Abhishek Banerjee

INDUSTRIAL TRAINING
REPORT
BY
Abhishek
Banerjee
Mechanica
l Engineering
J b Institute of
Technology, Dehradun
ACKNOWLEDGEMENT
I take this opportunity to express my sincere gratitude to the

peoples who have been helpful in the successful completion of
my industrial training and this project. We would like to show
our greatest appreciation and thanks to the highly esteemed
and devoted technical staff and supervisors of the Diesel Loco
Shed, Tughlakabad. We are highly indebted to them for their
tremendous support and help during the completion of our
training and project.
I am grateful to Mr. VIJAY ARORA (Sr.DME) and Mr.
DEVENDER SINGH (DME) of Diesel Loco Shed Tughlakabad
and Mr. S.N. BASU Principal of Training School who granted
me the permission of industrial training in the shed. I would like
to thanks to all those peoples who directly or indirectly helped
and guided us to complete our training and project in the shed,
including the following instructors and technical officers of
Diesel Training Centre and various sections.
Mr. V.K. MALIK

SEE Mechanical (DTC)
CONTENTS
History
Introduction of Diesel Shed TKD
Fuel section
Control room
C.T.A cell
Turbo Supercharger
Fuel Oil System
Bogie
Expresser/Compressor
Air Brake
Speedometer
Cylinder Head
Pit Wheel Lathe
Failure analysais (metallurgical lab.)
Yearly (Mech.)
Project study
To study about Project Study
INDIAN RAILWAY HISTORY
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 total
Length of track used by Indian

Railways is about 108,805 km
(67,608 mi) while the total route
length of the network is 63,465 km
(39,435 mi). About 40% of the total
track kilometre is electrified &
almost all electrified sections use
25,000 V AC. Indian railways uses
four rail track gauges|~|
1. The broad gauge (1670 mm)

2. The meter gauge (1000 mm)
3. Narrow gauge (762 mm)
4. Narrow gauge (610 mm).
Indian Railways operates about 9,000 passenger trains
and transports 18 million passengers daily .Indian
Railways makes 70% of its revenues and most of its
profits from the freight sector, and uses these profits to
cross-subsidies the loss-making passenger sector. The
Rajdhani Express and Shatabdi Express are the fastest
trains of India.
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
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.|~|
DIESEL LOCO SHED

TUGHLAKABAD
BRIEF HISTORY OF NORTHERN RAILWAY,

DIESEL SHED, TUGHLAKABAD
Photo of Shed
Colour scheme of TKD based locos.

1). WDP1 type locomotivesFrench blue in lower and upper portion of Hood + Front and Back
portion of engine+ White
Painting in the middle+ lining with French blue in the white middle
portion+ Bogie with black
Paint + Cabin with Satin blue.
The Loco Story:
Maximum speed limit - 100 kmph.
Power output of 2300 hp.
With a 12-cylinder engine and low overall weight, used to have a
Bo-Bo wheel set.
The left-hand driving position in the cab these are often manned
by single loco pilot.
Used mostly for ordinary passenger trains.
Technicalities:
Engines --- Alco 251C-12 variant,
2300hp, with Napier NA 295 or
ABB
VTC304
turbocharger.
1000rpm max / 400rpm idle.
Fuel injection, cooling, fans,

governor as with WDM-2.
228mmx266mm bore/stroke. 12.5:1 compression ratio.
Gear Ratio --- 74:18
Axle Load --- 20 tones
Bogie type --- Bo-Bo fabricated bogies
2). WDP2/WDP3A type locomotives:
ALCO with a completely reworked shell
V16 4-Stroke Turbo Diesel ALCO 251C
Rated Power Output: 3100 hp

Production Period: 1999 to 2002
Number Produced: 69
Wheel Arrangement: Co-Co
Top (Rated) Speed: 160 kph
3). WDP4/ WDP4B type locomotives
Brand new modern locos from

EMD, USA.
V16 2-Stroke Turbo Diesel GMEMD 16-710
Rated Power Output: 4000 hp

Production Period: 2002 to 2011
Number Produced: 102
Wheel Arrangement: Bo1-1Bo
Top Speed: 160kmph
4). WDM2
type locomotives-
Cherry Red in lower and upper

portion of Hood and same paint in
front and back portion of
Engine+ White paint in the middle
portion+ lining with cherry red in
the middle white portion+
Bogie with black paint+ Cabin
with Satin blue.
V16 4-stroke Turbo Diesel ALCO 251C-16
Rated Power Output: 3000 hp @ 1050 RPM

Production Period: 1995 to Present
Number Produced: 1171+
5). Rebuilder locos WDM3A type

Orange paint on hood, front & back
portion of engine+ lining with silver
paint+ bogie frame black paint.
V16 4-stroke Turbo Diesel

ALCO 251C-16
Rated Power Output: 3100 hp @ 1050 RPM

Production Period: 1995 to Present
INTRODUCTION OF THE
TUGLAKABAD DIESEL
SHED
Diesel Shed, Tughlakabad was established in the year

1970 with a planned holding of 80 locomotives and
initial holding of 26 WDM2 locomotives.
Diesel locomotive shed is an industrial-technical setup,
where repair and maintenance works of diesel
locomotives is carried out, so as to keep the loco fit
and working properly. It contributes to increase the
operational life of diesel locomotives and tries to
minimize the line failures. The technical manpower of a
shed also increases the efficiency of the loco and
decreases the remedies and failures of loco.
The shed consists of the infrastructure to berth,
dismantle, repair and test the loco and subsystems.
The shed working is heavily based on the manual
methods and very less automation processes are used
in sheds, for proper maintenances of loco.
VARIOUS SECTIONS IN THE SHED

The whole shed is divided into various sections
depending upon the Type of work. These section assist
in the repair are maintenance work of the locos.
These assisting sections may be divided into two main

groups:1. Directly assisting sections.
2. Indirectly assisting sections.
This diesel shed has:
Berths and platforms for loco maintenance.

Pits for under frame maintenance
Heavy lift cranes and lifting jacks
Fuel storage and lube oil storage,
Water treatment plant and testing labs etc.
Sub-assembly overhauling and repairing sections
Machine shop and welding facilities.
Washing and testing platforms
ABOUT DIESEL SHED TKD
Diesel Shed, Tughlakabad of Northern Railway is

located in NEW DELHI. The shed was established on
22nd April 1970. It was initially planned to home 75
locomotives. The shed cater the needs of Northern
railway. This shed mainly provides locomotive to run
the mail, goods and passenger services. No doubt the
reliability, safety through preventive and predictive
maintenance is high priority of the shed.
To meet out the quality standard shed has taken
various steps and obtaining of the ISO-9001-200O&
ISO 14001 OHSAS CERTIFICATION is among of
them. The Diesel Shed is equipped with modern
machines and plant required for Maintenance of Diesel
Locomotives and has an attached store depot. To
provide pollution free atmosphere, Diesel Shed has
constructed Effluent Treatment Plant. The morale of
supervisors and staff of the shed is very high and whole
shed works like a well-knit team.
Shed At a Glance
Inception
Present Holding
Locomotives
22nd April1970
147
19
WDM2
37
WDM3A
08
WDM3D
11
WDG3A
46
WDP1
26
WDP3A
Accreditation
ISO-9001-2000
& ISO 14001
Covered area of shed
SQ. MTR
10858
Total Area of shed

SQ. MTR
1, 10,000
Staff strength
sanction 1357
Berthing capacity
locomotives
17
SPECIAL MACHINES & PLANT

Pit wheel lathe machine
This machine is suitable for turn & re-profiles the
wheels of locomotives.
Effluent Treatment Plant:In order to provide pollution free environment, an ETP
PLANT is installed. Various effluents emitted from
diesel shed are passed through the Plant. The water
thus collected is pollution free and is used for non
drinking purposes such as gardening and washing of
the locomotives.
TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large
number of innovations/modifications have been
conceived and implemented in Diesel Shed, TKD during
2003-2004 which have improved the reliability and
downtime of locomotives. Some of them are under .
Expresser performance test notch wise
Simulation of test stand facility on the loco
itself with the help of only two small fixtures.
Testing the performance of expresser in diesel
locomotive engines.
Cylinder
head
Arrangement
Stud
Removal/
Tightening
A simple device has been developed to help
reduce the time and effort taken

removal/tightening of cylinder head studs.
Diesel Training Centre-DTC
in
It was setup in the TKD shed premises in 1975 by

the Northern Railway with view to train diesel loco
pilots. It also trains the Diesel Maintenance staff to
improve the availability of qualified manpower and
improve the efficiency of and quality of the technicians.
It has five classrooms, a hall, a Model room (with
sectional models of TSC, expressor, cylinder head LOP,
governor etc.). A well qualified team of instructors from
the electrical and mechanical fields provides a quality
training to the p=loco pilots and other trainees.
Courses offered :- (regular)
Diesel Assistant to Diesel Loco Driver promotion
course
Diesel Assistant Refresher coarse
Diesel Driver refresher course
Other courses: Up gradation course of Diesel technicians

