A practical Training Report at :

Ajmer Group of Workshops,

North Western Railways


Training Period:
2 June, 2014 15 July, 2014



Submitted To : Submitted By:
Prof. R.O. Rustogi Ayush Jain
Dept. of Mechanical Engg. B.Tech Mechanical Engg.
JECRC, Jaipur



INDEX

Acknowledgement

Introduction
1) Indian Railway System
2) Introduction to Northern Railway
3) Introduction to Ajmer Workshop
4) Vital Statistics
Ajmer Diesel Loco and Wagon Workshop Presents
1) Wagon: POH/NPOH/RSP Works
2) Diesel POH shop
Ajmer Carriage Workshop Present Activities
Loco Workshop
1) Diesel POH Shop
2) Locomotives General Information
3) Classification of Locos
4) Diesel Locomotive
5) Diesel Electric Locomotive
WDM-2, WDM-2A and WDM-2b
YDM-4
6) Bogie And Wheel Shop
7) Roller Bearing Section
8) Mill Wright (Machine) Shop
Wagon Repair Shop
Carriage Workshop
1) Purpose of Carriage Workshop
2) POH timings for Coaches
3) Buffer Plunger
4) Screw Coupling
5) Smithy Shop
6) Forging for different Jobs
7) Heat Treatment
8) Spring Section
Conclusion
Reference



ACKNOWLEDGEMENT


Training is an essential part of everybodys life, particularly for an engineer. I am thankful to the
management of Ajmer group of Workshops, NWR for permitting to undergo practical training at
their Ajmer group of Workshops, Ajmer.

I would like to specially thank to Mr. Santosh Kumar Vijay sir (Production Engineer, Loco
Workshop) for helping me to complete my training & for providing the basic ideas for the
various blocks of the workshops.

I would also like to thank Mr. Ramavtar Yadav sir (Production Engineer, Carriage Workshop)
for giving me the Carriage Workshop safety training.

Last, but not the least, I would specially like to thank

All other staff of the ME Dept. for being with me throughout the training and explaining me
everything very patiently and for their co-operation. I would like to thank all other employees of
DTTC who helped me knowingly or unknowingly to complete this practical training.


Ayush Jain
15 June 2014
JECRC, JAIPUR

















INTRODUCTION

THE INDIAN RAILWAYS SYSTEM:
Indian Railways is an Indian state
India through the Ministry of Railways
comprising 115,000 km (71,000
stations. As of December 2012, it transported over 25 million passengers
an annual basis). 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 20112012 Indian Railw
(US$19 billion) which consists of
286,455.2 million (US$4.9 billion) from passengers tickets.
IR operates both long distance and suburban rail systems on a
metre 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 four
limited international services to Nepal, Bangladesh, and Pakistan.
Indian Railways is the worlds ninth largest commercial or utility employer, by number of
employees, with over 1.4 million employees. As
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 IR runs about 10K trains
daily. As of March 31, 2013 23,541 km of the total 65,000 km route was electrified.


INTRODUCTION
THE INDIAN RAILWAYS SYSTEM:
state-owned enterprise, owned and operated by the
Ministry of Railways. It is one of the world's largest railway networks
mi) of track over a route of 65,000 km (40,000 mi) and 7,500
stations. As of December 2012, it transported over 25 million passengers daily (over 9 billion on
an annual basis). 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
2012 Indian Railways had revenues of 1,119,848.9 million
billion) which consists of 696,759.7 million (US$12 billion) from freight and
billion) from passengers tickets.
IR operates both long distance and suburban rail systems on a multi-gauge network of broad,
metre 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 four states and three union territories and also provide
limited international services to Nepal, Bangladesh, and Pakistan.
Indian Railways is the worlds ninth largest commercial or utility employer, by number of
1.4 million employees. As by rolling stocks 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 IR runs about 10K trains
2013 23,541 km of the total 65,000 km route was electrified.
enterprise, owned and operated by the Government of
. It is one of the world's largest railway networks
mi) and 7,500
daily (over 9 billion on
an annual basis). 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
million
billion) from freight and
gauge network of broad,
metre 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
states and three union territories and also provide
Indian Railways is the worlds ninth largest commercial or utility employer, by number of
by rolling stocks 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 IR runs about 10K trains
2013 23,541 km of the total 65,000 km route was electrified.
INTRODUCTION TO NORTH WESTERN RAILWAYS:
Mechanical Department looks after the maintenance of rolling stock i.e. coaches, wagons and
diesel locos. Under this department there are carriage and wagon workshops (Looking after
heavy maintenance of coaches & wagons), diesel sheds (Looking after maintenance of diesel
locomotives) and divisions where there two wings viz. C&W wing and Loco wing. C&W wing
looks after minor schedule of coaches and wagons & Loco wing looks operation of diesel loco
and crew management.

