A PROJECT REPORT ON

ALCO DIESEL ENGINE & ITS MAINTANANCE

SCHEDULE

FOR

RITES LTD.
BY

ADITYA SRIVASTAVA
IN PARTIAL FULFILMENT OF SUMMER TRAINING FOR THE
REWARD OF THE DEGREE OF
BACHOLOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

FROM
DELHI COLLEGE OF TECHNOLOGY AND
MANAGEMENT
(2014-2015)

 CONTENTS
o DIESEL ENGINE DATA
o

DIESEL ENGINE COMPONENTS

ENGINE BASE
ENGINE BLOCK
CRANK SHAFT
CAM SHAFT
CYLINDER HEAD
VALVES
PISTON
PISTON RINGS
CYLINDER LINER
CONNECTING ROD
MAIN AND CONNECING ROD BEARING

FUEL OIL SYSYTEM

FUEL FEED SYSTEM
FUEL OIL SYSTEM
PRIMARY FILTER
FUEL TRANSFER PUMP
FUEL RELIEF VALVE
FUEL SECONDARY FILTER
FUEL REGULATING VALVE
FUNCTIONING OF FUEL FEED SYSTEM

o FUEL INJECTION PUMP & ITS FUNCTIONING

o FUEL OIL INJECTION SYSTEM
o

CONCEPT OF MECHANICAL MINOR SCHEDULES

T 1 SCHEDULE (20 DAYS)
T 2 SCHEDULE (40 DAYS)
M-2 SCHEDULE (60 DAYS)
M-4 SCHEDULE
M-8 SCHEDULE
M-12 SCHEDULE

o CONCEPT OF MECHANICAL MAJOR SCHEDULE M24

ALCO 251B DIESEL ENGINE DATA

In Diesel electric locomotive the source of power is a Diesel engine. In
WDM2 class locos. ALCO design 251B model 16 cylinder "v" shape, turbo
supercharged, closed circuit water cooled, medium speed four stroke
Diesel engine is used.
The Engine's general characteristics and ratings are given below:Cycle

4 stroke cycle

Aspiration

Turbo super charged with

charge air system

Bore

228 mm

Horse power

2600 BHP

Engine speed
Piston speed(mean)

1000 rpm (full load)

400 rpm (idle)
9.89 m/sec

Stroke

267 mm

Weight (dry engine)

19026 kg

Explanation of terms
FREE END - The Turbo supercharger end of the engine.
GENERATOR END - The power take off end of the engine.
RIGHT AND LEFT SIDE - The right or left side of the engine determined by
viewing the end from the power take off end i.e viewer's right side and left
is left side of engine.
CYLINDER LOCATION - The engine cylinder are numbered from the free
end No. 1 right and left (IR &IL) are the cylinder nearest to the turbo.

DIESEL ENGINE COMPONENTS

In this chapter attempt has been made to give in brief the essential details in respect of design,
construction, working of the Diesel Engine Components. The discussion has been kept
confined to standard ALCO locos of Indian Railways that is WDM2,WDM3A.
The Diesel engines consists of following major components and assemblies :1
2
3
4
5
6

Engine base
Engine block
Crank shaft
Cam shaft
Cylinder head
Valves

7
8
9
10
11
12

Piston
Piston rings
Cylinder liner
Connecting rod
Main & connecting rod bearing
Exhaust Manifold

1. ENGINE BASE: 1.1. When diesel engines were of low speed and low horse power the engine base and
blocks were made of heavy cast iron casting. In older types engines one of the main
functions of the base was to take the crank shaft. In the modern engines the crank shaft is
under hung from the engine block.
1.2. With the development in diesel engines and with the change in design, fabricated
engine blocks and bases are finding favor though in some small horse power engines cast
iron blocks are still in use. The engine base of ALCO Locos WDM2, WDM4 are made
from weld able quality steel to specification IS-2062 with 0.2% of carbon.
1.3. The engine bases of ALCO Locos have following functions.
It has to a) Support the engine block
b) Serve as oil sump
c) Accommodate lube oil mainheader
d) Take lube oil pump and water pump at the free end
e) Allow openings for crank case inspection
f) Take fitment of crank case explosion cover
g) Foundation pads are provided for transmitting load to the chassis and also to take lower
blots of the main generator magnet frame.
1.4. A perforated screen is fitted to the base to prevent foreign matter like pieces of
metal etc. getting access to the sump. The top face of the base which takes the engine block
is machined smooth and a sealing compound is applied before fitting the block to make the
crank case air tight so that crank case vacuum can be maintained.

ENGINE BLOCK
2.1. The engine block is the most important and very highly stressed structure on which
are fitted a number of important fittings like crank shaft, cam shaft, cylinder heads, cylinder
liners, piston of con. rod, fuel injection pumps and crosshead, turbo support, governor etc.
2.2. Like engine base this structure (in case of ALCO Locos is also fabricated from low
carbon steel to specification IS 2062. The saddle, however, is a forging out of steel to
specification IS-1875.
The Main bearing caps are tightened to the specified torque value.
2.3 The maximum possible misalignment permitted in main bearing housing bore are as
follows:Horizontal misalignment:
Vertical misalignment :

1 Between adjacent bores.

2 Between any to any bore.
1 Between adjacent bore
2. Between any to any bore.

0.002"
0.004"
0.0015
"
0.003"

This sort of misalignment can be checked with the help of mandrel and feeler gauge. But
this is considered to be rather crude method. It is advisable to make such checks with help of
optical instruments like collimators to give accurate results.
2.4 After the boring of crank and cam shaft bearing housing, the work of machining top &
middle decks of cylinder liners is taken up. The two bores, the chamfers and facing of the top
face are all done simultaneously with the help of excel-boring machine with two boring bars
fixed at an angle of 450.
2.5 The engine blocks have been found to show signs of distortion after a life of 12 to 15
years or as an after effect of crankshaft seizure or major accident. In order to cope with such
defects, capacity has been created in DLW for reclamation of blocks.
3

CRANKSHAFT

3.1 The engine crankshaft is probably the singular costliest item in the diesel engine. It is
the medium of transforming reciprocating motion to rotary motion. The crankshaft may be
assembled type or two piece bolted type or may be single piece forging. Balance weights can
be either bolted up or welded. The standard Locos of Indian Railways are with single piece
crankshaft with welded counter weights.
The ALCO crankshafts are manufactured from chrome-molybdenum steel equivalent to
SAE 4140. The process of forging is such that continuous grain flow is maintained. In
manufacture of crankshaft, following sequence of operation is generally followed :-

a) Forging and forming operation

b) Rough machining
c) Drill of oil holes.
d) Ultrasonic & Mechanical testing.
e) Welding of counter weights & shot blasting.
f) Stress relieving & Shot blasting.
g) Final machining & radius sing of crank journal corners and oil holes.
h) Nitriding
i) Grinding Lapping
j) Static & dynamic balancing
k) Final inspection
At present HEC/Ranchi is manufacturing crankshafts of various types including the ones
required for ALCO Locos of Indian Railways.
3.2 There are two processes of surface hardening with details given below:a.
b.