Electric traction to diesel traction conversion
course
Course for Drivers, Shunters and Asstt. Drivers
3 years Apprentice technician(Diesel mechanical
and electrical)
6 months Apprentice Technician(Diesel mechanical
and electrical)
Vocational industrial training for B.Tech and
Diploma student
Details of Sections in the Shed

1. 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 liter .This stock is enough to end for 15-16
days The fuel is supplied by truck from
IOC Panipat refinery each truck diesel 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.
Statement of diesel storage and received is made after
every 10 days and the report is send to the Division
headquarter. The record of each truck, wagons etc are
included in it. The record of issued oil is also sending to
headquarter. After each 4 months. A survey is
conducted by high level team about the storage,
records etc. 0.1% of total stored fuel oil is given for

handling losses by the HQ. The test reports of diesel
includes the type of diesel (high speed diesel- Euro-3
with 0.035 % S), reason for test, inspection lot no, store
tank no, batch no. etc.
2. CONTROL ROOM
It controls and regulates the complete movement,
schedules, duty of each loco of the shed. Division level
communications and contacts with each loco on the
line are also handled by the control room. Full record of
loco fleet, failures, duty, overdue and availability of
locos are kept by the control room. It applies the outage
target of loco for the shed, as decided by the HQ. It
decides the locomotives mail and goods link that which
loco will be deployed on which train. It operates 116
Mail and 11Goods link from the shed locos. For 0-0
outage total 127 loco should be on line.
The schedule of duty, trains and link is decided by the
control room according to the type of trains. If the loco
does not return on scheduled time in the shed then the
loco is termed as overdue and control room can use
the loco of another shed if that is available.
The lube oil consumption is also calculated by the
control room for each loco:Lube Oil Consumption (LOC) = Lube oil
consumed in litters/ total kms travelled 100
New and better operational loco have less LOC.
3. CTA (Chief Technical Assistance)

CELL
This cell performs the following functions: Failure analysis of diesel locos
Finding the causes of sub system failures and
material failures
Formation of inquiry panels of Mechanical and
Electrical engineers and to help the special
inquiry teams
Material
failures
complains,
warnings
and
replacement of stock communications with the
component manufacturers
Issues the preventive instructions to the technical
workers and engineers
Preparation of full detailed failure reports of each
loco and sub systems, components after detailed
analysis. The reports are then sent to the Divisional
HQ.
Correspondence with the headquarters is also done
by the CTA Cell.
The failures analyzed are:Category 1 failures:- If the VIP trains loco fails or the
train is delayed by the failure of another trains loco
failure. Failure of the single loco may delay a no of
trains.
Non- reported failures:- the failure or delay of the
local passenger trains for 2-3 hours is taken in this
category. They are not reported to the higher levels and
can be adjusted in the section operations.
Foreign Railway-FR failures:- If the loco of one
division fails in the other division and affects the traffic
seriously in that division. The correspondence in this
case is done by the cell.
Other failures are:1. Material failure: - may be due to poor quality,

defective
material
and
defects
in
the
manufacturing of the component. Component is
replaced if fails frequently.
2. Maintenance failures:- if lapse is by the
maintenance workers. Inquiry is done and
punishment is set by CTA Cell on behalf of Sr. DME
or instructions are issued for better maintenance.
3. Crew lapse:- proper actions are take or instructions
issued to the crew of locos.
4. After every 4 years IOH of loco is done in the shed.
After 8years POH of loco is done at the Charbag
loco shed Lucknow. After 18 years rebuilding of
loco is done at DMW-Patiala. Total life of a loco is
36 years.
3. 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.
An improvement in the naturally aspirated engines is
the super-charged or pressure charged engines. During
the suction stroke, pressurised stroke of high density is
being charged into the cylinder through the open

suction valve. Air of higher density containing more
oxygen will make it possible to inject more fuel into the
same size of cylinders and produce more power, by
effectively burning it.
A turbocharger, or turbo, is a gas compressors 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.
Picture showing a ready unit of turbocharger waiting for

installation.
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, turbosupercharger is fitted. The gas under
pressure there after enters the turbosupercharger
through the torpedo shaped bell mouth connector and
then passes through the fixed nozzle ring. Then it is
directed on the turbine blades at increased pressure
and at the most suitable angle to achieve rotary motion
of the turbine at maximum efficiency. After rotating the
turbine, the exhaust gas goes out to the atmosphere
through the exhaust chimney. The turbine has a
centrifugal blower mounted at the other end of the
same shaft and the rotation of the turbine drives the
blower at the same speed. The blower connected to the
atmosphere through a set of oil bath filters, sucks air
from atmosphere, and delivers at higher velocity. The
air then passes through the diffuser inside the turbosupercharger, where the velocity is diffused to increase
the pressure of air before it is delivered from the turbosupercharger.
Pressurising air increases its density, but due to
compression heat develops. It causes expansion and
reduces the density. This effect supply high-density air
to the engine. To take care of this, air is passed through
a heat exchanger known as after cooler. The after
cooler is a radiator, where cooling water of lower
temperature is circulated through the tubes and around
the tubes air passes. The heat in the air is thus
transferred to the cooling water and air regains its lost
density. From the after cooler air goes to a common

inlet manifold connected to each cylinder head. In the
suction stroke as soon as the inlet valve opens the
booster air of higher pressure density rushes into the
cylinder completing the process of super charging.
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 may result in
considerable damage to the turbo supercharger and other
component in the engine.
MAIN COMPONENTS OF TURBOSUPERCHARGER

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.
This is a dynamically balanced component, as this has
a very high rotational speed.
Lubricating, Cooling and Air Cushing of

turbocharger
LUBRICATING SYSTEM
One branch line from the lubricating system of the
engine is connected to the turbosupercharger. Oil
from the lube oils system circulated through the turbosupercharger for lubrication of its bearings. After the
lubrication 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
turbosupercharger returns back again to the cooling
system of the locomotive.
AIR CUSHIONING
There is an arrangement for air cushioning between
the rotor disc and the intermediate casing face to
reduce thrust load on the thrust face of the bearing
which also solve the following purposes.
It prevents hot gases from coming in contact
with the lube oil
It prevents leakage of lube oil through oil
seals.
It cools the hot turbine disc.
Pressurised air from the blower casing is taken through
a pipe inserted in the turbosupercharger to the space
between the rotor disc and the intermediate casing. It
serves the purpose as described.
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. This is evident from black exhaust smoke
emissions and a fall in booster pressure.
Fitments of higher capacity Turbo SuperchargerFollowing new generation Turbo Superchargers have
been identified by diesel shed TKD for 2600/3100HP
diesel engine with air and water cooling is tabulated in
table
TABLE
TYPE
1.ALCO
2.ABB TPL61
3.HISPANO SUIZA HS 5800
NG
4. GE 7S1716
5. NAPIER NA-295
6. ABB VTC 304
POWER
2600HP
3100HP
3100HP
COOLING
Water cooled
Air cooled
Air cooled
3100HP
Water cooled
2300,2600&310 Water cooled
0HP
2300,2600&310 Water cooled
0HP
TURBO RUN DOWN TEST

Turbo run-down test is a very common type of
test done to check the free running time of turbo rotor.
It indicates whether there is any abnormal sound in the
turbo, seizer/ partial seizer of bearing, physical
damages to the turbine, or any other abnormality
inside it. The engine is started and warmed up to
normal working conditions and running at fourth notch
speed. Engine is then shut down through the over
speed trip mechanism. When the rotation of the crank
shaft stops, the free running time of the turbine is
watched through the chimney and recorded by a stop
watch. The time limit for free running is 90 to 180
seconds. Low or high turbo run down time are both

considered to be harmful for the engine.
ROTOR BALANCING MACHINE
A balancing machine is a measuring tool used
for balancing rotating machine parts such as rotors of
turbo supercharger, electric motors, fans, turbines etc.
The machine usually consists of two rigid pedestals,
with suspension and bearings on top. The unit under
test is placed on the bearings and is rotated with a belt.
As the part is rotated, the vibration in the suspension is
detected with sensors and that information is used to
determine the amount of unbalance in the part. Along
with phase information, the machine can determine
how much and where to add or remove weights to
balance the part.
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.
It increases breathing capacity of engine
Better fuel efficiency
combustion of fuel.
Defect in Turbochargers
due
to
complete
Low Booster Air Pressure (BAP).
Oil throwing from Turbocharger because of

seal damage or out of clearance.
Surging- Back Pressure due to uneven gap

in Nozzle Ring or Diffuser Ring.
Must change components of Turbocharger.

