Indian Railway Diesel shed Training report

CIT/ME/SEMINAR/0041
Chapter- 1
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 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.
Fig 1.1 Logo of Indian Railway
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 ,
1. The broad gauge (1670 mm)

CIT/ME/SEMINAR/0042
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.
1.1 What is Diesel Shed ?
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. It
contributes to increase the operational life of diesel locomotives and tries to minimize
the line failures. 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:-
(i)Berths and platforms for loco maintenance.
(ii)Pits for under frame maintenance
(iii)Heavy lift cranes and lifting jacks
(iv)Fuel storage and lube oil storage, water treatment plant and testing labs etc.
(v)Sub-assembly overhauling and repairing sections ,Machine shop and welding
facilities.

CIT/ME/SEMINAR/0043
Chapter- 2
DIESEL SHED ABU ROAD
2.1 Introduction
Diesel shed Abu Road was commissioned as an MG shed on 26.10.1996. It was then the
biggest MG shed of Western Railway with holding of 112 locos. With BG conversion of
MSH-AII route, conversion of the shed was planned to a BG shed with a holding of 60
Locomotives . The last MG locos was given a ceremonial send off on 15.02.1996. The
first BG locos of the shed was commissioned on 12.04.1997. Since then the holding
rapidly increased to a full capacity of 60 locos was flagged off on 9th
march 1998.
The shed presently holding 45 WDM2 mixed service locomotives and 39 WDG3A high
horse power goods locomotives. In Western India WGD3A locomotives were first
commissioned and homed at ABR Shed in 1998-99 .Work for augmentation for
increasing the homing capacity of the Shed from 60 to 120 locos has been completed .
Approx. 10.5 lac km/month Diesel Engine run over the Indian Railway by ABR Shed.
The Shed is currently headed by Sr. DME (Diesel), who is assisted by DME and five
junior scale officer i.e ADME . There are 35 Supervisors and 664 workers in the Shed.
PRESENTLY HOLDING WDM2 45 , WDG3A 39
WDG4 04
LOCO IN PASS LINK 30
TARGET GOODS OUTAGE
ACTUAL OUTAGE
41.04
46
FAILURE PER 100 LOCOS 11
Table 2.1 Salient Features Diesel Shed Abu Road

CIT/ME/SEMINAR/0044
2.2 Shed Layout
Diesel Shed ABR is divided into 3 different section under which it repair and
maintenance of diesel locomotives is carried out, they are:
(i) HR (Human Resources)
(ii) HS (Heavy Schedules)
(iii) Bogie section
The shed has a total berthing capacity for 12 locomotives under 6 covered bays . The
main bays are:-
1. The subassemblies section
2. The heavy repair and bogie section(1 berths for heavy repairs & 2 lifting points)
3. Mail running repair bay.
This shed had a capacity for berthing 4 locomotives. This shed was used for light repairs
such as T1 ,T2, M-2 as well as for heavy repair such as M-8,M-12,M-24etc,.Now a days,
a new construction is being on for new locos of make WDP4 locomotives.
2.3 Types of Locomotives used in ABR Diesel Shed
Generally, two types of locomotive are maintained in ABR diesel shed i.e WDM2 and
WDM3 and there specification are as follow,
Fig 2.1 WDM2 & WDM3

CIT/ME/SEMINAR/0045
CLASS WDM2 WDM3
YEAR 1962+ 1994+
MAKER ALCO/DLW DLW
WHEELS Co-Co Co-Co
POWER
(HP)
2600 3100/3300
SPEED
(KM/H)
120 160
WEIGHT
(TONNES)
117 125
STARTING TE
(KG FORCE)
30450 36036
QUANTITY 2700+ 1000+
Table 2.2 Specification of locomotives

