report on loco workshop ajmer
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About This Presentation
Training/Industrial Report on northwestern railway ajmer
Slide Content
A
Industrial Report
On
Northwestern Railway
Loco workshop
Submitted to the
Bikaner Technical University, Bikaner
In partial fulfillment of the requirement
for the award of the Degree of
Bachelor of Technology
In
Mechanical Engineering
Guided by: Submitted by:
Pankaj Jain Yash Raj Singh
H.O.D 18EAJME025
Department of Mechanical Engineering
Aryabhatta college of engineering and research center,
Ajmer
2021-2022
Industrial Report
On
Northwestern Railway
Loco workshop
Submitted to the
Bikaner Technical University, Bikaner
In partial fulfillment of the requirement
for the award of the Degree of
Bachelor of Technology
In
Mechanical Engineering
Guided by: Submitted by:
Pankaj Jain Yash Raj Singh
H.O.D 18EAJME025
Department of Mechanical Engineering
Aryabhatta college of engineering and research center,
Ajmer
2021-2022
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
2
Industrial Report
CERTIFICATE
2
Industrial Report
CERTIFICATE
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
3
Industrial Report
PREFACE
Indian Railways Maintenance Manual for Diesel Loco, popularly known
as “White Manual”, was published in the year 1978. However, since then
a number of technological advancements such as: MBCS, MCBG,
PTLOC, Moatti filters, Centrifuges, Air dryers, RSB, Mechanically
bonded radiator cores, AC motors, Bag type air intake filters, upgraded
compressors, Stiffer Unit Camshafts, 251 + cylinder heads, Steel cap
single bolt 11.75 CR pistons, high efficiency Turbochargers, etc., have
been incorporated in the diesel loco design.
New variants on WDM2 platform viz: WDM3A, WDG3A, WDM3D,
WDM3F have been introduced in the last 15 years. High horse power
locos viz: WDG4/4D WDP4/4B/4D, etc., based on advanced technology
(AC-AC traction, Computer Controller Brakes, Microprocessor Control
System) have been inducted in large numbers. One prototype WDG5
loco, upgraded version of WDG4, has also been manufactured. These
HHP locos are going to be the main workhorse of Indian Railways.
Maintenance requirement of these technologically advanced locos is
different from old traditional ones. At the same time number of diesel
locos homed in diesel sheds has gone up manifold which requires
different organization set up.
Introduction of such advanced technology diesel locos on Indian
Railways over a period of time has necessitated a paradigm shift in
maintenance philosophy, retaining the essence of matured knowledge
gained over years.
This new look ‘White Manual’ shall supplement the long felt need of
Transport Engineers of not only having a documented set of guidelines
and instructions in consonance with the present scenario, but would also
act as a harbinger in their pursuit of knowledge.
Railway Board had nominated a committee of six officers for review of
“White Manual” and laid down broad objectives. The revision and
updating of this manual have been done accordingly.
3
Industrial Report
PREFACE
Indian Railways Maintenance Manual for Diesel Loco, popularly known
as “White Manual”, was published in the year 1978. However, since then
a number of technological advancements such as: MBCS, MCBG,
PTLOC, Moatti filters, Centrifuges, Air dryers, RSB, Mechanically
bonded radiator cores, AC motors, Bag type air intake filters, upgraded
compressors, Stiffer Unit Camshafts, 251 + cylinder heads, Steel cap
single bolt 11.75 CR pistons, high efficiency Turbochargers, etc., have
been incorporated in the diesel loco design.
New variants on WDM2 platform viz: WDM3A, WDG3A, WDM3D,
WDM3F have been introduced in the last 15 years. High horse power
locos viz: WDG4/4D WDP4/4B/4D, etc., based on advanced technology
(AC-AC traction, Computer Controller Brakes, Microprocessor Control
System) have been inducted in large numbers. One prototype WDG5
loco, upgraded version of WDG4, has also been manufactured. These
HHP locos are going to be the main workhorse of Indian Railways.
Maintenance requirement of these technologically advanced locos is
different from old traditional ones. At the same time number of diesel
locos homed in diesel sheds has gone up manifold which requires
different organization set up.
Introduction of such advanced technology diesel locos on Indian
Railways over a period of time has necessitated a paradigm shift in
maintenance philosophy, retaining the essence of matured knowledge
gained over years.
This new look ‘White Manual’ shall supplement the long felt need of
Transport Engineers of not only having a documented set of guidelines
and instructions in consonance with the present scenario, but would also
act as a harbinger in their pursuit of knowledge.
Railway Board had nominated a committee of six officers for review of
“White Manual” and laid down broad objectives. The revision and
updating of this manual have been done accordingly.
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
4
Industrial Report
ACKNOWLEDGEMENT
“Inspiration and motivation have always played a key role in the success
of any venture.”
Success in such comprehensive report can’t be achieved single handed.
It is the team effort that sail the ship to the coast.
