This document is an industrial training report submitted by Himanshu S. Singh to Ramendra Kr. Visen on his training at the Diesel Locomotive Workshop in Varanasi. The report provides background on Indian Railways and the history and operations of the Diesel Locomotive Workshop, including its establishment, annual production capacity, manufacturing processes, and departments.

1. BABU BANARSI DAS NATIONAL INSTITUTE
OF TECHNOLOGY & MANAGEMENT,
LUCKNOW
A
INDUSTRIAL TRAINING REPORT
ON
DISEL LOCOMOTIVE WORKSHOP
SUBMITTED TO: SUBMITTED BY:
RAMENDRA Kr. VISEN HIMANSHU S. SINGH
(Sr. LECTURER) ROLL NO: 1105440044
B.Tech (MECHANICAL)
B. B. D. N. I. T. M.

2. DIESEL LOCOMOTIVE WORKSHOP
VARANSI
A
INDUSTRIAL TRAINING REPORT
ON
DISEL LOCOMOTIVE WORKSHOP
SUBMITTED TO: SUBMITTED BY:
RAMENDRA Kr. VISEN HIMANSHU S. SINGH
(Sr. LECTURER) ROLL NO: 1105440044
B.Tech (MECHANICAL)
B. B. D. N. I. T. M.

3. ACKNOWLEDGEMENT
I take this opportunity my sincere thanks and deep gratitude to
S.P. ASTHANA (HEAD OF MECHANICAL DEPARTMENT) all
these people who extended their whole hearted co-operation and helped
me in completing this project successfully.
First of all I would like to thanks all the S.S.E. and J.E. of the
all the sections for creating oppurtunities to undertake me in this
esteemed organization. Special thanks to all the department for all the
help and guidance extended to me by them in every stage during my
training. His inspiring suggestions and timely guidance enabled me to
perceive the various aspects of the project in the new light.
In all I found a congenial work environment in DIESEL
LOCOMOTIVE WORKSHOP, VARANSI and this completion of the
project will mark a new beginning for me in the coming days.
SUBMITTED TO: SUBMITTED BY:
RAMENDRA Kr. VISEN HIMANSHU S. SINGH
(Sr. LECTURER) ROLL NO: 1105440044
B.TECH (MECHANICAL)
B. B. D. N. I. T. M.

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

5. INTRODUCTION
TO
DIESEL LOCOMOTIVE WORKSHOP
Diesel locomotive works is a production unit under the ministry of railways. This
was set up in collaboration with American locomotive company (ALCO) USA in
1961 and the first locomotive was rolled out in 1964 .This unit produce diesel
electronic locomotives and DG sets for Indian railways and other customers in
India and abroad.
Subsequently a contract for transfer of technology of 4000 HP microprocessors
controlled AC/AC freight (GT 46 MAC)/passenger (GT 46 PAC) locomotives
and family of 710 engines has been signed with electromotive division of general
motor of USA for manufacture in DLW . The production of this locomotive has
now started and thus DLW is only manufacture diesel electric locomotives with
both ALCO and general motor technologies in the world.

6. BRIFF HISTORY OF DLW
Diesel electric locomotives were introduced on Indian Railways in
1950’s to exploit their versatile y, better hauling capabilities, low maintenance
requirement and cost effectiveness is compared to the steam locomotives.
DIESEL LOCOMOTIVE WORK was established in 1961 in
collaboration with M/s ALCO,USA in t5he ancient temple city of Varanasi is
undertake indigenous manufacture of diesel locomotives and meet the increased
transportation needs of Indian railways over the year.
DLW’s production has progressively increased and it produced 164
locomotives, the highest number ever in the year 1997-98 as against 4 locomotives
produced in the first year of its production in 1963-64 presently the locomotives
are almost fully indigenous the import comet of the locomotives has come down
from 98% in 63-64 to less then 5% as at present through in house development
efforts, the original imported dowsing has been made 79 mare fuel-efficient and
has axon been successfully up rated to deliver about 30% mere power.
By end of March’2005 DLW has manufactured 4707 locomotives and
39 high capacities dies generating sets. This includes 321 locomotives for non
railways customers is India like power plants port trusts/steel plant etc. And 75
locomotives export to TANZANIA.VIETNAM.SRI LANKA .and Bangladesh
& Malaysia 36 ydm4 locomotives manufactured by DLW are also operating
on lease in Malaysia.