Intermediate casing gasket.
Water outlet pipe flange gasket.
Water inlet pipe flange gasket.
Lube Oil inlet pipe rubber o ring.
Turbine end Bearing.
Blower end Bearing.
Chimney gasket.
Rubber o Ring kit.
Spring Washers.
Lock Washer Rotor Stud.
5.
FUEL OIL SYSTEM
INTRODUCTION
All locomotive have individual fuel oil system. The fuel

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

important for better combustion.
FUEL OIL SYSTEM
The fuel oil system consists of two integrated systems. This
are FUEL INJECTION PUMP (F.I.P).
FUEL INJECTION SYSTEM.

FUEL INJECTION PUMP
F.I.P. is one of the most important parts of the loco. It
stands for fuel injection pump
Fine spray is needed for successful ignition of the fuel.

So the fuel has to be pumped into the cylinder ay high
pressure.
The fuel pump is operated by a cam driven of the
engine. The fuel is pumped into the injector which
injects the fuel in the form of very fine spray, required
for combustion in the cylinder. For this purpose a
multipoint fuel injection system is used. Nozzle is made
up brass and has nine holes through which the fuel is
sprayed uniformly.
So, the fuel injector is an important part of an engine.
In the schedule the F.I.P. is overhauled. It is
disassembled and then checked for any distortion at a
high pressure has to be maintaining at the time of
injection.
Nozzle is tested at the pressure of:New nozzle
psi
3900 psi to 4050
Old nozzle
3800 psi
3700 psi to
WORKING
Fuel oil enters the pump from the fuel oil header
and fills the sump surrounding the plunger barrel.
When the plunger is at the bottom at its stoke,
fuel flows through the barrel ports filling the
space above the plunger and the cut away area
of the helix. As the plunger moves upwards, fuel
is pumped back to the sump until barrel ports are
closed. Further upward movement of plunger
raises the pressure of the trapped fuel. When
pressure is sufficient to overcome the force
exerted on the delivery valve by the valve spring,
the delivery opens and the fuel is discharged into
the high pressure pipe, leading to the injector.

Further upward movement of the plunger
increases fuel pressure
To enable the injection occur. Delivery of the fuel
ceases when the plunger helix opens the barrel
ports.
FUEL INJECTION NOZZLE
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
multi-hole 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.
Due to the delivery stroke of the fuel injection pump,
pressure of fuel oil in the fuel duct and the pressure
chamber inside the nozzle increases. When the
pressure of oil is higher than the valve spring pressure,
valve moves away from its seat, which uncovers the
small holes in the nozzle tip. High-pressure oil is then
injected into the combustion chamber through these
holes in a highly atomised form. Due to injection,
hydraulic pressure drops, and the valve returns back to
its seat terminating the fuel injection, termination of
fuel injection may also be due to the bypassing of fuel
injection through the helix in the fuel injection pump
causing a sudden drop in pressure.
Testing of nozzle by using a hydraulic press.
Spray pattern of the fuel should be uniform. There

should be noise of chattering at testing. The nozzle
holes are cleared by 0.3mm diameter wire. The

pressure of injection can be changed by adding or
removing the compensating washers (shim) which are
available in different thickness. The nozzle is tested at
following specific data:
Nozzle tip dia

R.P.M.
Stroke
Temp.
Pressure
Viscosity
300 C
(Fuel oil)
0.44-0.65mm
500
300
100-1200 C
40psi
6.8-7.1 cst at
After the testing high pressure tubes in N.D.T lab the

F.I.P. is cleared.
Maintenance instruction for injector
1. Type of nozzle
Bosch
Mico
2. Needle valve angle
60
3.
Nozzle
0.016-0.026
valve
lift
4. Never use hard or sharp tool and emerge cloth on

nozzle valve.
5. Do not allow lapping compound on the arbour shank.
6.
good
Chattering
7. Spray pattern
CALIBRATION OF FUEL INJECTION PUMPS
Each fuel injection pump is subject to test and

calibration after repair or overhaul to ensure that they
deliver the same and stipulated amount of fuel at a
particular rack position.
Every pump must deliver
regulated and equal quantity of fuel at the same time
so that the engine output is optimum and at the same
time running is smooth with minimum vibration.
The calibration and testing of fuel pumps are done
on a specially designed machine. The machine has a 5
HP reversible motor to drive a cam shaft through V belt.
The blended test oil of recommended viscosity under
controlled temperature is circulated through a pump
at a specified pressure for feeding the pump under test.
It is very much necessary to follow the laid down
standard procedure of testing to obtain standard test
results. The pump under test is fixed on top of the cam
box and its rack set at a particular position to find
out the quantum of fuel delivery at that position. The
machine is then switched on and the cam starts making
delivery strokes. A revolution counter attached to it is
set to trip at 500 RPM or 100 RPM as required. With the
cam making strokes, if the pump delivers any oil, it
returns back to the reservoir in normal state.
A
manually operated solenoid switch is switched on and
the oil is diverted to a measure glass till 300 strokes are
completed after operation of the solenoid switch. Thus
the oil discharged at 300 working strokes of the pump
is measured which should normally be within the
stipulated limit. The purpose of measuring the output
in 300 strokes is to take an average to avoid errors. The
pump is tested at idling and full fuel positions to make
sure that they deliver the correct amount of fuel for
maintaining the idling speed and so also deliver full HP
at full load. A counter check of the result at idling is
done on the reverse position of the motor which
simulates slow running of the engine.
If the test results are not within the stipulated limits as

indicated by the makers then adjustment of the fuel
rack position may
be required by moving the rack
pointer, by addition or removal of shims behind it. The
thickness of shims used should be punched on the
pump body. The adjustment of rack is done at the full
fuel position to ensure that the engine would deliver full
horse power. Once the adjustment is done at full fuel
position other adjustment should come automatically.
In the event of inconsistency in results between full fuel
and idling fuel, it may call for change of plunger and
barrel assembly.
The calibration value of fuel injection pump as

supplied by the makers is tabulated in table 2 at 300
working strokes, rpm -500, temp.-100 to 120 0F &
pressure 40 PSI:
Table 2
Dia.of
element(mm)
Rack(mm)
15 mm
30
load)
17 mm
Required
volume
of
fuel(cc)
mm(full 351 cc +5/-10
34 cc +1/-5
9 mm(Idling)
28 mm (full 401 cc +4/-11
load)
45 cc +1/-5
9 mm (Idling)
Errors are likely to develop on the calibration

machine in course of time and it is necessary to check
the machine at times with master pumps supplied by
the makers. These pumps are perfectly calibrated and

meant for use as reference to test the calibration
machine itself. Two master pumps, one for full fuel and
the other for idling fuel are there and they have to be
very carefully preserved only for the said purpose.
.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.
SPRAY PRESSURE
The stipulated correct pressure at which the spray
should take place 3900-4050 psi for new and 37003800 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
DRIBBLING
There should be no loose drops of fuel coming out of
the nozzle before or after the injections. In fact the
nozzle tip of a good nozzle should always remain dry.
The process of checking dribbling during testing is by
having injections manually done couple of times quickly
and checks the nozzle tip whether leaky.
Raising the pressure within 100 psi of set injection
pressure and holding it for about 10 seconds may also
give a clear idea of the leakage.
The reasons of nozzle dribbling are (1) Improper
pressure setting (2) Dirt stuck up between the valve
and the valve seat (3) Improper contact between the
valve and valve seat (4) Valve sticking inside the valve
body.
NOZZLE CHATTER
The chattering sound is a sort of cracking noise created due to free
movement of the nozzle valve inside the valve body. If it is not
proper then chances are that the valve is not moving freely inside the
nozzle
5.
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.
Usually two bogies are fitted to each carriage, wagon or

