A

Summer Training Project Report

On

DIESEL LOCOMOTIVE POWER PACK ASSEMBLY

Submitted to

Locomotive Workshop, Northern Railway, Charbagh,

Lucknow

Submitted To:
The Principal
Supervisor Training Center
Northern Railway
University
Lucknow

Submitted By:
SHIVAM KR. PANDEY
3 rd year
Babasaheb Bhimrao Ambedkar

CONTENTS
INTRODUCTION TO LOCOMOTIVE WORKSHOP, LUCKNOW
ABOUT INDIAN RAILWAYS
INDIAN RAILWAY ZONES
HISTORY OF RAIL TRANSPORT IN INDIA
*** UNDER BRITISH RULE
*** THE LINKING OF INDIAN RAILWAYS
*** START OF INDIAN RAILWAYS
TECHNICAL DETAILS OF INDIAN RAILWAYS
LOCOMOTIVES IN INDIA
*** CLASSIFICATION OF LOCOMOTIVES
*** TRANSMISSION TYPES OF DIESEL LOCOMOTIVES
### DIESEL-MECHANICAL
### DIESEL-ELECTRIC
INDIAN LOCOMOTIVE CLASS WDM-2
SPECIFICATIONS OF WDM-2
WORKING OF DIESEL LOCOMOTIVE
POWER PACK (ENGINE) OF DIESEL LOCOMOTIVE
TORQUE VALUES OF VARIOUS POWER PACK FITTINGS
IMPORTANT SIZES OF ENGINE BLOCK
MAIN PARTS AND ACCESSORIES OF POWER PACK
REFERENCES

INTRODUCTION TO LOCOMOTIVE
WORKSHOP, LUCKNOW

This Locomotive Workshop was established by the princely state of

Oudh & Rohilkhand Railway (O&RR) at Lucknow in 1867. After
about sixty years, that is in the year 1925 the O&RR was taken
over by the Eastern Indian Railway (EIR) along with all assets and
liabilities. Subsequently in 1952 the EIR merged with Northern
Railway. In order to attain the optimal degree of productivity a lot
of changes of product mix have been witnessed in this workshop
over the last 140 years. Currently, the periodical overhauling
(POH) and maintenance of diesel locomotives like WDM-2, WDM3A and WDM-3D is done in the workshop.

ABOUT INDIAN RAILWAYS

Indian

Railways

abbreviated

as

IR

is

the

central

government-owned railway company of India, which owns and

operates most of the country's rail transport. It is overseen by
the Ministry of Railways of the Government of India. Indian
Railways is administered by the Railway Board, which has a
financial commissioner, five members and a chairman.
Indian Railways has more than 64,215 kilometres (39,901
miles) of track and 7,083 stations. It has the world's fourth
largest railway network after those of the United States,
Russia and China. The railways traverse the length and
breadth of the country and carry over 30 million passengers
and 2.8 million tons of freight daily. It is one of the world's
largest commercial or utility employers, with more than
1.6 million employees. As to rolling stock, IR owns over
230,000

(freight)

wagons,

60,000

coaches

and

9,000

locomotives.
Railways were first introduced to India in 1853. By 1947, the
year of India's independence, there were forty-two rail
systems. In 1951 the systems were nationalised as one unit,
becoming one of the largest networks in the world. IR
operates both long distance and suburban rail systems on a

multi-gauge network of broad, metre and narrow gauges. It

also owns locomotive and coach production facilities.

INDIAN RAILWAY ZONES

Indian Railways is divided into zones, which are further subdivided into divisions. The number of zones in Indian Railways
increased from six to eight in 1951, nine in 1952, and finally
17 in 2010. Each zonal railway is made up of a certain number
of divisions, each having a divisional headquarters. There are
a total of sixty-seven divisions.
Each of the seventeen zones, including Kolkata Metro, is
headed by a General Manager (GM) who reports directly to
the Railway Board. The zones are further divided into divisions
under the control of Divisional Railway Managers (DRM). The
divisional officers of engineering, mechanical, electrical, signal
and

telecommunication,

accounts,

personnel,

operating,

commercial and safety branches report to the respective

Divisional Manager and are in charge of operation and
maintenance of assets. Further down the hierarchy tree are
the Station Masters who control individual stations and the
train movement through the track territory under their
stations' administration.