There are three workshops in NWR viz. Ajmer C&W workshop, Bikaner workshop and Jodhpur
workshop. Also there are three Diesel Sheds viz., Abu Road diesel shed ( BG ), Bhagat Ki Kothi
diesel shed ( BG ) and Phulera Diesel Shed ( MG ).
The Mechanical Department of NWR is having cadre strength of (approx.):
Officers = 57
Staff = 70,000

INTRODUCTION TO AJMER WORKSHOP:
Aimer has been in the limelight from the time of the great king Prithvi Raj Chouhan. It continued
to maintain its importance during the Mughal dynasty. Subsequently, British resident was head
quartered here for controlling the princely states of Rajputana and Malwa.
Rajputana State Railway was opened on 18th Aug 1876. The Railway was renamed as
Rajputana-Malwa Railway when a new line from Ajmer to Khandwa was added to it. Bombay
Baroda & Central India Railway came into existence in 1890 and Rajputana-Malwa MG system
was leased to it Central Workshop was setup at Ajmer in 1877.
The foundation of the prestigious Central workshop was laid in 1876 and was established in
1877 to undertake repairs and manufacturing of steam locomotives, carriages and wagons of
Rajputana-Malwa Metre Gauge (MG) system. In the year 1885 onwards, these shops came under
BB&CI Company. It had the privilege of producing 467 steam locomotives during 1896-1949,
including 20 locomotives of XTI type. Production of new locos stopped in 1950 when
Chittaranjan Locomotive Works was set up. This workshop started Periodic Overhaul (POH) &
Intermediate Overhaul (IOH) of MG steam locomotives and ART steam cranes (35 ton) in 1970.
However, POH of MG ART Steam crane is continuing till date. POH of MG diesel locomotives
started in 1979. POH of MG steam Locos was stopped in 1999. MG wagon POH activity was
shifted from C&W Workshop, Ajmer to Loco Workshop with effect from January 2000. Loco
workshop has been renamed as Ajmer Diesel Loco and Wagon Workshop (ADLW) and C&W
shop as Carriage Shops. POH/IOH of Broad Gauge (BG) Diesel locomotives commenced
regularly from July06 and the first BG Diesel Loco after POH was turned out from the shops in
January 2007.
Carriage and Wagon Workshop was built in 1884 for repairs and manufacture of Carriage and
Wagon for the Rajputana-Malwa Railway. This workshop has proud privilege of being the first
workshop in the country to set up facilities in 1902 for production of steel castings. The
manufacturing of new coaching and wagon stock continued in this workshop till the setting up of
Integral Coach Factory and till development of certain private & public sector factories for
manufacture of wagons. This workshop was modernized during 1986-92 at a cost of Rs.31.81
crores. This workshop also carries out POH of Palace on Wheels and Heritage on Wheels. This
workshop stopped POH of MG wagons from Dec.99 and the activity was shifted to Loco
workshop. Both Carriage and loco workshops are ISO 9001: 2000 certified.

Vital Statistics:
S.No.

Ajmer(Carriage) Ajmer(Loco)
1. Sanctioned Strength 3494 2308
2. On roll Strength 2927 2010
3. No. of Officers 4 4
4. No. of supervisors 254 237
5. Total area 250000 sq. mpp. 160000 sq. mpp.
6. Covered area 66100 sq. m. 71363 sq. m.
7. Power Consumption 176000 units/month 140000 units/month
8. Water Consumption 4300 KL/month 5000 KL/month
9. Annual Budget Rs. 130 Cr. Rs. 138 Cr.
Ajmer Workshop Group consists of following Administrative units :
1. Ajmer Diesel Loco & Wagon Workshop
2. Carriage Workshop
3. Electrical Workshop
4. Electrical Production Shop
5. Central Chemical & Metallurgical Lab.
6. EDP Center
7. Supervisors Training Center
8. Ajmer District of Stores, Ticket printing
9. Workshop Accounts Office
10. Workshop Personnel Office
At Ajmer, Signal shop was set up in 1885 for manufacturing of signals, signal points and
crossing. Presently it is headed by ASTE.