locomotive, one at each end.
Key Components of a Bogie

The bogie frame itself.
Suspension to absorb shocks between the bogie
frame and the rail vehicle body. Common types are
coil springs, or rubber airbags.
At least two wheelset, composed of axle with a
bearings and wheel at each end.
Axle box suspension to absorb shocks between the
axle bearings and the bogie frame. The axle box
suspension usually consists of a spring between the
bogie frame and axle bearings to permit up and down
movement, and sliders to prevent lateral movement.
A more modern design uses solid rubber springs.
Brake equipment:-Brake shoes are used that are
pressed against the tread of the wheels.
Traction motors for transmission on each axle.
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 fourwheeled bogies with all axles powered by individual
traction motors. Bo-Bos are mostly suited to express
passenger or medium-sized locomotives.
Co-Co is a code for a locomotive wheel arrangement
with two six-wheeled bogies with all axles powered,
with a separate motor per axle. Co-Cos is most suited
to freight work as the extra wheels give them good
adhesion. They are also popular because the greater
number of axles results in a lower axle load to the
track.
BOGIE FRAME
1. Bogie frame longitudinal component

2. Cross-beam
The bogie frame is turned into the curve by the leading
wheel set as it is guided by the rails. However, there is
a degree of slip and a lot of force required to allow the
change of direction. The bogie carries about half the
weight of the vehicle it supports. It also guides the
vehicle, sometimes at high speed, into a curve against
its natural tendency to travel in a straight line. They
provide the propulsion, the suspensions and the
braking.
The trucks also provide the suspension for the
locomotive. The weight of the locomotive rests on a big,
round bearing which allows the trucks to pivot so the
train can make a turn. Below the pivot is a huge leaf
spring that rests on a platform. The platform is
suspended by four, giant metal links, which connect to
the boogie assembly. These links allow the locomotive
to wing for side to side.
The weight of the locomotive rests on the Helical
springs and Leaf spring, which compress when it passes
over a bump. The links allow the trucks to move from
side to side with fluctuations in the truck. The truck is
not perfectly straight, and at high speeds, the small
variations in the track would make for a rough ride if
the trucks could not swing laterally. The system also
keeps the amount of weight on each rail relatively
equal, reducing wear on the tracks and wheels.
There are three pivots on which the load is distributed

as 60%, 20%, 20% respectively on centre pivot, on two
side bearers which are elliptical in shape. For
distributing the load equally on the axles the equalizer
beams are used.
Failure and remedies in the bogie section: Breakage of coiled springs due to heavy shocks or
more weight or defective material. They are tested
time to time to check the compression limit. Broken
springs are replaced.
14 to 60 thou clearance is maintained between the
axle and suspension bearing. Lateral clearance is
maintained between 60 to 312 thou. Less clearance
will burn the oil and will cause the seizure of axle.
Condemned parts are replaced.
RDP tests are done on the frame parts, welded parts,
corners, guide links and rigid structures of bogie and
minor cracks can be repaired by welding.
Axle suspension bearings may seizure due to oil
leakage, cracks etc. If axle box bearings roller is
damaged then replaced it complete.
6. EXPRESSOR/_COMPRESSOR
INTRODUCTION
In Indian Railways, the trains normally work on
vacuum brakes. But now expressor is old technology
now both the train and the loco works on air breaks. In
expressor there is a combination of vacuum unit and
compression unit. But in compressor there is only
compressing unit produces sufficient air pressure for
operation of breaks both in loco and train.
This air break technology increases the break efficiency

of the loco and the train with less breaking distance
and easy breaking.
COMPRESSER
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 out side fins by a fan fitted on the expressor crank
shaft.
Cooling of air at this stage increases the
volumetric efficiency of air before it enters the highpressure cylinder. A safety valve known as inter cooler
safety valve set at 60 PSI is provided after the inter
cooler as a protection
against
high pressure
developing in the after cooler due to defect of valves.
After the first stage of compression and after-cooling

the air is again compressed in a cylinder of smaller
diameter to increase the pressure to 135-140 PSI in the
same way. This is the second stage of compression in
the HP cylinder. Air again needs cooling before it is

finally sent to the air reservoir and this is done while
the air passes through a set of coiled tubes after cooler.
The main function of compressor unit is to create air

pressure in main reservoir of locomotive up to
10kg/cm2. Atmosphere air is drawn into the compressor
LP cylinder through the open inlet valves during suction
stroke and same air is discharged to HP cylinder
through discharge and delivery pipe. The HP cylinder
compresses the air at high pressure and discharges it in
main reservoir of locomotive for the use of brake
system.
The compressor consists of the following components
mainly;
1. Crank Case
2. Crank shaft
3. Four/Three exhauster cylinders with cylinder heads
4. One/Two low pressure compressor cylinder with
cylinder Head.
5. One high pressure cylinder with cylinder head.
6. Six pistons with connecting rods (including
one/two
LP one HP and four/three exhausters.)
7. Lube oil pump.
7. AIR BRAKES
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/cm 2 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.
During release, the BP pressure is raised to 5 kg/cm 2 .
This brake pipe pressure causes closing of brake
cylinder inlet passage and simultaneously opening of
brake cylinder outlet passage of the distributor valve.
LAYOUT:-
GEBV
Pressure
gauge
Guard
emergency
brake
system
FP
DC
DC
BP
Cut off
angle cock
DV
CR
BC
AR
BC
PEV
Core
brake
system
Passenger alarm
system
PEASD
PEASD
The distributor valve connects brake cylinder to

atmosphere. The brake cylinder pressure can be raised
or lowered in steps.
In case of application by alarm chain pulling, the
passenger emergency alarm signal device (PEASD) is
operated which in turn actuates passenger valve (PEV)
causing exhaust of BP pressure through a choke of 4
mm. Opening of guard emergency brake valve also
makes emergency brake application.
There are two case of braking, when only loco move

and when entire train move. Consequently there are
two valves in the driver cabin viz SA-9&A-9. Braking
operation of above case is shown in chart below.
VALVES
A-9 Valve
The A-9 Automatic Brake Valve is a compact self
lapping, pressure maintaining Brake Valve which is
capable of graduating the application or release of
locomotive and train brakes. A-9 Automatic Brake Valve
has five positions: Release, minimum Reduction, Full
Service, Over Reduction and Emergency.
SA-9 Valve
SA-9 Independent Brake Valve is a compact self
lapping, pressure maintaining Brake Valve which is
capable of graduating the application or release of
Locomotive Air Brakes independent of Automatic Brake.
The SA-9 Independent Brake Valve is also capable of
releasing an automatic brake application on the
Locomotive without affecting
the train brake
application. The SA-9 Brake Valve has three positions:
quick release, release and application.
MU 2B VALVE
The MU-2B Valve is a manually operated, two positions
and multiple operated valve arranged with a pipe
bracket and is normally used for locomotive brake
equipment
for
multiple unit
service
between
locomotives
equipped
with similar system in
conjunction with F-1 Selector Valve.
D-1 Emergency Brake Valve

The D-1 Emergency Brake Valve is a manually operated
device
This provides a means of initiating an emergency

brake application
8. SPEEDOMETER
INTRODUCTION
The electronic speedometer is intended to measure
traveling speed and to record the status of selected
locomotive engine parameters every second. It
comprises a central processing unit that performs the
basic functions, two monitors that are used for
displaying the measured speed values and entering
locomotive drivers identification data and drive
parameters and a speed transducer. The speedometer
can be fitted into any of railway traction vehicles. The
monitor is mounted on every drivers place in a
locomotive. It is connected to the CPU by a serial link.
Monitor transmits a driver, locomotive and train
identifications data to the CPU and receives data on
travel speed, partial distance traveled, real time and
speedometer status from the CPU A locomotive driver
communicates with the speedometer using the
monitor: a keyboard and alphanumeric displays are
used for authorization purposes, travel speed values
are monitored on analog and digital displays, whereas
alphanumeric displays, LEDs and a buzzer signal
provide information on speedometer and vehicle status.
WORKING MECHANISM
Speedometer is a closed loop system in which optoelectronic pulse generator is used to convert the speed
of locomotive wheel into the corresponding pulses.
Pulses thus generated are then converted into the
corresponding steps for stepper motor. These steps
then decide the movement of stepper motor which
rotates the pointer up to the desired position. A feed
back potentiometer is also used with pointer that
provides a signal corresponding to actual position of the
pointer, which then compared with the step of stepper
motor by measuring and control section. If any error is
observed, it corrected by moving the pointer to
corresponding
position.
Presently a new version of speed-time-distance
recorder cum indicator unit TELPRO is used in the most
of the locomotive. Features and other technical
specification of this speedometer are given below.
Salient features
Light weight and compact in size
Adequate journey data recording capacity