HISTORY OF RAIL TRANSPORT IN INDIA

The history of rail transport in India began in the midnineteenth century. In 1849, there was not a single kilometer
of railway line in India. By 1929, there were 41,000 miles of
railway line serving every district in the country. At that point
of time, the railways represented a capital value of some 687
million sterling, and they carried over 620 millions of
passengers and approximately 90 million tons of goods each
year. The railways In India were a group of privately owned
companies. The military engineers of the Honorable East India
Company, later of the British Indian Army, contributed to the
birth and growth of the railways which gradually became the
responsibility of civilian technocrats and engineers.

UNDER THE BRITISH RULE

A rail system in India was first proposed in 1832 in Madras but
it never materialised. In the 1840s, other proposals were
forwarded to the British East India Company who governed
India. In 1832 a proposal was made to build a railroad
between Madras and Bangalore, and in 1836 a survey was
conducted for this line.

On September 22, 1842, British civil engineer Charles Blacker

Vignoles, submitted a Report on a Proposed Railway in India
to the East India Company. By 1845, two companies, the East
Indian Railway Company operating from Calcutta, and the
Great Indian Peninsula Railway (GIPR) operating from Bombay,
were formed. The first train in India was operational on
December 22, 1851, used for the hauling of construction
material in Roorkee. A few months later, on April 16, 1853, the
first passenger train between Bori Bunder, Bombay and Thane
covering a distance of 34 km (21 miles) was inaugurated,
formally heralding the birth of railways in India. And then the
first passenger railway line in North India opened from
Allahabad and Kanpur on March 3, 1859. This was followed in
1889, by the Delhi - Ambala - Kalka line.
The East Indian Railway Company's Chief Engineer George
Turnbull built the first railway from Calcutta (the then
commercial capital of India). It opened for passenger traffic
from Howrah station to Hooghly on 15 August 1854. The 541
miles (871 kilometres) to Benares opened to passenger traffic
in December 1862.

THE LINKING OF INDIAN RAILWAYS

Robert Maitland Brereton, a British engineer was responsible
for the expansion of the railways from 1857 onwards. The
Allahabad-Jubbulpore branch line of the East Indian Railway
had been opened in June 1867. Brereton was responsible for
linking this with the Great Indian Peninsula Railway, resulting

in a combined network of 6,400 km (4,000 miles). Hence it

became possible to travel directly from Bombay to Calcutta.
This route was officially opened on 7th March 1870 and it was
part of the inspiration for French writer Jules Verne's book
Around the World in Eighty Days. By 1875, about 95 million
were invested by British companies in Indian guaranteed
railways.
By 1880 the network had a route mileage of about 14,500 km
(9,000 miles), mostly radiating inward from the three major
port cities of Bombay, Madras and Calcutta. By 1895, India
had started building its own locomotives, and in 1896 sent
engineers and locomotives to help build the Uganda Railways.
In 1900, the GIPR became a government owned company. The
network spread to the modern day states of Assam, Rajasthan
and Andhra Pradesh and soon various independent kingdoms
began to have their own rail systems. In 1901, an early
Railway Board was constituted, but the powers were formally
invested under Lord Curzon. It served under the Department
of Commerce and Industry and had a government railway
official serving as chairman. For the first time in its history,
the Railways began to make a profit.
In 1907 almost all the rail companies were taken over by the
government. The following year, the first electric locomotive
made its appearance. With the arrival of World War I, the
railways were used to meet the needs of the British outside
India. With the end of the war, the railways were in a state of
disrepair and collapse.

In 1920, with the network having expanded to 61,220 km, a

need for central management was mooted by Sir William
Acworth. Based on the East India Railway Committee chaired
by Acworth, the government took over the management of
the Railways and detached the finance of the Railways from
other governmental revenues.The period between 1920 and
1929 was a period of economic boom. Following the Great
Depression, the company suffered economically for the next
eight years. The Second World War severely crippled the
railways. Trains were diverted to the Middle East and the
railways workshops were converted to ammunitions
workshops. By 1946 all rail systems had been taken over by
the government.