AJMER DIESEL LOCO AND WAGON Present activities:
This Workshop has obtained ISO 9001: 2000 Certification in July 2008 for Diesel Loco &
Traction Machine Shop. This workshop is having 4 Officers, 237 Supervisors and 2010 other
staff.
Wagon: POH/NPOH/RSP Works
1. POH/NPOH of BG Wagons BCX, BCN & BRN
2. POH/NPOH of MG Wagons BC, BKC, BTP, BVG & BFR
3. Retro fitment of Casnub bogie & Air brake system in BCX Wagons.
4. Repair of UIC Bogies.
Diesel POH shop:
1. POH of YDM4MG Diesel Locomotive.
2. Yly/3Yly Sch. Of MG Diesel Loco of FL Shed.
3. POH of DPC/DTC of DEMU
4. POH of DHMU
5. Overhauling of Electrical Control Panel & Air Brake System of Drivers Cab of DMU.
6. POH of Electrical Control Panel & Air Brake equipment of Railbus (BG/MG)
7. POH of MG/BG Track Machine
8. Rewinding of Traction Motor/Traction Generator Armatures (BG and MG).
AJMER CARRIAGE WORKSHOP Present Activities:
This Workshop has obtained ISO 9001: 2000 Certification in Sept. 2008. This workshop is
having 4 Officers, 254 Supervisors and 2927 other staff.
The outturn of Rolling Stock is as under:-
1. Coaches : BG 81 VUs per month
MG 53 VUs per month
2. POH of BG AC Coaches was started on 30.9.96 and present outturn is 10 VUS per month
3. Corrosion repair of BG Coaches was started on 17.6.96.
4. This workshop under takes POH of prestigious trains Palace on Wheels (BG), Royal Oriental
Express (MG).
In addition, there are various manufacturing activities. Emphasis has been given on quality of
outturn. Regular quality audits are being conducted in vital section/Shops.
LOCO WORKSHOP
DIESEL POH SHOP:
The diesel electric locomotive maintained in loco workshop is rated YDM-4. This is a six-
cylinder inline vertical, four stroke, diesel, water-cooled, turbo charged engine. Generally the
YDM-4 is the most common locomotive came here in this loco workshop for Permanent
overhauling .The basic data of this loco are given as follows :-
Locomotives General Information
Classification of Locos
Locos, except for older steam ones, have classification codes that identify them. This code is of
the form '[gauge][power][load][series][subtype][suffix]'
In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on:
W = Broad Gauge
Y = Meter Gauge
Z = Narrow Gauge (2' 6")
N = Narrow Gauge (2')
The second item, '[power]', is one or two letters identifying the power source:
D = Diesel
C = DC traction
A = AC traction
CA = Dual-power AC/DC traction
B = Battery electric(rare)
The third item, '[load]', is a single letter identifying the kind of load the loco is normally used for:
M = Mixed Traffic
P = Passenger
G = Goods
S = Shunting
L = Light Duty (Light Passenger?) (no longer in use)
U = Multiple Unit (EMU / DEMU)
R = Railcar (see below)
So in this scheme, a WDM-3A refers to a 3100hp loco, while a WDM-3F would be a 3600hp
loco.
The last item, '[suffix]', is an optional indication that indicates something special about the loco,
such as a different gearing ratio or brake system than usual.
So, a WCM-2 is a broad-gauge (W) DC electric (C) mixed traffic (M) engine, model 2.
Likewise, a WDS/5 is a broad-gauge diesel shunting engine, model 5, and a ZDM-5 is a narrow-
gauge diesel mixed-traffic model 5 loco. YAU-1 is the old series of MG EMUs run on the
Madras-Tambaram line.
DIESEL LOCOMOTIVE:

A block diagram of diesel locomotive is shown in the figure. Diesel locomotive is an assembly of many
parts. There are six main sections in diesel loco as shown in figure. Loco may be of YDM4 or YDM4A
type. All the parts have their specific work or importance in locomotive.








A Locomotive is made up of thousands of big and small parts, which work in coordination to
produce power. The basic structure of a locomotive consists of Upper Frame and Lower
Frame.
The basic parts of Upper frame are:
Engine
Alternator
Governor
Radiator
Exciter
Auxiliary Generator
Turbo Supercharger
Feed Valves
Radiator fan
Lubricating system
Engine Water tank
Compressor, Exhauster or Expressor assembly
Fuel tank gauge
Fuel oil filters
Brake Valves
Sand box
Sand box covers
Batteries
Dynamic brake blowers
Horn
Air filters
Head light
The basic parts of Lower frame are:
Bogie(2)
Gear box
3 Wheel set (in both bogies)
MR tanks
Fuel tank
Traction Motors (2 in single bogie)
Tool box
Dynamic Brake Grids















Woodward Governor A9 and SA9 Brakes Valves Turbo Supercharger





Casnub Bogie Compressor and Expressor Assembly




DIESEL ELECTRIC LOCOMOTIVE: WDM-2, WDM-2A and WDM-2B
The Ajmer Loco Workshop is majorly doing Periodic Overhauling (POH) of WDM-2, WDM-2A
and WDM-2B type of locomotives. This type of locomotive was introduced first in 1962. First
they were imported from ALCO (American Locomotive Company), After DLW was set up, 12
of these were produced from kits imported from ALCO. After 1964, DLW produced this Loco in
vast numbers (more than 2700) in lots of different configurations. This loco model was IR's
workhorse for the second half of the 20th century, and perhaps the one loco that has an iconic
association with IR for many people. These locos are found all over India hauling goods and
passenger trains the standard workhorse of IR. Many crack trains of IR used to be double-
headed by WDM-2 locos; this has decreased now owing to the electrification of most important
sections and the use of more powerful locos. A single WDM-2 can generally haul around 9
passenger coaches; twin WDM-2s was therefore used for 18-coach trains.
The classification WDM-2A is applied to those that were re-fitted with air brakes (most of these
therefore have dual braking capability), while WDM-2B is applied to more recent locos built
with air brakes as the original equipment (these very rarely have vacuum braking capability in
addition, especially if they have been rebuilt by Golden Rock). (However, in the past, before the
widespread use of air-brakes, a few modified versions with a low short hood at one end like the
WDS-6 were also classified WDM-2A.) A few WDM-2 locos of the Erode shed have been
modified and sport a full-forward cab at one end, with the dynamic brake grid, blower, etc.
moved between the cab and the traction alternator.
The WDM-2 locos have a max. speed of 120km/h. There are generally speaking no restrictions
for running with the long hood leading, although it's been reported that in some cases the practice
was to limit it to 100km/h. The gear ratio is 65:18.