Method of hardening
Induction hardening
Ditriding

Hardness Number
C-40
C-60

Depth of case
0.124"
0.012 to
0.015"

Generally for low HP engines the first process is preferred as depth of case is more
and the crank journals and man bearing journals can be ground down to next step size. In case
of high and high speed engines preference is for the second process as it gives long life, the
rate of wear being negligible.
3.3 Checking of crank shaft deflection is one of the standard methods used by engine
manufacturers and maintainer for ensuring correct alignment of crankshaft as also engine
bearing housing bore central line. The basis involved in this is that if the crank shaft is
bent/misaligned or for that matter engine block bore is out of alignment then the distance
between the related crank web faces, will vary when the crankshaft is rotated. The
variation to a small degree will in any case be there. But whenever there is variation more
than prescribed limit it may be inferred that either crankshaft is bent or block bore central line
is misaligned. In ALCO engines the crankshaft deflection is measured at the crank web
nearest to the generator.
As apart from crank shaft and engine block bore misalignment the relative position of the
generator roller bearing with respect to the engine main bearing bore causes further
deflection. In these Locos a maximum deflection of + 0.008" is permissible. The correction
of the excess deflection is done by adding or removing shines between magnet frame distance
piece and engine block.
4. CAM SHAFT
4.1 In diesel engine the cam shaft performs the vital role of opening and closing inlet and
exhaust valves and allowing timely injection of fuel inside the cylinder. Usual practice is to
provide 3 cams for each cylinder the two outer cams being for exhaust and inlet valves and
the central cam being for fuel injection.

4.2 Like most of the Diesel engine manufactures ALCO engines have cams integral with
camshaft each camshaft section takes care of two cylinders.
After profile killing of the cam lobes the cams are given for induction hardening.
Subsequent to this the cams are put on profile grinding machine which works on the same
principle as profile milling machine. The individual camshafts are joined together by bolting.
The location of dowel hole is of importance as it determines the relative angular position of
one cam shaft section with respect to the adjacent one.
In order to avoid wrong assembly respective catalogue Nos. of camshaft sections are
punched onto the shaft. Care has to be taken to see that the correct section is fitted in correct
location.
The rifle hole is made in the centre of the shaft for lubrication of cam bearings.
Lubrication to cam lobes is provided by oil coming from valve lever mechanism via the push
rod.
Except for a slight difference in the angularity of exhaust cam the BG and MG ALCO
camshafts are identical.
4.3 The ALCO camshafts are made from AISI specification 1050 with following
metallurgical composition.
Carbon
Maganese
Silicon
Nickel
Chromiums
Phoshporus
Sulpher

ALCO CAM SHAFT

0.48 to 0.58%
0.80 to 0.90%
0.15 to 0.30%
0.25% Max.
0.015 to 0.030%

5. CYLINDER HEADS
5.1 The cylinder head is held on to the cylinder liner by several 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 the purpose of cooling the cylinder head. In addition to this provision is made for space
for passage of inlet air and exhaust gas. Further, space has to be left for fuel injection
nozzles, valve guides and valve seat inserts.
5.2 In ALCO cylinder heads valve seat inserts with lock rings are used as replaceable
wearing part. The inserts which are made of stellite is frozen in ice and cylinder head is
heated to bring about a temperature differential of 250 0F and the insert is pushed into recess
in cylinder head. The valve seat inserts are ground to an angle of 80 o whereas the valve is
ground to 90o to ensure line contact. The valve guides are interference fit to the cylinder head
with an interference of 0.008" 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 are done in ALCO

engines with a torque value of 550 Lbs. The cylinder head is a metal to metal joint on to
cylinder.
5.3 The cylinder head castings are made from special alloy cast iron as per specification
given below:-

Total carbon
Silicon
Sulpher
Phosphorous
Manganese
Chromium
Silicon
Nickel
Molybdenum

ALCO
3.00 to 3.40%
1.80 to 2.20%
0.12% to Max.
0.15 Max.
0.65% to 90%
0.20% to 0.40%
0.1% Min.
0.35% to 0.45%

6. VALVES:
6.1 The valves are the most important of the small components of the Diesel engine. When
considering the general designs of valves it must be remembered that the valves operate at a
very high temperature varying from 1250 0F to 1700 0F. The valves as inlet valves get cooled
by freshflow of cool air whereas the exhaust valve gives passage to hot exhaust gases.
For both inlet and exhaust valves the path of dissipation of heat is
(a) From valve face to seat and then to cylinder head.
(b) from valve stem to valve guide and then to cylinder head.
6.2 The valve seat angle between the seat surface and cylinder head surface can be either
30 degree or 45 degree. The more desirable angle is dictated by individual engine design.
The seating force is about 20% greater with 45 degree seat. This assists in preventing the
accumulation of valve seat deposits but increases seat deformation due to pounding.
The valve opening for gas flow is approximately 20% greater with 30 degree seat for the
same valve lift.
6.3 Generally narrow seat between valve and valve seat is preferred as it provides less
chance of being lift open by foreign material. On the other hand narrow seat reduces heat
dissipation from valve to cylinder head through valve seat.
In ALCO practice in order to provide line contact interference angle is provided. While the
valve angle is 45% the seat angle is 44.5.
6.4 In ALCO engine each cylinder has 2 exhaust and 2 inlet valves of 2.85 in dia. the
valves has stem of alloy steel and austenitic steel head flash but 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 C-34.
The stem is 5/8th. inch in diameter and made of SAE 4140. The head is made of
special heat resistant austenitic material (21-4N) in the following composition.
Carbon
Maganese
Phosphorus.
Sulphur
Silicon
Chromium
Molybdenum
Nitrogen

