INTRODUCTION

Indian Railways is the state-owned railway

company of India. It comes under the Ministry of
Railways. Indian Railways has one of the largest and
busiest rail networks in the world, transporting over 18
million passengers and more than 2 million tonnes of
freight daily. Its revenue is Rs.107.66 billion. It is the
world's largest commercial employer, with more than
1.4 million employees. It operates rail transport on
6,909 stations over a total route length of more than 63,327 kilometres (39,350 miles).The
fleet of Indian railway includes over 200,000 (freight) wagons, 50,000 coaches and 8,000
locomotives. It also owns locomotive and coach production facilities. It was founded in 1853
under the East India Company.
Indian Railways is administered by the Railway Board. Indian Railways is divided
into 16 zones. Each zone railway is made up of a certain number of divisions. There are a
total of sixty-seven divisions. It also operates the Kolkata metro. There are six manufacturing
plants of the Indian Railways. The history of rail transport in India began in the midnineteenth century. The core of the pressure for building Railways In India came from
London. In 1848, there was not a single kilometre of railway line in India. The country's first
railway, built by the Great Indian Peninsula Railway (GIPR), opened in 1853, between
Bombay and Thane. A British engineer, Robert Maitland Brereton, was responsible for the
expansion of the railways from 1857 onwards. The Allahabad-Jabalpur branch line of
the East Indian Railway had been opened in June 1867. Brereton was responsible for linking
this with the GIPR, resulting in a combined network of 6,400 km (4,000 mi). Hence it
became possible to travel directly from Bombay to Calcutta. This route was officially opened
on 7 March 1870 and it was part of the inspiration for French writer Jules Verne's
bookAround the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo
concluded that "it was thought desirable that, if possible, at the earliest possible moment, the
whole country should be covered with a network of lines in a uniform system".By 1875,
about 95 million were invested by British companies in India. Guaranteed railways. [6] By
1880 the network had a route mileage of about 14,500 km (9,000 mi).

CLASSIFICATION
1. Standard Gauge designations and dimensions: W = Broad gauge (1.67 m)
Y = Medium gauge ( 1 m)
Z = Narrow gauge ( 0.762 m)

 N = Narrow gauge ( 0.610 m)

2. Type of Traction designations: D = Diesel-electric traction
C = DC traction
A = AC traction
CA=Dual power AC/DC traction
3. The type of load or Service designations: M= Mixed service
P = Passenger
G= Goods
S = Shunting
4. Horse power designations from June 2002 (except WDP-1 & WDM-2 LOCOS)
3 For 3000 horsepower
4 For 4000 horsepower
5 For 5000 horsepower
A For extra 100 horsepower
B For extra 200 horsepower and so on.
Hence WDM-3A indicates a broad gauge loco with diesel-electric traction. It is for mixed
services and has 3100 horsepower.

FUEL SECTION
The section is concern with receiving, storage and refilling of diesel and lube oil.
It has 3 large storage tanks and one underground tank for diesel storage which have
a combined storage capacity of 10,60, 000 liters.This stock is enough to end for 15-16
days The fuel is supplied by truck from

IOC - Panipat refinery each truck diesel

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sample is treated in diesel

lab and after it

in

unloaded. Sample check is necessary to avoid water,

kerosene mixing

diesel. Two fuel filling points are

established near the control room It also handles the

Cardiam compound , lube oil. diesel is only for loco use
if the diesel samples are not according to the standard
, the delivery of the fuel is rejected. Viscosity of lube oil should be 100-1435 CST. Water
mixing reduces the viscosity.
The fuel filling points are established near the control room It also handles
the Cardiam compound , lube oil. diesel is only for loco use if the diesel samples are
not according to the standard , the delivery of the fuel is rejected. Viscosity of lube oil
should be 100-1435 CST. Water mixing reduces the viscosity.
HSD high speed diesel is used as fuel in loco and some lube oil of different lind
are also used in different parts of loco. All locomotive have individual fuel oil system. The
fuel oil system is designed to introduce fuel oil into the engine cylinders at the correct time, at
correct pressure, at correct quantity and correctly atomized. The system injects into the
cylinder correctly metered amount of fuel in highly atomized form. High pressure of fuel is
required to lift the nozzle valve and for better penetration of fuel into the combustion
chamber. High pressure also helps in proper atomization so that the small droplets come in
better contact with the compressed air in the combustion chamber, resulting in better
combustion engine with variable requirement of fuel. Time of fuel injection is also important
for better combustion. One branch line from the lubricating system of the engine is connected
to the turbo- supercharger. Oil from the lube oils system circulated through the turbosupercharger for lubrication of its bearings. After the lubrication is over, the oil returns back
to the lube oil system through a return pipe. Oil seals are provided on both the turbine and
blower ends of the bearings to prevent oil leakage to the blower or the turbine housing.