CIT/ME/SEMINAR/0046
Chapter-3
HUMAN RESOURCES SECTION
3.1 Introduction
It is tertiary section of diesel locomotive shed. In this section we will learn about the
heavy duty parts of locomotives engine. The H.R section is mainly handled by Mr.
Rajendra Singh sir. They worked in Diesel shed Abu road as senior section Engineer.
SPEEDOMETER
ROOM
TRACTION MOTOR
SECTION
MAIN TOOL
ROOM
HEAVY REPAIR SECTION
FIP SECTION EXPRESSOR/COMPRESSOR
SECTION
RELAY ROOM CYLINDER AND PISTON
HEAD SECTION
WW GOVERNOR
TESTING ROOM
TURBO SUPERCHARGER
SECTION
AIR BRAKE
ROOM
PUMP AND BLOWER
SECTION
HR Sr. Sec.
Engineer
ROOM
WORK SHOP/MACHINE SHOP
Table 3.1 Layout of HR section

CIT/ME/SEMINAR/0047
3.2 Main components of Locomotives
Fig 3.1 Layout of Locomotive
3.2.1 Engine
This is the main power source for the locomotive .It comprises a large cylinder block,
with the cylinder arranged in V or W shape. The engine rotates the drive shaft up to
1000 rpm and this drives the various items needed to power the locomotive .As the
transmission is electric ,the engine is used as the power source for the electricity
generator or alternator.
Fig 3.2 A diesel engine

CIT/ME/SEMINAR/0048
3.2.2 Pump and Blower Section
In this section PUMP and BLOWER used in locomotives are checked and maintain.
There are different types of Lubrication and Cooling in done by the use of Pump and
Blower are used such as:
(i) Lube Oil Pump
(ii) Water Pump
(iii) RTTM (Rear Traction Transition Motor)
(iv) FTTM (Front Traction Transition Motor)
Fig 3.3 LUBE OIL/WATER PUMP Fig 3.4 RTTM/FTTM
This pump and blower are used to lubrication such as in cylinder crank case and other
parts of engine where motion between two machine parts have. Also water pump is
used for cooling system such as in engine block to reduce extra heat from engine and
other machine part having friction between them. While RTTM and FTTM are used to
cool traction motors present in Bogies which are situated at rear and front side of
Locomotive.

CIT/ME/SEMINAR/0049
3.2.3 Turbo supercharger section
A turbocharger, or turbo, is 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.
3.2.3.1 Working Principle
The amount of power obtained from a cylinder in a diesel engine depends on how much
fuel can be burnt in it. The amount of fuel which can be burnt depends on the amount of
air available in the cylinder. So, if you can get more air into the cylinder, more fuel will
be burnt and you will get more power out of your ignition. Turbo charging is used to
increase the amount of air pushed into each cylinder. The turbo charger is driven by
exhaust gas from the engine. This gas drives a fan which, in turn, drives a small
compressor which pushes the additional air into the cylinder. Turbo charging gives a
50% increase in engine power.
The main advantage of the turbo charger is that it gives more power with no increase in
fuel costs because it uses exhaust drive power. it does need additional maintenance,
however, so there are some types of lower power locomotives which are built without it.
The main working of this section is to maintain the supercharger. The different types of
supercharger used in ABR diesel shed are as follows:-
(i) ALCO Turbocharger (Capacity of 1.2-1.5kg/cm2
) --------water cooled
(ii) NAPIER Turbocharger --------air cooled
The difference between them is based on cooling system used & power required.
STANO SUJA & NAPIER are air-cooled and other are water-cooled

CIT/ME/SEMINAR/00410
Fig 3.5 An Egine with Turbo Charger
3.2.3.2 Rotor Assembly
Fig 3.6 IMPELLER Fig 3.7 ROTOR ASSEMBLY
The rotor assembly consists of rotor shaft, rotor blades, thrust collar, impeller, inducer,
centre studs, nosepiece, locknut etc. assembled together. The rotor blades are fitted into
fir tree slots, and locked by tab lock washers. This is a dynamically balanced component,
as this has a very high rotational speed

