Indian railway ajmer

1
A
Seminar Report on
Loco workshop of railway
PRACTICAL TRAINING TAKEN AT
SUPERVISORS TREANING CENTRE AJMER
NORTH WESTERN RAILWAY
INDIAN RAILWAYS
Submitted in partial fulfillment of the
Requirements for the degree
Of
B.TECH
MECHANICAL ENGINEERING
By
ANKIT SHARMA
(12EGJME719)
Under the guidance of
MR. SHRIKANT BANSAL
MR. MANISH DHADEECH
DEPARTMENT OF MECHANICAL ENGG.(B 14),
Global Institute of Technology(R 12),
Sitapura, Jaipur 302022
2012-16

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CERTIFICATE
This is to certify that this seminar report on Practical Training taken at “locomotive work shop”
of “NORTHEN WESTEN RAILWAYS” is submitted by (ANKIT SHARMA : 12EGJME719) to
the Department of Mechanical Engineering, GIT, Jaipur, for the award of the degree in B.Tech
Mechanical Engineering is a bonafide record of work carried out by him/her. The contents of this
Seminar Report, in full or in parts have not been submitted to any other Institute or University
for the award of any degree or diploma.
Mr. Shrikant Bansal
Mr. Manish Dhadeech
Seminar Coordinator
Mrs. Bhavana Mathur
Head of Department

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ACKNOWLEDGEMENT
“Inspiration and motivation have always played a key role in the success of any venture.”
Success in such comprehensive report can‟t be achieved single handed. It is the team
effort that sail the ship to the coast. So I would like to express my sincere thanks to my mentor
Mr.SK JOSHI.
It gives me immense pleasure to express my gratitude to the department of Mechanical
Engineering for their prudent response in course of completing my training report. I am highly
indebted to, MR. SHRIKANT BANSAL and MR. MANISH DHADEECH, their guidance and
whole hearted inspiration; it has been of the greatest help in bringing out the work in the present
shape. The direction, advice, discussion and constant encouragement given by them has been so
helpful in completing the work successfully.
This training wasn‟t possible if HOD of mechanical department MRS.BHAVANA
MATHUR wouldn‟t have allowed us in the first place, so thanks to her as well.
ANKIT SHARMA
12EGJME719

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CONTENT
Chapter Page No
INTRODUCTION 10
1.) ORGANSATION STRUCTURE 11
1.1) Zones of Indian Railways 12
1.2) Departments 14
2.) NORTH WESTERN RAILWAY 15
2.1) Facts and Other Statistics 15
2.2) Brief Outline of the Divisions 17
2.2.1) Jaipur Division 17
2.2.2) Bikaner Division 17
2.2.3) Jodhpur Division 17
2.2.4) Ajmer Division 17
3.) WHEELS 19
3.1) Wheels testing and machine 20
3.2) Axial journal testing lathes 20
3.3) Hydraulic wheel presses with a facility of mounting 21
3.4) Vertical turning lathe 21
4.) MACHINE SHOP 22
4.1) Manually operated machine 23
4.1.1) Drilling section 23
4.1.2) Center lathe section 23
4.1.3) Shaper 24
4.1.4) Slotter 24
5.) BRAKING SYSTEM 25
5.1) Air Brake System 25
5.1.1) Brake container 25
5.1.2) Connections to the Container 27
5.1.3) Brake Application 27
5.1.4) Brake Release 27
5.2) Bogie Brake Equipment 27
5.2.1) Brake Caliper Units 28
5.2.1.1) Working principle 28

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5.2.2) Brake Cylinders 29
5.2.3) Brake Discs 29
5.2.4) Brake Shoe 30
5.3) Brake Rigging System 30
5.4) Wheel Slide Protection Equipment 31
6.) BOGIE SHOP 32
6.1) Introduction to BCNHL wagon 32
6.2) Welding 33
6.2.1) Arc welding 34
6.2.1.1) Arc welding circuit 34
6.2.1.2) Defects of arc welding 35
7.) SPRING SHOP 37
7.1) Spring treatment 37
7.1.1) Visual and magnetic crack detection 37
7.2) Spring scraping 38
7.3) Various reasons of spring failure 38
7.4) D buckling 38
8.) DIESAL SECTION 39
8.1) Turbo supercharger 40
8.1.1)Turbo supercharger principle 40
8.2) Turbo run-down test 40
8.3)Rotor balance machine 41
8.4) Advantage of super charged engines 41
8.5) Defects in turbocharger 41
9.) FUEL OIL SYSTEM 42
9.1) Fuel oil system 42
9.1.1) Fuel injection pump 43
9.2) Spray pattern 44
9.3)Spray pressure 44
10.) CYLINDER HEAD 45
10.1) Component of cylinder head 45
10.2) Maintenance and inspection 46
10.2.1) Cleaning 46
10.2.2) Crack inspection 46

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10.2.3) Hydraulic test 46
10.2.4) Dimensional check 46
10.2.5) Straightness of valve stem 46
10.2.6) Blow by test 46
11.) SCHEDULE EXAMINATION 47
11.1) Minor schedule 47
11.2.1) Trip-1 48
11.2.2) Trip-2 48
11.2.3) Mounthly-2 schedule 48
11.2.4) Major schedules 49
12.) CONCLUSION 50
12.1) Improvements suggested to company 50
12.2) Findings 50
Reference 51

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LIST OF TABLES
Table No. Name of Table Page No.
Table 1.1) List of Zones of Indian Railways 13
Table 1.2) List of Departments 14
Table 2.1) List of Ajmer statistics 18
Table 3.1) List of wheels dimension 19
Table 3.2) List of wheels 19
Table 7.1) Spring failure rate 37