TURBO SUPERCHARGER

INTRODUCTION

The diesel engine produces mechanical energy by converting

heat energy derived from burning of fuel inside the cylinder. For
efficient burning of fuel, availability of sufficient air in proper ratio
is a prerequisite. In a naturally aspirated engine, during the suction
stroke, air is being sucked into the cylinder from the atmosphere.
The volume of air thus drawn into the cylinder through
restricted inlet valve passage, within a limited time would also be limited and at a pressure
slightly less than the atmosphere. The availability of less quantity of air of low density inside
the cylinder would limit the scope of burning of fuel. Hence mechanical power produced in
the cylinder is also limited.
A Turbocharger, or Turbo, is a gas compressor used for forced-induction of an
internal combustion engine. Like a supercharger, the purpose of a turbocharger is to increase
the density of air entering the engine to create more power. However, a turbocharger differs in
that the compressor is powered by a turbine driven by the engine's own exhaust gases.

TURBO SUPERCHARGER AND ITS WORKING PRINCIPLE

The exhaust gas discharge from all the cylinders accumulate in the
common exhaust manifold at the end of which, turbo- supercharger is fitted. The gas under
pressure there after enters the turbo- supercharger through the torpedo shaped bell mouth
connector and then passes through the fixed nozzle ring. Then it is directed on the turbine
blades at increased pressure and at the most suitable angle to achieve rotary motion of the
turbine at maximum efficiency. After rotating the turbine, the exhaust gas goes out to the
atmosphere through the exhaust chimney. The turbine has a centrifugal blower mounted at the
other end of the same shaft and the rotation of the turbine drives the blower at the same
speed.
The engine initially starts as naturally aspirated engine. With the increased
quantity of fuel injection increases the exhaust gas pressure on the turbine. Thus the selfadjusting system maintains a proper air and fuel ratio under all speed and load conditions of
the engine on its own. The maximum rotational speed of the turbine is 18000/22000 rpm for
the Turbo supercharger and creates max. Of 1.8 kg/cm2 air pressure in air manifold of diesel
engine, known as Booster Air Pressure (BAP). Low booster pressure causes black smoke due
to incomplete combustion of fuel. High exhaust gas temperature due to after burning of fuel
4

may result in considerable damage to the turbo supercharger and other component in the
engine.

MAIN COMPONENTS OF TURBO-SUPERCHARGER

Turbo- supercharger consists of following main components.
Gas inlet casing.
Turbine casing.
Intermediate casing
Blower casing with diffuser

Rotor assembly with turbine and rotor on the same shaft.

ROTOR ASSEMBLY

The rotor assembly consists of rotor shaft, rotor blades, thrust collar,
impeller, inducer, centre studs, nosepiece, locknut etc. assembled together. The rotor blades
are fitted into fir tree slots, and locked by tab lock washers.

LUBRICATING, COOLING AND AIR CUSHIONING

LUBRICATING SYSTEM :
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One branch line from the lubricating system of the engine is connected
to the turbo- supercharger. Oil from the lube oils system circulated through the
turbo- supercharger for lubrication of its bearings. After the lubrication is over,
the oil returns back to the lube oil system through a return pipe. Oil seals are
provided on both the turbine and blower ends of the bearings to prevent oil
leakage to the blower or the turbine housing.

COOLING SYSTEM
The cooling system is integral to the water cooling system of the
engine. Circulation of water takes place through the intermediate casing and the
turbine casing, which are in contact with hot exhaust gases. The cooling water
after being circulated through the turbo- supercharger returns back again to the
cooling system of the locomotive.

AFTER COOLER
It is a simple radiator, which cools the air to increase its density. Scales formation on
the tubes, both internally and externally, or choking of the tubes can reduce heat transfer
capacity. This can also reduce the flow of air through it. This reduces the efficiency of the
diesel engine.

ADVANTAGES OF SUPER CHARGED ENGINES

A super charged engine can produce 50 percent or more power than a

naturally aspirated engine. The power to weight ratio in such a case is
much more favorable.