It gives me immense pleasure to express my gratitude to the department
of Mechanical Engineering for their prudent response in course of
completing my training report. I am highly indebted to, Mr. MUKESH
KUMER and Mr. SUNIL GOYAL, their guidance and whole hearted
inspiration; it has been of the greatest help in bringing out
the work in the present shape. The direction, advice, discussion and
constant encouragement given by them has been so helpful in completing
the work successfully.
This training wasn’t possible if HOD of mechanical department Mr.
PANKAJ JAIN wouldn’t have allowed us in the first place, so thanks to
her as well.
Yash Raj Singh
18EAJME025
B.Tech
IV Year Mechanical Engineering
4
Industrial Report
ACKNOWLEDGEMENT
“Inspiration and motivation have always played a key role in the success
of any venture.”
Success in such comprehensive report can’t be achieved single handed.
It is the team effort that sail the ship to the coast.
It gives me immense pleasure to express my gratitude to the department
of Mechanical Engineering for their prudent response in course of
completing my training report. I am highly indebted to, Mr. MUKESH
KUMER and Mr. SUNIL GOYAL, their guidance and whole hearted
inspiration; it has been of the greatest help in bringing out
the work in the present shape. The direction, advice, discussion and
constant encouragement given by them has been so helpful in completing
the work successfully.
This training wasn’t possible if HOD of mechanical department Mr.
PANKAJ JAIN wouldn’t have allowed us in the first place, so thanks to
her as well.
Yash Raj Singh
18EAJME025
B.Tech
IV Year Mechanical Engineering
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
5
Industrial Report
TABLE OF CONTENTS
S. N CONTEXT PAGE
1 CERTIFICATE 2
2 PREFACE 3
3 ACKNOWLEDGEMENT 4
4 LIST OF TABLES 7
5 LIST OF FIGURES 8
6 CHAPTER-1 …. INTRRODUTION OF
INDIAN RAILWAY
9-13
7 CHAPTER-2 …. ORGANIZATION
STRUTURE OF INDIAN RAILWAYS ,
AJMER
14
8 CHAPTER-3 …. BREIF
INTRODUCTION OF DIESEL LOCO
AND WAGON WORKSHOP
15-16
9 CHAPTER-4 …. ORGANIZATION
STRUCTURE OF DIESEL LOCO AND
WAGON WORKSHOP, AJMER
17
10 CHAPTER-5 …. DIESEL SHOP 18-28
11 CHAPTER-6 …. WHEEL SHOP 29-31
12 CHAPTER-7 …. BOGIE SHOP 32-36
5
Industrial Report
TABLE OF CONTENTS
S. N CONTEXT PAGE
1 CERTIFICATE 2
2 PREFACE 3
3 ACKNOWLEDGEMENT 4
4 LIST OF TABLES 7
5 LIST OF FIGURES 8
6 CHAPTER-1 …. INTRRODUTION OF
INDIAN RAILWAY
9-13
7 CHAPTER-2 …. ORGANIZATION
STRUTURE OF INDIAN RAILWAYS ,
AJMER
14
8 CHAPTER-3 …. BREIF
INTRODUCTION OF DIESEL LOCO
AND WAGON WORKSHOP
15-16
9 CHAPTER-4 …. ORGANIZATION
STRUCTURE OF DIESEL LOCO AND
WAGON WORKSHOP, AJMER
17
10 CHAPTER-5 …. DIESEL SHOP 18-28
11 CHAPTER-6 …. WHEEL SHOP 29-31
12 CHAPTER-7 …. BOGIE SHOP 32-36
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
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Industrial Report
13 CHAPTER-8 …. WAGON REBULDING
SHOP
37-39
14 CHAPTER-9 …. MACHINE SHOP 40-43
15 CHAPTER-10 …. INSPECTION 44-47
16 CHAPTER-11 …. AMM (LOCO SHOP) 48-52
17 CHAPTER-12 …. CONCLUSION 53
18 REFERENCE 54
6
Industrial Report
13 CHAPTER-8 …. WAGON REBULDING
SHOP
37-39
14 CHAPTER-9 …. MACHINE SHOP 40-43
15 CHAPTER-10 …. INSPECTION 44-47
16 CHAPTER-11 …. AMM (LOCO SHOP) 48-52
17 CHAPTER-12 …. CONCLUSION 53
18 REFERENCE 54
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
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Industrial Report
LIST OF TABLES
S. N TABLE PAGE
1.
(table 1.1) 11
2.
(Table 6.1 list of wheels dimension) 29
3.
(Table 6.2 list of wheels) 29
7
Industrial Report
LIST OF TABLES
S. N TABLE PAGE
1.
(table 1.1) 11
2.
(Table 6.1 list of wheels dimension) 29
3.