Technical Specifications:
Manufactures ALCO, DLW
Engine Alco 251-B, 16 cylinder, 2600 hp with Alco 710/720, turbo supercharged
system; 1000 rpm max, 400 rpm idle; 228 mm x 266 mm bore/stroke;
compression ratio 12:5:1. Direct fuel injection, centrifugal pump cooling
system, fan driven by eddy current clutch.
Governor GE 17MG8 / Woodwards 8574-650 / Medha MEG 601
Transmission Electric, with BHEL TG 10931 AZ generator (100 rpm, 770 V, 4520
Amperes)
Traction Motors GE752(original Alco models, 405 hp), BHEL 4906 BZ(435 hp) and
newer4907 AZ (with roller bearings)
Axle load 18.8 tonnes, total weight 112.8 tonnes
Bogies Alco design cast frame trimount(Co-Co) bogies, Casnub bogies
Starting TE 30.4 t, at adhesion 27%
Length over buffer
beams
15,862 mm
Distance between bogies 10,516 mm

Basic features of WDM -2 LOCOMOTIVE:
Diesel Engine:
Model no: Alco 251-B
16 cylinder engine
16 pistons, 16 liners, 16 headers
16 fuel pumps, 16 fuel support
1 crank shaft
2 cam shafts
Connecting rods
Truck:
3 axle single stage suspension Co-Co type.

Three point loading and fully equalized design minimizes the weight
transfer.
Single piece cast steel truck frame.
Coefficient of adhesion 26.3%.
Axle hung-nose suspended traction motor arrangement.
Transmission System:
Electrical DC-DC
Exciter needed for initial start
Traction Generator: BHEL TG 10931 AZ generator
Traction Motor: BHEL 4906 BZ(435 hp) and BHEL 4907 AZ

Drivers Cab:
Single cab between long and short hoods
Pneumatic Wipers
One number control stand

Brakes:
IRAB1- Pure Air Brake System
LV1- Vacuum Brake System
LAV1- Vacuum Brake System
IRAB1 is the latest form of braking system.
Compressed air goes to the A9 valve(10 kg pressure) (5 kg pressure)
Brake cylinder(3 kg pressure)
C3 valve is a distributor valve
SA9 valve is used for Loco only

Turbo Supercharger:
Alco 720 supercharger(2400-2600 hp)
TPR 61(3100 hp)
G.E.(3100-3200 hp)
Presently TPR and G.E. are used in common
Fresh air is sucked from atmosphere through duct, turbine gets rotated, exhaust gas
comes our through neck and cooled to be supplied to 16 cylinders.

Governor:
Woodward Governor, located near 8
th
number cylinder. This gets drives from nylon gas
assembly.
The four parts of Governor are:
1. Base
2. Case
3. Column
4. Cover
It contains of 900 parts.
Bearing, driver shaft, oil seat are parts of base
Power piston, vacuum piston, pel rod, gear assembly, gauge glass, cock, etc are parts of
case.
Sensor assembly speed shaping assembly, rod control pilot valve, speed control pilot
valve, power piston pilot valve power pack unit, 4 solenoid(ABCD).
Dielectric oil (SS81) is filled which has pressure of 100 psi
Its work is to increase or decrease fuel quantity to control the speed of engine
It also increase or decrease rpm of engine
It provides safety to engine
Makes engine at no fuel range(to shut down engine) when pressure goes down.
Air booster pressure is made from 1.5 to 1.8 atm. by use of sensors.

DC Series Bound Motor:
400 hp X 6 in a single loco
Traction generator(main)
AC 3 phase Alternator
Batterys work is to provide initial torque
Auxgen generator generator is used for battery charging and relay contraction
Exciter generator is used to excite main generator for giving initial current
There are 4 poles and 4 inter poles