Better scavenging in the cylinders. This ensures carbon free cylinders and
valves, and better health for the engine also.

Better ignition due to higher temperature developed by higher compression

in the cylinder.

FUEL OIL SEYSTEM

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INTRODUCTION
All locomotive have individual fuel oil system. The
fuel oil system is designed to introduce fuel oil into the engine
cylinders at the correct time, at correct pressure, at correct
quantity and correctly atomized. The system injects into the
cylinder correctly metered amount of fuel in highly atomized
form. High pressure of fuel is required to lift the nozzle valve and
for better penetration of fuel into the combustion chamber. High pressure also helps in proper
atomization so that the small droplets come in better contact with the compressed air in the
combustion chamber, resulting in better combustion engine with variable requirement of fuel.
Time of fuel injection is also important for better combustion.

FUEL OIL SYSTEM

The fuel oil system consists of two integrated systems. These are FUEL INJECTION PUMP (F.I.P).
FUEL INJECTION SYSTEM.

FUEL INJECTION PUMP

It is a constant stroke plunger type pump with variable quantity of fuel
delivery to suit the demands of the engine. The fuel cam controls the pumping stroke of the
plunger. The length of the stroke of the plunger and the time of the stroke is dependent on the
cam angle and cam profile, and the plunger spring controls the return stroke of the plunger.
The plunger moves inside the barrel, which has very close tolerances with the plunger. When
the plunger reaches to the BDC, spill ports in the barrel, which are connected to the fuel feed
system, open up. Oil then fills up the empty space inside the barrel. At the correct time in the
diesel cycle, the fuel cam pushes the plunger forward.

FUEL INJECTION NOZZLE

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The fuel injection nozzle or the fuel injector is fitted in the cylinder head with its tip
projected inside the combustion chamber. It remains connected to the respective fuel injection
pump with a steel tube known as fuel high pressure line. The fuel injection nozzle is of multihole needle valve type operating against spring tension. The needle valve closes the oil holes
by blocking the oil holes due to spring pressure. Proper angle on the valve and the valve seat,
and perfect bearing ensures proper closing of the valve.

SPRAY PRESSURE
The stipulated correct pressure at which the spray should take place 3900-4050 psi
for new and 3700-3800 psi for reconditioned nozzles. If the pressure is down to 3600 psi the
nozzle needs replacement. The spray pressure is indicated in the gauge provided in the test
machine. Shims are being used to increase or decrease the tension of nozzle spring which
increases or decreases the spray pressure

FUEL INJECTION NOZZLE TEST

The criteria of a good nozzle are good atomization, correct spray pattern and no
leakage or dribbling. Before a nozzle is put to test the assembly must be rinsed in fuel oil,
nozzle holes cleaned with wire brush and spray holes cleaned with steel wire of correct
thickness.
The fuel injection nozzles are tested on a specially designed test stand, where the
following tests are conducted.

SPRAY PATTERN
Spray of fuel should take place through all the holes uniformly and properly
atomized. While the atomization can be seen through the glass jar, an impression taken on a
sheet of blotting paper at a distance of 1 to 1 1/2 inch also gives a clear impression of the
spray pattern.

BOGIE

INTRODUCTION
A bogie is a wheeled wagon or trolley. In
mechanics terms, a bogie is a chassis or framework carrying
wheels, attached to a vehicle. It can be fixed in place, as on a
cargo truck, mounted on a swivel, as on a railway carriage or
locomotive, or sprung as in the suspension of a caterpillar
tracked vehicle. Bogies serve a number of purposes: To support the rail vehicle body
To run stably on both straight and curved track
To ensure ride comfort by absorbing vibration, and minimizing centrifugal forces when
the train runs on curves at high speed.
To

minimize

generation

of

track

..

irregularities

and

rail

abrasion.

CLASSIFICATION OF BOGIE
Bogie is classified into the various types described below according to their
configuration in terms of the number of axle, and the design and structure of the
suspension. According to UIC classification two types of bogie in Indian Railway are: Bo-Bo
Co-Co

A Bo-Bo is a locomotive with two independent four-wheeled bogies with all axles powered
by individual traction motors.
Co-Co is a code for a locomotive wheel arrangement with two six-wheeled bogies
with all axles powered, with a separate motor per axle.