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LIST OF FIGURES
Figure No. Name of Figure Page No.
Fig 1.1) Indian railway logo 10
Fig 1.2) Zones Map 12
Fig 2.1 ) Logo of North Western Railway 15
Fig 2.2) Map of North Western Railway 16
Fig 3.1) Wheels 19
Fig 3.2) Axial lathe 20
Fig 3.3) Hydraulic wheel press 21
Fig 3.4) Vertical turning lathe 21
Fig 4.1) Computer numerical control 22
Fig 4.2) Drilling machine 23
Fig 4.3) Lathe machine 23
Fig 4.4) Shaper machine 24
Fig 4.5) Slotter machine 24
Fig 5.1) Brake equipment for passenger coach 25
Fig 5.2) Brake equipment panel 26
Fig 5.3) Break equipment for generator coach 26
Fig 5.4) Brake caliper unit 28
Fig 5.5) Brake Cylinders and Callipers 29
Fig 5.6) Axle Mounted and Wheel mounted brake disc 30
Fig 5.7) Diagram showing breake rigging pressure 31
Fig 5.8) Speed sensor and phonic wheel 31
Fig 6.1) BCNHL wagon 32
Fig 6.2) Flow process of BCNHL wagon 33
Fig 6.3) Welding process 34
Fig 6.4) Porosity 35
Fig 6.5) Spatter 35
Fig 6.6) Fixed manipulator 36
Fig 7.1) Spring 37
Fig 7.3) D buckling machine 38
Fig 8.1) Turbocharger 39
Fig 8.2) Impeller 40
Fig 9.1) Fuel oil system 42
Fig 9.2) Fuel injection pump 43
Fig 9.3) Fuel injection pump testing 44
Fig10.1) Cylinder head 45

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CHAPTER-1
INTRODUCTION
(Fig 1.1 Indian railway logo)
"Lifeline of the Nation"
 Type : Public sector undertaking
 Reporting mark : IR
 Industry : Railways
 Founded : April 16, 1853
 Headquarters : New Delhi, India
 Area served : India
 Chairman : Arunendra Kumar
 Services : Passenger railways
: Freight services
: Parcel carrier
: Catering and Tourism Services
: Parking lot operations
: Other related services
 Track gauge : 1,676 mm (5 ft 6 in)
: 1,000 mm (3 ft 3 3⁄8 in)
: 762 mm (2 ft 6 in)
: 610 mm (2 ft)
 Electrification : 23,541 kilometers (14,628 mi)
 Length : 65,000 kilometers (40,000 mi)
 Revenue : 1256.8 billion (US$21 billion)
 Net income : 104.1 billion (US$1.7 billion)
 Owner(s) : Government of India (100%)
 Employees : 2.2 million (2012)
 Parent : Ministry of Railways through Railway Board (India)
 Zones : 17 Railway Zones
 Website : www.indianrailways.gov.in

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ORGANSATION STRUCTURE
Indian Railways (reporting mark IR) is an Indian state-owned enterprise, owned and operated
by the Government of India through the Ministry of Railways. It is one of the world's largest
railway networks comprising 115,000 km (71,000 mi) of track over a route of 65,000 km (40,000
mi) and 7,500 stations. In 2011, IR carried over 8,900 million passengers‟ annually or more than
24 million passengers daily (roughly half of which were suburban passengers) and 2.8 million
tons of freight daily. In 2011–2012 Indian Railways had revenues of 1119848.9 million (US$19
billion) which consists of 696759.7 million (US$12 billion) from freight and 286455.2 million
(US$4.8 billion) from passengers tickets.
Railways were first introduced to India in 1853 from Bombay to Thane. In 1951 the systems
were nationalized as one unit, the Indian Railways, becoming one of the largest networks in the
world. IR operates both long distance and suburban rail systems on a multi-gauge network of
broad, meter and narrow gauges. It also owns locomotive and coach production facilities at
several places in India and are assigned codes identifying their gauge, kind of power and type of
operation. Its operations cover twenty nine states and seven union territories and also provide
limited international services to Nepal, Bangladesh and Pakistan.
Indian Railways is the world's ninth largest commercial or utility employer, by number of
employees, with over 1.4 million employees. As for rolling stock, IR holds over 239,281 Freight
Wagons, 59,713 Passenger Coaches and 9,549 Locomotives (43 steam, 5,197 diesel and 4,309
electric locomotives).
The trains have a 5 digit numbering system as the Indian Railways runs about 10,000 trains
daily. As of 31 March 2013, 23,541 km (14,628 mi) (36%) of the total 65,000 km (40,000 mi)
route length was electrified. Since 1960.
On 23 April 2014, Indian Railways introduced a mobile app system to track train schedules.
The first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to Thane.
The idea of a railway to connect Bombay with Thane, Kalyan and with the Thal and Bhore Ghats
inclines first occurred to Mr. George Clark, the Chief Engineer of the Bombay Government,
during a visit to Bhandup in 1843.
Indian Railways runs around 11,000 trains every day, of which 7,000 are passenger trains.

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1.1 Zones of Indian Railways
Indian Railways is divided into several zones, which are further sub-divided into divisions. The
number of zones in Indian Railways increased from six to eight in 1951, nine in 1952 and sixteen
in 2003 and now seventeen. Each zonal railway is made up of a certain number of divisions, each
having a divisional headquarters. There are a total of sixty-nine divisions.
Each of the seventeen zones is headed by a general manager who reports directly to the Railway
Board. The zones are further divided into divisions under the control of divisional railway
managers (DRM).
(Fig 1.1 Zones Map)

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( Table 1.1 List of Zones of Indian Railways )
Sr.
No
Zone
Name
Abbr. Date
Established
Route
length
( Km)
Headquarter Divisions
1. Central CR 5 November
1951
3905 Mumbai Mumbai, Bhusawal, Pune,
Solapur, Nagpur
2. East
Central
ECR 1 October 2002 3628 Hajipur Danapur, Dhanbad,
Mughalsarai, Samastipur,
Sonpur
3. East Coast ECoR 1 April 2003 2572 Bhubaneswar Khurda Road, Sambalpur,
Waltair
4. Eastern ER 14 April 1952 2414 Kolkata Howrah, Sealdah, Asansol,
Malda
5. North
Central
NCR 1 April 2003 3151 Allahabad Allahabad, Agra, Jhansi
6. North
Eastern
NER 14 April 1952 3667 Gorakhpur Izzatnagar, Lucknow, Varanasi
7. North
Western
NWR 1 October 2002 5459 Jaipur Jaipur, Ajmer, Bikaner,
Jodhpur
8. Northeast
Frontier
NFR 15 January
1958
3907 Guwahati Alipurduar, Katihar, Rangia,
Lumding, Tinsukia
9. Northern NR 14 April 1952 6968 Delhi Delhi, Ambala, Firozpur,
Lucknow, Moradabad
10. South
Central
SCR 2 October 1966 5803 Secunderabad Secunderabad, Hyderabad,
Guntakal, Guntur, Nanded,
Vijayawada
11 South East
Central
SECR 1 April 2003 2447 Bilaspur Bilaspur, Raipur, Nagpur
12. South
Eastern
SER 1955 2631 Kolkata Adra, Chakradharpur,
Kharagpur, Ranchi
13. South
Western
SWR 1 April 2003 3177 Hubli Hubli, Bangalore, Mysore
14. Southern SR 14 April 1951 5098 Chennai Chennai, Tiruchirappalli,
Madurai, Palakkad, Salem,
Thiruvananthapuram
15. West
Central
WCR 1 April 2003 2965 Jabalpur Jabalpur, Bhopal, Kota
16. Western WR 5 November
1951
6182 Mumbai Mumbai Central, Ratlam,
Ahmedabad, Rajkot, Bhavnagar,