START OF INDIAN RAILWAYS

Following independence in 1947, India inherited a decrepit rail
network. About 40 per cent of the railways then passed
through the newly independent republic of Pakistan. A large
number of lines had to be rerouted through Indian Territory,
and new construction had to be undertaken. Underinvestment
and unproductive management and maintenance practices
have sharply curtailed growth in route length. A total of fortytwo separate railway systems, including thirty-two lines
owned by the former Indian princely states existed at the time
of independence spanning a total of 55,000 km. These were
amalgamated into the Indian Railways.
In 1951, the rail networks were abandoned in favour of zones.
A total of six zones came into being in 1952. As India
developed its economy, almost all railway production units

started to be built indigenously. Broad Gauge became the

standard, and the Railways began to electrify most lines to
AC.
In 1985, steam locomotives were phased out. Under Rajiv
Gandhi, reforms in the railways were carried out. In 1987,
computerisation of reservation first was carried out in Bombay
and in 1989 the train numbers were standardised to four
digits. In 1995 the entire railway reservation was
computerised through the railway's intranet. In 1998, the
Konkan Railway was opened, spanning difficult terrain through
the Western Ghats. A Kolkata Metro has been built, and was
followed by the Delhi Metro, with many other rapid transit
systems under construction or planning. Now in India the
longest super fast train is between Thiruvananthapuram to
Guwahati. Its distance is nearly 3000 km.

TECHNICAL DETAILS OF INDIAN RAILWAYS

TRACK AND GAUGE:
Indian railways uses four gauges, the 1,676 mm (5 ft 6 in)
broad gauge which is wider than the 1,435 mm (4 ft 8 12 in)
standard gauge; the 1,000 mm (3 ft 3 38 in) metre gauge; and
two narrow gauges, 762 mm (2 ft 6 in) and 610 mm (2 ft) .
Track sections are rated for speeds ranging from 75 to 160
km/h (47 to 99 mph).
The total length of track used by Indian Railways was about
114,000 km (71,000 mi) while the total route length of the
network was 64,215 km (39,901 mi) on 31 March 2011. About

33% of the route-kilometre and 44% of the total track

kilometre was electrified on 31 March 2011.

LOCOMOTIVES IN INDIA
Locomotives in India consist of ELECTRIC and DIESEL
locomotives. STEAM locomotives are no longer used, except in
heritage trains. Locomotives are also called locos or engines.

CLASSIFICATION OF LOCOMOTIVES:
In India, locomotives are classified according to their track
gauge, motive power, the work they are suited for and their
power or model number. The class name includes this
information about the locomotive. It comprises 4 or 5 letters.
The first letter denotes the track gauge. The second letter

denotes their motive power (Diesel or Electric) and the third

letter denotes the kind of traffic for which they are suited
(goods, passenger, mixed or shunting).
The fourth letter used to denote locomotives' chronological
model number. However, from 2002 a new classification
scheme has been adopted. Under this system, for newer
diesel locomotives, the fourth letter will denote their
horsepower range. Electric locomotives don't come under this
scheme and even all diesel locos are not covered.
A locomotive may sometimes have a fifth letter in its name
which generally denotes a technical variant or subclass or
subtype. This fifth letter indicates some smaller variation in
the basic model or series, perhaps different motors, or a
different manufacturer. With the new scheme for classifying
diesel locomotives the fifth item is a letter that further refines
the horsepower indication in 100 hp increments: 'A' for
100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a
WDM-3A refers to a 3100 hp loco, while a WDM-3F would be a
3600 hp loco.

TRANSMISSION TYPES OF DIESEL LOCOMOTIVES:

Unlike steam engines, internal combustion engines require a
transmission to power the wheels. The engine must be
allowed to continue to run when the locomotive is stopped.
1)DIESEL-MECHANICAL: A diesel-mechanical locomotive
uses a mechanical transmission in a fashion similar to
that employed in most road vehicles. This type of
transmission is generally limited to low-powered, low

speed shunting (switching) locomotives, lightweight

multiple units and self-propelled railcars. There is usually
a fluid coupling interposed between the engine and
gearbox, and the gearbox is often of the epicyclic
(planetary) type to permit shifting while under load.