7. In order to upgrade the technology and keep pace with latest, Indian
railways entered into an agreement with M/s general motors, USA for transfer of
technology for the manufacture of 4000 HP state-of-the-art, AC-AC,
microprocessor controlled fuel efficient WDG4/WDP4 locomotives at DLW these
locos are now under man facture at DLW the first indigenous,WDG4 freight loco,
was manufactured in mar,2002 and the first passenger version,WDP4,in march30
with 50% indigenous content straightway.51 such locomotives have been
manufactured so far indigenous content increased to 70%.
DLW got its first ISO certification in 1997.recently DLW has
obtained the “integrated Quality and environment management system”
certification based on ISO-9001 an ISO14001 indec.2002.DLW is proud to be the
pioneer in this area amongst the government/public sector units in the country.

8. SALIENT FEATURE
Annual production capacity` 125 Locomotives
Annual turn-over (Rs) 5000 million
Total number of staff 7223
Workshop land 89 Hectares
Township area 211 Hectares
Covered area in shops 86300 Sq.m
Covered area of other
Service buildings 73700 Sq.m
Electrical power requirement 3468 KVA
(Average maximum demand)
Electrical energy consumption
(units/year) 19.8 million
Stand by power generation capacity 3000 KW

9. DIFFERENT WORKS AT DLW
UNDER FRAMES & SUPERSTRUCTURES:
Precision cutting and formatting of sheet metal is utilized for
manufacture of superstructures including driver cab, engine hoods, and
compartment for housing electric equipment. All activities connected with pipes
like pickling, bending, cutting, forming and threading of pipes of various work
area, all electrical equipment is assembled in the fabricated control compartment
and driver’s control stands.
Under frames are fabricated taking all due care to ensure designed
weld strength. Care is taken to impart the requisite camber to the under frame
during fabrication it self. Wherever required, welds are tested radio graphically.
Welder training and their technical competence is periodically reviewed
FIG NO 1( SUPER STRUCTURE OF ENGINE)

10. BOGIE MANUFACTURING:
Large special purpose machines are utilized for machining cast and
fabricated bogie frames in the same work area, axel and wheel disc machining is
undertaken on sophisticated CNC machines. Inner diameter of wheels discs are
carefully matched with the outer diameter of. Axles before the wheel discs are
pressed onto, at designated pressure, using a specially designed wheel press. The
complete truck (bogie), including bogie frames, wheels and axles, brake rigging
and traction motor is assemble d before being sent onwards for locomotive
assembly.
FIG NO 2 ( BOGIE)

11. LOCOMOTIVE ASSEMBLY AND TESTING:
Assembled and tested engines are received in this shop from Engine
Division. Also , under frame , assembled truck , superstructures and contractor
compartment are receive from respective manufacturing and assembly shops of
Vehicle Division. Important alignments like crank shaft deflection, compressor
alignment like crank shaft deflection, compressor alignment and Eddy Current
clutch/radiator fan alignment are done during assembly stage if self.
Electrical control equipments are fitted and control cable harnessing is
undertaken. The complete locomotive is thus assembled before being sent onwards
for final testing and spray painting.
Rigorous testing of all locomotive system is conducted as per laid
down test procedures before the locomotives is taken up for final painting and
dispatch.
The engine block, crankshaft, camshaft, cylinder liners, pistons,
connecting rods, cylinder heads, exhaust manifold, turbo-supercharger and all
related piping is assembled to make a complete engine. This is followed by
mounting of electrical machines like traction alternator, auxiliary generator and
exacter. This power pack is tested for horsepower output and other parameters of
engine heath on computerized Engine test beds. Only after the engine parameters
are found perfect the power pack is allowed to be moved to the locomotives
assembly area.
Important alignments like crank shaft deflection, compressor
alignment and Eddy Current clutch/radiator fan alignment are done during
assembly stage. Electrical control equipments are fitted and control cable
harnessing is undertaken. The complete locomotive is thus assembled before being
sent onwards for final testing and .all locomotive systems are rigorous tested as per
laid down test procedures before the locomotive is taken up for final painting and
dispatch.

12. 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
 ‘ 4 ’ For 4000 horsepower
 ‘ 5 ’ For 5000 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.