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1.2 Departments
A typical division has an average track length of about 1000 km and staff strength of about
15000. All the departments and services of the Indian Railways are represented in a Division.
( Table 1.2 List of Departments )
SR.NO Name of Department Role and function
1. Engineering
Department
Maintenance of all fixed assets of the Division, i.e. Track,
Bridges, Buildings, Roads, Water supply etc.
2. Mechanical
Engineering &
Power Department
Maintenance of all rolling stock of the Division , i.e.
locomotives, passenger and freight cars; and technical super
etc.
3. Electrical Engineering
Department
Maintenance of all electric locomotives, EMUs/MEMUs and
fixed electrical assets of the Division, i.e. Overhead
equipment, lighting and power for railway establishments etc.
4. Signal &
Telecommunication
Engineering Dept
Management of the Signaling and Telecommunication (S&T)
infrastructure of the division for Safe Train operations
5. Operating and Traffic
Department
Train operations
6. Commercial
Department
Passenger ticketing, ticket checking, booking of freight rakes
and collecting fares
7. Medical Department Providing medical facilities to railway employees and their
Families
8. Safety Department Ensuring safety of train operations
9. Stores Department Ensuring material for maintenance of trains (material for all
departments except the Engineering Department)
10. Accounts Department Financial management of the division
11. Personnel Department HR functions
12. Security Department Security of railway material, passenger and passenger
Belongings

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CHAPTER -2
NORTH WESTERN RAILWAY
“Serving Customer with Smile”
(Fig 2.1 Logo of North Western Railway)
 Reporting mark : N.W.R
 Founded : October 1, 2002
 Headquarters : Jaipur, Rajasthan
 General Manager : Anil Singhal
 Track gauge : 1,676 mm (5 ft. 6 in)
: 1,000 mm (3 ft. 3 3⁄8 in)
 Length : 54449.29 kilometers
 Stations : 578
 Division : 4
 Website : www.nwr.indianrailways.gov.in
The North Western Railway is one of the sixteen railway zones in India. It is headquartered at
Jaipur. It comprises four divisions: Jodhpur and reorganized Bikaner division of the erstwhile
Northern Railway and reorganized Jaipur and Ajmer divisions of the erstwhile Western Railway.
This zone came into existence on October 1, 2002. This railway comprises a total of 578 stations
covering a total of 5449.29 route km out of which 2575.03 are broad gauge and 2874.23
are meter gauge.
North Western Railway came being on 1st
October, 2002. It was carved out of 2 divisions each
from Northern and Western Railways. The formation of this zone along with five other new
zones was first approved by Railway Board on 16th
September, 1996 and foundation stone for
this zone was laid on 17th
October 1996 by the then Prime Minister Shri H.D. Deve Gowda at
K.P. Singh Stadium, Jaipur. The impetus for formation of New Zone came with the Government
of India notification no. 97/E&R/700/1/Notification dated 14.06.2002 wherein it was decided
that North Western Railway with its jurisdiction over existing Jaipur and Ajmer divisions of
Western Railway and Jodhpur and Bikaner divisions of Northern Railway was to come into
effect from 1.10.2002.
2.1 Facts and Other Statistics
Consisting of four divisions, this railway has a total of 578 stations covering a total of 5449.29
route kms out of which 2575.03 are broad guage and 2874.23 are meter gauge. The total track
kilometers of this railway, however, are 6559.546 km. The four divisions are Ajmer, Bikaner,

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Jaipur & Jodhpur. Jaipur & Ajmer divisions were originally part of Western Railway and
Bikaner & Jodhpur were part of Northern Railway. The total number of trains dealt by North
Western Railway amounts to 452 out of which BG trains total 264 and MG trains total 188.
(Fig 2.2 Map of North Western Railway)

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2.2 Brief Outline of the Divisions
2.2.1 Jaipur Division
This division was formed after merging parts of BB&CI, Jaipur State Railways and Rajputana
Malwa Railway; Jaipur Division serves the states of Rajasthan, Uttar Pradesh and Haryana.
Being a predominately passenger earning division (84.92% of its earning is by way of passenger
traffic), it deals primarily with cross traffic consisting of fertilizer, cement, oil, salt, food grains,
oil seeds, lime stone and gypsum traffic. Container loading is done from here in bulk. The total
no. of stations on this division is 128 and the total no. of trains run is 146. Jaipur station alone
deals with 88 BG & 22 MG trains and 35,000 passengers in a day. In order to ensure that the
passenger does not face any hardship for reservations the division has at the moment 14
functioning Computerized Passenger Reservation System Centers. The staff strength of this
division in all categories is 12007.
2.2.2 Bikaner Division
This division was established in 1924 and it serves the states of Rajasthan, Punjab and Haryana.
This division has an equal amount of passenger and goods traffic. The main outward goods
traffic of this division is food grains, china clay and gypsum. The total no. of situations in these
divisions is 198 and the total no. of trains dealt with are 142 including the rail bus and BG and
MG mail/exp and passenger trains. Bikaner division has 12 Computerized Passenger Reservation
System functioning and one Computerized Passenger Reservation System at Ratangarh is about
to be commissioned. A proposal for opening of PRS at Mahendergarh has already been sent to
Railway Board for sanction. The staff strength of this division in all categories is 13728.
2.2.3 Jodhpur Division
This division was up in the year 1882 and it consists primarily of semi–urban districts of
Rajasthan. It covers areas of Jodhpur, Pali Marwar, Nagaur Jalore, Barmer, and Jaisalmer. It also
covers certain districts of Gujarat state. This division also serves certain sensitive areas of
Rajasthan such as Jaisalmer, Barmer and Pokaran. The main commodities loaded on this division
are lime stone, salt and gypsum. This division has a total of 144 stations and deals with 92 trains
in the inward and outward directions. Fifteen Computerized Passenger Reservation System
Centers exist over this division and another one is on the anvil. A proposal for four more
locations has already been sent. The staff strength of this division in all categories is 10231.
2.2.4 Ajmer Division
This division is spread over the states of Rajasthan and Gujarat. It is predominantly a cement
loading division as many cement plants of Rajasthan are located within the jurisdiction of Ajmer.
Rock phosphate, soap stone powder are loaded from Udaipur area. This division is prominent on
the religious and tourist map of India as it witnesses large amount of passenger traffic to Ajmer
Sharief, Pushkar, Jain Temples Dilwara at Mount Abu and Ranakpur Temples. This division has
130 stations and the total no. of trains run over the division amounts to 36 in both the passenger
and mail/exp category
.

