally sent to the air reservoir and
this is done while the air passes through a set of coiled tubes after cooler.

SPEEDOMETER
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INTRODUCTION
The electronic speedometer is intended to measure traveling speed and to
record the status of selected locomotive engine parameters every second. It
comprises a central processing unit that performs the basic functions, two
monitors that are used for displaying the measured speed values and entering
locomotive driver’s identification data and drive parameters and a speed
transducer. The speedometer can be fitted into any of railway traction
vehicles. The monitor is mounted on every driver’s place in a locomotive. It is
connected to the CPU by a serial link. Monitor transmits a driver, locomotive
and train identifications data to the CPU and receives data on travel speed,
partial distance traveled, real time and speedometer status from the CPU A
locomotive driver communicates with the speedometer using the monitor: a
keyboard and alphanumeric displays are used for authorization purposes,
travel speed values are monitored on analog and digital displays, whereas
alphanumeric displays, LEDs and a buzzer signal provide information on
speedometer and vehicle status.
WORKING MECHANISM
Speedometer is a closed loop system in which opto-electronic pulse generator
is used to convert the speed of locomotive wheel into the corresponding
pulses. Pulses thus generated are then converted into the corresponding steps
for stepper motor. These steps then decide the movement of stepper motor
which rotates the pointer up to the desired position. A feed back
potentiometer is also used with pointer that provides a signal corresponding to
actual position of the pointer, which then compared with the step of stepper
motor by measuring and control section. If any error is observed, it corrected
by moving the pointer to corresponding position.
Presently a new version of speed-time-distance recorder cum indicator unit

TELPRO is used in the most of the locomotive. Features and other technical
specification of this speedometer are given below.
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Applications
 Speed indication for driver.
 Administrative control of traction vehicle for traffic scheduling.
 Vehicle trend analysis in case of derailment/accident.
 Analysis of drivers operational performance to provide training, if required.
CYLINDER HEAD
Fig (8)
INTRODUCTION
The cylinder head is held on to the cylinder liner by seven hold down studs or
bolts provided on the cylinder block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms a part of combustion
chamber. It is a complicated casting where cooling passages are cored for
holding water for cooling the cylinder head. In addition to this provision is
made for providing passage of inlet air and exhaust gas. Further, space has
been provided for holding fuel injection nozzles, valve guides and valve seat
inserts also.
Components of cylinder head

In cylinder heads valve seat inserts with lock rings are used as replaceable
wearing part. The inserts are made of stellite or weltite. To provide
interference fit, inserts are frozen in ice and cylinder head is heated to bring
about a temperature differential of 250F 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 190F. 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-
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metal joint on to cylinder.
ALCO 251+ cylinder heads are the latest generation cylinder heads, used in
updated engines, with the following feature:
 Fire deck thickness reduced for better heat transmission.
 Middle deck modified by increasing number of ribs (supports) to increase its
mechanical strength. The flying buttress fashion of middle deck improves
the flow pattern of water eliminating water stagnation at the corners inside
cylinder head.
 Water holding capacity increased by increasing number of cores (14 instead
of 11)
 Use of frost core plugs instead of threaded plugs, arrest tendency of
leakage.
 Made lighter by 8 kgs (Al spacer is used to make good the gap between
rubber grommet and cylinder head.)
 Retaining rings of valve seat inserts eliminated.
Benefits:-
 Better heat dissipation
 Failure reduced by reducing crack and eliminating sagging effect of fire deck
area.

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Maintenance and Inspection
Cleaning: By dipping in a tank containing caustic solution or ORION-355
solution with water (1:5) supported by air agitation and heating.
Crack Inspection: Check face cracks and inserts cracks by dye penetration
test.
Hydraulic Test: Conduct hyd. test (at 70 psi, 200°F for 30 min.) for checking
water leakage at nozzle sleeve, ferrule, core plugs and combustion face.
Dimensional check :
Face seat thickness: within 0.005" to 0.020"
PIT WHEEL LATHE
Fig (9)
INTRODUCTION
Various type of wear may occur on wheal tread and flange due to wheel
skidding and emergency breaking. Four type of wear may occur as follows:-
 Tread wear
 Root wear
 Skid wear and
 Flange wear