(Table 6.2 list of wheels) 29
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
8
Industrial Report
LIST OF FIGURES
S. N FIGURE PAGE
1. Figure 2.1 14
2. Figure 3.1 15
3. Figure 4.1 17
4. Figure 5.1 22
5. Figure 5.2 23
6. Figure 5.3 24
7. Figure 5.4 25
8. Figure 5.5 26
9. Figure 5.6 26
10. Figure 5.7 27
11. Figure 5.8 27
12. Figure 5.9 28
13. Figure 6.1 30
14. Figure 6.2 31
15. Figure 6.3 31
16. Figure 7.1 32
17. Figure 7.2 34
18. Figure 7.3 36
19. Figure 9.1 41
20. Figure 9.2 42
21. Figure 9.3 42
22. Figure 9.4 43
23. Figure 9.5 43
8
Industrial Report
LIST OF FIGURES
S. N FIGURE PAGE
1. Figure 2.1 14
2. Figure 3.1 15
3. Figure 4.1 17
4. Figure 5.1 22
5. Figure 5.2 23
6. Figure 5.3 24
7. Figure 5.4 25
8. Figure 5.5 26
9. Figure 5.6 26
10. Figure 5.7 27
11. Figure 5.8 27
12. Figure 5.9 28
13. Figure 6.1 30
14. Figure 6.2 31
15. Figure 6.3 31
16. Figure 7.1 32
17. Figure 7.2 34
18. Figure 7.3 36
19. Figure 9.1 41
20. Figure 9.2 42
21. Figure 9.3 42
22. Figure 9.4 43
23. Figure 9.5 43
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
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Industrial Report
CHAPTER-1
INTRODUCTION
1.1 INDIAN RAILWAYS
Indian Railways (IR) is the state-owned railway company of India. Indian Railways
had, until very recently, a monopoly on the country's rail transport. It is one of the
largest and busiest rail networks in the world, transporting just over six billion
passengers and almost 750 million tonnes of freight annually. IR is the world's
largest commercial or utility employer, with more than 1.6 million employees.
The railways traverse through the length and width of the country; the routes cover
a total length of 63,940 km (39,230 miles). As of 2005 IR owns a total of 216,717
wagons, 39,936 coaches and 7,339 locomotives and runs a total of 14,244 trains
daily, including about 8,002 passenger trains .
Railways were first introduced to India in 1853. By 1947, the year of India
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.
Indian Railways operates both long distance and suburban rail systems.
1.2 HISTORY
A plan for a rail system in India was first put forward in 1832, but no further steps
were taken for more than a decade. In 1844, the Governor-General of India Lord
Harding allowed private entrepreneurs to set up a rail system in India. Two new
railway companies were created and the east Indian company was asked to assist
them. Interest from investors in the UK led to the rapid creation of a rail system over
the next few years. The first train in India became operational on 1851- 12-22, and
was used for the hauling of construction material in Roorkee. A year and a half later,
on 1853- 04-16, the first passenger train service was inaugurated between Bori
Bunder, Bombay and Thana. Covering a distance of 34 km (21 miles), it was hauled
by three locomotives, Sahib, Sindh and Sultan. This was the formal birth of railways
in India.
9
Industrial Report
CHAPTER-1
INTRODUCTION
1.1 INDIAN RAILWAYS
Indian Railways (IR) is the state-owned railway company of India. Indian Railways
had, until very recently, a monopoly on the country's rail transport. It is one of the
largest and busiest rail networks in the world, transporting just over six billion
passengers and almost 750 million tonnes of freight annually. IR is the world's
largest commercial or utility employer, with more than 1.6 million employees.
The railways traverse through the length and width of the country; the routes cover
a total length of 63,940 km (39,230 miles). As of 2005 IR owns a total of 216,717
wagons, 39,936 coaches and 7,339 locomotives and runs a total of 14,244 trains
daily, including about 8,002 passenger trains .
Railways were first introduced to India in 1853. By 1947, the year of India
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.
Indian Railways operates both long distance and suburban rail systems.
1.2 HISTORY
A plan for a rail system in India was first put forward in 1832, but no further steps
were taken for more than a decade. In 1844, the Governor-General of India Lord
Harding allowed private entrepreneurs to set up a rail system in India. Two new
railway companies were created and the east Indian company was asked to assist
them. Interest from investors in the UK led to the rapid creation of a rail system over
the next few years. The first train in India became operational on 1851- 12-22, and
was used for the hauling of construction material in Roorkee. A year and a half later,
on 1853- 04-16, the first passenger train service was inaugurated between Bori
Bunder, Bombay and Thana. Covering a distance of 34 km (21 miles), it was hauled
by three locomotives, Sahib, Sindh and Sultan. This was the formal birth of railways
in India.
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
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Industrial Report
The British government encouraged new railway companies backed by private
investors under a scheme that would guarantee an annual return of five percent during
the initial years of operation. Once established, the company would be transferred to
the government, with the original company retaining operational control. The route
mileage of this network was about 14,500 km (9,000 miles) by 1880, 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 Railway.