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 In workshop Repairs and manufacturing of steam locomotives, carriages and wagons.
 In 1979 Periodic Overhaul (POH) & Intermediate Overhaul (IOH) of an diesel engine is
started .
 The foundation of the prestigious Central workshop was laid in 1876 and was established
in 1877
(Table 2.1 list of Ajmer statistics )
STATISTICS
1. Sanctioned Strength - 2308
2. On Roll Strength - 2010
3. No. of Officers - 4
4. No. of Supervisors - 237
5. Total Area - 160000 sq.mpp.
6. Covered Area - 71363 sq.m.
7. Power Consumption - 140000units/month
8. Water Consumption - 5000 KL/month

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CHAPTER 3
WHEELS
In this shop, repair work of the wheel and axel is under taken. As it is known that, the wheel
wears throughout its life. When at work the profile and diameter of the wheel constantly
changes. To improve it’s working and for security reason, it is repaired and given correct
profile with proper diameter.
The diameter of new wheel is-
( Table 3.1 list of wheels dimension )
Type Wheel dia. Distance b/w journal
center (mm)
Journal
size(mm)
Axel wheel
seat dia. (mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.2 120*179 171,0.45,0.63
Wheel can be used certain minimum diameter after which it is discarded. The diameter of
the wheel when it is condemned are-
( Table 3.2 list of wheels)
S.N TYPE OF WHEEL DIAMETER IN (MM)
1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839
(Fig 3.1 wheels)

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3.1 Wheel testing & machining
In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for
assessing the condition of the component of wheel such as axel trial wheel disc and guttering.
The shop consist of-
(1) Axel journal testing lathe.
(2) Hydraulic wheel press with facility of mounting.
(3) Vertical turning lathe.
3.2 Axial journal testing lathe
On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is
used of carbon tool.
(Fig 3.2 axial lathe)

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3.3 Hydraulic wheel presses with a facility of mounting.
The wheel is pressed on the axel with the help of this machine. A calculated amount of pressure
is applied and the wheel is pressed.
(Fig 3.3 hydraulic wheel press)
(Fig 3.4 vertical turning lathe)
3.4 Vertical turning lathe
External and internal diameter is corrected by this lathe; wheel is tightened on the rotating clutch.
The stationary is carbide tool cut the wheel to correct diameter.

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CHAPTER-4
MACHINE SHOP
In this section all kinds of machining is done to obtain the correct size and shape of the job.
Besides, machining of steel job, Aluminum-plates are also machined here. Machining is other
performed manually or on automatic machines.
Machines are two types…
1. AUTOMATIC.
2. MANUALLY.
There are three types of automatic machine.
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
Numerical control -The machining parameter are feed from the control panel by pushing
buttons .The job is machined according to the parameter There are N.C. boring machine in this
shop.
Computer numerical control - In this machine all the data corresponding to the initial work
piece to the final product is feed into the computer. All the process required in the order of action
is fed with the help of programmer .In this machine one, has to just fix the job is to the chuck.
All the other process is done automatically. This is the machine use for large scale production. In
this shop there is one CNC chucker turret Lathe machine.
(Fig 4.1 computer numerical control)

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MANUALLY OPERATED MACHINE
4.1 MACHINE STAGE 1
4.1.1 Drilling section -Drilling operation is carried out here. A large for the operation .To
complete the operation faster a few gauge milling machine are also provides.
(Fig 4.2 drilling machine)
4.1.2 Center lathe section -Heavier lathes are provided in this section. All the lathes have four
jaws chuck for better holding centering is done either manually or with the help of universal
scriber. All kinds of turning are performed here. Parting off is other major operation done.
(Fig 4.3 lathe machine)

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4.1.3 Shaper -The machine is also called horizontal shaping machine. It works on quick-return
mechanism .The arm of shaper reciprocating horizontal. The cutting takes place only in the
forward stroke. The bed of the machine is fixed and the tool reciprocating. Shaping, Planning,
Grooving etc. are performed by this machine.
(Fig 4.4 shaper machine)
4.1.4 Slotter -The is vertical shaping machine .The arm reciprocating in the vertical direction
.Most parts are the same as shaper .Slotting is the process that is carried on this machine.
(Fig 4.5 slotter machine)

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CHAPTER 5
BRAKING SYSTEM
5.1 AIR BRAKE SYSTEM:
In Air Brake system compressed air is used for operating the brake system. The
locomotive compressor charges the feed pipe and the brake pipes throughout the length of
the train. The feed pipe is connected to the auxiliary reservoirs and the brake pipe is
connected to the brake cylinders through the distributor valve. Brake application takes
place by dropping the pressure in the brake pipe. The schematic arrangement of the brake
equipment is shown as Fig. 6.1 (For passenger coaches), Fig 6.2 (For Generator coaches)
Components of Air Brake System
1. Brake Container (Brake Equipment Panel)
2. Distributor valve
3. Pressure Tanks (125 liters, 75 liters, 6 liters)
4. Indicators
5. B.P./F.P. Couplings and Hoses
6. Emergency Brake Pull Box
7. Emergency Brake valve
8. Bogie Brake Equipment, consisting of-
 Brake Discs
 Brake Caliper Units (consisting of Brake Cylinder, Brake Calipers, Brake Pads)
9. Wheel Slide Control System, consisting of-
 Microprocessor Control Unit
 Speed Sensor/Pulse Generator
(Fig 5.1 Brake equipment for passenger coach)

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5.1.1 Brake Container (Brake equipment panel):
The Brake Container (Brake equipment panel) consists of a Manifold on which various
devices like the Distributor Valve, Cocks, Test fittings etc. are mounted. It also consists
of the reservoirs required for the Brake system. The container is mounted under the car
body and different lines (Feed pipe, Brake pipe, etc.) are connected to it.
(Fig 5.2 Brake equipment panel)
(Fig 5.3 Brake equipment for Generator coach)