EXPRESSOR

INTRODUCTION
In Indian Railways, the trains normally work on
vacuum brakes and the diesel locos on air brakes. As such
provision has been made on every diesel loco for both vacuum
and compressed air for operation of the system as a
combination brake system for simultaneous application on
locomotive and train . In ALCO locos the exhauster and the
compressor are combined into one unit and it is known as
EXPRESSOR. It creates 23" of vacuum in the train pipe and 140 PSI air pressure in the
reservoir for operating the brake system and use in the control system etc.The expresser is
located at the free end of the engine block and driven through the extension shaft attached to
the engine crank shaft. The two are coupled together by fast coupling (Kopper's coupling).
Naturally the expresser crank shaft has eight speeds like the engine crank shaft. There are two
types of expresser are, 6CD, 4UC & 6CD, 3UC. In 6CD,4UC expresser there are six cylinder
and four exhauster whereas 6CD,3UC contain six cylinder and three exhauster.

WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the open
inlet valves in the cylinder heads during its suction stroke. Each of the exhauster cylinders
has one or two inlet valves and two discharge valves in the cylinder head. A study of the inlet
and discharge valves as given in a separate diagram would indicate that individual
components like (1) plate valve outer (2) plate valve inner (3) spring outer (4) spring inner
etc. are all interchangeable parts. Only basic difference is that they are arranged in the
reverse manner in the valve assemblies which may also have different size and shape. The
retainer stud in both the assemblies must project upward to avoid hitting the piston.
The pressure differential between the available pressure in the vacuum train pipe and
inside the exhauster cylinder opens the inlet valve and air is drawn into the cylinder from
train pipe during suction stroke. In the next stroke of the piston the air is compressed and
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forced out through the discharge valve while the inlet valve remains closed. The differential
air pressure also automatically opens or closes the discharge valves, the same way as the inlet
valves operate. This process of suction of air from the train pipe continues to create required
amount of vacuum and discharge the same air to atmosphere. The VA-1 control valve helps
in maintaining the vacuum to requisite level despite continued working of the exhauster.

Compressor
The compressor is a two stage compressor with one low pressure cylinder and one
high pressure cylinder. During the first stage of compression it is done in the low
pressure cylinder where suction is through a wire mesh filter. After compression in the LP
cylinder air is delivered into the discharge manifold at a pressure of 30 / 35 PSI. Workings of
the inlet and exhaust valves are similar to that of exhauster which automatically open or close
under differential air pressure. For inter-cooling air is then passed through a radiator known
as inter-cooler. This is an air to air cooler where compressed air passes through the element
tubes and cool atmospheric air is blown on the outside fins by a fan fitted on the expressor

AIR BRAKES
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INTRODUCTION
An air brake is a conveyance braking system
actuated by compressed air. Modern trains rely upon a fail
preventive air brake system that is based upon a design
patented by George Westinghouse on March 5,1872. In the
air brake's simplest form, called the straight air system,
compressed air pushes on a piston in a cylinder. The piston
is connected through mechanical linkage to brake shoes that can rub on the train wheels,
using the resulting friction to slow the train.

AIR BRAKE SYSTEM OPERATION

The compressor in the locomotive produces the air supplied to the system. It is stored
in the main reservoir. Regulated pressure of 6 kg/cm 2 flows to the feed pipe through feed
valve and 5-kg/cm2 pressure by drivers brake valve to the brake pipe. The feed pipe through
check valve charges air reservoir via isolating cock and also by brake pipe through distributor
valve. The brake pipe pressure controls the distributor valves of all the coaches/wagons
which in turn control the flow of compressed air from Air reservoir to break cylinder in
application and from brake cylinder to atmosphere in release.During application, the driver in
the loco lowers the BP pressure. This brake pipe pressure reduction causes opening of brake
cylinder inlet passage and simultaneously closing of brake cylinder outlet passage of the
distributor valve. In this situation, auxiliary reservoir supplies air to brake cylinder. At
application time, pressure in the brake cylinder and other brake characteristics are controlled
by distributor valve.

CYLINDER HEAD

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INTRODUCTION
The cylinder head is held on to the cylinder liner
by seven hold down studs or bolts provided on the
cylinder block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms a
part of combustion chamber. It is a complicated casting
where cooling passages are cored for holding water for
cooling the cylinder head. In addition to this provision is
made for providing passage of inlet air and exhaust gas.
Further, space has been provided for holding fuel injection nozzles, valve guides and valve
seat inserts also.