Soon various independent kingdoms built their own rail systems and the network
spread to the regions that became the modern-day states of Assam, Rajasthan
and Andhra Pradesh. A Railway Board was constituted in 1901, but decision-making
power was retained by the Viceroy, Lord Curzon. The Railway Board operated under
aegis of the Department of Commerce and Industry and had three members: a
government railway official serving as chairman, a railway manager from England
and an agent of one of the company railways. For the first time in its history, the
Railways began to make a tidy profit. In 1907, almost all the rail companies were
taken over by the government.
The following year, the first electric locomotive appeared. With the arrival of
the Frist World War, the railways were used to meet the needs of the British outside
India. By the end of the First World War, the railways had suffered immensely and
were in a poor state. The government took over the management of the Railways and
removed the link between the financing of the Railways and other governmental
revenues in 1920, a practice that continues to date with a separate railway budget.
The Second World War severely crippled the railways as trains were diverted to
the Middle War, and the railway workshops were converted into munitions
workshops. At the time of independence in 1947, a large portion of the railways went
to the then newly formed Pakistan. A total of forty-two separate railway systems,
including thirty-two lines owned by the former Indian princely states, were
amalgamated as a single unit which was christened as the Indian Railways.
The existing rail networks were abandoned in favour of zones in 1951 and a total of
six zones came into being in 1952. As the economy of India improved, almost all
railway production units were indigenised. By 1985, steam locomotives were phased
10
Industrial Report
The British government encouraged new railway companies backed by private
investors under a scheme that would guarantee an annual return of five percent during
the initial years of operation. Once established, the company would be transferred to
the government, with the original company retaining operational control. The route
mileage of this network was about 14,500 km (9,000 miles) by 1880, 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 Railway.
Soon various independent kingdoms built their own rail systems and the network
spread to the regions that became the modern-day states of Assam, Rajasthan
and Andhra Pradesh. A Railway Board was constituted in 1901, but decision-making
power was retained by the Viceroy, Lord Curzon. The Railway Board operated under
aegis of the Department of Commerce and Industry and had three members: a
government railway official serving as chairman, a railway manager from England
and an agent of one of the company railways. For the first time in its history, the
Railways began to make a tidy profit. In 1907, almost all the rail companies were
taken over by the government.
The following year, the first electric locomotive appeared. With the arrival of
the Frist World War, the railways were used to meet the needs of the British outside
India. By the end of the First World War, the railways had suffered immensely and
were in a poor state. The government took over the management of the Railways and
removed the link between the financing of the Railways and other governmental
revenues in 1920, a practice that continues to date with a separate railway budget.
The Second World War severely crippled the railways as trains were diverted to
the Middle War, and the railway workshops were converted into munitions
workshops. At the time of independence in 1947, a large portion of the railways went
to the then newly formed Pakistan. A total of forty-two separate railway systems,
including thirty-two lines owned by the former Indian princely states, were
amalgamated as a single unit which was christened as the Indian Railways.
The existing rail networks were abandoned in favour of zones in 1951 and a total of
six zones came into being in 1952. As the economy of India improved, almost all
railway production units were indigenised. By 1985, steam locomotives were phased
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
11
Industrial Report
out in favour of diesel and electric locomotives. The entire railway reservation
system was streamlined with computerisation in 1995.
1.3 RAILWAY ZONE
No. Name Abbr. Headquarters Date established
1. Northern Railway NR Delhi April 14, 1952
2. North Eastern Railway NER Gorakhpur 1952
3. Northeast Frontier
Railway
NFR Maligaon(Guwahati) 1958
4. Eastern Railway ER Kolkata April, 1952
5. South Eastern Railway SER Kolkata 1955,
6. South Central Railway SCR Secunderabad October 2, 1966
7. Southern Railway SR Chennai April 14, 1951
8. Central Railway CR Mumbai November 5,
1951
9. Western Railway WR Mumbai November 5,
1951
10. South Western Railway SWR Hubli April 1, 2003
11. North Western Railway NWR Jaipur Oct 1, 2002
12. West Central Railway WCR Jabalpur April 1, 2003
13. North Central Railway NCR Allahabad April 1, 2003
14. South East Central
Railway
SECR Bilaspur, CG April 1, 2003
15. East Coast Railway ECoR Bhubaneswar April 1, 2003
16. East Central Railway ECR Hajipur Oct 1, 2002
17. Konkan Railway† KR Navi Mumbai Jan 26, 1998
(table 1.1)
11
Industrial Report
out in favour of diesel and electric locomotives. The entire railway reservation
system was streamlined with computerisation in 1995.