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5.1.2 Connections to the container:
There are 4 connections to the container for Passenger Coach:
1. Feed pipe(FP)
2. Brake pipe(BP)
3. Brake cylinder pressure -- bogie
4. Auxiliary support pipe ( for toilet)
There is an additional connection for the containers of the generator coaches,
1. Support for Indicating device of handbrake
2. These connections from the container to car body are provided at the back plate
fitted with Ernesto type fittings.
5.1.3 Brake application:
1. The driver lowers the BP pressure by engaging the A-9 valve in the engine.
2. This loss in pressure is transmitted from one bogey to the next.
3. Since CR pressure remains same, the main diaphragm (above the CR) moves up
in response to the pressure drop in DV.
4. As a result the „three pressure valve‟ opens the AR-BC port .
5. Thus the AR pressure of 6 kg/cm2 flows into the BC through pressure limiters
which reduces BC pressure to 3.8.
5.1.4 Brake Release:
1. BP pressure is again increased to 5 kg/cm2.
2. Consequently, main diaphragm move down and the „three pressure valve‟ closes
the AR-BC port and opens the BC-atm. port.
3. BC pressure is released and the brake caliper is disengaged.
5.2 BOGIE BRAKE EQUIPMENT:
The Bogie Brake equipment consists of:
1. Brake Caliper Units
2. Brake Cylinder
3. Brake Discs
4. Brake Shoes
Each axle is equipped with two grey cast iron brake discs. The brake energy is dissipated
only at the axle mounted brake discs, so the wheel set is only stressed by the weight of
the coach. The advantage of this arrangement is that the superposition of the thermal
stresses and mechanical stresses is avoided.

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5.2.1 Brake caliper units
The brake caliper units are ready–to-use combinations of a brake caliper and brake–
cylinder, providing automatic slack adjustment for wear (abrasion) on brake pads and
brake discs. Consequently, the clearance required between the disc and pads for smooth
running remains practically constant while the brakes are released.
Brake Caliper units consist essentially of the brake cylinder, the brake caliper, and the
brake shoes d1 and d2 with snap lock gates. The brake caliper units are held in the
vehicle bogies by a three – point-mounting arrangement.
5.2.1.1 Working principle:
Applying the service brake charges the brake cylinder and presses the brake pads against
the brake disc. Brake force is built up when the pads are applied. Venting the brake
cylinder releases the service brake. The return spring in the brake cylinder moves the
caliper levers to the release position.
The handbrake lever is moved mechanically. The piston is pushed forward, and the brake
pads are applied to the disc. When the parking brake is released, the caliper levers are
drawn to the release position by the return spring in the brake cylinder.
(Fig 5.4 Brake Caliper Unit)

29
5.2.2 Brake cylinders
U-series brake cylinders with automatic slack adjustment are used to operate the friction brakes
in rail vehicles. U-series brake cylinders are essentially distinguished by their integral, force
controlled slack adjustment mechanism which is designed as a single acting clearance adjuster.
The working of this mechanism is not influenced in any way by the elastic brake rigging
deflection, which varies according to the brake force. In the course of braking, the slack adjuster
quickly and automatically corrects the increasing brake pad or brake block clearance due to
wear.
(Fig 5.5 Brake Cylinder & Calipers)
5.2.3 Brake discs
The axle mounted brake disc consists of a gray cast iron friction ring and a cast steel hub,
connected by means of radially arranged elastic resilient sleeves which are secured in the
hub by means of hexagon screws. The friction ring is manufactured as a solid component
or in a split version. In the latter case, the two halves are held together by two tight –fit
screws.

30
Axle Mounted Brake Discs Wheel Mounted Brake Discs
(Fig 5.6 Axle Mounted and Wheel Mounted Brake Discs)
5.2.4 Brake shoe
The brake shoe is provided with a brake pad holder carrying replaceable pads. The brake shoe
consists of the brake pad holder, the vertical pins and the brake pad. The brake pad holder is
provided with a dovetail guide into whom the pad is slipped. The pad is held in place by a
captive gate, which is pivoted at the pad holder. To lock the gate a locking spring of spring steel
has been provided which is pre-tensioned such that in one position it secures the gate in the pad
holder and in the other (released) position it holds the gate open. For each brake disc a right and
a left hand brake shoe are required.
5.3 BRAKE RIGGING SYSTEM:
1. Due to BC pressure, the piston moves forward and strikes against the brake caliper.
2. The lever arm of the brake caliper presses onto the disc brake through the brake shoe.
3. The disc brakes are mounted on the wheel axle and so rotate along with the wheels.
4. Due to application of brake shoes, the discs begin to lose their angular speed.
5. As a result the axle also begins to slow down since the two are connected.
6. Ultimately, the wheels stop rotating as they are mounted on the same axle.

31
(Fig 5.7 Diagram showing Brake Rigging Pressure)
5.4 WHEEL SLIDE PROTECTION EQUIPMENT
1. Operates as a pressure regulation device of the air pressure inside the brake cylinder and
adjusted the braking force to the wheel to rail friction conditions so as to prevent the
wheels from locking and reduce the barking distance
2. In the case of the adhesion coefficient provided by a dry rail, the device does not interact
with the pneumatic system. The device enters into action when a loss of adhesion of the
axles is detected and, moment by moment, it adjusts the braking force to the present
adhesion conditions.
3. The operation is controlled so that the skidding wheel is allowed to find the most
favorable area for the adhesion-skidding characteristics.
4. The action of the device is controlled in order to keep the skidding wheel in the most
favorable area of the adhesion-skid characteristic.
5. Speed signal derived for CDTS.
(Fig 5.8 Speed sensor & Phonic wheel)