2)DIESEL-ELECTRIC: In a Diesel-electric locomotive, the

Diesel engine drives an electrical generator whose output
provides power to the traction motors. There is no
mechanical connection between the engine and the
wheels. The important components of Diesel-electric
propulsion are the Diesel engine (also known as the prime
mover), the main generator, traction motors and a control
system consisting of the engine governor as well as

electrical and/or electronic components used to control or

modify the electrical supply to the traction motors,
including switchgear, rectifiers and other components.

INDIAN LOCOMOTIVE CLASS WDM-2

The class WDM-2 is Indian Railways' workhorse diesel

locomotive. The first units were imported fully built from the
American Locomotive Company (Alco) in 1962. Since 1964, it
has been manufactured in India by the Diesel Locomotive
Works (DLW), Varanasi. The model name stands for broad
gauge (W), diesel (D), mixed traffic (M) engine. The WDM-2 is
the most common diesel locomotive of Indian Railways.
The WDM-2A is a variant of the original WDM-2. These units
have been retro-fitted with air brakes, in addition to the
original vacuum brakes. The WDM-2B is a more recent
locomotive, built with air brakes as original equipment. The
WDM-2 locos have a maximum speed of 120 km/h (75 mph),
restricted to 100 km/h (62 mph) when run long hood forward the gear ratio is 65:18.

SPECIFICATIONS OF WDM-2:
Builders: Alco, DLW
Engine: Alco 251-B, V-16 cylinder, 2600hp (2430hp
site rating) with Alco 710/720 turbocharger. 1000rpm
max, 400rpm idle; 228mm x 266mm bore/stroke;
compression ratio 12.5:1. Direct fuel injection,
centrifugal pump cooling system (2457 l/min @
1000rpm), fan driven by eddy current clutch (86hp @
engine rpm 1000).
Governor: GE 17MG8 / Woodwards 8574-650.
Transmission: Electric, with BHEL TG 10931 AZ
generator (1000rpm, 770V, 4520A).
Traction motors: GE752 (original Alco models)
(405hp), BHEL 4906 BZ (AZ) (435hp) and (newer) 4907
AZ (with roller bearings)
Axle Load: 18.8 tonnes, total weight 112.8t.
Bogies: Alco design asymmetric cast frame trimount
(Co-Co) bogies (shared with WDS-6, WDM-7, WAM-4,
WCAM-1, WCG-2).
Starting TE: 30.4t, at adhesion 27%.
Gauge: 1,676mm
Wheel Diameter: 1,092mm
Wheelbase: 12,834mm
Total length: 17,120mm
Width: 2,864mm
Height: 4,185mm
Length over buffer beams: 15,862mm.
Distance between bogies: 10,516mm.

WORKING OF DIESEL LOCOMOTIVE

Most of the diesel locomotives (including WDM-2) are actually

Diesel Electric Locomotives. An internal combustion diesel
engine rotates an electric generator first, producing electric
current. The electricity thus produced by the generator is fed
to different electric motors, placed near to loco axles. This
motor output is connected mechanically to the wheels
through suitable gear systems.

POWER PACK (ENGINE) OF DIESEL

LOCOMOTIVE

This is the main power source for the locomotive. It

comprises a large cylinder block, with the cylinders arranged
in a V-shaped arrangement (generally V-12 or V-16). The
engine rotates the drive shaft at up to 1,000 rpm and this
drives the various items needed to power the locomotive. As
the transmission is electric, the engine is used as the power
source for the electricity generator or alternator, as it is called
nowadays.

CROSS SECTIONAL VIEW OF POWER PACK

ENGINE: Alco 251-B, V-16 cylinder, 2600hp (2430hp site

rating) with Alco 710/720 turbocharger. 1000rpm max, 400rpm
idle; 228mm x 266mm bore/stroke; compression ratio 12.5:1.
Direct fuel injection, centrifugal pump cooling system (2457
l/min @ 1000rpm)