13. OVERVIEW OF DIESEL
LOCOMOTIVE
FIG NO 3 ( OVERVIEW OF LOCOMOTIVE)

SAND BOX
 RADIATOR
 RADIATOR FAN
 TURBO SUPERCHARGER
 BOGIE(2 SETS)(3AXLE OR 2 AXLE)

14.  FUEL TANK
 AIR RESERVOIERS
 POWER PACK
 DYNAMO WITH ALTRNATOR
 BATTERIES
 DRIVER CABIN
 WHEEL ASSEMBLY
 DISC
 BLOWER
 TRACTON MOTER
 TRUCK
 GEAR AND PENION ASSSEMBLY
 CYLINDER HEAD
 CROSS HEAD
 FUEL INJECTION PUMP
 BATTERIES (8 OF 8.68 VOLTS)
 FUEL TANK
 AFTER COOLING CORE
 JUNCTION BOX

15. PRODUCTION SHOPS
There are three production shops:
1. BLOCK DIVISION
2. ENGINE DIVISION
3. LOCO DIVISION
BLOCK DIVISION
There are two block division
1. HEAVY WELD SHOP
2. HEAVY MACHINE SHOP
ENGINE DIVISION
There are seven engine division
1. ENGINE ERECTION SHOP
2. ENGINE TESTING SHOP
3. LIGHT MACHINE SHOP
4. SUB ASSEMBLY SHOP
5. ROTOR SHOP
6. HEAT TREATMENT SHOP
7. TURBO SELECTION SHOP

16. LOCO DIVISION
There are eight loco division:
1. LOCO FRAME SHOP
2. PIPE SHOP
3. TRUCK MACHINE SHOP
4. TRACTION ASSEMBLY SHOP
5. SHEET MEATL SHOP
6. LOCO AASEMBLY SHOP
7. LOCO PAINT SHOP
8. LOCO TEST SHOP

17. SUB ASSEMBLY SHOP
This shop deals with following section:--
1.Turbo machining section
2.Cylinder head & shot blast section
3.Fuel pump, Support, Cam shaft ate section
4.Cylinder head
5.Turbo
6.Governor, Water Pump, Fan drive, Lube oil Pump, After cooler
assembly section.
CYLINDER HEAD SECTION
The lay out of this section is product type. There are different
machines had do set up per sequence of operation of cylinder head.
A milling machine provides profile cutting and taper profile
according of the template. The tracer runs and cutter forms shaper radial
drilling machine. This machine provides for drilling tapping. Core
boring operation as per drawing

18. HEARALD BOROING MACHINE
This machine having four spindles for boring of guide hole,
air & exhaust it dimensions are—
1.Valve inner sheet dia 4 hole- 3.1805-3.1815
2.Guide hole dia- 1.0625‖-1.0635‖
3.Valve sheet depth (E1, E2, A1)- 0.740‖ to 0.745‖ & A2-
0.950‖
4.Depth of sheet (A1 E1, E2)- 0.205‖-0.215‖
5.Spring sheet depth (E1, E2, E1)- 1.865‖-1.885
CONTROL SHAFT ASSEMBLY
It is a link between Governor & Fuel injector pumps by
which the mechanical power from the governor transmitted to the fuel
injection pump Racks. It means to control the amount of fuel according
to the requirement of load & speed.
EXPLOSION DOOR COVER ASSEMBLY
. It is special type of main base door cover which when the
crank case exhauster failed to work
CAM SHAFT VIBRATION DAMPER ASSEMBLY
When vibration developed on the cam shaft will be damped
by this assembly.

19. O.S.T. HOUSING ASSEMBLY
This assembly controls the R.P.M. of crank shaft and keeps it
a specified limit (1000 to 11500 r.p.m.). When OST is operated in the
case 16 cylinder engine the engine RPM will come in ideal but in case of
16 cylinder engines will be stopped.
FUEL PUMP SUPPORT ASSEMBLY
It is a support of the fuel pump on which the fuel injection
pump is mounted and the power of cam shaft is transmitted to operate
fuel injection pump through the cross head lighter & to operate push rod
by PRD. Lifter by which the inlet & exhaust valve open & closed
through the valve lever & yokes.
ACCELERATION CONTROL DEVICE
By this device by monopoly of the driver is controlled the air
& fuel supply is controlled by according to the fuel ratio. It is controlled
the proper fuel and air ratio.
FIG NO 4(Schematic diagram of ALCO Engine)

20. ROTOR SHOP
This shop is deals with the manufacturing of Turbocharger.
Turbocharger is known as the Heart of Diesel Locomotive. Basically in
this section manufacturing of assembly & sub assembly of Turbocharger
is made. But the outer casing of Turbocharger is made up in Heavy
Machine Shop.
Turbocharger is use for the providing fresh air to the engine.
Due to this the efficiency & power generated by engine is increased. For
the running of Turbocharger we are not using any extra energy source
like generator, motor etc. For starting of Turbocharger generally we use
exhaust gasses.
COMPONENTS OF TURBOCHARGER
For assembly of Turbojet following parts are manufactures in
rotor shop
1. Impeller 7. Thrust Washer
2. Inducer 8. Key
3. Nose piece 9. Oil Slinger
4. Stud Rotor 10. Turbine Disc
5. Nut 11. Turbo Shaft
6. Washer 12. Lock plate