32
CHAPTER 6
BOGIE SHOP
6.1 Introduction to BCNHL wagon
This wagon was designed at 22.9 t axle load in 2006. The design was made by CRF section and
stainless steel materials.
BCNHL (bogie closed wagon heavy loaded )
Broad Gauge bogie wagon type BCNHL having maximum axle load of 22.9 ton has been
designed by RDSO to increase the throughput over the existing BCNAHSM1 design (axle load
22.32tonn). The payload to tare ratio for BCNHL wagon is 3.4 as compared to 2.63 of existing
BCNAHSM1 wagon. BCNHL wagon is useful for the transportation of bagged commodities of
cement, fertilizers, food grain etc. The design incorporates filament of Casnub 22HS Bogies,
High tensile (non transition type center buffer coupler), Single Pipe Graduated Release air brake
system. Now as an advancement twin pipe air brake system is developed.
Some assigned characteristics of BCNHL wagon are as following:-
1. Maximum axle load (loaded) 22.9 t.
2. Maximum axle load ( Empty ) 5.2 t
3. Maximum C.G height from Rail level (loaded) 2327mm
4. Maximum C.G height from Rail level (Empty) 1134mm
5. Maximum braking force at rail level 10 % of per axle axle load
(Fig 6.1 BCNHL wagon )

33
FLOW PROCESS OF A BCNHL WAGON
↓
↓
(Fig 6.2 flow process of BCNHL wagon )
6.2Welding:-
Welding is a fabrication process that joins materials, usually metals of thermo lasts, by causing
coalescence. This is often done by melting the work pieces and adding a filler material from a
pool of molten material that cools to become a strong joint. Sometimes pressure is used along
with heat to produce the weld. Therefore, a welding process is “a materials joining process
which produces coalescence of materials by heating them to suitable temperatures with or
without the application of pressure of by the application of pressure alone and with or without
use of filler material”.
CUTTING
PLASMA
CUTTING
SHEAR
CUTTING
CNC
CUTTING
WELDING
MIG
WELDING
ARC
WELDING
ASSEMBLY
UNDERFRAME BODY SIDE DOORS BODY END ROOF
WHEELS AND
BOGIE
BRAKING
SYSTEM

34
6.2.1 Arc welding:-
Arc welding is one of several fusion processes for joining metals. By applying intense heat,
metal at the joint between two parts is melted and caused to intermix directly, or more
commonly, with an intermediate molten filler metal. Upon cooling a metallurgical bond is
created.
6.2.1.1 Arc welding circuit:-
The basic arc welding circuit is shown in following fig. An AC or DC power source, fitted with
whatever controls may be needed, is connected by a work cable to the work piece and by a “hot”
cable to an electrode holder of some type, which a electrical contact with the welding electrode.
An arc is created across the gap when the energized circuit and the electrode tip touches the work
piece and is withdrawn, yet still within close contact. The arc produces a temperature of about
6500ºC at the tip. This heat melts both the base metal and the electrode, producing a pool of
molten metal sometimes called a “crater”. The crater solidifies behind the electrode as it is
moved along the joint. The result is a fusion bond.
(Fig 6.3 welding process )

35
6.2.1.2 Defeats of arc welding:-
On the basis of working condition and operators skills there can be following defects in an arc
welded part:-
1. Overlap :-
When there is excessive molten metal either due to high temperature, slow working rate,
or inappropriate electrode with low melting point then metal comes out of the root and
cause defect. This is known as overlap.
2. Porosity:-
In this defect, there are minute holes in the welded portion. It can be due to-
 Improper gas flow
 By holding torch either to far or to close.
 High welding speed
(Fig 6.4 porosity)
3. Spatter:-
This is the scattering of molten metal of work piece while welding. It occurs mainly due
to high current or varying welding speed.
.
(Fig 6.5 spatter)

36
During welding in a BCNHL wagon various welding techniques are used like flat welding,
horizontal welding, vertical welding, overhead welding, etc. But it is always preferred to weld as
flat welding. So wherever possible, by using manipulators, work piece is so adjusted that it can
be welded as flat or horizontal. It increases the efficiency of worker and it is also safe to do.
(Fig 6.7 fixed manipulator)

37
CHAPTER 7
SPRING SHOP
7.1 Spring treatment
In this section the helical is prepared. For this purpose there certain machine for testing, grading
and repairing it.
(Fig 7.1 spring)
The test performed on helical spring and laminated spring are-
(1) Visual and magnetic crack detection.
(2) Spring scraping machine.
(3) D‟ buckling
7.1.1 Visual and magnetic crack detection. The visual test with the help of magnifying lens
and glass the spring the is inspected of-
Corroded--------------- Fail
Deep seam of mark -------------------- Fail
Surface crack ------------- Fail
No sound defect ------------- Fail
( Table 7.1spring failure rate )
CAUSE PERCENTAGE OF FAILURE
Free of height 8.93%
Load test 82.08%
Dent mark, corrosion & breakage 08.39%

38
7.2 Spring scraping
After the buckling test, the spring should be put on scraping machine and the camber should be
measured. In this test, the spring should be pressed quickly and camber should be measured 2
times. The spring should be test such as, it should not be more than ½ of the plate. In helical
spring scraping, the spring is kept on the machine and its free height us measure. Now the spring
is compressed, under certain and its compression is noted down. The compression is matched
from the table provided for springs. If the compression matches, the spring is passed otherwise
rejected.
7.3 Various reasons of spring failure are as follow -
1. Over camber of the spring.
2. Short camber of the spring.
3. Leaf broken.
4. Gap between the leaves of the spring.
7.3 D buckling
On this machine, buckling is performed on laminated spring. The leaves of the springs are
assembled and pressed. Now it is put on the buckling machine axial and longitudinal forces are
applied.
(Fig 7.2 d buckling machine)

39
CHAPTER 8
DIESEL SECTION
Introduction
8.1. Turbo supercharger
(Fig 8.1 turbocharger)
The diesel engine produces mechanical energy by converting heat energy derived from
burning of fuel inside the cylinder. For efficient burning of fuel, availability of sufficient air in
proper ratio is a prerequisite.
In a naturally aspirated engine, during the suction stroke, air is being sucked into the cylinder
from the atmosphere. The volume of air thus drawn into the cylinder through restricted inlet
valve passage, within a limited time would also be limited and at a pressure slightly less than the
atmosphere. The availability of less quantity of air of low density inside the cylinder would limit
the scope of burning of fuel. Hence mechanical power produced in the cylinder is also limited.
An improvement in the naturally aspirated engines is the super-charged or pressure charged
engines. During the suction stroke, pressurized stroke of high density is being charged into the
cylinder through the open suction valve. Air of higher density containing more oxygen will make
it possible to inject more fuel into the same size of cylinders and produce more power, by
effectively burning it.
A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal
combustion engine. Like a supercharger, the purpose of a turbocharger is to increase the density
of air entering the engine to create more power. However, a turbocharger differs in that the
compressor is powered by a turbine driven by the engine's own exhaust gases.