Fig 3.8 TURBO SUPERCHARGE
3.2.4 Cylinder head section
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.
Fig 3.9 CYLINDER HEAD

3.2.4.1 Components of cylinder head
In cylinder heads valve seat inserts with lock rings are used as replaceable wearing part.
The inserts are made of stellite or weltite. The valve seat inserts are ground to an angle
of 44.5 whereas the valve is ground to 45 to ensure line contact. 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.
ALCO 251+ cylinder heads are the latest generation cylinder heads, used in updated
engines, with the following feature:
(i) Fire deck thickness reduced for better heat transmission.
(ii) 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.
(iii) Water holding capacity increased by increasing number of cores.
3.2.4.2 Maintenance and Inspection
(i)Cleaning: By dipping in a tank containing caustic solution or ORION-355 solution
with water (1:5) supported by air agitation and heating.
(ii)Crack Inspection: Check face cracks and inserts cracks by dye penetration test.
(iii)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.
(iv)Dimensional check : Face seat thickness: within 0.005" to 0.020".
(v) Blow by test: On bench blow by test is conducted to ensure the sealing effect of
cylinder head. Blow by test is also conducted to check the sealing efficiency of the
combustion chamber on a running engine.

Fig 3.10 Surface finishing of cylinder head
3.2.5 Expressor/Compressor section
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.
Fig 3.11 Expressor

3.2.5.1 Working of Expressor
The Expressor is located at the free end of the engine bloke and driven through the
extension shaft attached to the engine crankshaft. Expressor is a combined unit of
exhauster and compressor. The main function of exhauster unit is to create vacuum 23”
in train pipe. Air from vacuum train pipe is drawn into the exhauster cylinders through
the inlet valves during its suction stroke and that air is thrown out to atmosphere during
compression stroke through discharge valves.
The main function of compressor unit is to create air pressure in main reservoir of
locomotive up to 10kg/cm2
. Atmosphere air is drown into the compressor LP cylinder
through the open inlet valves during suction stroke and same air is discharged to HP
cylinder through discharge and delivery pipe. The HP cylinders compresses the air at
high pressure and discharge it in main reservoir of locomotive for the use of brake
system.
The expressor consists of the following components mainly;
1. Crank Case
2. Crank shaft
3. Four/Three exhauster cylinders with cylinder heads
4. One/Two low pressure compressor cylinder with cylinder head.
5. One high pressure cylinder with cylinder head.
6. Six pistons with connecting rods
7. .Lube oil pump.

3.2.5.2 Models of Expressors used in Diesel Locos
There are two models commonly used in Diesel Locos. They are
1. 6CD-4UC
2. 6CD-3UC
In 6CD-4UC Expressor, there are six cylinders out of which the one having smaller
diameter acts as HP and one LP and four exhausters while in 6CD-3UC, there are one
HP, two LP and three exhausters.
3.2.6 Traction motor and Generator section
3.2.6.1 Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors where the traditionally DC
but the development of modern power and control electronics has led to the introduction
of 3-phase AC motors. There are between four & six motors on most diesel electric
locomotives. A modern AC motors with air blowing can provide up to 1000hp.
Fig 3.12 TRACTION MOTOR

3.2.6.2 Generator Section
This giant engine is hooked up to an equally impressive generator. It is about 6 feet
(1.8m) in diameter and weights about 17,700 pounds (8029kg). at peak power this
generator makes enough electricity to power a neighborhood of about 1,000 houses. So,
where does all the power go? It goes into six, massive electric motors located in the
bogies.
The engine rotates the crank shaft at up to 1000rpm and this drives the various items
need to power the locomotive. As the transmission is electric the engine is used as the
power source for the electricity generator or alternator.
Fig 3.13 Alternator
There are two types of alternator are present on the loco , first is main alternator which is
directly connected to engine drive shaft and second is auxiliary alternator which is
connected to main alternator from one side and to traction motor to other side.