Starting a WDM-2 Diesel Locomotive:
This is the general procedure for starting a diesel locomotive of the WDM-2 class.
The WDM-2 has no key to start the engine - it has a 30mm diameter green color switch in the
electrical panel to crank the prime mover. Similarly there is a red switch to stop the prime mover.
The starting sequence is something like this:
First a walk-around of the loco is done ensuring that the loco appears in condition fit
for duty. This takes around 10 minutes. All the fluid levels (coolant, lube oil) are
checked at this stage. After being started, the loco is checked once again before
leaving the shed or stabling area.
Close the battery master switch inside the short hood compartment.
Close the fuel pump breaker and wait for the fuel oil pressure gauge to start showing
some reading. The presence of fuel oil pressure means that the fuel is present at the
injectors when the engine is cranked.
Close the crankcase exhauster breaker - this blower removes explosive vapours from
the crankcase during operation.
Ensure loco brakes on, generator field breaker open, reverser in the neutral position,
Engine Control Switch in the Idle position, throttle in the closed position.
Press the green start switch - the bell will sound inside the engine compartment
warning anyone working there that the beast will wake up soon. I think it takes a
second push of the button during which the engine is cranked.
The switch is to be held down till all the cylinders start firing.
Once the prime mover is running, observe the oil pressure, air pressure, brake pipe
pressure being built up.
Testing the Brake Power of an Electric Loco:
Whenever a driver takes charge of a light locomotive, the locomotive brakes are tested to ensure
their effectiveness. The method for testing the locomotive brake power is given below.
1. Ensuring proper position of the cocks
The isolating cocks of the locomotive should be put in their proper positions. (This is part
of the general loco checks always performed when starting to use a loco.)
2. Checking brake pressure
After closing the DJ, all the auxiliaries should be started with the help of the BL switches.
The locomotive brake should be applied by moving the locomotive brake handle to the
application position. It should be ensured that brake cylinder pressure is about 3 to 3.5
kg/cm^2 and brake blocks are applied on the locomotive wheels.After this, following
should be done to ensure the adequacy of brake power.
3. Traction test
Successive notches should be taken in such a way that the traction motor current rises to
about 650A. This is generally obtained by taking three to four notches. At this point, the
locomotive should not move. This will indicate that brake power is sufficient. If the brake
power is found to be inadequate, this should be reported to the TLC/PCOR for further
action.







DIESEL ELECTRIC LOCOMOTIVE - YDM-4


YDM4 - YDM4 class 1350HP meter gauge diesel electric locomotive with DC-DC transmission,
powered with DLW built 6 Cylinder ALCO251D diesel engine, is designed for mixed traffic
service, passenger or freight. The locomotive equipped with fully equalized trimount trucks has
light axle loading and higher adhesion. The maximum speed potential of the locomotive is 100
Kmph and is suitable for multiple unit operation. Locomotive is highly economical and reliable
in operation with high level of performance.

Technical Specifications:
Installed power 1350hp
Power input to traction under site conditions-
55
0
C temp. & 600M altitude
1150hp
Gauge 1000mm
Principal Dimensions
Height (Max) 3407 mm
Width (Max) 2730 mm
Length (Overall) 15208 mm
Locomotive weight basic 72000Kg
Nominal axle load 12000Kg
Wheel diameter basic 965mm
Max. starting tractive effort 18936Kmph
Max. service speed 100Kmph
Fuel tank capacity 3000Litres

Basic features of an YDM 4 Locomotive:
Diesel Engine:
Model 6Cyl ALCO251D, DLW built
Medium speed (1100 rpm), 4 stroke, turbocharged - after cooled.
Turbocharger model ALCO350C, DLW built.
Charge air cooling - Air to Air.
Truck:
3 axle single stage suspension Co-Co type.
Three point loading and fully equalized design minimizes the weight
transfer.
Single piece cast steel truck frame.
Coefficient of adhesion 26.3%.
Axle hung-nose suspended traction motor arrangement.

Transmission System:
Electrical DC-DC
Three field excitation system.
Traction generator - BHEL TG10919AZ
Traction motor - BHEL TM4501AZ

Drivers Cab:
Single cab between long and short hoods.
One No. control stand.
Pneumatic wipers.
Brakes:
Dual brake (air & vacuum), dynamic brake, parking brake.
Expressor directly engine driven.
Optional Features:
1067 mm cape gauge.
AC-DC electrical transmission
Air brake system
Dual cab.

YDM-4 Diesel Locomotive Internals:





The yellow stain near the radiator tank filler cap on the roof - this is from the coolant that
contains yellow chromate additives for preventing corrosion.
Offset exhaust of the YDM-4.
Two of the six cylinders of the prime mover.
The radiator fan that is still turning.
Two cylinders of the four-cylinder expressor seen through the doors on the right.
The doors contain the primary air filter elements for the prime mover's air requirement.
The main oil bath maze filter is the large rectangular item on the top of the expressor.
DC motor and pump for lifting fuel from the tank - this is the greenish - blue cylindrical
item on the loco frame - which has to run whenever the loco is live.
The curved item above the pump is the guard for the V-belts that drive the rear truck
traction motor (RTTM) blower - the FTTM blower is driven off the bull gear on the free
end of the traction dynamo/alternator.
Finally, note the lovely angled roof line of the YDM-4 loco.

BOGIE AND WHEEL SHOP:
Bogie is very important part of the coach. It has to carry the motors, Brake system and
suspension system, all within a tight envelope.It is subjected to several stresses and shocks and
may have to run at in a high-speed application. The different parts of the bogie are as follows:
SIDE FRAME
BOLESTEN PLATE
SPRING PLANK
WHEELS
BRAKE BEAM
EQUALIZING LEVER
LINK
BRAKE BLOCK HANGER (HOLDER)
BRAKE BLOCKS
BRAKE BEAM SUPPORTS
CENTRAL PIVOT
SIDE BEARER
AXLE BOX (CARTIAGE BEARINGS)
PRIMARY SUSPENSION SPRINGS
SECONDARY SUSPENSION (SHOCK ABSORBER)

Bogie Frame:
Bogie frame may be casted or may be fabricated. It is made of steel plate or cast steel.