1.3 RAILWAY ZONE
No. Name Abbr. Headquarters Date established
1. Northern Railway NR Delhi April 14, 1952
2. North Eastern Railway NER Gorakhpur 1952
3. Northeast Frontier
Railway
NFR Maligaon(Guwahati) 1958
4. Eastern Railway ER Kolkata April, 1952
5. South Eastern Railway SER Kolkata 1955,
6. South Central Railway SCR Secunderabad October 2, 1966
7. Southern Railway SR Chennai April 14, 1951
8. Central Railway CR Mumbai November 5,
1951
9. Western Railway WR Mumbai November 5,
1951
10. South Western Railway SWR Hubli April 1, 2003
11. North Western Railway NWR Jaipur Oct 1, 2002
12. West Central Railway WCR Jabalpur April 1, 2003
13. North Central Railway NCR Allahabad April 1, 2003
14. South East Central
Railway
SECR Bilaspur, CG April 1, 2003
15. East Coast Railway ECoR Bhubaneswar April 1, 2003
16. East Central Railway ECR Hajipur Oct 1, 2002
17. Konkan Railway† KR Navi Mumbai Jan 26, 1998
(table 1.1)
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
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Industrial Report
1.4 PASSENGER SERVICE
Indian Railways operates 8,702 passenger trains and transports around five billion
annually across twenty-seven states and three union territories (Delhi, Pondicherry
and Chandigarh). Sikkim is the only state not connected.
The passenger division is the most preferred form of long-distance transport in most
of the country. In South India and North-East India however, buses are the preferred
mode of transport for medium to long distance transport.
A standard passenger train consists of eighteen coaches, but some popular trains can
have up to 24 coaches. Coaches are designed to accommodate anywhere from 18 to
72 passengers, but may actually accommodate many more during the holiday seasons
and on busy routes. The coaches in use are vestibules, but some of these may be
dummied on some trains for operational reasons. Freight trains use a large variety of
wagons.
Each coach has different accommodation class; the most popular being the sleeper
class. Up to nine of these type coaches are usually coupled. Air-conditioned coaches
are also attached, and a standard train may have between three and five air-
conditioned coaches.
Overcrowding is the most widely faced problem with Indian Railways. In the holiday
seasons or on long weekends, trains are usually packed more than their prescribed
limit. Ticket-less travel, which results in large losses for the IR, is also an additional
problem faced
1.5 CURRENT PROBLEM
Indian railways suffer from deteriorating finances and lack the funds for future
investment. Last year, India spent $28 billion, or 3.6% of GDP, on infrastructure.
The main problem plaguing the Railways is the high accident rate which stands at
about three hundred a year. Although accidents such as derailment and collisions are
less common in recent times, many are run over by trains, especially in crowded
areas. Indian Railways have accepted the fact that given the size of operations,
12
Industrial Report
1.4 PASSENGER SERVICE
Indian Railways operates 8,702 passenger trains and transports around five billion
annually across twenty-seven states and three union territories (Delhi, Pondicherry
and Chandigarh). Sikkim is the only state not connected.
The passenger division is the most preferred form of long-distance transport in most
of the country. In South India and North-East India however, buses are the preferred
mode of transport for medium to long distance transport.
A standard passenger train consists of eighteen coaches, but some popular trains can
have up to 24 coaches. Coaches are designed to accommodate anywhere from 18 to
72 passengers, but may actually accommodate many more during the holiday seasons
and on busy routes. The coaches in use are vestibules, but some of these may be
dummied on some trains for operational reasons. Freight trains use a large variety of
wagons.
Each coach has different accommodation class; the most popular being the sleeper
class. Up to nine of these type coaches are usually coupled. Air-conditioned coaches
are also attached, and a standard train may have between three and five air-
conditioned coaches.
Overcrowding is the most widely faced problem with Indian Railways. In the holiday
seasons or on long weekends, trains are usually packed more than their prescribed
limit. Ticket-less travel, which results in large losses for the IR, is also an additional
problem faced
1.5 CURRENT PROBLEM
Indian railways suffer from deteriorating finances and lack the funds for future
investment. Last year, India spent $28 billion, or 3.6% of GDP, on infrastructure.
The main problem plaguing the Railways is the high accident rate which stands at
about three hundred a year. Although accidents such as derailment and collisions are
less common in recent times, many are run over by trains, especially in crowded
areas. Indian Railways have accepted the fact that given the size of operations,
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
13
Industrial Report
eliminating accidents is an unrealistic goal, and at best they can only minimise the
accident rate. Human error is the primary cause (83%) blamed for mishaps. The
Konkan Railway route suffers from landslides in the monsoon season, which has
caused fatal accidents in the recent past.
Contributing to the Railways' problems are the antiquated communication, safety and
signalling equipment. One area of upgrading badly required is an automated
signalling system to prevent crashes. A number of train accidents happened due to a
manual system of signals between stations. However, the changeover to a new
system would require a substantial investment. It is felt that this would be required
given the gradual increase in train speeds and lengths, that would make accidents
more dangerous. In the latest instances of signalling control by means of interlinked
stations (e.g., Chennai - Washerman pet), failure-detection circuits are provided for
each track circuit and signal circuit with notification to the signal control centres in
case of problems . However, this is available in a very small subset of the total
Railways. Aging colonial-era bridges and century-old tracks also require regular
maintenance and upgrading.