Both analog and digital displays for speed
Both internal and external memories for data storage
Memory freeze facility
Stepless wheel wear compensation
Dual sensor opto electronic pulse generator for speed
sensing
Over speed audio visual alarm
7-digit odometer
User friendly Windows-based data extraction and
analysis software
Graphical and tabular reports generation for easy
analysing of recorded data
Cumulative, Trip-wise, Train-wise, Driver-wise and
Date-wise report generation
Master-Slave configuration
Applications
Speed indication for driver.
Administrative control of traction vehicle for traffic
scheduling.
Vehicle trend analysis in case of derailment/accident.
Analysis of drivers operational
provide training, if required.
performance
to
Technical Specifications
The system requires a wide operating voltage of

50 V DC to 140 V DC.
A. Operating conditions
Conditions
Values
Temperature
-5C to +70C
Relative humidity
95% (max)
Accuracy of Master &

Slave
1.0% of full scale deflection
B. Analogue indication
Factors
Values
Scale spread over
240
Illumination
12 equally spaced LEDs on dial

circumference
Brightness control
0-100% in 10 steps
Dial size
120 mm
Dial colour
White with black pointer &

numerals
Max speed range
0-150, 0-160 & 0-180 Kmph

(can be made as per customers
request)
C. Digital indication
Features
Values
LCD display
16x2 character alphanumeric

LCD with backlit control
Time display
HH:MM:SS on 24-hour scale
D. General
Factors
Values
Size
145x215x160 mm (typical)
Weight: Master &

Slave (approx)
3.5 kg (Master); 3.15 kg (Slave)
Odometer
7 digit with 1km resolution
Input speed sensing
2 inputs for opto-electronic

pulse generator 200 or 100
pulses/rev (configurable)
CYLINDER HEAD
INTRODUCTION
The cylinder head is held on to the cylinder liner by
seven hold down studs or bolts provided on the cylinder
block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms
a part of combustion chamber. It is a complicated
casting where cooling passages are cored for holding
water for cooling the cylinder head. In addition to this
provision is made for providing passage of inlet air and
exhaust gas. Further, space has been provided for
holding fuel injection nozzles, valve guides and valve
seat inserts also.
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.
The valve guides are interference fit to the cylinder
head with an interference of 0.0008" to 0.0018". After
attention to the cylinder heads the same is
hydraulically tested at 70 psi and 190F. The fitment of
cylinder heads is done in ALCO engines with a torque
value of 550 Ft.lbs. The cylinder head is a metal-tometal joint on to cylinder.
ALCO 251+ cylinder heads are the latest generation
cylinder heads, used in updated engines, with the
following feature:
Fire deck thickness
transmission.
reduced
for
better
heat
Middle deck modified by increasing number of ribs

(supports) to increase its mechanical strength. The
flying buttress fashion of middle deck improves the
flow pattern of water eliminating water stagnation at
the corners inside cylinder head.
Water holding capacity increased
number of cores (14 instead of 11)
by increasing
Use of frost core plugs instead of threaded plugs,

arrest tendency of leakage.
Made lighter by 8 kgs (Al spacer is used to make
good the gap between rubber grommet and cylinder
head.)
Retaining rings of valve seat inserts eliminated.
Benefits:-
Better heat dissipation

Failure reduced by reducing crack and eliminating
sagging effect of fire deck area.
Maintenance and Inspection

Cleaning:
By dipping in a tank containing caustic solution or
ORION-355 solution with water (1:5) supported by air
agitation and heating.
Crack Inspection:
Check face cracks
penetration test.
and
inserts
cracks
by
dye
Hydraulic Test:
Conduct hyd. test (at 70 psi, 200F for 30 min.) for
checking water leakage at nozzle sleeve, ferrule, core
plugs and combustion face.
Dimensional check :
Face seat thickness: within 0.005" to 0.020"
Straightness of valve stem:

Run out should not exceed 0.0005"
Free & Compressed height (at 118 lbs.) of springs: 3
13/16" & 4 13/16"
Checks during overhauling:
Ground the valve seat insert to 44.5/29.5, maintain

run out of insert within 0.002" with respect to valve
guide while grinding.
Grind the valves to 45/30 and ensure continuous hair
line contact with valve guide by checking color match.
Ensure no crack has developed to inserts after grinding,
checked by dye penetration test.
Make pairing of springs and check proper draw on valve
locks and proper condition of groove and locks while
assembling of valves.
Lap the face joint to ensure leak proof joint with liner.
Blow by test:
On bench blow by test is conducted to ensure the
sealing effect of cylinder head.
Blow by test is also conducted to check the sealing
efficiency of the combustion chamber on a running
engine, as per the following procedure:
Run the engine
temperature (65C)
Stop running
temperature.
after
to
attain
normal
operating
attaining
normal
operating
Bring the piston of the corresponding cylinder at TDC

in compression stroke.
Fit blow-by gadget (Consists of compressed air line
with the provision of a pressure gauge and stopcock)
removing decompression plug.
Charge the combustion chamber with compressed

air.
Cut off air supply at 70 psi. Through stop cock and
record the time when it comes down to zero.7 to 10
secs is OK
10. PIT WHEEL LATHE
INTRODUCTION
Various type of wear may occur on wheal tread and
flange due to wheel skidding and emergency breaking.
Four type of wear may occur as follows:-
Tread wear
Root wear
Skid wear and
Flange wear
For maintaining the required profile pit wheel lathe are
used. This lathe is installed in the pit so that wheel
turning is without disassembling the axle and lifting the
loco and hence the name pit wheel lathe
Wheel turning
Wheel turning on this lathe is done by rotating the
wheels, both wheels of an axle are placed on the four
rollers, two for each wheel. Rollers rotate the wheel and
a fixed turning tool is used for turning the wheel.
Different gages are used in this section to check the
tread profile. Name of these gage are:-
Star gage
Root wear gage
Flange wear gage
J gage
J-gage is used to calculate the app. Dia of wheel.
Dia. Of wheel = 962 +2 (j-gage reading) mm
CAUSES OF WHEEL SKIDDING On excessive brake cylinder pressure (more than 2.5
kg/cm).
Using dynamic braking at higher speeds.
When at the time of application of dynamic braking,
the brakes of loco would have already been applied.
(in case of failure of D-1 Pilot valve).
Continue working , when C-3-W Distributor valve P/G
handle is in wrong position.
Due to shunting of coaches with loco without
connecting their B.P./vacuum pipe.
Shunting at higher speeds.
Continue working when any of the brake cylinder of

loco has gotten jammed.
The time of application/release of brakes of any of
the brake cylinder being larger than the others.
When any of the axle gets locked during on the line.
11. FAILURE ANALYSIS
INTRODUCTION
A part or assembly is said to have failed under one

of the three conditions:When it becomes completely inoperable-occurs when
the component breaks into two or more pieces. When it
is still inoperable but is no longer able to perform its
intended function satisfactorily- due to wearing and
minor damages.
When serious deterioration has made it unreliable or
unsafe for continuous use, thus necessitating its
complete removal from service for repair or
replacement-due to presence of cracks such as thermal
cracks, fatigue crack, hydrogen flaking.
In this section we will study about: Metallurgical lab.
Ultrasonic test
Zyglo test and
RDP test.
Metallurgical lab.
Metallurgical lab. Concern with the study of material
composition and its properties. Specimens are checked
for its desired composition. In this section various tests
are conducted like hardness test, composition test e.g.
determination of percentage of carbon, swelling test
etc.
Function of some of the metal is tabulated in
table below :S.No Compound
Function
.
1.
2.
3.
4.
5.
6.
7.
Phosphorous
Graphite
Cementide
Chromium
Nickel
Nitride rubber
Neoprene
8.
Silicon
Increase the fluidity property

Increase machinability
Increase hardness
Used for corrosion prevention
Used for heat resistance
Oil resistance in touch of O ring
Air resistance & oil resistance in fast
coupling in rubber block.
Heat resistance and wear resistance
(upto 600 C ) use at top and bottom
pore of liner.
Swelling test
Swelling test is performed for rubber in this test
percentage increase in weight of the rubber after
immersing in solution is measured and increase in
weight should not be more than 20%. Two type of
swelling test viz low swelling and high swelling are
performed in the lab. Three type of oil solution are used
for this purpose listed below: ASTM 1
ASTM 2
ASTM 3
Procedure
1. Select specimen for swelling test
1. Note the weight of the specimen
2. Put in the vessel containing ASTM 1 or ASTM 3
3. Put the oven at 100 C
4. Put the vessel in the oven for 72 hrs.
5. After 72 hrs. Weigh the specimen.