ALCO VALVE HEAD

0.45 to 0.60%
8.00 to 10.00%
0.04% Max
0.04"
0.25"
20.00 to 22.00
3.25 to 4.50
0.35 to 0.50

ALCO VALVE STEM

0.38 to 0.43%
0.75 to 1.00%
0.040% Max.
0.040
0.25 to 0.35
0.80 to 1.10

7. PISTONS
7.1 The piston is the most important component in the diesel engine as it takes direct part in
transmission of power. It is, therefore, necessary that the designers and users must know the
essential details about the piston. The combustion of fuel results in large amount of heat
being developed. Out of this about 18% of the heat is absorbed by piston only.
7.2 Type of Pistons:
Broadly speaking, the piston are of two distinct types i.e. Trunk type and Cross Head type.
While various types of trunk type pistons have been put in use cross head type pistons have
more or less gone out of use except for large size of marine or stationery engines.
7.3 FUNCTION:
The function of the pistons are: (a) It compresses the air to required pressure & temperature.
(b) It receives the thrust of expanding gases and transmits the force through connecting rod
(for rotating crankshaft).
(c) It forms the crosshead through which side thrust due to angularity of connecting rod is
transmitted to the cylinder wall.
(d) With the help of piston rings it prevents leakage of gas from combustion chamber to crank
case.

7.6 Piston material:

In many ways cast iron is best-suited material for manufacture of piston. The reasons are as
follows: (a) Co-efficient of expansion matches with cylinder liner whereas Aluminium has got twice
the co-efficient of cast iron.
(b) Heat conductivity is 3 times better than Aluminium.
(c) Compression strength is much more than Aluminium at high temperature.
(d) Wear is less than Aluminium.
But the two main disadvantages with cast iron piston are: (a) Weight of Aluminium is 0.097 1bs. per cubic inch in place of cast from which is 0.284
1bs. per cubic inch. Thus cast iron pistons are about 3 times heavier than Aluminium piston in
weight.
(b) Possibilities of cylinder liner being scored are more in case of cast iron piston.
The factor of weight has become more over riding in view of the high speed of the modern
diesel engines and hence Aluminium alloy pistons are favoured.
7.7 ALCO 251 engines pistons are of Aluminium alloy with composition given below which
compares to ASTM B247 alloy 2219.
Copper
Zinc
Manganese
Titanium
Vanadium
Zirconium
Silicon
Iron
Magnesium
Other

5.8 to 6.8%
0.10% max.
0.20 to 0.40
0.02 to 0.10
0.05 to 0.15 %
0.10 to 0.25 %
0.20% Max.
0.30% Max.
0.20% Max.
0.05 each
0.15% TOTAL at - remainder

7.7.1 These pistons are in two parts i.e. the piston body (or skirt) and the ring carrier having
interference fit. The joint between the ring carrier and piston is welded at the crown by inert
gas welding.
7.7.2 Older design where both the ring carrier and piston body were of cast aluminum alloy
caused lot of problems due to dislodging of ring carrier from skirt. This was due to the fact
that with cast aluminum adequate interference could not be provided.
After this a series of modifications were done. The first being forged
ring carrier shrunk onto cast piston body. The latest type is where both

ring carrier and body are of high density aluminum alloy forging. The
interference between ring carrier and piston body was increased from
0.005-0.009 in case of first type of 0.017-0.021 in case of latter types.
While this modifications was of advantage but due to higher density
of the alloy the total weight of the piston increased causing balancing
problem. This had to be tackled by cutting out approximately 5/8 from
the skirt resulting in the fact the fact that there was no room for the third
oil scrapper ring thus the number of piston rings had to be reduced from 6
to 5.
7.7.3 In this type of piston, the crown is cooled by flowing of lube oil. The
oil from piston pin reaches the piston. Passes through the vertical oil hole
and then travels through the four circular grooves machined on the spigot
portion of the piston body. After passing through the grooves and
absorbing heat all the way, the hot oil falls down through the second
vertical hole back to the sump.

7.8

STEEL CAP PISTONS

Immediately after the forged ring carrier pistons M/s ALCO brought out steel cap
pistons. Special features of this type of piston are: (a)
These pistons have body of aluminum alloy forging but a cap of
steel in placed of forged aluminum ring carrier.
(b)
The steel cap of the piston takes only three compression rings
and the top groove does not have any hi-resist insert like that of
aluminum alloy ring carrier.
(c)
As heat transfer is better in steel cap than in aluminum piston,
the locos fitted with steel cap piston needs more lube oil pressure
and more mass flow of oil so that more heat is absorbed. These
are provided by increased flow of lube oil so that more heat is
absorbed. These are provided by increased lube oil pressure and
increase in oil passage dia.
(d)
The steel cap is assembled and dis-assembled with hydraulic
pressure.
(e)
These piston have 5 rings.
(f)
The steel caps are hydraulically pressed and secured. The cap is
provided with a spigot and screw arrangement for additional hold
on piston body. Steel cap pistons are giving reasonable good
service in Indian Railways.
7.9

MAHLE PISTON
This type of piston is supplied by the firm M/s Mahle of West
Germany. It is a one piece cast aluminium piston cast with hollow
tube coil for providing cooling oil passage. Being one piece piston

there is no question of dis-loading of the ring carrier and to that

extent these pistons are trouble free. The disadvantage of this type
is that no reclamation by changing ring carrier as in ALCO piston can
be done. These pistons have Niresist ring inserts fitted to take the
top ring. They have six piston rings.
Metallurgical composition of the Mahle piston material is given
below: -

Silicon

18.08

Copper

1.0

Nickel

1.0

Magnesium

1.0

Aluminium remainder

8.

PISTON RINGS:

8.1 Piston rings along with cylinder liner present the major wear and
maintenance problem for a diesel engine. The main function of piston
rings are: a)
Preventing blow by air and high temperature combustion gases &
prevent same from getting access to crank case.
b)
Preventing excessive amount of lube oil from reaching combustion
chamber.

8.2 The way the piston rings seal the gas and the technique of sealing is
given in the sketch attached. It will be seen that the top ring gets the
maximum assistance from the high pressure gasses to prevent passage of
gases from the combustion chamber to the crank case.