For maintaining the required profile pit wheel lathe are used. This lathe is
installed in the pit so that wheel turning is without disassembling the axle and
lifting the loco and hence the name “pit wheel lathe”
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Wheel turning
Wheel turning on this lathe is done by rotating the wheels, both wheels of an
axle are placed on the four rollers, two for each wheel. Rollers rotate the
wheel and a fixed turning tool is used for turning the wheel.
Different gages are used in this section to check the tread profile. Name of
these gages are:-
 Star gage
 Root wear gage
 Flange wear gage
 J gage
j-gage is used to calculate the app. Dia of wheel.
Dia. Of wheel = 962 +2×(j-gage reading) mm
CAUSES OF WHEEL SKIDDING-
 On excessive brake cylinder pressure (more than 2.5 kg/cm²).
 Using dynamic braking at higher speeds.
 When at the time of application of dynamic braking, the brakes of loco
would have already been applied. (in case of failure of D-1 Pilot valve).
 Continue working , when C-3-W Distributor valve P/G handle is in wrong
position.
 Due to shunting of coaches with loco without connecting their B.P./vacuum
pipe.
 Shunting at higher speeds.
 Continue working when any of the brake cylinder of loco has gotten
jammed.
 The time of application/release of brakes of any of the brake cylinder being
larger than the others.
 When any of the axle gets locked during on the line.
SCHEDULE EXAMINATION

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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
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.
 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

23
 M-2 SHEDULE AFTER 60 DAYS
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.
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.
MONTHLY-2 SEHEDULE
 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.
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.
24
M-4 Schedule
(1). Run engine; check operation of air system safety valves and expressor
crankcase lube oil pressure.
(2). Stop engine; carry out dry run operational test, check FIP timing and
uniformity of rack setting and correct if necessary.
(3). Engine cylinder head:-Tighten all air and exhaust elbow bolts, check valve
clearance, exhaust manifold elbow etc.
(4). Engine crankcase cover:-Remove crankcase cover and check for any
foreign material. Renew gaskets.
(5). Clean Strainer and filters, replace paper elements.
(6). Compressed air and vacuum system:-Check, clean and recondition rings,
piston, Intake strainers, and inlet and exhaust valve, lube oil relief valve,
unloading valve. Drain, clean and refill crankcase.
(7). Radiator fan- tightens bolts and top up oil if necessary.
(8). Roller bearing axle boxes.Check for loose bolts, loss of grease, sign of
overheating. Remove covers, clean and examine roller races and cages for
defects. Carry out ultrasonic test of axles.

(9). Clean cyclonic filters, bag filters and check the condition of rubber bellows
of air intake system.
25
(10). Renew airflow indicator valve.
(11). Carry out blow bye test and gauge wheel wears.
YEARLY/MECHANICAL
Fig (10)
In this section, major schedules such as M-24, M48 and M-72 are carried out.
Here, complete overhauling of the locomotives is done and all the parts are
sent to the respective section and new parts are installed after which load test
is done to check proper working of the parts. The work done in these sections
are as follows:
1). Repeating of all items of trip, quarterly and monthly schedule.
2). Testing of all valves of vacuum/compressed air system. Repair if necessary.

3). Replacement of coalesce element of air dryer.
(4). Reconditioning, calibration and checking of timing of FIP is done. Injector is
overhauled.
(5). Cleaning of Bull gear and overhauling of gear-case is done.
(6). RDP testing of radiator fan, greasing of bearing, checking of shaft and
keyway. Examination of coupling and backlash checking of gear unit is done.
(7). Checking of push rod and rocker arm assembly. Replacement is done if
bent or broken. Checking of clearance of inlet and exhaust valve.
(8). Examination of piston for cracks, renew bearing shell of connecting rod
fitment. Checking of connecting rod elongation.
(9). Checking of crankshaft thrust and deflection. Shims are added if deflection
is more then the tolerance limit.
(10). Main bearing is discarded if it has embedded dust, gives evidence of
fatigue failure or is weared.
(11). Checking of cracks in water header and elbow. Install new gaskets in the
air intake manifold. Overhauling of exhaust manifold is done.
(12). Checking of cracks in crankcase, lube oil header, jumper and tube leakage
in lube oil cooler. Replace or dummy of tubes is done.
(13). Lube oil system- Overhauling of pressure regulating valves, by pass valve,
lube oil filters and strainers is done.
(14). Fuel oil system- Overhauling of pressure regulating valve, pressure relief
valve, primary and secondary filters.
(15). Checking of rack setting, governor to rack linkage, fuel oil high-pressure
line is done.
(16). Cooling water system- draining of the cooling water from system and
cleaning with new water carrying 4 kg tri-phosphate is done. All water system
gaskets are replaced. Water drain cock is sealed. Copper vent pipes are
changed and water hoses are renewed.
26