3.2.7 Speedometer section
In this section all the gauges of an engine are tested in every schedule. If they are not
working properly they are changed. In the checking process the memory card is checked
and replaced. The memory cards records the data of speed at every moment when the
loco runs on the line. This information makes the maintenance process much easier.
3.2.7.1 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 feedback 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.
Fig 3.14 CONTROL UNIT OF LOCOMOTIVE

3.2.7.2 Salient features
(i)Light weight and compact in size
(ii)Adequate journey data recording capacity
(iii)Both analog and digital displays for speed
(iv)Both internal and external memories for data storage
(v)Dual sensor opto electronic pulse generator for speed sensing
(vi)Over speed audio visual alarm
(vii)Cumulative, Trip-wise, Train-wise, Driver-wise and Date-wise report generation
3.2.7.3 Function of speedometer
(i)Speed reading
(ii)Recording data
3.2.8 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 3.15 Fuel injection pump
3.2.9 Governor
A device used to measure and regulate the speed of an engine. The microcontroller
based governor consists of a control unit mounted in the drive cab and an actuator unit
mounted on the engine. The governor controls the engine speed based on throttle handle
position. Engine RPM is measured by a Tacho generator or engine speed sensor
mounted on the engine.
Fig 3.16 Wood ward governor

3.3 Air Brake system
An air brake is a conveyance braking system actuated by compressed air. Modern trains
rely upon a fail preventive air brake system that is based upon a design patented by
George Westinghouse on March 5, 1872. In the air brake's simplest form, called the
straight air system, compressed air pushes on a piston in a cylinder. The piston is
connected through mechanical linkage to brake shoes that can rub on the train wheels,
using the resulting friction to slow the train.
3.3.1 Air brake system operation
The compressor in the locomotive produces the air supplied to the system. It is stored in
the main reservoir. Regulated pressure of 6 kg/cm2
flows to the feed pipe through feed
valve and 5-kg/cm2
pressure by driver’s brake valve to the brake pipe. The feed pipe
through check valve charges air reservoir via isolating cock and also by brake pipe
through distributor valve. The brake pipe pressure controls the distributor valves of all
the coaches/wagons which in turn control the flow of compressed air from Air reservoir
to break cylinder in application and from brake cylinder to atmosphere in release.
Fig 3.17 Brake Handle

3.3.2 Types of Air braking system
The air brakes system is mainly classified into 2 types:
(i) SAG(Straight air brake): This braking system is only used for engine.
(ii) AG : This braking system is used for engine as well as train.
3.4 Workshop section
Fig 3.18 Universal Multipurpose Armature
In this section Machine operation such as shaping , milling , grinding , boring etc. are
perform on different lathe such as turret lathe etc. in this section an universal
multipurpose armature machine which is used to remove oxidation on the armature of
traction motor.

Chapter-4
HEAVY SCHEDULES
4.1 Introduction
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:-
(i)Major schedules
(i)Minor schedule
Fig 4.1 Heavy schedule section of shed
4.2 Minor Schedule
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.

(i) The lube oil level & pressure in the sump is checked.
(ii) The coolant water level & pressure in the reservoir is checked.
(iii) The joints of pipes & fittings are checked for leakage.
(iv) The check super charger, compressor &its working.
(v) The engine is checked thoroughly for the abnormal sounds if there is any.
(vi) 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 by for repairs. There are following types of minor schedules:-
Schedule Period Schedule P.
code
Trip 10 Days T1
Trip 20 Days T1
Trip 30 Days T2
Trip 40 Days T1
Trip 50 Days T1
1 Monthly 60 Days M-2
1 Quarterly 4 Months M-4
2 Quarterly 8 Months M-8
1 Half yearly 12
Months
M-12
3 Quarterly 16 M-16

Months
4 Quarterly 20
Months
M-20
1 Yearly 24
Months
M-24
2 Yearly 48
Months
M-48
3 Yearly 72
Months
M-72
Table 4.1 Periodicity of Schedule
(i) TRIP-1(T1)
1.Fuel oil & lube check.
2.Expressor discharge valve.
3.Flexible coupling’s bubbles.
4.Turbo run down test.
5.Record condition of wheels by star gauge.
6.Record oil level in the axle caps for suspension bearing.
(ii)TRIP-2(T2)
1.All the valves of the expressor are checked.
2.Primary and secondary fuel oil filters are checked.
3.Turbo super charger and under frame are checked.