8.3

TYPES OF PISTON RINGS:

There are many varieties of piston rings as shown in Sketch.

a)

Compression rings

(i) square face

(ii) Taper face

(iii) Inside bevel
(iv) Key stone.
b)

Oil P scraper rings or oil rings

(i) Wide channel double lip
(ii) Special bevel single lip.
(iii) Comformable rings.

8.4 The ring arrangements as applicable to our standard class of main

line locos are given over leaf (SK. I-12)
8.5 Preferred piston ring material is cast iron with open graphite
structure and a hard pearlitic matrix. The piston ring operates during a
part of its life under conditions of marginal lubrication. In addition to the
open oil retaining structure of cast iron, the graphite further provides for
emergency self-lubrication.
The piston rings generally have following two types of coatings: a)

Scuff resisting and quick seating coating &

b)

Wear and corrosion resistant coatings.

While ALCO Locos piston rings have first type of coating, the general motor Locos
all the piston rings are chrome plated.

9.

TYPES OF LINERS
Liners are mainly of two types i.e.

a) dry liner b) Wet liner.

(a)
dry liners are those which never come in contact with coolant but fits in as a sleeve
inside and already complete cylinder. The temperature of the inside surface of dry liner is
higher than corresponding wet liner. Dry liners are in use in only very small engines.
(b)
Wet liners are those which not only form the cylinder well but also form a part of the
water jacket. ALCO Locos are fitted with wet liners, which have slight interference fit on

upper and lower decks. In addition to this synthetic rubber seals of suitable qualities are to be
used, one on the upper deck groove and two on middle deck of interference or defect in
gaskets may result in water leakage causing water contamination of crank case oil. The liner
bore has chrome plated surface and is honey chromed by electrolytic process. ALCO liners
have no step size in the bore. It has got only one standard size permitting a wear of 0.009
inch.
MAK cylinder liner is not interference fit but is just a sliding fit into the cylinder
decks and the leakage is prevented only with the help of gaskets. The bore of cylinder liner is
tufftrided.
General Motor cylinder liners are fabricated type embodying the water jacket. In
General Motor Locos instead of liner bore being chrome plated the piston rings are chrome
plated.
9.1
the ALCO cylinder liners are made of high strength close grained alloy cast iron heat
treated to relieve stresses. The liner metal composition of ALCO engine is given below: ALCO
Carbon

3.00 to 3.50%

Silicon

1.70 to 2.30%

*Sulphur

0.12% Max.

*Phosphoru
s

0.15% Max.

Manganese

0.60 to 0.90%

Chromium

0.25 to 0.60

molybdenu
m

0.35 to 0.70%

*Mandatory.

9.2

The cylinder liners suffer from the following major defects:

(a)

Wear in the bore

(b)

Loss of interference in the top & bottom decks.

(c)
Cavitation erosion of outside circumference particularly near the
location of fuel injection pump side and also opposite to fuel injection
pump side.
The cylinder liners can be reclaimed by re-chrome plating in case of
wear in the bore up to a certain limit. In case of Cavitation and erosion, it

the cavity is more than 1/8 deep then the liner has to be taken out of
use.

10

CONNECTIING ROD

10.1 Connecting rod is a member connecting piston and crank shaft and
is a medium for converting the reciprocating motion to rotary motion. In
four stroke engines during the compression and power stroke the
connecting rod is subject to high compressive load. In suction stroke it
under goes tensile stress. In case of two cycle engine the connecting rod
is only subject to compressive load.
10.2 Connecting rod length is usually about 4 to 5 times of the crank
radius, Most connecting rods are made of section having a file drilled
hole from the big end to the small end.
The connecting rod assembly consists of: -

(i)
rod,

Connecting

(ii) Connecting rod

cap

(iii) Piston pin bushing

(iv)

Shell upper

(v) Shell power

(vi) Connecting rod bolts

and nuts.

During assembly the bolts are to be tightened with specified torque

valve and elongation. In case of ALCO Locos the bolts are first to be
tightened to 20 foot pounds and then to 100 foot pounds. Then each bolt
is loosened and then retightened to elongation value. 0.015 following
cross wise pattern.
10.3 Connecting rods are mostly made of carbon steel or alloy steel
forgings. The metallurgical composition of connecting rod are given below
in percentage.

Elements

ALCO

Carbon

0.43-0.48%

Manganese

0.75-1.00%

Phosphorous

0.025 Max.

11.

Sulphur

0.025 Max.

Silicon

0.20-0.35%

Nickel

0.40-0.70%

Chromium

0.40-0.60%

Molybdenum

0.15-0.25%

Boron

0.0005 Min.

MAIN & CONNECTION ROD BEARING

11.1 Requirement of bearing material

The bearing of modern diesel must meet the following requirements.
(a)

Fatigue resistance: -

The ability of the bearing to with stands intermittent load without

failure.
(b)

Conformability: -

The ability to creep or flow slightly so that bearings will conform to

the shaft.
(c)

Characteristic of the material should be such that it will permit fine

dirt particles to imbed themselves in it and thus avoid scratching of
the shaft.

(d)

Seizure resistance: -

During starting oil level is thin and as such some metal to metal contact
may be there. The quality prevents seizure at this stage.

FUEL OIL SYSTEM

The fuel oil system is designed to introduce fuel oil into the engine cylinders at the correct
time, at correct high pressure, at correct quantity and correctly atomised. The system injects
into the cylinder correctly metered amount of fuel in highly atomised form at a stipulated
time in the four stroke cycle operation of the engine. High pressure of fuel is required for
lifting the nozzle valve and penetration of fuel into the pressurised combustion chamber.
High pressure also helps in proper atomization so that the small droplets come in better
contact with the fresh air in combustion chamber and thus have better combustion. Metering
the fuel to correct required quantity is important because the locomotive engine is a variable
speed and variable load engine with variable requirement of fuel within a particular range.
Timing the injection of fuel is also important to enable fuel to burn completely for maximum
benefit out of it.
The fuel oil system may be discussed in two portions separately, although both are a part
of an integrated system: (i) Fuel feed system
(ii) Fuel injection system
FUEL FEED SYSTEM
The fuel feed system includes the following: (1) Fuel oil tank
(2) Fuel primary filter
(3) Fuel transfer pump / fuel booster pump
(4) Fuel relief valve
(5) Secondary filter