Rubber
Broadly there are two types of rubber:
1). Natural rubber- this has very limited applications. It
is used in windows and has a life of 1 year.
2). Synthetic rubber- this is further subdivided into five
types.
VUNA-N (2 year life)
Polychloroprene or Neoprene (2 year life)
SBR (3 year life)
Betel (3 year life)
Silicone (3 year life).
VUNA-N rubber is used in oily or watery area, neoprene
is used in areas surrounded by oil and air while betel
and silicone are used in areas subjected to high
temperatures such as in pistons.
When the fresh supply of rubber comes from the
suppliers it is tested to know its type.The test consists
of two solutions, solution 1 and solution 2, which are
subjected to the vapors of the rubber under test and
then the color change in solution is used for
determination of the type of rubber. The various color
changes are as follows:
Violet- natural rubber
Pink- nit rile
Green-SBR
When no color change is observed the vapours are
passed through solution 2. The colour change in
solution 2 is: Pink- neoprene.
Silicone produces white powder on burning. If there is
no result on burning then the rubber is surely betel.
ULTRASONIC TESTING
In ultrasonic testing, very short ultrasonic pulse-waves
with center frequencies ranging from 0.1-15 MHz and
occasionally up to 50 MHz are launched into materials
to detect internal flaws or to characterize materials.
Ultrasonic testing is often performed on steel and other
metals and alloys, though it can also be used on
concrete, wood and composites, albeit with less
resolution. It is a form of non-destructive testing.
ZYGLO TEST
The zyglo test is a nondestructive testing (NTD) method
that helps to locate and identify surface defects in
order to screen out potential failure-producing defects.
It is quick and accurate process for locating surface
flaws such as shrinkage cracks, porosity, cold shuts,
fatigue cracks, grinding cracks etc. The ZYGLO test
works effectively in a variety of porous and non-porous
materials:
aluminum, magnesium, brass, copper,
titanium, bronze, stainless steel, sintered carbide,
non-magnetic alloys, ceramics, plastic and glass.
Various steps of this test are given below:-
Step 1 pre-clean parts.

Step 2 apply penetrate
Step 3 remove penetrate
Step 4 dry parts
Step 5 apply developer
Step 6 inspection
RED DYE PENETRATION TEST (RDP)
Dye penetrate inspection (DPI), also called liquid
penetrate inspection (LPI), is a widely applied and lowcost inspection method used to locate surface-breaking
defects in all non-porous materials (metals, plastics, or
ceramics). Penetrate may be applied to all non-ferrous
materials, but for inspection of ferrous components
magnetic particle inspection is preferred for its
subsurface detection capability. LPI is used to detect
casting and forging defects, cracks, and leaks in new
products, and fatigue cracks on in-service components.
Principles
DPI is based upon capillary action, where low
surface tension fluid penetrates into clean and
dry surface-breaking discontinuities. Penetrate
may be applied to the test component by
dipping, spraying, or brushing. After adequate
penetration time has been allowed, the excess
penetrate is removed, a developer is applied. The

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

There are two types of schedules which are as follows: Major schedules
Minor schedule
MINOR SCHEDULES
Schedule is done by the technicians when the loco
enters the shed.
After 15 days there is a minor schedule. The following
steps are done every minor schedule & known as
SUPER CHECKING.
The lube oil level & pressure in the sump is checked.
The coolant water level & pressure in the reservoir is
checked.
The joints of pipes & fittings are checked for leakage.
The check super charger, compressor &its working.
The engine is checked thoroughly for the abnormal
sounds if there is any.
F.I.P. is checked properly by adjusting different rack
movements.
This process should be done nearly four hour only.
After this the engine is sent in the mail/goods running
repairs for repairs. There are following types of minor
schedules: T-1 SHEDULE AFTER 15 DAYS
T-2 SHEDULE AFTER 30 DAYS

M-2 SHEDULE AFTER 60 DAYS
TRIP-1
Fuel oil & lube check.
Expressor discharge valve.
Flexible couplings bubbles.
Turbo run down test.
Record condition of wheels by star gauge.
Record oil level in the axle caps for suspension
bearing.
TRIP-2
All the valves of the expressor are checked.
Primary and secondary fuel oil filters are checked.
Turbo super charger is checked.
Under frame are checked.
Lube oil of under frame checked.
MONTHLY-2 SEHEDULE
All the works done in T-2 schedule.
All cylinder head valve loch check.
Sump examination.
Main bearing temperature checked.
Expressor valve checked.
Wick pad changed.
Lube oil filter changed.
Strainer cleaned.
Expressor oil changed.
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 M12 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.
M-4 Schedule
(1). Run engine; check operation of air system safety
valves and expressor crankcase lube oil pressure.
(2). Stop engine; carry out dry run operational test,
check FIP timing and uniformity of rack setting and
correct if necessary.
(3). Engine cylinder head:-Tighten all air and exhaust
elbow bolts, check valve clearance, exhaust manifold
elbow etc.
(4). Engine crankcase cover:-Remove crankcase cover
and check for any foreign material. Renew gaskets.
(5). Clean Strainer and filters, replace paper elements.
(6). Compressed air and vacuum system:-Check, clean
and recondition rings, piston, Intake strainers, and inlet
and exhaust valve, lube oil relief valve, unloading
valve. Drain, clean and refill crankcase.
(7). Radiator fan- tightens bolts and top up oil if
necessary.
(8). Roller bearing axle boxes. Check for loose bolts,
loss of grease, sign of overheating. Remove covers,
clean and examine roller races and cages for defects.
Carry out ultrasonic test of axles.
(9). Clean cyclonic filters, bag filters and check the
condition of rubber bellows of air intake system.
(10). Renew airflow indicator valve.

(11). Carry out blow bye test and gauge wheel wears.
13. 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.
(10). Main bearing is discarded if it has embedded dust,
gives evidence of fatigue failure or is wearied.
(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.
(14). Fuel oil system- Overhauling of pressure
regulating valve, pressure relief valve, primary and
secondary filters.
(15). Checking of rack setting, governor to rack linkage,
fuel oil high-pressure line is done.
(16). Cooling water system- draining of the cooling
water from system and cleaning with new water
carrying 4 kg tri-phosphate is done. All water system
gaskets are replaced. Water drain cock is sealed.
Copper vent pipes are changed and water hoses are
renewed.
(17). Complete overhauling of water pump is done.
Checking of impeller shaft for wear and lubrication of
ball bearing. Water and oil seal renewal.
(18). Complete overhauling of expressor/compressor,
pistons rings and oil seal renewed. Expressor orifice
test is carried out.
(19). Complete overhauling of Turbo supercharger is
done. Dynamic balancing and Zyglo test of the
turbine/impeller is done. Also, hydraulic test of
complete Turbo supercharger is done.
(20). Overhauling of after-cooler is done. Telltale hole is
checked for water leak.
(21). Inspection of the crankcase cover gasket and
diaphragm is done. It is renewed if necessary.
(22). Rear T/Motor blower bearing are checked and