(iii)MONTHLY-2 SEHEDULE(M-2)
1.All the works done in T-2 schedule.
2.All cylinder head valve loch check.
3.Sump examination.
4.Main bearing temperature checked.
5.Expressor valve checked.
6.Lube oil filter changed.
7.Expressor oil changed.
4.3 Major Schedule
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.
(i) 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.
Carry out ultrasonic test of axles.
(9) Clean cyclonic filters, bag filters and check the condition of rubber bellows of air
intake system.
(10) Renew airflow indicator valve.
In Major schedules such as M-24, M48 and M-72 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.

Chapter-5
BOGIE SECTION
5.1 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:-
(i)To support the rail vehicle body
(ii)To run stably on both straight and curved track
(iii)To ensure ride comfort by absorbing vibration, and minimizing centrifugal forces
when the train runs on curves at high speed.
(iv)To minimize generation of track irregularities and rail abrasion.
Fig 5.1 Bogie

5.2 Key Components Of a Bogie
(i)The bogie frame itself.
(ii)Suspension to absorb shocks between the bogie frame and the rail vehicle body.
Common types are coil springs, or rubber airbags.
(iii)At least two wheelset, composed of axle with a bearings and wheel at each end.
(iv)Axle box suspension to absorb shocks between the axle bearings and the bogie
frame.
(v)Brake equipment:-Brake shoes are used that are pressed against the tread of the
wheels.
(vi)Traction motors for transmission on each axle.
5.3 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:-
(i)Bo-Bo
(ii)Co-Co
(i) 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.
(ii) 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.

Fig 5.2 Wheel Arrangement
5.4 Failure and remedies in the bogie section
(i)Breakage of coiled springs due to heavy shocks or more weight or defective material.
They are tested time to time to check the compression limit. Broken springs are replaced.
(ii) 14 to 60 thou clearance is maintained between the axle and suspension bearing.
Lateral clearance is maintained between 60 to 312 thou. Less clearance will burn the oil
and will cause the seizure of axle. Condemned parts are replaced.
(iii) RDP tests are done on the frame parts, welded parts, corners, guide links and rigid
structures of bogie and minor cracks can be repaired by welding.
(iv) Axle suspension bearings may seizure due to oil leakage, cracks etc. If axle box
bearing’s roller is damaged then replaced it completely.

CONCLUSION
Hence, the study of power pack of a WDM2 diesel locomotive engine consists several
systems such as turbo charger , expressor, fuel section, engine, alternator, traction motor
etc., praising for the better working of engine to get maximum output and for maximum
working life.
So this is all about the learning’s at ABR Diesel Shed within 45 DAYS. To do my
summer training in Diesel Shed was a phenomenal learning experience for me. This one
month was a joy ride for me in the mechanical field, and now on completion of my
training I can say that I have gained very sound knowledge in mechanical field.

SAFETY MEASURES
• Always wear helmet for protection of head.
• Always wear spectacles for protection of dust
• Wear dust mask to protect dust from entering nose.
• Wear gloves while doing oily work.
• Always wear shoes to protect our self from electric shock.

REFRENCE
URL
• www.rtu.ac.in
• www.bosch-presse.com
• www.24coaches.com
• www.irfca.com
Books
• Low Speed Engines Tech Paper, MAN Diesel
• Ransome-Wallis, Patrick Encyclopedia of World Railway Locomotives

Indian Railway Diesel shed Training report

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