(6) Fuel regulating valve

(7) Fuel oil header
The fuel feed system provides the backing up support to the fuel injection pumps by
maintaining steady supply of fuel for them at a pressure of 3.00 Kg/cm sq.- 3.5 Kg/cm sq. so
that the fuel pumps in turn can meter and deliver the oil to the cylinders at correct pressure
and time.
FUEL OIL TANK
The fuel oil tank of 5000 ltrs capacity is fabricated under the superstructure of the
locomotive and located in between two bogies. Baffle walls are there inside it to arrest surge
of oil when the locomotive is moving. A strainer filter at the filling plug, an indirect vent,
drain plug and glo-rod type level indicators are also provided.
PRIMARY FILTER
A filter is provided on the suction side of the fuel transfer pump to allow only filtered oil
getting into the pump. This is intended to enhance the life of the Fuel transfer pump. The
filter is most often a renewable bleached cotton waste packed filter commonly known as
socks type filter element. These socks type filters are coarse type filters and have greater
ability to absorb moisture and on cost cheaper. However in certain places this has been
replaced by paper type filters which have longer service life.
FUEL TRANSFER PUMP / BOOSTER PUMP
The fuel oil feed system has a transfer pump or booster pump to lift the fuel from the tank
below to the system. The gear type pump used is driven by a D.C. motor with current
available from the storage batteries through a suitable circuit. The pump capacity is 14
ltrs. per minute at 1725 rpm at pressure 4 to 4.8 kg/cm. sq.
FUEL RELIEF VALVE
The spring loaded relief valve is meant for by-passing excess oil back to the fuel tank, thus
releasing excess load on the pump and the motor to ensure their safety. It is adjusted to a
pressure of 5-kg/cm. sq. and by-passes the excess fuel back to the tank. It also ensures the
safety of the secondary filter and the pipe lines..

FUEL SECONDARY FILTER

The fuel secondary filter is located after the booster pump in the fuel feed system. The
filter used is a paper type filter cartridge of finer quality, renewable at regular intervals. This
filter arrests the finer dirt particles left over by the primary filter and ensure longer life of the
fuel injection equipments.
FUEL REGULATING VALVE
The fuel-regulating valve is a spring-loaded valve of similar design like the fuel relief
valve but located after the secondary filter in the fuel feed system. This valve is adjusted to
3-kg/cm. sq. (40 to 45 psi) pressure and always maintains the same pressure in the fuel feed
system by releasing the excess pressure, if any, back to the fuel oil tank. There is no bypassing of oil if the pressure is less than the adjusted level.
FUNCTIONING OF FUEL FEED SYSTEM
The fuel booster pump or transfer pump is switched on and the pump starts sucking oil
from the fuel oil tank, filtered through the primary filter. Because of variable consumption by
the engine, the delivery pressure of the pump may rise increasing load on the pump and its
drive motor. When the rate of consumption of fuel by the engine is low, the relief valve
ensures the safety of the components by releasing load, by-passing the excess pressure back
to the tank. Then oil passes through the paper type secondary filter and proceeds to the left
side fuel header. The fuel header is connected to eight numbers of fuel injection pumps on
the left bank of the engine, and a steady oil supply is maintained to the pumps at a pressure of
3-kg/cm. Sq. Then the fuel oil passes on to the right side header and reaches the eight fuel
injection pumps on the right bank through jumper pipes. The regulating valve remaining
after the right side fuel header, takes care of excess pressure over 3 kg/cm. sq (40 -45 psi) by
by-passing the extra oil back to the tank. A gauge connection is taken from here leading to
the driver's cabin for indicating the fuel oil feed pressure. Thus the fuel feed system keeps
fuel continuously available to the fuel injection pumps, which the pumps may use or refuse
depending on the demand of the engine.
FUEL INJECTION SYSTEM
(a) FUEL INJECTION PUMP

The fuel injection pump used is a constant stroke plunger type pump with
variable quantity of fuel delivery to suit the demand of the engine. This type of
pumps are commonly known as BOSCH type pumps designed and patented by
Dr. Bosch of Germany.

The pumping stroke of the plunger is controlled by the fuel cam. The length of
stroke of the plunger and the time of stroke is dependent on cam profile and cam
angle. The return stroke of the plunger is due to the plunger spring.

The barrel inside which the plunger moves, made from nitralloy steel properly
treated have very close tolerance with the plunger and are ground finished
together to highest degree of accuracy. When the plunger recedes to BDC the
spill ports in the barrel which are open to the fuel feed system having oil at 3kg.
pressure available there are open. Oil then rushes to fill up the empty space
inside the barrel. At the correct time in the diesel cycle the fuel cam pushes the
plunger forward and the spill ports are then covered up by the moving plunger.
The oil thus trapped into 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 groves or helix cut at the top edge with a relief slot. At
the bottom of the plunger there is a lug to fit into the slots of the control sleeve.
When the rotation of the engine moves the camshaft and the fuel cam moves the
plunger to make the upward stroke. it may also rotate slightly, if necessary,
through the engine governor , control shaft, control rack and control sleeve.
This rotary movement of the plunger along with reciprocating strokes changes
the position of the helical relief in respect to the spill port and oil instead of being
delivered through the pump outlet escapes back to the low pressure feed
system. The governor for engine speed control, sensing the requirement of the
fuel controls the rotary motion of the plunger, while it is also having reciprocating
pumping strokes. Thus alignment of helix relief with the spill ports sooner or
later will make the stroke more or less effective. The helix constantly remaining
in alignment with the spill ports by-passes the entire amount of oil and nothing is
being delivered by the pump. The engine stops because of no fuel injection and
this is known as NO FUEL POSITION. When alignment of helix relief with spill port
is delayed, that would mean partly effective stroke and engine runs at low speed
and power output is partial. When helix is not in alignment with the spill port
throughout the stroke, that is FULL FUEL POSITION, because the entire length of
the stroke is effective and engine out put and speed is at the peak. The position
of the plunger and its relation between spill port and helix is determined by the
position of the control rack graduated in mm. Linear movement of the fuel rack
by the governor and the movement of the control shaft has relative rotary
movement of the plunger, thereby aligning the helix and the spill port sooner or
later making the stroke fully effective, partly effective or fully ineffective.