changed. Greasing of bearing is done.
(23). Cyclonic filter rubber bellows and rubber hoses
are changed. Air intake filter and vacuum oil bath filter
are cleaned and oiled.
(24). Radiators are reconditioned; fins are straightened
hydraulic test to detect leakage and cleaning by
approved chemical.
(25). Bogie- Checking of frame links, spring, equalizing
beam locating roller pins for free movement, buffer
height, equalizer beam for cracks, rail guard distance is
done. Refilling of center plate and loading pads is done.
Journal bearings are reconditioned.
(26). Axle box- cleaning of axle box housing is done.
(27). Wheels- inspection for fracture or flat spot. Wheel
are turned and gauged.
(28). Checking of wear on horn cheek liners and T/M
snubbed wear plates.
(29). Checking of brake parts for wear, lubrication of
slack adjusters is done. Inspection for fatigue, crack
and distortion of center buffers couplers, side buffers
are done.
(30). Traction motor suspension bearing- cleaning of
wick assembly, checking of wear in motor nose
suspension. Correct fitment of felt wick lubricators is
ensured. Axle boxes are refilled with fresh oil. Testing of
all pressure vessels is carried out.
Examination while Engine is running.
(32). Expressor orifice test is performed. Engine over

sped trip assembly operation, LWS operation are
checked. Checking of following items is done:
Water and oil leakage at telltale hole of water pump,
turbo return pipes for leakage and crack, air system for
leakage, fuel pump and pipes for leakage, exhaust
manifold for leaks, engine lube oil pressure at idle,
turbo for smooth run down as engine is stopped.
Difference in vacuum between vacuum reservoir pipe
and expressor crankcase & and pressure difference
across lube oil filters at idle and full engine speed are
recorded.
(33). Brakes at all application positions are checked.
Checking of fast and flexible coupling is done and the
expressor is properly aligned. Inspection of camshaft.
Lubrication of hand brake lever and chain.
(37). Speedometer- Overhaul, testing of speed recorder
and indicator, pulse generator is done.
(38). Additional items for WDP1:-Overhauling and
operation of TBU is done, center pivot pin is checked,
and CPP bush housing liners are checked for wear,
inspection of vibration dampers for oil leakage and their
operation. RDP test is done to check for cracks at
critical location in the bogie frame. Checking of coil
springs for free height.
(39). 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.
PROJECT STUDY
Project title: - To study about turbo
supercharger of locomotive
TURBO SUPERCHARGERS
Contents
Introduction
Turbo used in diesel locomotives.
Comparison of different turbo
Turbo operating difficulties
Turbo overhauling
Dismantling of the turbo
Cleaning of the turbo
Inspection of turbo
Turbo rundown tests
Introduction
A turbo supercharger, or turbo, is a gas
compressor that is used for forced-induction of an
internal combustion engine. It increases the
density of air entering the engine to create more
power.
A turbo supercharger has the compressor
powered by a turbine, driven by the engine's own
exhaust gases. The turbine and compressor are
mounted on a shared shaft. The turbine converts
exhaust heat and pressure to rotational force,
which is in turn used to drive the compressor. The
compressor draws in ambient air and pumps it in
to the intake manifold at increased pressure,
resulting in a greater mass of air entering the
cylinders on each intake stroke.
Turbo supercharging dramatically improves the
engine's specific power, power-to-weight ratio
and performance characteristics which are
normally poor in non-turbo supercharged diesel
engines.
TURBOS USED IN DIESEL LOCOMOTIVE
In diesel locomotives, different turbo are used for
different engines on the basis of their horsepower
and make. Still, their general function remains
the same i.e. to provide compressed air to the
engine by employing the energy of exhaust
gases. The exhaust manifold is connected to the
inlet of the turbocharger. The exhaust gases
enter the gas inlet casing where they are
directed towards the nozzle ring. The function of

the nozzle ring is to guide the exhaust gases and
reduce shock on the turbine blades. The exhaust
gases impinge on the turbine blades and cause
the turbine to rotate on their way out to the
atmosphere through the chimney.
The rotating turbine causes the impeller of the
compressor to rotate along with it since they are
mounted on the same shaft. The compressor
starts sucking air through the air inlet casing and
compresses it due to the centrifugal action of the
impeller. After leaving the impeller, the air gets
compressed further in the diffuser vanes. From
here the compressed air is passed into the blower
casing, which guides the air to an after cooler.
The function of the after cooler is to cool the
compressed air and consequently reduce its
specific volume. The pressure of this compressed
air is in the range of 1.2-1.8 kg/cm2, and this is
known as BOOSTER AIR PRESSURE (BAP). This
compressed air is then introduced into the air
gallery, which is connected to the intake valves
of all the cylinders.
Turbo superchargers from the following
manufacturers are used in diesel locomotives:
ABB
ALCO
NAPIER
GENERAL ELECTRIC (GE)
HISPANO SUIZA
ELGI
COMPARISON OF DIFFERENT TURBO MAKES

The specifications of the turbo used in diesel
locomotives are as follows:
1.
ALCO-2600
Power Rating: 2600 HP
Cooling System: Water Cooled
Rundown Time: 80-190 seconds
2.
ABB-2300

3.
ABB-2600

4.
ABB-3100

5.
ABB-TPR 61

Cooling System: Air Cooled
6.
NAPIER-2300

7.
NAPIER-2600

8.
NAPIER-3100

9.
GE-3100 SINGLE DISCHARGE
10.
GE-3100 DOUBLE DISCHARGE

*Has two outlets for air in the blower casing
and hence uses two after coolers.
11.
HISPANO SUIZA-3100

Cooling System: Air Cooled
12.
ELGI
ALCO FRONT VIEW
ALCO TOP VIEW
ALCO ASSEMBLY
GE (DOUBLE DISCHARGE) FRONT VIEW
GE (DOUBLE DISCHARGE) TOP VIEW
GE (DOUBLE DISCHARGE) BOTTOM VIEW
GE (DOUBLE DISCHARGE) ASSEMBLY
TURBO OPERATING DIFFICULTIES:

Operating difficulties can be prevented providing
the daily turbocharger operating data is
measured and regular maintenance and
inspection routines are adhered to.
To assist in identifying causes of performance
deterioration, the following table has been
formed:
OPERATING
PROBABLE
REMEDIAL
DIFFICULTIES CAUSE
MEASURES
Engine starts
running but the
turbocharger
does not.
Foreign
matter/debris
caught
between the
turbine blade
tips and the
shroud ring.
Blade tips
rubbing the
shroud ring.
Bearing
Disorder
Provide
cleaning and
eliminate the
cause for the
ingress of the
foreign matter.
Inspect and
replace with
new bearing.
Turbocharger
experiences
surging during
operating.
Fouling of
turbine nozzle,
blades.
Engine
Cylinder
unbalance.
Cleaning of the
turbine side of
turbocharger
as required.
Refer to Engine
Builders
Instruction
Manual.
Note: Rapid
Changes of the
engine load,
particularly
during shutdown can
cause
turbocharger
surging.
Exhaust gas
temperature
higher than
normal.
Fouling or
damage to
turbine nozzle
or turbine
blades.
Cleaning the
turbine side of
the
turbocharger
or component
replacement.
Lack of air e.g.: Clean as

dirty air filter.
required.
Exhaust back
pressure too
high.
Investigate
cause.
Charge air
cooler dirty,
cooling water
temperature
too high.
Charge air
(boost)
pressure lower
than normal.
Instruction
Manual.
Engine fault in
fuel injection
system.
Pressure gauge Rectify.
faulty or
connection to it
is leaking.
See Engine
Builders
Gas leakage at Instruction
engine exhaust Manual.
manifold.
Clean air as
Dirty Air filter,
required.
causing
pressure drop.
Cleaning of
Dirty
complete
turbocharger.
turbocharger
required.
Turbine blades
or nozzle ring
damage.
Charge air
pressure
(boost) higher
than normal.
Clean and
adjust as
Makers
Inspect and
replace as
necessary.
Pressure gauge Rectify.

reading
incorrectly.
Clean as
Nozzle ring
clogged with
carbon
deposits.
Engine
Overload,
engine output
higher than
expected.
Fault in engine
fuel injection
system.
Turbocharger
Vibration
Severe
unbalance of
rotor due to
dirt or
damaged
turbine blades.
Bent rotor
shaft.
Defective
bearings.
required.
Consult Engine
Builders
Instruction
Manual.
Consult Engine
Builders
Instruction
Manual.
Rebalance the
rotor assembly.
Inspect and
replace as
necessary.
Inspect and
replace as
necessary.
TURBO OVERHAULING
The overhauling and servicing of a turbo

supercharger is broadly divided into five
parts which are:
Dismantling of the turbo
Cleaning of the turbo
Inspection of different parts
Repair and rotor balancing
Assembly of the turbo
DISMANTLING OF THE TURBO