40
8.1.1 Turbo supercharger and its working principle
The exhaust gas discharge from all the
cylinders accumulate in the common exhaust manifold at the end of which, turbo- supercharger
is fitted. The gas under pressure there after enters the turbo- supercharger through the torpedo
shaped bell mouth connector and then passes through the fixed nozzle ring. Then it is directed on
the turbine blades at increased pressure and at the most suitable angle to achieve rotary motion of
the turbine at maximum efficiency. After rotating the turbine, the exhaust gas goes out to the
atmosphere through the exhaust chimney. The turbine has a centrifugal blower mounted at the
other end of the same shaft and the rotation of the turbine drives the blower at the same speed.
The blower connected to the atmosphere through a set of oil bath filters, sucks air from
atmosphere, and delivers at higher velocity. The air then passes through the diffuser inside the
turbo- supercharger, where the velocity is diffused to increase the pressure of air before it is
delivered from the turbo- supercharger.
Turbo- supercharger consists of following main components.
 Gas inlet casing.
 Turbine casing.
 Intermediate casing
 Blower casing with diffuser
 Rotor assembly with turbine and rotor on the same shaft.
(Fig 8.2 impeller)
8.2 Turbo run – down test
Turbo run-down test is a very common type of test done to check the free running time of
turbo rotor. It indicates whether there is any abnormal sound in the turbo, seizer/ partial seizer of
bearing, physical damages to the turbine, or any other abnormality inside it. The engine is started
and warmed up to normal working conditions and running at fourth notch speed. Engine is then
shut down through the over speed trip mechanism. When the rotation of the crank shaft stops, the
free running time of the turbine is watched through the chimney and recorded by a stop watch.

41
The time limit for free running is 90 to 180 seconds. Low or high turbo run down time are both
considered to be harmful for the engine.
8.3 Rotor balancing machine
A balancing machine is a measuring tool used for balancing rotating machine parts such
as rotors of turbo subercharger,electric motors,fans, turbines etc. The machine usually consists of
two rigid pedestals, with suspension and bearings on top. The unit under test is placed on the
bearings and is rotated with a belt. As the part is rotated, the vibration in the suspension is
detected with sensors and that information is used to determine the amount of unbalance in the
part. Along with phase information, the machine can determine how much and where to add or
remove weights to balance the part.
8.4 Advantage of super charged engines
 A super charged engine can produce 50 percent or more power than a naturally
aspirated engine. The power to weight ratio in such a case is much more favorable.
 Better scavenging in the cylinders. This ensures carbon free cylinders and valves,
and better health for the engine also.
 Better ignition due to higher temperature developed by higher compression in the
cylinder.
 It increases breathing capacity of engine
 Better fuel efficiency due to complete combustion of fuel .
8.5 Defects in Turbochargers
 Low Booster Air Pressure (BAP).
 Oil throwing from Turbocharger because of seal damage or out of clearance.
 Surging- Back Pressure due to uneven gap in Nozzle Ring or Diffuser Ring.
.

42
CHAPTER 9
FUEL OIL SYSTEM
(Fig 9.1 fuel oil system)
Introduction
All locomotive have individual fuel oil system. The fuel oil system is designed to introduce fuel
oil into the engine cylinders at the correct time, at correct pressure, at correct quantity and
correctly atomized. The system injects into the cylinder correctly metered amount of fuel in
highly atomized form. High pressure of fuel is required to lift the nozzle valve and for better
penetration of fuel into the combustion chamber. High pressure also helps in proper atomization
so that the small droplets come in better contact with the compressed air in the combustion
chamber, resulting in better combustion. Metering of fuel quantity is important because the
locomotive engine is a variable speed and variable load engine with variable requirement of fuel.
Time of fuel injection is also important for better combustion.
9.1 Fuel oil system
 Fuel injection pump (F.I.P)
 Spray pattern
 Spray pressure

43
9.1.1 Fuel injection pump
It is a constant stroke plunger type pump with variable quantity of fuel delivery to suit the
demands of the engine. The fuel cam controls the pumping stroke of the plunger. The length of
the stroke of the plunger and the time of the stroke is dependent on the cam angle and cam
profile, and the plunger spring controls the return stroke of the plunger. The plunger moves
inside the barrel, which has very close tolerances with the plunger. When the plunger reaches to
the BDC, spill ports in the barrel, which are connected to the fuel feed system, open up. Oil then
fills up the empty space inside the barrel. At the correct time in the diesel cycle, the fuel cam
pushes the plunger forward, and the moving plunger covers the spill ports. Thus, the oil trapped
in the barrel is forced out through the delivery valve to be injected into the combustion chamber
through the injection nozzle. The plunger has two identical helical grooves or helix cut at the top
edge with the relief slot. At the bottom of the plunger, there is a lug to fit into the slot of the
control sleeve. When the rotation of the engine moves the camshaft, the fuel cam moves the
plunger to make the upward stroke.
(Fig 9.2 parts of fuel injection pump)

44
9.2 Spray pattern
Spray of fuel should take place through all the holes uniformly and properly atomized. While
the atomization can be seen through the glass jar, an impression taken on a sheet of blotting
paper at a distance of 1 to 1 1/2 inch also gives a clear impression of the spray pattern.
9.3 Spray pressure
The stipulated correct pressure at which the spray should take place 3900-4050 psi for new
and 3700-3800 psi for reconditioned nozzles. If the pressure is down to 3600 psi the nozzle
needs replacement. The spray pressure is indicated in the gauge provided in the test machine.
Shims are being used to increase or decrease the tension of nozzle spring which increases or
decreases the spray pressure
(Fig 9.3 fuel injection pump testing)

45
CHAPTER 10
CYLINDER HEAD
(Fig 10.1 cylinder head)
Introduction
The cylinder head is held on to the cylinder liner by seven hold down studs or bolts provided
on the cylinder block. It is subjected to high shock stress and combustion temperature at the
lower face, which forms a part of combustion chamber. It is a complicated casting where cooling
passages are cored for holding water for cooling the cylinder head. In addition to this provision is
made for providing passage of inlet air and exhaust gas. Further, space has been provided for
holding fuel injection nozzles, valve guides and valve seat inserts also.
10.1 Components of cylinder head
In cylinder heads valve seat inserts with lock rings are used as replaceable wearing part. The
inserts are made of stellate or welter. To provide interference fit, inserts are frozen in ice and
cylinder head is heated to bring about a temperature differential of 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-metal joint on to cylinder.
ALCO 251+ cylinder heads are the latest generation cylinder heads, used in updated engines,
with the following feature:

46
 Fire deck thickness reduced for better heat transmission.
 Middle deck modified by increasing number of ribs (supports) to increase its mechanical
strength. The flying buttress fashion of middle deck improves the flow pattern of water
eliminating water stagnation at the corners inside cylinder head.
 Water holding capacity increased by increasing number of cores (14 instead of 11)
 Use of frost core plugs instead of threaded plugs, arrest tendency of leakage.
 Made lighter by 8 kg (Al spacer is used to make good the gap between rubber grommet and
cylinder head.)
 Retaining rings of valve seat inserts eliminated.
10.2 Maintenance and Inspection
10.2.1 Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution with
water (1:5) supported by air agitation and heating.
10.2.2 Crack Inspection: Check face cracks and inserts cracks by dye penetration test.
10.2.3 Hydraulic Test: Conduct hyd. test (at 70 psi, 200°F for 30 min.) for checking water
leakage at nozzle sleeve, ferrule, core plugs and combustion face.
10.2.4 Dimensional check : Face seat thickness: within 0.005" to 0.020"
10.2.5 Straightness of valve stem: Run out should not exceed 0.0005” Free & Compressed
height (at 118 lbs.) of springs: 3 13/16" & 4 13/16"
10.2.6 Blow by test:
Blow by test is also conducted to check the sealing efficiency of the combustion chamber on a
running engine, as per the following procedure:
 Run the engine to attain normal operating temperature (65°C)
 Stop running after attaining normal operating temperature.
 Bring the piston of the corresponding cylinder at TDC in compression stroke.
 Fit blow-by gadget (Consists of compressed air line with the provision of a pressure gauge
and stopcock) removing decompression plug.
 Charge the combustion chamber with compressed air.

47
CHAPTER 11
SCHEDULE EXAMINATION
Introduction
The railway traffic requires safety and reliability of service of all railway vehicles. Suitable
technical systems and working methods adapted to it, which meet the requirements on safety and
good order of traffic should be maintained. For detection of defects, non-destructive testing
methods - which should be quick, reliable and cost-effective - are most often used. Inspection of
characteristic parts is carried out periodically in accordance with internal standards or
regulations; inspections may be both regular and extraordinary; the latter should be carried out
after collisions, derailment or grazing of railway vehicles.
Maintenance of railway vehicles is scheduled in accordance with periodic inspections and
regular repairs. Inspections and repairs are prescribed according to the criteria of operational life,
limited by the time of operation of a locomotive in traffic or according to the criteria of
operational life including the path traveled.
For the proper functioning of diesel shed and to reduce the number of failures of diesel
locos, there is a fixed plan for every loco, at the end of which the loco is checked and repaired.
This process is called scheduling. There are two types of schedules which are as follows:-
 Major schedules
 Minor schedule
11.1 Minor schedules
 Schedule is done by the technicians when the loco enters the shed.
 After 15 days there is a minor schedule. The following steps are done every minor schedule
& known as SUPER CHECKING.
 The lube oil level & pressure in the sump is checked.
 The coolant water level & pressure in the reservoir is checked.
 The joints of pipes & fittings are checked for leakage.
 The check super charger, compressor &its working.
 The engine is checked thoroughly for the abnormal sounds if there is any.
 F.I.P. is checked properly by adjusting different rack movements.

48
This process should be done nearly four hour only. After this the engine is
sent in the mail/goods running repairs for repairs. There are following types of
minor schedules:-
 T-1 SHEDULE AFTER 15 DAYS
 M-2 SHEDULE AFTER 60 DAYS
11.1.1 Trip-1
 Fuel oil & lube check.
 Expressor discharge valve.
 Flexible coupling‟s bubbles.
 Turbo run down test.
 Record condition of wheels by star gauge.
 Record oil level in the axle caps for suspension bearing.
11.1.2 Trip-2
 All the valves of the expressor are checked.
 Primary and secondary fuel oil filters are checked.
 Turbo super charger is checked.
 Under frame are checked.
 Lube oil of under frame checked.
11.1.3 Monthly-2 schedule
 All the works done in T-2 schedule.
 All cylinder head valve loch check.
 Sump examination.
 Main bearing temperature checked.
 Expressor valve checked.
 Wick pad changed.
 Lube oil filter changed.
 Strainer cleaned.
 Expressor oil changed.

49
11.1.4 Major schedules
These schedules include M-4, M-8 M-12 and M-24. The M-4 schedule is carried out for 4
months and repeated after 20 months. The M-8 schedule is carried out for 8 months and repeated
after 16 months. The M-12 is an annual schedule whereas the M-24 is two years.
Besides all of these schedules for the works that are not handled by the schedules there is an
out of course section, which performs woks that are found in inspection and are necessary. As
any Locomotive arrives in the running section first of all the driver diary is checked which
contains information about the locomotive parameters and problem faced during operation. The
parameters are Booster air pressure (BAP), Fuel oil pressure (FOP), Lubricating oil pressure
(LOP) and Lubricating oil consumption (LOC). After getting an idea of the initial problems from
the driver‟s diary the T-1 schedule is made for inspection and minor repairs.

50
CHAPTER 12
CONCLUSION
Gone through rigorous one month training under the guidance of capable engineers and workers
of Ajmer railways in basic training center “locomotive section” headed by chief workshop
manager Mr.sudhir gupta situated in Ajmer Rajasthan.
The training was specified under the locomotive work shop. Working under the department I
came to know about the basic machine handling, servicing and machining processes which was
shown on heavy to medium machines. Duty lathes were planted in the same line where the
specified work was undertaken.
The training brought to my knowledge the various machining and fabrication processes.
12.2 IMPROVEMENTS SUGGESTED TO THE COMPANY
 In the non-distractive testing of wheels and others parts of train .they can use high
ultrasonic testing machine.
 They can use an internet application to give information to each other departments for no
delay of time.
 They can use more workers for cleaning of floors and workshop.
12.3 FINDINGS
 In shop of fuel injection pump workers are using normal wrench for adjustment of pump
but railway provide special type of wrench.
 Workers of slack shop are designed and made their own tensile testing machine.

51
REFERENCES
 www.wikipedia.org
 www.slideshare.com
 Google images
 Indianrailway.org.in

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