The oil then pass through the delivery valve. The delivery valve is a spring
loaded valve which opens at the oil pressure developed by the pump plunger.
This helps increase the delivery pressure of oil, function as a non-return valve,
retaining oil in the high pressure line. This also helps in snap termination of fuel
injection to arrest the tendency of dribbling during fuel injection. The specially
designed delivery valve moves up to open, due to the pressure built up by the
pumping stroke of plunger and when the oil pressure collapse inside the barrel,
the landing on the valve moves backward to increase the space available in the

high pressure line and thus the pressure inside the high pressure line collapse
helping in snap termination of fuel injection. This reduces the chances of
dribbling at the beginning or end of fuel injection through the fuel injection
nozzles.

(b) FUEL INJECTION NOZZLE

The fuel injection nozzle or the fuel injector remains fitted in the cylinder head
with its tip projected inside the combustion chamber. It remains connected to
the respective FIP with a shim less steel tube known as fuel high pressure line.
The multi hole needle valve type fuel injection nozzle, valve operating at higher
hydraulic pressure against spring tension are very commonly used. The needle
valve closes the oil holes by blocking them due to spring pressure. Proper angle
on the valve and the valve seat and perfect bearing ensures proper closing of the
nozzle valve.

Pressure of fuel in the fuel duct and the pressure chamber inside the nozzle
due to delivery by the FIP, suddenly shoots up very high, as high as 4000 PSI due
to the delivery stroke of FIP. Pressure of oil higher than the valve spring reacts on
the landing of the valve facing the pressure chamber and move it away from the
seat. This uncovers the small holes in the nozzle tip and oil then passes through
them at very high pressure to be injected into the combustion chamber in highly
atomised form.

Due to injection the hydraulic pressure drops and the valve returns back to its
seat terminating the fuel injection. Termination of injection may also be due to
bypassing of fuel through the helix in the FIP causing sudden drop of pressure.

The nozzle body and the valves are also made from Nitralloy steel, heat
treated and ground finished together to highest degree of accuracy.

Like the

plunger and barrel, delivery valve and valve body of FIP, the nozzle valve and the
valve body are also matching components and are never to be interchanged.
Components of the fuel injection nozzle are shown in fig FIS 10.

Apart from regular maintenance actions according to the laid down inspection
schedule to keep the fuel feed system in good working order a test known as
orifice test is done quite often. This test is a rough and ready method to
ascertain the efficiency of the fuel feed system under full load condition. The
procedure of testing is as under:

1. An orifice plate of 1/8 inch is fitted in the system before the regulating valve.
2. A container to be placed under the orifice to collect the oil that would leak through it
during the test.
3. The fuel booster pump to be switched on for 60 seconds.
4. The rate of leakage should be about 9 Lts. of fuel per minute through the orifice (with
the engine in stopped condition). The system should be able to maintain 3 KG/cm
pressure with this rate of leakage which simulates approx. the full load
consumption by the engine. In the event of drop in pressure the rate of leakage would
also be less indicating some defect in the system reducing its efficiency to meet the full
requirement of fuel during peak load.
The above test is easy, reliable and also saves time and costly fuel and is
meant for the fuel feed system only. This is more important because during
normal testing of the engine in shed without load, the rate of consumption being
very low even in full speed of the engine, there is hardly any drop in fuel oil
pressure, although pressure may drop on load in case there is some defect in the
system. A trouble shooting chart is also annexed with this chapter for guidance.

FUEL INJECTION PUMP

The fuel injection pumps are supposed to be inspected once in every 12
months in normal course and earlier if required. It is essential to check the
following items during the inspection of the pump assembly.

1. Seizure or slackness in plunger and barrel

2. Scratches, scuff marks and dull appearance on the plunger and barrel surface due to
abrasives in fuel oil.
3. Erosion of helix edges on the plunger beyond stipulated limits

4. Corrosion and pitting marks on plunger or barrel.

5. Discolor due to heating in plunger and barrel.
6. Delivery valve spring, the valve and the valve seat need careful checking. Grinding the
valve and the valve seat to proper angle and lapping may have to be done if necessary
to ensure perfect contact between the valve and the seat.
7. Slackness between control rack and bushing, control rack and control sleeve, the
control sleeve and plunger lug produces lost motion and makes it difficult to adjust the
rack movement accurately.
8. Wear on top or bottom side of the guide cup needs checking.
9. Lapping of surface between the barrel and delivery valve body and also between
delivery valve body and holder is required to have leak proof joints.
10. Plunger spring is to be carefully checked for cracks or loss of tension.
While assembly care must be taken to match the position between the barrel
and the pump body and also the fuel rack and the control sleeve. These
relations are extremely important and indicated by dowel pin and punch mark
respectively.
During inspection and reassemble, components are to be in perfect
cleanliness and rinsed in clean fuel oil.

FIP cut Model & Parts

PLUNGER & SLEEVE

A plunge
r is a type of positive displacement pump where the high-pressure seal is
stationary and a smooth cylindrical plunger slides through the seal. This
makes them different from piston pumps and allows them to be used at
higher pressures. This type of pump is often used to transfer municipal
and industrial sewage

FIP OVERHAULING PROCEDURE

Removal from the loco

High pressure pipe line disconnection and loosen at Cylinder Head.

Snubber valve lube oil pipe lines of FIP support and leak off pipe
were removed away from FIP.
Fuel pump rack disconnected from fuel control shaft.

Disconnection the fuel banjo joint.

Cleaning

FIP body is clean in fuel oil

Stripping FIP components clean in pure fuel oil. ( Plunger, Plunger
barrel, Control sleeve, Baffle ring, Delivery valve body, Delivery
valve, Delivery valve spring & Delivery valve holder nut)

Inspection

All FIP components check for cracks

Checked components are good condition, same is fitted, if any
cracked condition replace new one.

Assembling

Before assembling again clean the parts FIP body is provided in a

fixture in an upright position.

Testing

FIP is fitted in the calibration test stand.

Measuring jar provide under the FIP delivery pipe.

Horse shoe piece provided in the fuel rack. Fuel rack is 30mm
position motor is switched on, strokes are set at 300. The motor is
automatically off after 300 strokes. The oil collected in the jar is 356
cc.

The procedure is repeated under idle condition of the rack ( Motor

rotate is reverse order). Then the oil collected in the
measuring jar is 45 cc.