21. ASSEMBLY OF TURBOCHARGER
The assembly of turbocharger is done by dividing whole
turbocharger in three parts. These are as follows
1. Rotor
2. Compressor
3. Casing
1. ROTOR
Rotor is the inlet part of turbocharger which is comprises
with following parts. Turbo Disc, Rotor stud, Turbo shaft, thrust collar,
Nose disc, Washer & Nut.
Rotor is rotating at speed of 18000 rpm & working at high
temperature due to that the rotor is made of steel.
2. COMPRESSOR
Compressor is the combination of impeller & inducer. Impeller is made
up of Al-alloy. Impeller & inducer is use for sucking of fresh air from
environment
.
FIG NO (5) TURBOSUPER CHRAGER

22. 3. CASING
Casing is made of M.S. & also a special type of coating is
done. Due to that coating it can easily resist the heat.
For the proper working & life of Turbocharger balancing of impeller,
inducer & turbine disc is done by help of Dynamics Balancing Machine.
For the proper working & life of Turbocharger balancing of impeller,
inducer & turbine disc is done by help of Dynamics Balancing Machine.
TURBO SUPERCHARGER AND ITS WORKING
PRINCIPLE
The exhaust gas discharge from all the cylinders accumulate in the
common exhaust manifold at the end of which, turbo- supercharger is fitted. The
gas under pressure there after enters the turbo- supercharger through the torpedo
shaped bell mouth connector and then passes through the fixed nozzle ring. Then it
is directed on the turbine blades at increased pressure and at the most suitable
angle to achieve rotary motion of the turbine at maximum efficiency. After rotating
the turbine, the exhaust gas goes out to the atmosphere through the exhaust
chimney.
The turbine has a centrifugal blower mounted at the other end of the
same shaft and the rotation of the turbine drives the blower at the same speed. The
blower connected to the atmosphere through a set of oil bath filters, sucks air from
atmosphere, and delivers at higher velocity. The air then passes through the
diffuser inside the turbo- supercharger, where the velocity is diffused to increase
the pressure of air before it is delivered from the turbo- supercharger

23. 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.
FIG NO(6)TURBOSUPERCHRGER WORKING

24. EXPRESSOR
FIG NO (7) EXPRESSOR
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.

25. 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.

26. 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. .
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.

27. LOCMOTIVE /TRUCK
MACHINE SHOP
FIG NO (7)TRUCK MACHINE SHOP

28. FABRICATION OF ENGINE BLOCK
Steel plates of sizes up to 80 mm thick are ultrasonically tested
before being precision cut by numerically controlled flame cutting machines.
Fabrication of engine block is completed by submerged arc welding using semi-automatic
welding machines. Down-hand welding is ensured using specially
designed petitioners. Special fixtures are used for making down-hand welding
possible in inaccessible areas. Critical welds are subjected to radiographic
examination. All welders are periodically tested and re-qualified for the assigned
job
FIG NO (8) FABRICATION OF ENGINE BLOCK

29. MACHINING OF ENGINE BLOCK
The fabricated engine block is then taken up for a variety of
machining operations like planning, enveloping and end drilling. All these
operations use heavy duty planers and CNC drilling machines. V-boring of
cylinder liner bores is a process requiring a high degree of precision and is
undertaken using a specially designed machine. Recent addition of a Plano-milling
centre has provided further fillip to the quality and speed of enveloping
operation. 12 Cylinder and 16 Cylinder Blocks have V angle of 45°, whereas the
6 Cylinder Block is inline type.
FIG NO (9) TESTING OF THE LOCOMOTIVE OR TRUCK

30. COMPONENT MANUFACTURING
Over 2000 components are manufactured in-house at DLW. These
include ALCO turbo superchargers, lubricating oil pumps, cam shafts, cylinder
heads, chrome plated cylinder liners, connecting rods and various gears. Our
well-equipped Machine Shops have dedicated lines for operations like turning,
milling, gear hobbing, drilling, grinding and planning etc. In addition, DLW is
equipped with a variety of special purpose machines and a large number of
state-of-the-art CNC machines to ensure quality and precision. All related
processes like heat treatment and induction hardening are also carried out in-house.
A completely new Chrome Plating Shop for Cylinder Liners has been set
up with modern infrastructure like fume extraction system and Programmable
Logic Controlled material movement system.
FIG NO(10) COMPONENT MANUFACTURING