TORQUE VALUES OF VARIOUS POWER PACK

FITTINGS

S.NO.
1
2
3
4
5
6

7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

PARTICULAR/ ITEM
GENERATOR MOUNTING BOLT
GENERATOR COUPLING BOLT
EXTENSION SHAFT MOUNTING BOLT
CAMSHAFT DAMPER SPECIAL NUT
CAMSHAFT ASSEMBLY BOLT
CYLINDER HEAD NUT
*1st STAGE
*2nd STAGE
*3rd STAGE
WATER JUMPER PIPE BOLT
AIR INLET ELBOW BOLT
AIR INLET SPECIAL NUT
WATER RISER BASE BOLT
WATER RISER U- CLAMP
ROCKER ARM ASSEMBLY BOLT
STRONG BACK BOLT
EXHAUST MANIFOLD CLAMP
EXHAUST PIPE (from cyl. head)
FIP SUPPORT CROSSHEAD BOLT
FIP FOUNDATION BOLT
FUEL BENZO (from header pipe)
WATER PUMP, LUBE OIL PUMP BASE
BOLT
ENGINE VIBRATION DAMPER DOWEL
BOLT
ENGINE VIBRATION DAMPER
ASSEMBLY BOLT

TORQUE VALUE
(lbs-ft)
1150
660-735
450-500
80-85
90
100
300
550
75
75
150
150
75
320
300
50
60
140-150
60
35
140-150
150
200

IMPORTANT SIZES OF ENGINE BLOCK

(All dimensions are in inches)

S.N
O.
1

PARTICULAR/ ITEM

LIMIT

8.498(min)
8.500(max)

8.496

5.998(min)
6.000(max)

5.996

0.010(min)
0.017(max)

0.035

CRANKSHAFT:
## CRANKSHAFT MAIN JOURNAL DIA

## CRANKSHAFT CRANKPIN DIA

## CRANKSHAFT THRUST CLEARANCE

NEW

BLOCK BORE:
## MAIN BORE WITHOUT SHELL

## CYLINDER BLOCK BORE

## OUTER DIA OF SLEEVE

## INTERFERENCE B/W SLEEVE & BLOCK

9.0355(min
)
9.0370(ma
x)
10.621(min
)
10.623(ma
x)
10.627(min
)
10.629(ma
x)
0.004(min)

9.035
9.0385

0.008(max)
## INTERNAL DIA OF SLEEVE AFTER
PRESSING

10.249(min
)
10.252(ma
x)

## OVALITY PERMISSIBLE

10.254

0.003(max)

CRANKSHAFT SPLIT GEAR:

## CRANKSHAFT KEY INTERFERENCE

## GEAR SIDE CLEARANCE

## SPLIT LINE CLEARANCE

0.0000(min
)
0.0005(ma
x)
0.007(min)
0.023(max)
0.0015(ma
x)

***All the dimensions and torque values of various engine

parts and fittings should be taken under consideration during
the power pack assembly process. The values should neither
be exceeded nor should be less than the standard values.
They should be kept within the provided range***

MAIN PARTS AND ACCESSORIES OF POWER

PACK
The POWER PACK (engine) of the diesel locomotive consists of
various parts and accessories fitted and attached to it. The
LUBE OIL SUMP, ENGINE BLOCK and HEADER are combined
together to form the power pack during the assembling
process of the power pack. Some of the most important parts
and accessories of the power pack are as follows:
LUBE OIL HEADER, LUBE OIL SCREEN, LUBE DRAIN PIPE, LUBE
OIL PUMP, WATER PUMP, S-PIPE, CRANKSHAFT, CAMSHAFT,
CONTROL SHAFT, EXTENSION SHAFT, CYLINDER LINER,
PISTONS, CYLINDER HEADS, ROCKER ARMS, PUSH RODS,
WATER JUMPER, WATER CHANNEL, WATER RISER, EXHAUST
MANIFOLD, COMPRESSION CHAMBER EXHAUSTER MOTOR,
GOVERNOR, FIP(FUEL INJECTION PUMP), CAMSHAFT GEAR,
SPLIT GEAR, TURBO SUPERCHARGER, AC(AFTER COOLING)
CORE, OIL CATCHER, VIBRATION DAMPER, INJECTOR NOZZLES,
INLET & EXHAUST VALVES, BUBBLE CRUSHERS, CROSSHEAD
and many more

DESCRIPTION:
LUBE OIL PUMP: This pump helps in the circulation of
the lube oil to various parts and accessories of the power
pack for the purpose of lubrication. It draws the lube oil
from lube oil header and circulates it with required
optimum pressure to various parts.
WATER PUMP: It is a type of centrifugal pump whose main
function is to circulate water through parts and
accessories of the power pack necessary to cool and
reduce the temperature by absorbing heat.