Components of cylinder head

In cylinder heads valve seat inserts with lock rings are used as replaceable wearing
part. The inserts are made of stellite or weltite. To provide interference fit, inserts are frozen
in ice and cylinder head is heated to bring about a temperature differential of 250F and the
insert is pushed into recess in cylinder head. The valve seat inserts are ground to an angle of
44.5 whereas the valve is ground to 45 to ensure line contact. (In the latest engines the inlet
valves are ground at 30 and seats are ground at 29.5). Each cylinder has 2 exhaust and 2
inlet valves of 2.85" in dia. The valves have stem of alloy steel and valve head of austenitic
stainless steel, butt-welded together into a composite unit. The valve head material being
austenitic steel has high level of stretch resistance and is capable of hardening above
Rockwell- 34 to resist deformation due to continuous pounding action.

SCHEDULE EXAMINATION
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INTRODUCTION
The railway traffic requires safety and reliability
of service of all railway vehicles. Suitable technical
systems and working methods adapted to it, which meet
the requirements on safety and good order of traffic
should be maintained. For detection of defects, nondestructive testing methods - which should be quick,
reliable and cost-effective - are most often used.
Inspection of characteristic parts is carried out periodically in accordance with internal
standards or regulations; inspections may be both regular and extraordinary; the latter should
be carried out after collisions, derailment or grazing of railway vehicles.Maintenance of
railway vehicles is scheduled in accordance with periodic inspections and regular repairs.
Inspections and repairs are prescribed according to the criteria of operational life, limited by
the time of operation of a locomotive in traffic or according to the criteria of operational life
including the path traveled.
For the proper functioning of diesel shed and to reduce the number of failures of
diesel locos, there is a fixed plan for every loco, at the end of which the loco is checked and
repaired. This process is called scheduling. There are two types of schedules which are as
follows: Major schedules

Minor schedule
MINOR SCHEDULES
Schedule is done by the technicians when the loco enters the shed.
After 15 days there is a minor schedule. The following steps are done every minor
schedule & known as SUPER CHECKING.

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 The lube oil level & pressure in the sump is checked.

The coolant water level & pressure in the reservoir is checked.
The joints of pipes & fittings are checked for leakage.
The check super charger, compressor & its working.
The engine is checked thoroughly for the abnormal sounds if there is any.
F.I.P. is checked properly by adjusting different rack movements.

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

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YEARLY MECHANICAL

In this section, major schedules such as M-24, M48

and M-72 are carried out. Here, complete overhauling of the
locomotives is done and all the parts are sent to the respective
section and new parts are installed after which load test is
done to check proper working of the parts. The work done in
these sections are as follows:
1). Repeating of all items of trip, quarterly and monthly schedule.
2). Testing of all valves of vacuum/compressed air system. Repair if necessary.
3). Replacement of coalesce element of air dryer.
4). Reconditioning, calibration and checking of timing of FIP is done. Injector is overhauled.
5). Cleaning of Bull gear and overhauling of gear-case is done.
6).RDP testing of radiator fan, greasing of bearing, checking of shaft and keyway.
Examination of coupling and backlash checking of gear unit is done.
7). Checking of push rod and rocker arm assembly. Replacement is done if bent or broken.
Checking of clearance of inlet and exhaust valve.
8). Examination of piston for cracks, renew bearing shell of connecting rod fitment. Checking
of connecting rod elongation.
9). Checking of crankshaft thrust and deflection. Shims are added if deflection is more then
the tolerance limit.
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10). Main bearing is discarded if it has embedded dust, gives evidence of fatigue failure or is
weared .
11). Checking of cracks in water header and elbow. Install new gaskets in the air intake
manifold. Overhauling of exhaust manifold is done.
12). Checking of cracks in crankcase, lube oil header, jumper and tube leakage in lube oil
cooler. Replace or dummy of tubes is done.
13). Lube oil system- Overhauling of pressure regulating valves, by pass valve, lube oil filters
and strainers is done.

Additional items for WDP2 locos:-Checking for cracks bogie frame and bolster.
Checking of hydraulic dampers for oil leakage. Check coil spring for free height.
Zyglo test of guide link bolts is performed. Examination of taper roller bearing for
their condition and clearance is done. Check and change center pivot liners. Checking
of tightness of nuts on brake head pin. Disassembly, cleaning, greasing, repairing,
replacement of brake cylinder parts is done. Ultrasonic test of axles is performed.
Visual Examination of suspension springs for crack and breakage. Checking of free
and working height of spring. Inspection of bull gear for any visible damage is done
and the teeth profile is checked. Test loco on load box as per RDSO standards.

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