(17). Complete overhauling of water pump is done. Checking of impeller shaft
for wear and lubrication of ball bearing. Water and oil seal renewal.
(18). Complete overhauling of expressor/compressor, pistons rings and oil seal
renewed. Expressor orifice test is carried out.
(19). Complete overhauling of Turbo supercharger is done. Dynamic balancing
and Zyglo test of the turbine/impeller is done. Also, hydraulic test of complete
Turbo supercharger is done.
(20). Overhauling of after-cooler is done. Telltale hole is checked for water
leak.
(21). Inspection of the crankcase cover gasket and diaphragm is done. It is
renewed if necessary.
(22). Rear T/Motor blower bearing are checked and changed. Greasing of
bearing is done.
(23). Cyclonic filter rubber bellows and rubber hoses are changed. Air intake
filter and vacuum oil bath filter are cleaned and oiled.
(24). Radiators are reconditioned, fins are straightened hydraulic test to detect
leakage and cleaning by approved chemical.
(25). Bogie- Checking of frame links, spring, equalizing beam locating roller pins
for free movement, buffer height, equalizer beam for cracks, rail guard
distance is done. Refilling of center plate and loading pads is done. Journal
bearings are reconditioned.
(26). Axle box- cleaning of axle box housing is done.
(27). Wheels- inspection for fracture or flat spot. Wheel are turned and
gauged.
(28). Checking of wear on horn cheek liners and T/M snubber wear plates.
(29). Checking of brake parts for wear, lubrication of slack adjusters is done.
Inspection for fatigue, crack and distortion of center buffers couplers, side
buffers are done.
27

(30). Traction motor suspension bearing- cleaning of wick assembly, checking
of wear in motor nose suspension. Correct fitment of felt wick lubricators is
ensured. Axle boxes are refilled with fresh oil. Testing of all pressure vessels is
carried out.
Examination while Engine is running
(32). Expressor orifice test is performed. Engine over sped trip assembly
operation, LWS operation are checked. Checking of following items is done:
Water and oil leakage at telltale hole of water pump, turbo return pipes for
leakage and crack, air system for leakage, fuel pump and pipes for leakage,
exhaust manifold for leaks, engine lube oil pressure at idle, turbo for smooth
run down as engine is stopped. Difference in vacuum between vacuum
reservoir pipe and expressor crankcase & and pressure difference across lube
oil filters at idle and full engine speed are recorded.
(33). Brakes at all application positions are checked. Checking of fast and
flexible coupling is done and the expressor is properly aligned. Inspection of
camshaft. Lubrication of hand brake lever and chain.
(37). Speedometer- Overhaul, testing of speed recorder and indicator, pulse
generator is done.
(38). Additional items for WDP1:-Overhauling and operation of TBU is done,
center pivot pin is checked, and CPP bush housing liners are checked for wear,
inspection of vibration dampers for oil leakage and their operation. RDP test is
done to check for cracks at critical location in the bogie frame. Checking of coil
springs for free height.
 (39). Additional items for WDP2 locos:-Checking for cracks bogie frame
and bolster. Checking of hydraulic dampers for oil leakage. Check coil
spring for free height. Zyglo test of guide link bolts is performed.
Examination of taper roller bearing for their condition and clearance is
done. Check and change center pivot liners. Checking of tightness of
nuts on brake head pin. Disassembly, cleaning, greasing, repairing,
replacement of brake cylinder parts is done. Ultrasonic test of axles is
performed. Visual Examination of suspension springs for crack and
breakage. Checking of free and working height of spring. Inspection of
28

bull gear for any visible damage is done and the teeth profile is checked.
Test loco on load box as per RDSO standards.
29

diesel shed izzatnagar report part 2

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