FIP TEST STAND

INJECTOR NOZZLE CUT MODEL & PARTS

INJECTOR OVERHAULING
Removal
Remove the tappet cover and injector bracket then
remove the injector from cylinder head with the help of
injector extractor.
Cleaning
Removed the injector clean the carbon with fuel oil
Stripping
Injector is placed in a fixture and remove the cap nut,
compensating washer, spring, guide bush, intermediate
disc, nozzle valve with body.
Stripped components cleaning with fuel oil
Inspection & Testing
The removed parts are visually inspect for damage.
Check the nozzle valve angle.
Check the lap portion of injector body and nozzle body for
scoring.

 Check the valve lift is within the limit or not limit for new
valve is 0.024 and old is 0.025
Repair and renewal
Components in the injector are checked and found good
same fitted.
Lap the intermediate disc and nozzle valve holder
Lap the nozzle body seat with the help of cast iron lapping
arbor.
Assembling
Insert the compensating washer spring, guide bush,
intermediate disc, nozzle valve holder assembly and cap
nut these are provided one by one in the injector body.
Torque of the cap nut is 94-109 ft. lbs.

Testing
Injector is fitted on the test stand and check the followings
Spray pattern
Opening pressure
Tightness of valve seat
Nozzle chatter
Leak off rate
Spray pattern

The test stand pressure gauge shut off, pump the tester
handle rapidly. All nozzle holes should discharge fuel and
the spray pattern should be uniform.

Opening pressure

 Pump the tester handle slowly and record the opening

pressure of the nozzle valve. The opening pressure for new
nozzle is 3900-4050 PSI and old Nozzle (Reworked)
opening pressure at 3700 3800 PSI.
Tightening of valve seat
Close the pressure gauge, and pump the handle of the test
stand rapidly several time if the drop forms on a tip at the
nozzle, the valve seating leaking wipe the end of the
nozzle with the clean dry cloth. Open the gauge valve and
the slowly raises the pressure with on 100 PSI less than
that of specified opening pressure.
Hold the pressure for 10 sec. if fuel appears at the nozzle
tip the valve seat is leaking.
The leaking valve seat may be caused by dirt between
valve and seat or by an improper valve or improper seat
face if the nozzle valves continually leaking the nozzle
must be recondition.

NOZZLE VALVE

TESTING OF NOZZLE
Opening Pressure: 3900-4050 psi (New), 3700- 3800
psi (Old)
Spray Pattern/ Blotter test: Uniform pattern
Dribbling: Holding at 3500 PSI for 10 secs ( No
drop)
Leak off: 3500 to 1000 PSI drop down time 6-16
secs
Valve Lift: .026" (max), .005 to .007" (New)

CONCEPT OF MECHANICAL MINOR

SCHEDULES

T 1 Schedule (20 days)

Initial checking and booked repair recording
o During Engine Running

Any abnormal sound.

Any loose, defective or missing part or leaking part.
Checking Cylinder Head & exhaust manifold crack.
Check Engine lube oil pressure (3.9 Kg/ cm2), fueling
pressure(3.8 Kg/ cm2), Exp. LOP (1.7 Kg/ cm2) & vacuum
(55/ 60), Loading & unloading time & MR pressure (8 to 10
Kg/ cm2).
Check TRD- ALCO 90/180; Napier 20/60; ABB 60/180;
GE 60/180.
o Air Brake System
Check Operation of horns, wiper, AFI, vacuum with test
plate, BP & FP pressure, SA 9 Pressure & working of
emergency brake valve and synchronization.

 Vacuum Brake Pipe 65 cms, HS-4 Control Air Pressure

1.7 Kg/ cm2.
Control air pressure 5 Kg/ cm2 and vacuum brake pipe
pressure on test plate 8mm = 52 cm & 65 cm with 7.1 mm
dia hole.
o Engine Stop Item

Engine cooling system..

Fan Drive universal joints and grease them.
Send sample for testing.
Water & oil leakages from tell tale hole of water pump &
after cooler.
Dont plug tell tale hole.
Top up with treated water.

o Engine Fuel Oil System

Top up oil if necessary.
Send sample for testing.
Change P/ Sec. Filter after 30 days or on condition basis.
o Expressor

Check oil level & top up if necessary.

H. P. discharge valve change.
Check condition of Asbestos rope on H.P. pipe line.
After cooler.
Check bolts, if necessary.
Check any leakage from after cooler tell tale hole.
Turbo vent pipe safety clamps & brackets
o Traction Motor Blowing: check

Condition & tension of V-bolts and adjust if required.

Greasing of bearings.
Pulley alignment.
Proper tightness of adopter nut.
Impeller for shifting.
o Under Frame: - check

Oil level in Suspension bearing brackets & cardium

compound in gear cases & top up if required.
Check any leakage from gear case seal & check for any
crack, loose bolt, suspension bearing bracket bolt & its
sealing on wick pad bolt, L clamps on gear case bolts.
o Roller Bearing of Axle boxes
Check overheating signs of axle boxes.
Leakage of lubricants.
Loose or deficient pedestal lug liner.
o Brakes: - check & adjust

Brake cylinder piston trimming (6.61 cm max.)

Set slack adjuster for 9.5 mm shoe release.
Tightness of nuts on brake head.
CBC for fracture and wear.
Cattle guards, Buffers, Pull rod safety pin, U Clamps.
o Miscellaneous Items

Fire Extinguishers seal & due date.

Drain moisture from MR tank
Comp. Ext. intercooler drain condensate.
o Engine over speed control linkages : - check.
Free movement of rack, lubricate rack assembly, check
gap between OST collar & fuel control shaft.
Free movement of fuel control shaft.

o Cleaning of components.

Clean rack room.

Clean expressor room.
Carbody filters.
External panel.
Bogie frame & undergears.
Cab. Floor.
o Check for Bogie frame for crack, vacuum hose
couplings and fitting of the clamps.
o Proper welding & clamping of B/ collector
holding plate.
o Fast coupling for bublling.
o Safety Brackets are in position & screw.
o Check LOC & leakages & reason of high LOC.
T 2 Schedule (40 days)
Attend all the items of T-1 schedule.
o Expressor / Compressor

Overhaul discharge valves of HP & LP cylinders and renew copper

gaskets.
o Under Gear
Check the condition of suspension bearing oil with blotter test. There
should not be any sign of presence of cardium compound, fuel & water
etc. (by Lab staff).

o Engine
Replace fuel primary filter element & its gasket if due as per lab record.
(Fuel sample to be collected & checked by Lab staff)
Replace Turbo Super Charger Lube Oil filter element and renew gasket.
o Air Brake
Clean GD 80 D filter housings and its element to be cleaned by blowing
in reverse direction.
o Check LWS operation
o Change TSC filter
M 2 Schedule (60 days)
o Loco Running.
Check all the items of T-1 & T-2 schedules.
Check, LWS operation & reset time.
OST RPM, TRD & main bearing temperature.
Expressor Lop & Vacuum.
Air leakages & any housing leakages.

o Engine Stopped.