Primary Suspension:
Coil springs, two of which are fitted to each axle box in this design. They carry the
weight of the bogie frame and anything attached to it.

Secondary Suspension:
For secondary suspension, dashpot arrangement is provided inside the coil springs. This
dampens the vibrations.

Bogie Section Block Diagram:

















LOCOMOTIVE
BOGIE
SPRING
SHADDLE
EQUALIZING BEAM
AXLE
WHEEL
RAILWAY LINES
ROLLER BEARING SECTION:
Bearings are used to reduce friction between the wheels and the axle. There are two types of
bearings used in wheel axle:
1. Cylindrical Bearing 2. Taper Bearing
In Loco wheel axle Cylindrical Bearings are used.
In Wagon wheel axle Taper Bearings are used.
These are made up of alloy steel.
In Cylindrical Bearings outer race is rolled, while in Taper Bearings inner race is rolled.

Procedure for Opening of Roller Bearing:

1. Bring Journal (Axle box removed) at the bearing opening work place.
2. Open end locking nuts using proper key wrench and remove end locking plate and
locking nut.
3. Remove roller bearings using Inventom Bearing Extractor (Hydraulic machine uses oil at
a pressure of 4 Kg./cm
2
)
4. Take roller bearings for cleaning.
5. Remove distance ring with ring cover and felt ring from journal and take them at their
respective cleaning places.
6. Ensure end lock nut and plates should not be used again.
7. Also take retaining ring to the cleaning place.
8. After the bearing is sent to the bearing washing plant.

Cleaning of Roller Bearing:
Cleaning of roller bearing is done by PROCECO Machine and is carried out in three steps
basically. Three tanks are provided there in the machine. Pressure of these tanks is kept 5.3
Kg./cm
2
. Processes included are mentioned in table below:

Washing and cleaning chart for Roller Bearings
S.NO. PROCESS USED PROCESS USED IN
PROCECO MACHINE
TEMPRATURE
1. Cleaning of Grease and Oil stuck on
roller bearings assembly
Washing by hot water (In
Pre-Wash tank)
123 C
2. Cleaning of Grease and Oils using
Alkali Chemical Reaction
Performed in Wash tank 165 C
3. Washing of Chemicals stuck during
Chemical Reaction
Performed in Rinse tank 105 C

From Proceco machine, bearings are sent to the other cleaning process is done with kerosene or
petrol. After this bearings are sent to the inspection section.

Inspection of Roller Bearing:

The inspection of roller bearings is done in following steps:
1. After washing roller bearing in PROCECO washing plant, wash roller bearing either in
kerosene or in petrol and put in on for inspection process.
2. Inspect all parts of bearings like inner race, outer race rollers, and cage.
3. Measure bearing radial clearance taking help of filler gauges. The standards limit of this
clearance is as given in the table.

S.No. BEARING TYPE RADIAL CLEARANCE
FOR NEW BEARING (In
mm.)
UPPER LIMIT OF RADIAL
CLEARANCE FOR USED
BEARINGS (In mm.)
BROAD
GAUGE
METER
GAUGE
BROAD
GAUGE
METER
GAUGE
1. NEI / FEG /
NORMA
0.145 0.190 0.1 0.135 0.27 0.25
2. SKF / NACHI 0.145 0.190 0.1 0.135 0.195 0.25

4. After this inspection send it for Zyglo testing carefully.
Zyglo Testing Of Roller Bearings:

1. Dip the bearing in the fluorescent emulsified dye for 10 minutes.
2. Excessive dye to be drained.
3. Excessive dye to be washed off with water.
4. Put the bearing in the oven for dryness.
5. Apply developer powder (BaSO
4
) on the dried bearing for the contrast.
6. Examine the bearings (Inner race only) under Ultra Violet light for any crack and mark
the rejected bearings by a red mark.

Assembly of Roller Bearings:
In assembly section roller bearing is assembled on the journal by using various processes.
Induction heating is done for expanding inner race of the bearing of so that it can be mounted on
the journal of the wheel without any problem. Induction heating includes following features :
1. Temperature is maintained at 120 C.
2. Minimum time for heating between induction coils is 5 to 7 minutes.

Quantity of Grease required for Lubrication of Bearing:

Broad Gauge - 1.75 Kg.
Meter Gauge - 1.65 Kg.
Bearing Defects:

Excessive Clearance
Inner Race Crack
Roller Damage
Roller Pitted
Outer Race Pitted
Outer Race Crack
MILL WRIGHT (Machine) SHOP:

Objectives of Millwright Shop:
Supply of Water in Workshop.
Maintenance of Cranes and Traverser and Repairing.
Furnace Oil Supply.
Compressed Air Supply in Workshop for Pneumatic Machine.
Internal Transportation.
Maintenance and Repairing of Fork, Lift Trucks and Clisters.
Maintenance and Repairing of Machine and Equipments.