In many places, pedestrians, vehicles or cyclists may cut across the tracks to save
time, causing a safety hazard to the railways. Most railway land in India is not fenced
or restricted in any way, allowing free trespass. In rural areas, cattle and other
animals may stray onto the tracks, posing a much more serious safety hazard to fast-
moving trains.
13
Industrial Report
eliminating accidents is an unrealistic goal, and at best they can only minimise the
accident rate. Human error is the primary cause (83%) blamed for mishaps. The
Konkan Railway route suffers from landslides in the monsoon season, which has
caused fatal accidents in the recent past.
Contributing to the Railways' problems are the antiquated communication, safety and
signalling equipment. One area of upgrading badly required is an automated
signalling system to prevent crashes. A number of train accidents happened due to a
manual system of signals between stations. However, the changeover to a new
system would require a substantial investment. It is felt that this would be required
given the gradual increase in train speeds and lengths, that would make accidents
more dangerous. In the latest instances of signalling control by means of interlinked
stations (e.g., Chennai - Washerman pet), failure-detection circuits are provided for
each track circuit and signal circuit with notification to the signal control centres in
case of problems . However, this is available in a very small subset of the total
Railways. Aging colonial-era bridges and century-old tracks also require regular
maintenance and upgrading.
In many places, pedestrians, vehicles or cyclists may cut across the tracks to save
time, causing a safety hazard to the railways. Most railway land in India is not fenced
or restricted in any way, allowing free trespass. In rural areas, cattle and other
animals may stray onto the tracks, posing a much more serious safety hazard to fast-
moving trains.
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
14
Industrial Report
CHAPTER-2
ORGANIZATION STRUTURE OF INDIAN RAILWAYS
(figure 2.1)
14
Industrial Report
CHAPTER-2
ORGANIZATION STRUTURE OF INDIAN RAILWAYS
(figure 2.1)
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CHAPTER-3
BREIF INTRODUCTION OF DIESEL LOCO AND WAGON
WORKSHOP, AJMER
3.1 BRIEF HISTORY OF “AJMER GROUP OF WORKSHOPS”
The foundation of prestigious Central Workshop was laid in 1876 and established in
1877 to undertake repairs and manufacture of steam locomotives, carriages and
wagons of Rajputana- Malwa MG system. Carriage and Wagon activity was shifted
in 1884 to south of this shop. It had privilege of producing 467 steam locomotives
during 1896-1949, including 20 BG locomotives Works. The workshop started
POH/IOH of steam locomotives in 1884. POH of MG Diesel locomotives started in
1979. POH of MG steam Locos was stopped in May 1995. MG Wagon POH activity
was shifted from C&W Workshop to Loco Workshop with effect from Jan. 2000.
Loco Workshop has been renamed as Diesel Loco and Wagon Workshop and C&W
Shop as Carriage Shop
(Fig 3.1 Diesel Loco & Wagon Workshop, Ajmer)
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CHAPTER-3
BREIF INTRODUCTION OF DIESEL LOCO AND WAGON
WORKSHOP, AJMER
3.1 BRIEF HISTORY OF “AJMER GROUP OF WORKSHOPS”
The foundation of prestigious Central Workshop was laid in 1876 and established in
1877 to undertake repairs and manufacture of steam locomotives, carriages and
wagons of Rajputana- Malwa MG system. Carriage and Wagon activity was shifted
in 1884 to south of this shop. It had privilege of producing 467 steam locomotives
during 1896-1949, including 20 BG locomotives Works. The workshop started
POH/IOH of steam locomotives in 1884. POH of MG Diesel locomotives started in
1979. POH of MG steam Locos was stopped in May 1995. MG Wagon POH activity
was shifted from C&W Workshop to Loco Workshop with effect from Jan. 2000.
Loco Workshop has been renamed as Diesel Loco and Wagon Workshop and C&W
Shop as Carriage Shop
(Fig 3.1 Diesel Loco & Wagon Workshop, Ajmer)
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3.2 Carriage and Wagon workshop:
It was built in 1884 for repair and manufacture of carriage and wagon for the
“Rajputana Malwa” Railway. This Workshop has proud privilege of being the first
workshop in the country to set up facilities in1902 for production of steel castings.
The manufacturing of new coaching and wagon stock continued in this workshop till
the setting up of Integral Coach Factory and till development of certain private and
public sector factories for manufacture of wagons. This workshop was modernized
during 1986-92 at a cost of Rs.31.81 Crores. Gauge conversion in the workshop took
place in 1995-96. It is currently carrying out POH of 124 BG coaches/Month, POH
of 75 BG Wagons/Month, POH of 27 Diesel Locomotive Engines/Year,
DEMU/SPART etc. This workshop also carries out POH of Palace on Wheel and
Royal Orient Express. This activity of Wagon & Diesel was shifted to Diesel Loco
and Wagon Workshop.
3.3Electrical Workshop:
It had two portions - the main electrical workshop looking after the power
requirement of the entire Ajmer Group of Workshops complex of North Western
Railway and the electrical portion of overhauling of the coaching stock; and electrical
Production Shop for manufacture of train lighting equipment and allied accessories.