LUBE OIL SCREEN: It acts as a filter which helps in

filtering of the lube oil coming to the sump after
circulation to various parts. It separates impurities and
metal parts from the lube oil.

CRANKSHAFT: It is the important shaft of the power pack.

It is connected to the camshaft via split gear which is
connected to the camshaft gear. Also, on one end of the
crankshaft, the main generator is connected and on the
other end an extension shaft is being fitted which drives
the expressor.

 EXPRESSOR: The expressor (Combined compressor and

exhauster) unit produces vacuum and the constant
supply of compressed air for the locomotive and train
brakes and for various accessories.
CAMSHAFT: The two camshafts are driven by the
crankshaft by the split gear. The camshafts have three
lobes for operating the inlet valves, the exhaust valves
and the FIP. They are located on each side of the Vshaped engine cylinders.

TURBO SUPERCHARGER: Turbo charger is basically a

turbine powered by the residual energy of the exhaust
gases from the engine. The turbine in turn runs a
compressor which compresses the intake air, thus

providing more oxygen for combustion. As a result more

power can be extracted from the same engine block. The
main advantage of the turbocharger is that it gives more
power with no increase in fuel costs because it uses
exhaust gas as drive power.

FUEL INJECTION PUMP: Ignition in a diesel engine is

achieved by compressing air inside a cylinder until it gets
very hot and then injecting a fine spray of fuel oil to
cause a miniature explosion. The explosion forces down
the piston in the cylinder and this turns the crankshaft.
To get the fine spray needed for successful ignition the
fuel has to be pumped into the cylinder at high pressure.
The fuel injection pump is operated by a cam. The fuel is
pumped into an injector, which gives the fine spray of fuel
required in the cylinder for combustion.

COMPRESSION CHAMBER EXHAUSTER MOTOR: Due to

wear out of the piston rings, certain amount of
compressed gases escapes to the sump. This motor helps

in escaping of these blowby gases from the sump to avoid

explosion and other harmful effects. This motor is also
known as the CC MOTOR.

GOVERNOR: Once a diesel engine is running, the engine

speed is monitored and controlled through a governor.
The governor ensures that the engine speed stays high
enough to idle at the right speed and that the engine
speed will not rise too high when full power is
demanded. The governor consists of a rotating shaft,
which is driven by the diesel engine. A pair of flyweights
is linked to the shaft and they rotate as it rotates. The
centrifugal force caused by the rotation causes the
weights to be thrown outwards as the speed of the shaft
rises. The flyweights are linked to a collar fitted around
the shaft by a pair of arms. As the weights move out, so
the collar rises on the shaft. If the weights move inwards,
the collar moves down the shaft. The movement of the
collar is used to operate the fuel rack lever controlling the
amount of fuel supplied to the engine by the injectors.

 OIL CATCHER: It is mounted on the generator side to

avoid the any lube oil entering the generator parts as it
may damage the generator. It catches the lube oil and
drain it to the sump.

EXHAUST MANIFOLD: It helps in the collection of burnt

exhaust gases from various cylinders of the power pack
and transfer it to the turbo supercharger. These exhaust
gases drives the turbine of the turbocharger.

VIBRATION DAMPERS: The function of vibration damper is

to damp the oscillatory and rotator vibrations that are
caused due to the movement of the crankshaft and other
rotator parts of the power pack.

MAIN GENERATOR: The diesel engine drives the main

generator which provides the power to move the train.
The generator generates electricity which is used to
provide power for the traction motors mounted on the
trucks (bogies). Due to recent development, the
replacement of the generator by an alternator is going
on.

 AUXILIARY GENERATOR: Locomotives used to operate

passenger trains are equipped with an auxiliary
alternator. This provides power for lighting, heating, air
conditioning, dining facilities etc. on the train. The output
is transmitted along the train through an auxiliary power
line.

REFERENCES

www.wikipedia.com
www.google.com
www.howstuffworks.com
www.irfca.org
www.indianrailways.com
www.irtsa.net
www.nrcnwlko.gov.in