Departments of Millwright Shop:
Machine Repairing section
Air Compressor section
Crane section
Rail Motor section
Lathe section

Repairing of Machine Tools like Lathe, Shaper, Milling, Slotter, Planner etc.













WAGON REPAIR SHOP:
Introduction:
In this shop Wagons are brought for repairing purpose. When on the run after four (4) years
Wagons are subjected to Corrosion therefore corroded parts are removed here and metal sheet of
same thickness is welded. Also the door and floor is repaired here which may be damaged during
loading and unloading of wagons.
In a wagon two types of members are there: Slate Member and N-Member.
The side wheel in a wagon acts as hand brake to the wagon.
The green pipes are for air brakes and white pipes are for chain pulling brakes.
A Wagon is made up of cast steel material.
Rivets are replaced by hydraulic bolt, since rivets are permanent fastening while
hydraulic bolts are temporary fastening.
The wagon weight is upto 28 tonnes.
The main work in the wagon is Gas cutting, Welding and Drilling.
In Wagon wheels no traction motors are used since there is no requirement of current in a
wagon.
Wagon is a box type chassis frame.

Procedure:
The following procedure is followed:
Wagon is cleaned properly.
Brought Wagons are inspected carefully and corroded parts are marked.
The corroded parts of Mild Steel Sheets are then cut using Gas Cutter.
Instead of cut parts, either Gas or Arc Welding welds the Mild Steel Sheet of Same
Dimension as required.
The repaired Wagons are then shunted to paint shop for painting.




CARRIAGE WORKSHOP
The carriage workshop in Ajmer was built in year 1887 by the Rajputana Malwa Railway for
repair and construction of carriage and wagon stock. This workshop has the proud of privilege of
being the first workshop in the country to setup facilities in 1902 for producing steel castings.
During World Wars I
st
and II
nd
this workshop had also contributed to the defense requirements by
manufacturing some war materials and special rolling that was required that time. At a time here
in this carriage workshop was Asias number one foundry.
The manufacturing of new coaching and wagon stock continued in the carriage shop, Ajmer till
the settling up of Integral Coach Factory (I.C.F.) at Perambur, Chennai for the manufacture of
the coaches and till the development of certain selected railway workshops. Introduction of
payment by results (Incentive Scheme) was introduced in 1961. This workshop was modernized
in 1986-96 at the cost of Rs. 31.81 Crores. The gauge conversion in the workshop took place in
1995-96 and the first BG (Broad Gauge) was taken for Periodic Over Hauling (POH) in January
1996 and turned out in February 1996.
Presently carriage workshop, Ajmer is a coach repair workshop in North Western Railway Zone
of Indian Railways. The workshops involved in repairing of Broad Gauge and Meter Gauge (Air
Conditioned and Non Air Conditioned) coaches. This workshop has also the privilege of Periodic
Over Hauling (POH) of most prestigious tourist trains in Indian Railways, namely PALACE ON
WHEELS and ROYAL ORIENT EXPRESS.
Purpose of Carriage Workshop:
The primary purpose of carriage workshop is periodic overhauling (POH) of the following Broad
Gauge (BG) and Meter Gauge (MG) coaches of trains.
1. POH of PALACE ON WHEELS (POW)
2. POH of ROYAL ORIENT EXPRESS (ROE)
3. POH of Broad Gauge Coaches
4. POH of Meter Gauge Coaches
The term periodic overhauling (POH) stands for a process, which includes inspection of whole
coach with all the parts and components and to repair the defective components. It also includes
POH of some parts like shock absorber, slack adjuster, vacuum cylinders, buffers, bogie, body
repair, train lighting etc.
POH Timings for the Coaches:

POH timings for the coaches are either every year or after running two lakh kilometers,
whichever is earlier.
Coach under Frame:
In this section the POH work is done under the frame. Before lifting the Coach from the bogies,
the cotter pin is removed from the center pivot.
Main functions of this shop is POH of following Coach Under Frame Parts
Buffer Plunger
Screw Coupling
Train Pipe (For Vacuum Creation)
Reservoir Tank
Lifting and Lowering of Coach
Pivot and Side bearings
Truff floor

First the whole frame is separated from the bogie with the help of crane and after that frame puts
on trassels and bogie sends to the bogie section.

Buffer Plunger:
The Function of buffer plunger is to absorb axial directions shocks due to brakes as speed
variations.
Screw Coupling:
Screw Coupling is the arrangement to connect two coaches. One coach pull the another by this
screw coupling.