It is headed by Dy. CEE (Workshop).
3.4 Central Chemical & Metallurgical laboratory:
Chemical and Metallurgical Organization has its Central laboratory at Ajmer with its
06 field laboratories situated in different Workshops, Diesel Shed and ROH/Sick line
Depots of North Western Railway. This organization is playing a pivotal role towards
quality and reliability of goods and passenger trains by way of conducting quality
assurance and quality control tests and rendering advisory services on chemical &
metallurgical aspects. It is headed by Sr. CMT.
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3.2 Carriage and Wagon workshop:
It was built in 1884 for repair and manufacture of carriage and wagon for the
“Rajputana Malwa” Railway. This Workshop has proud privilege of being the first
workshop in the country to set up facilities in1902 for production of steel castings.
The manufacturing of new coaching and wagon stock continued in this workshop till
the setting up of Integral Coach Factory and till development of certain private and
public sector factories for manufacture of wagons. This workshop was modernized
during 1986-92 at a cost of Rs.31.81 Crores. Gauge conversion in the workshop took
place in 1995-96. It is currently carrying out POH of 124 BG coaches/Month, POH
of 75 BG Wagons/Month, POH of 27 Diesel Locomotive Engines/Year,
DEMU/SPART etc. This workshop also carries out POH of Palace on Wheel and
Royal Orient Express. This activity of Wagon & Diesel was shifted to Diesel Loco
and Wagon Workshop.
3.3Electrical Workshop:
It had two portions - the main electrical workshop looking after the power
requirement of the entire Ajmer Group of Workshops complex of North Western
Railway and the electrical portion of overhauling of the coaching stock; and electrical
Production Shop for manufacture of train lighting equipment and allied accessories.
It is headed by Dy. CEE (Workshop).
3.4 Central Chemical & Metallurgical laboratory:
Chemical and Metallurgical Organization has its Central laboratory at Ajmer with its
06 field laboratories situated in different Workshops, Diesel Shed and ROH/Sick line
Depots of North Western Railway. This organization is playing a pivotal role towards
quality and reliability of goods and passenger trains by way of conducting quality
assurance and quality control tests and rendering advisory services on chemical &
metallurgical aspects. It is headed by Sr. CMT.
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CHAPTER-4
ORGANIZATION STRUCTURE OF DIESEL LOCO AND
WAGON WORKSHOP, AJMER
(4.1 figure)
CWM
(Chief Workshop Manager)
Dy. CME (loco)
(Deputy chief Mechanical engineer)
Dy. CME(W)
• Wagon Repair
body
• WRB-Ⅰ (08)
• WRB-Ⅱ (09)
• Wheel Shop
• Bogie Shop (07)
• Auxiliary Shop
• MWR (10)
AWM (DSL)-Ⅰ
AWM (DSL)- Ⅱ
AMM
(LOCO)
AMM
(Store)
All DSL Shop Section
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CHAPTER-4
ORGANIZATION STRUCTURE OF DIESEL LOCO AND
WAGON WORKSHOP, AJMER
(4.1 figure)
CWM
(Chief Workshop Manager)
Dy. CME (loco)
(Deputy chief Mechanical engineer)
Dy. CME(W)
• Wagon Repair
body
• WRB-Ⅰ (08)
• WRB-Ⅱ (09)
• Wheel Shop
• Bogie Shop (07)
• Auxiliary Shop
• MWR (10)
AWM (DSL)-Ⅰ
AWM (DSL)- Ⅱ
AMM
(LOCO)
AMM
(Store)
All DSL Shop Section
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CHAPTER-5
DIESEL SHOP
5.1 INTRODUCTION
5.1.1 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
devote their horsepower range. Electric locomotives don't come under this scheme
and even all diesel locos are not covered. For them this letter denotes their model
number as usual.
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 (as mentioned
above) 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 WDP-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
5.1.2 Nomenclature of Locomotive:
The first letter (gauge)
1. W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft. 6 in)
2. Y – meter gauge (the "Y" stands for Yard Gauge - 3 ft. or 1000mm)
3. Z – narrow gauge (2 ft. 6 in)
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CHAPTER-5
DIESEL SHOP
5.1 INTRODUCTION
5.1.1 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
devote their horsepower range. Electric locomotives don't come under this scheme
and even all diesel locos are not covered. For them this letter denotes their model
number as usual.
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 (as mentioned
above) 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 WDP-3A refers to a 3100 hp loco, while a WDM-3F would be a 3600 hp loco.
5.1.2 Nomenclature of Locomotive:
The first letter (gauge)
1. W – Indian broad gauge (the "W" Stands for Wide Gauge - 5 ft. 6 in)
2. Y – meter gauge (the "Y" stands for Yard Gauge - 3 ft. or 1000mm)
3. Z – narrow gauge (2 ft. 6 in)
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4. N – narrow gauge (toy gauge) (2 ft.)