31. ENGINE ASSEMBLY & TESTING
The engine block, crankshaft, camshafts, cylinder liners, pistons,
connecting rods, cylinder heads, exhaust manifold, turbo-supercharger and all
related piping is assembled to make a complete engine. This is followed by
mounting of electrical machines like traction alternator, auxiliary generator and
exciter. This power pack is tested for horsepower output and other parameters of
engine health on computerized Engine Test Beds. Only after the engine
parameters are found perfect the power pack is allowed to be moved to the
locomotive assembly area
FIG NO(11)ASSEMBLED ENGINE

32. VEHICLE DIVISION
UNDERFRAMES & SUPERSTRUCTURES
FIG NO (12) SUPERSTRUCTURE
Precision cutting and forming of sheet metal is utilized for
manufacture of superstructures including drivers cab, engine hoods,
and compartments for housing electrical equipment. All activities
connected with pipes like pickling, bending, cutting, forming and
threading of pipes of various sizes are undertaken in another well-equipped
work area. In yet another work area, all electrical equipment
is assembled in the fabricated control compartments and driver’s
control stands. Under frames are fabricated taking all due care to
ensure designed weld strength. Care is taken to impart the requisite
camber to the under frame during fabrication itself. Wherever required,
welds are tested radio graphically. Welder training and their technical
competence is periodically reviewed.

33. BOGIE MANUFACTURING
FIG NO (13) BOGIE MANUFACTURING
Large special purpose machines are utilized for machining cast and
fabricated bogie frames. In the same work area, axle and wheel disc machining is
undertaken on sophisticated CNC machines. Inner diameter of wheel discs are
carefully matched with the outer diameter of axles before the wheel discs are
pressed onto axles, at designated pressure, using a specially designed wheel
press. The complete truck (bogie), including bogie frames, wheels and axles,
brake rigging and traction motors is assembled before being sent onwards for
locomotive assembly.

34. LOCOMOTIVE ASSEMBLY & TESTING
FIG NO(14) ENGINE TESTING
Assembled and tested engines are receive in this Shop from Engine
Division. Also, under frames, assembled trucks, superstructures and contractor
compartments are received from respective manufacturing and assembly shops of
Vehicle Division. Important alignments like crank shaft deflection, compressor
alignment and Eddy Current clutch/radiator fan alignment are done during assembly
stage itself. Electrical control equipments are fitted and control cable harnessing is
undertaken. The complete locomotive is thus assembled before being sent onwards for
final testing and spray painting. Rigorous testing of all locomotive systems is conducted
as per laid down test procedures before the locomotive is taken up for final painting and
dispatch.

35. MACHINE SHOP
There are some important machines which used in the different
type of shops.
1. LATHE MACHINE

36. 2. SLOTTER MACHINE
3.PLANER MACHINE

37. 4.CNC WHEEL SURFACE LATHE
5.CNC WHEEL TURRET LATHE

38. 6.CNC BIG BORE LATHE WITH SPINDLE

39. CONCLUSION
I have completed my training from the DIESEL
LOCOMOTIVE WORKSHOP , VARANSI . I have observed many
shop in the workshop I mainly performed my training in the the LAS,
SAS , ROTOR SHOP AND TMS SHOP.
In the locomotive workshop ,all the SSE and JE and
SUPERVISIORS of all te shops helped very much. Without hisor her
supervision I was not able to perform the training in all the workshops. I
am very grateful to him .
We have learned too much in the workshop, DIFFERENT
TYPE OF WORKSHOP TECHNOLOGY, TESTING OF THE PARTS
OF THE LOCOMOTIVE AND THE PROPER FUNCTIONING of the
different locomotive parts as a TURBOSUPERCHARGER,
EXPRESSOR, POWER PACK OF THE LOCOMOTVE , RADIATOR
SECTION ,OIL SUMP, DYNAMO AND BOGIE AND
FABRICATION OF THE BODY OF LOCOMOTIVE .

40. REFRENCES
 Workshop technology by Hazara & Chaudhary
 Production technology by P.C. SHARMA
 Study material provided by TECHNICAL TRAINING CENTRE
 Workshop technology by S. K. GARG
 WWW.RAILWAY TECHNICAL.CO.IN
 WWW.HOWSTUFFWORKS.IN
 WWW.IRFCA.CO.IN