SMITHY SHOP:
Smithing involves heating the metal or waste material in an open-hearth furnace and give it the
desired shape by forging. Optimal utilization of waste metal can be made through this
shop.Various Sections of Smithy Shop are :
LIGHT FORGING SECTION
HEAVY FORGING SECTION
SPRING SECTION
HEAT TREATMENT SECTION
TENSILE TESTING AND INSPECTION














Main Work in Smithy Shop is:

Inspection and testing of draw bar, coil spring, leaf springs etc.
Inspection and tensile testing of screw coupling, draw bar etc.
Forging of different Jobs.
Heat Treatment
Stress relieving of draw bar, draw hooks etc.






Forging Of Different Jobs:

Applied Machines : Pneumatic Power Hammer
Drop Hammer ,Oil Furnace, Hearth etc.
Equipments : Tongs, Hammer, Sladge Hammer, etc.










Procedure:

1. Heating of raw material in the oil furnace upto forging temperature.
2. To give the proper shape, cut the material how much required.
3. Again put the work piece into the furnace for heating.

4. Give up proper shape by the help of pneumatic hammer.

5. After rough forging, finish forging is required.

6. Inspection after cooling the jobs.




Horizontal Tensile Testing Machine

This machine is used for testing the tensile strength of following parts :
Screw Coupling
Draw Bar and Draw Hooks
Bogie Suspension Hanger




Specifications of Hydraulic Dower Pack:

MODEL - HPP 10
HORSE POWER - 10
SPEED (IN RPM) - 1440 RPM
TANK CAPACITY - 650 LITRE
MAXIMUM WORKING PRESSURE - 205 Kg/cm
2

MOBILE OIL - SAE 60

Working Procedure:

Mark two punches on bent link and straight link at maximum distance and carefully apply
visual inspection.
Load the screw coupling on tensile testing machine.
Apply the load according to table given below. Load is applied on table by hydraulic
system.
Check for sometime the failure at particular load.
Release the load.
Unload the screw coupling from machine and measure the length between bent link and
straight link.
If any permanent elongation is obtain then reject the screw coupling.

HEAT TREATMENT:

Heat treatment of different materials is done to relieve them from internal stresses and improving
their mechanical properties. Generally internal stresses developed during various cold and hot
working operations.
Advantages:
To improve machinability.
To change or refine grain size.
To relieve the stresses induced in metal.
To improve mechanical properties.
To produce a hard surface on a ductile interior.
Classification of Steel by Indian Railways:

1. CLASS I Steel Carbon 0.05 0.15%
2. CLASS II Steel Carbon 0.15 0.25%
3. CLASS III Steel Carbon 0.25 0.35%
4. CLASS IV Steel Carbon 0.35 0.45%
Only following heat treatment operations are carried out in this section:
1. Annealing:
It is the process; components are heated to 30 40 C above the critical temperature
(750 C) and are held at this temperature for some time depending upon the thickness of
the component. Then it is allowed to cool slowly in the furnace.
2. Normalizing:
In this process, components are heated to a specific temperature and then cooled in air
(Atmospheric). The temperature ranges from 866 C to 880 C and soaking time period is
(Half) minute/inch.

3. Hardening:
Components are heated for considerable time and cooled by quenching in water or brine
solution. It is carried out on high carbon steel. This process is used to produce tool and
structural steel.
4. Tempering:
It is the process, which is done after the hardening. It reduces the brittleness. Tempering
used to relieve the internal stresses and to modify the properties of steel hardened by
quenching for the purpose of increasing its usefulness.
SPRING SECTION:
Two types of coil springs are used for suspension:
1. Bolster Plate Spring
2. Axle Box Spring




Inspection and Testing of Coil Spring:
1. Dismantle springs are obtained.
2. Sand Blasting is done for cleaning and stress relieving.
3. Visual inspection of spring :
If found any crack, seam, dent, pitting or broken coil than reject immediately the
spring if not then pass.
4. Checking on magnetic crack detection machine by ultra violet light and reject the
defective springs.
5. Load Testing :
Check free height of spring.
Apply the load on the spring by load testing machine
According to given table check the height at any particular load. That should be
according to the table.




TYPE OF
SPRING
DRAWING NO. WIRE DIA
OF SPRING
(In mm.)
FREE HEIGHT
(In mm.)
TEST
LOAD
(In Kg.)
PERMISS
IBLE
HEIGHT
WITH
LOAD (In
mm.)
Broad Gauge Axle
Box Spring
F 0 006 33.5 360 2000 279 295
Broad Gauge Axle
Box Spring
WTAC 0 1 202 33.5 375 2800 264 282
Broad Gauge
Bolester Spring
F 05 002 42 385 3300 301 317
Broad Gauge
Bolester Spring
WTAG 0 5 202 42 400 4800 291 - 308






















Conclusion :

The 8 weeks of training at Ajmer Workshop has greatly benefited me in several ways.
I have witnessed the immense power of technology and how it can be put to productive purposes
for the benefit of mankind.

I also became aware of my role as a Mechanical Engineer in making this process. During my
stint at Ajmer Workshop I have learnt several things besides engineering which include, but not
are limited to the working giant organization, interaction and communication skills, analytical
skills, importance of safety in industry , time management and most important fact that no work
is small. The training has also inculcate in me professionalism and dedication to work .