 Fuel system Take sample of fuel from primary filter and

sent to lab.
Change Primary / secondary filters & its gaskets.
Lube oil system , clean lube oil strainer & replace its top &
bottom gaskets. Ensure fitment of spring.
Change lube oil filters element in 180 days & 90 days if
centrifuge fitted in loco.
Change filter element
o Cylinder valve
Inspect valve lever mechanism & lubricate.
Check equalizing yoke and valve spring.
Replace push rod if bend.
Engine crank case examination Check for foreign materials.
Check lube oil header, jumper pipe & S-pipe.
Connecting rod & main bearing nuts & securing split pins.
Check tightness of the nut with copper hammer.

o Expressor
Clean expressor and air intake filter & strainers.
Change expressor L.P. & H.P. discharge valve replace
copper shims.
Check expressor sump for foreign material and clean.
Check lube oil pump chain and change if found loose.

 Ensure proper loading and unloading, expressor lop ,

vacuum after completion of schedules.

o Radiator
Air blowing should be done in the reverse direction to the
normal air flow.
Steam blowing and & radiator gap should be checked.
Exhaust manifold & torque
Torque all inlet , exhaust bolts & strong bolts.
Torque all FIP support & FIP & Benzo cap screw.
Torque all Jumper pipes, Water riser pipes & bolts.
Torque TSC foundation bolts, expressor, lube oil cooler,
ECC & Radiator fan bolts.
Check CCE motor foundation bolts.
o Traction motor Blower
Check all the Trip schedule items & B/ side lock nut.

o Traction motor suspension bearing

Open wick pad assembly and change if found defective &
check white material on wick pad.
Change oil if found dirty.
Torquing the unsealed bolt to 35 lbs. and bolts should be
sealed.

 Top up oil through filing cap only.

Check wick pad assembly by pressing, there should be
free movement of the wick pad assembly.
Care should be taken, white fitting wick pad assembly in
windows.
for 40 mm wide wick window of s / bearing cap = 65
mm.
25 mm wide wick window of s / bearing cap = 52mm.
o Check universal shaft, greasing & ECC
foundation bolts.
o Bogie Lubricate slack adjuster, check oil level
of centering casting & side mounting pad.
Change J-filter element.. GD-80D oil should be
changed.

M - 4 Schedule items

All item of M- 2 sch. & its additional items are: Tappet clearance and phasing to be done adjusted
and Blow Bye test is done.
Axle box examination and its greasing to be done.

M - 8 Schedule items
All item of M- 4 sch. & its additional items are: Injectors are to be changed.
Change cyclonic filter & check its all rubber hoses.
Wick pad cleaning.

 Axle box cleaning.

Oil changing (T-71) in suspension bearings.

M - 12 Schedule items

All item of M- 8 sch. & its additional items are: Change lube oil releif and regulating valve with
overhauled one.
Change fuel oil valves i.e. fuel relief valve 5.2
Kg/cm2. Clean copper pipe line of fuel system,
lube oil system & LWS vent pipe.
Change flexible coupling Rubber / Rollers & record
bush clearance if it is more than replace the bush.
Change OST, LWS, Governor base plate, U.Shaft &
water glow rod with overhauled .
Change TSC & after cooler if only ALCO type TSC.
Remove A/ maize bath filter & overhaul it.
Torquing of expressor foundation bolts, engine
foundation bolts, lube oil cooler,
lube oil filter
housing , cattle guards & buffers, gear case bolts &
s/ bearing
bracket bolts & air brake cylinders.
UST & Axle box greasing.
Change the air brake valve.with overhauled valves
SA 9 , A-9, C-2 relay valve, MU-2B valve, blow
down & clean the air reservoir & check the air
pipe line under locomotive.
Change air &
vacuum gauges.
Check explosion cover.
Governor changed by electric staff.
All expressor m/inlet & discharge valve to be
changes, expressor sump cleaned, lube oil sump
to be changed.

After completing the M 12 schedules, load box is done

and parameters are recorded as : Compression & firing pressure.
TSC , Exhaust gas temp.at Tsc inlet & TSC out let
temp. & water temp. is checked.
Exp LOP & vacuum & its loading & unloading.
BAP and opening of fuel rakes.
FOP & LOP.
Voltage & Ampere are recorded & HP calculated.
Engine crank case vacuum checked.
Main Bearing temp. after load box.
TRD, LWS, OST, RPM are checked.
Any leakages & repairs are noted
LCR checked.

Concept of Mechanical Major Schedule M24

The under mentioned items are to be overhauled

Cylinder heads
Power Assemblies
Turbo supercharge

Expressor/Compressor
Lub oil cooler
After cooler
Water pump
Lub oil pump
Rocker arm assemblies
Radiator Fan
Eddy current clutch
RTTM blower
Fuel injection pumps
Injectors
Radiators
OST Assembly
Speedometer / All gauges
Lube oil/ Fuel oil valves
Air brake Valves
Universal shaft
Both bogies
Axle boxes
Check and adjust

Cam shaft, cam gear and split gear and adjust thrust
and backlash.
Crank shaft, crank pin and main bearing journal and
adjust crank shaft thrust
Crank shaft deflection
Expressor alignment
5 Ecc alignment
6 All clearances of bogies, axle boxes, traction motors
and gear cases.
Replace following items

All cylinder liners

All flexible hoses
Lube oil,
All Gaskets and rubber O rings

Clean and inspect following items before fitment

Water jumper pipes, riser pipes ,exhaust manifolds air
inlet elbows
Crank case covers, Explosion covers,
Fuel system and lube oil system copper pipes
Lube oil filter housing, Fuel primary& Secondary filter
housings and Strainer housing
Both Main Reservoir tanks cleaning, testing and over
hauling
Both bogie frames and wheels for fracture, wear and
cracks
Ultrasonic testing of Axles and wheels