Dismantling of a turbo requires trained personnel
and special tools (alien keys, spanners,
suspension yoke, support, etc). It is a
complicated process and should be done very
carefully after referring to the manufacturers
instruction manual.
CLEANING OF THE TURBO

Cleaning work includes regular visual checks and
the cleaning of parts to ensure the correct
functioning of the turbo.
Outline of cleaning
work
The following figure explains the various symbols used in

the previous figure:
GAS CASING:
Deposits often form on the nozzle ring and the
turbine blades. Impaired efficiency and
performance of the engine are the result.
Thick and irregular deposits can also result in an
un-permissible unbalance of the rotor.
Cleaning of the cooling water passage of
gas outlet casing:
Commercial HCL of 5% concentration is used for
cleaning and defurring. An inhibitor is added to
reduce the corrosion of cast iron.
Neutralisation with 5% NaOH (alkaline) solution
follows the acid wash.
Fresh water is used foe flushing/rinsing.
All casing gaskets are replaced.
Gas inlet casing:
Deposits are cleaned with soft wire brush and
with either diesel/kerosene + 20% mineral oil
solution (80/20 solution).
BEARING CASING:
Cleaning of the sealing air ducts:

The carbon deposits are dissolved and cleaning is
done with the help of flexible wire for ensuring
free passage.
Compressed air is used to check that the sealing
air ducts in the bearing casing are unobstructed /
unchoked
Oil Passages:
It is cleaned with 80% kerosene/diesel + 20%
mineral oil solution (i.e. 80/20 solution).
AIR OUTLET CASING:

The deposits are cleaned with soft wire brush and
80/20 solution.
ROTOR PARTS:
The turbine blades can be cleaned by glass bead
blasting. The seating areas for compressor wheel
set, thrust bearing and floating bushes (Bearing
compressor side + Turbine side) are protected by
means of rubber sleeve. The cleaning of the
compressor wheel set is carried out with 80/20
solution and therefore with malmal (piece of
cloth).
Rotating parts are thoroughly cleaned uniformly
as uneven residual deposits lead to unbalance.
BEARING PARTS:
All bearing parts, bearing covers are cleaned in
80/20 solution and with malmal (piece of cloth).
Special care is taken to clean the carbon deposits
from the O ring grooves and the oil supply/oil
drain lines.
INSPECTION OF THE TURBO:

After dismantling and cleaning of the turbo, it is
inspected for any faults. All the clearances and
blade conditions are checked and a note of all the
repair work needed is made.
In the course of manufacture, following parts are

balanced individually:
Shaft Sets of compressor wheel
REPAIR AND BALANCING OF ROTOR:
Various parts of the turbo are repaired as
necessary. The rotor is examined carefully and
any distorted turbine blade is ground with a
grinder so that it is smooth again. The rotor is
then checked if it is unbalanced and is balanced
on a Rotor Balancing Machine if needed.
While the engine is running, many reasons may
cause unbalance to the rotor:
Mechanical damages on the rotor, i.e. foreign
bodies.
Uneven deposits of layer of dirt/carbon.
Abrasion on the compressor or the turbine
caused by hard particles in the intake air or in the
exhaust gas.
Balancing must be done when:
Rotating components feature mechanical
damages.
If, due to a change of specification, the set of wheels has to be
changed for a new one.
ABRO ROTOR BALNCING MACHINE
GE ROTOR ON BALANCING MACHINE
After reblading of turbine.

After repairs on the inducer or compressor wheel.
After replacing the inducer or compressor wheel.
Balancing is not required when:
A new bladed shaft is assembled into the
turbocharger.
TURBO RUNDOWN TIME
The Turbo Rundown Time (TRD)

is the total time taken by the turbo to come to a
standstill, measured from the instant the
crankshaft of the engine stops. This time should
be within a certain limit prescribed by the
manufacturer. If not so, it indicates a fault in the
turbo. The rundown times of different turbo have
been mentioned earlier.
Turbo Rundown Test (for WDM-2 Loco)
This test is to be conducted if the Booster
(Turbocharger in WDM-2 pidgin) is not developing
proper pressure during a run.
1.Secure the loco: Keep the A9 (Train Brake
lever) in released condition; keep the SA9
(Loco brake lever) in an applied condition;
switch off the GF (Generator Field); keep the
reverser in neutral condition; and put the ECS

(Engine control switch) in the run mode.
2.Ensure that the water temperature is higher
than 49 degrees Celsius.
3.The driver should climb on top of the hood
and sight the turbine of the turbocharger
through the chimney.
4.The assistant should raise the engine to 4th
notch rpm and allow the engine to stabilize in
speed.
5.The assistant should now shut the engine
down by operating the MUSD (Multiple Unit
Shut Down) breaker on the control stand.
6.As the engine begins to stop turning, the
assistant must quickly get down and come to
the hood door to the Expressor.
7.He must give a signal to the driver as to the
instant the huge engine stops rotating by
looking at the crankshaft of the engine
coupled to the expressor.
8.The driver must count the number of seconds
the exhaust turbine takes to come to a stop,
from the instant the engine has come to a
standstill.
9.If the turbine (which revolves at 18,000 to
19,000 rpm) takes more than 90 seconds
then it is a good turbocharger, any reduction
in the period of spinning down is an
indication of a faulty turbo.|~|
REFERENCES:
TKD SHED LIBRARY
INTERNET
Workers of the shed

Abhishek Banerjee

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INDUSTRIAL TRAINING

I take this opportunity to express my sincere gratitude to the

Mr. V.K. MALIK

INDIAN RAILWAY HISTORY

Indian Railways is the state-owned railway company of

Indian Railways is administered by the Railway Board.

Length of track used by Indian

1. The broad gauge (1670 mm)

4. Horse power designations from June 2002

DIESEL LOCO SHED

BRIEF HISTORY OF NORTHERN RAILWAY,

Colour scheme of TKD based locos.

Fuel injection, cooling, fans,

2). WDP2/WDP3A type locomotives:

ALCO with a completely reworked shell

V16 4-Stroke Turbo Diesel ALCO 251C

Rated Power Output: 3100 hp

3). WDP4/ WDP4B type locomotives

Brand new modern locos from

V16 2-Stroke Turbo Diesel GMEMD 16-710

Rated Power Output: 4000 hp

Cherry Red in lower and upper

V16 4-stroke Turbo Diesel ALCO 251C-16

Rated Power Output: 3000 hp @ 1050 RPM

5). Rebuilder locos WDM3A type

V16 4-stroke Turbo Diesel

Rated Power Output: 3100 hp @ 1050 RPM

Diesel Shed, Tughlakabad was established in the year

VARIOUS SECTIONS IN THE SHED

These assisting sections may be divided into two main

This diesel shed has:

Berths and platforms for loco maintenance.

ABOUT DIESEL SHED TKD

Diesel Shed, Tughlakabad of Northern Railway is

Total Area of shed

SPECIAL MACHINES & PLANT

A simple device has been developed to help

reduce the time and effort taken

It was setup in the TKD shed premises in 1975 by

Other courses: Up gradation course of Diesel technicians

Details of Sections in the Shed

The section is concern with receiving, storage and

records etc. 0.1% of total stored fuel oil is given for

3. CTA (Chief Technical Assistance)

Other failures are:1. Material failure: - may be due to poor quality,

being charged into the cylinder through the open

Picture showing a ready unit of turbocharger waiting for

TURBO SUPERCHARGER AND ITS WORKING

density. From the after cooler air goes to a common

MAIN COMPONENTS OF TURBOSUPERCHARGER

The rotor assembly consists of rotor shaft, rotor blades,

Lubricating, Cooling and Air Cushing of

the turbine and blower ends of the bearings to prevent

transfer capacity. This can also reduce the flow of air

TURBO RUN DOWN TEST

seconds. Low or high turbo run down time are both

Better scavenging in the cylinders. This

Better ignition due to higher temperature

Low Booster Air Pressure (BAP).

Oil throwing from Turbocharger because of

Surging- Back Pressure due to uneven gap

Must change components of Turbocharger.

FUEL OIL SYSTEM