The second letter (motive power)
1. D – diesel
2. C – DC electric (can run under DC overhead line only)
3. A – AC electric (can run under AC overhead line only)
4. CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is
Considered a single letter
5. B – Battery electric locomotive (rare)
The third letter (job type)
1. G – goods
2. P – passenger
3. M – mixed; both goods and passenger
4. S – shunting (also known as switching engines or switchers in the USA and some
Other countries)
5. U – multiple units (EMU/DMU)
6. R – Railcars
For example, in "WDM 3A":
1. "W" means broad gauge
2. "D" means diesel motive power
3. "M" means suitable for both goods and passenger service
4. "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes
100 hp more)
Or, in "WAP 5":
1. "W" means broad gauge
2. "A" mean AC electric traction motive power
3. "P" means suitable for Passenger service
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4. N – narrow gauge (toy gauge) (2 ft.)
The second letter (motive power)
1. D – diesel
2. C – DC electric (can run under DC overhead line only)
3. A – AC electric (can run under AC overhead line only)
4. CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is
Considered a single letter
5. B – Battery electric locomotive (rare)
The third letter (job type)
1. G – goods
2. P – passenger
3. M – mixed; both goods and passenger
4. S – shunting (also known as switching engines or switchers in the USA and some
Other countries)
5. U – multiple units (EMU/DMU)
6. R – Railcars
For example, in "WDM 3A":
1. "W" means broad gauge
2. "D" means diesel motive power
3. "M" means suitable for both goods and passenger service
4. "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes
100 hp more)
Or, in "WAP 5":
1. "W" means broad gauge
2. "A" mean AC electric traction motive power
3. "P" means suitable for Passenger service
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4. "5" denotes that this locomotive is chronologically the fifth electric locomotive
model Used by the railways for passenger service.
5.2 BASIC PRINCIPLE OF LOCOMOTIVE ENGINE:
Diesel engine: Mode of Operation
1. Suction stroke: - Pure air gets sucked in by the piston sliding downward.
2. Compression stroke: - The piston compresses the air above and uses thereby work,
performed by the crankshaft.
3. Power stroke: - In the upper dead-center, the air is max. Compressed: Pressure and
Temperature are very high. Now the black injection pump injects heavy fuel in the
hot air. By the high temperature the fuel gets ignited immediately (auto ignition).
The piston gets Pressed downward and performs work to the crankshaft.
4. Expulsion stroke: - The burned exhaust gases are ejected out of the cylinder
through a second valve by the piston sliding upward again.
5.3 WORKING OF DIESEL LOCOMOTIVE: -
When the throttle is in the idle position, the prime mover will be receiving minimal
fuel, Causing it to idle at low RPM. Also, the traction motors will not be connected
to the main generator and the generator's field windings will not be excited
(energized)—the generator will not produce electricity with no excitation. Therefore,
the locomotive will be in "neutral." Conceptually, this is the same as placing an
automobile's transmission into neutral while the engine is running.
To set the locomotive in motion, the reverser control handle is placed into the correct
position (forward or reverse), the brake is released and the throttle is moved to the
run 1 position (the first power notch). An experienced engineer (driver) can
accomplish these steps in a coordinated fashion that will result in a nearly
imperceptible start. The positioning of the reverser and movement of the throttle
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4. "5" denotes that this locomotive is chronologically the fifth electric locomotive
model Used by the railways for passenger service.
5.2 BASIC PRINCIPLE OF LOCOMOTIVE ENGINE:
Diesel engine: Mode of Operation
1. Suction stroke: - Pure air gets sucked in by the piston sliding downward.
2. Compression stroke: - The piston compresses the air above and uses thereby work,
performed by the crankshaft.
3. Power stroke: - In the upper dead-center, the air is max. Compressed: Pressure and
Temperature are very high. Now the black injection pump injects heavy fuel in the
hot air. By the high temperature the fuel gets ignited immediately (auto ignition).
The piston gets Pressed downward and performs work to the crankshaft.
4. Expulsion stroke: - The burned exhaust gases are ejected out of the cylinder
through a second valve by the piston sliding upward again.
5.3 WORKING OF DIESEL LOCOMOTIVE: -
When the throttle is in the idle position, the prime mover will be receiving minimal
fuel, Causing it to idle at low RPM. Also, the traction motors will not be connected
to the main generator and the generator's field windings will not be excited
(energized)—the generator will not produce electricity with no excitation. Therefore,
the locomotive will be in "neutral." Conceptually, this is the same as placing an
automobile's transmission into neutral while the engine is running.
To set the locomotive in motion, the reverser control handle is placed into the correct
position (forward or reverse), the brake is released and the throttle is moved to the
run 1 position (the first power notch). An experienced engineer (driver) can
accomplish these steps in a coordinated fashion that will result in a nearly
imperceptible start. The positioning of the reverser and movement of the throttle
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together is conceptually like shifting an automobile's automatic transmission into
gear while the engine is idling.
Placing the throttle into the first power position will cause the traction motors to be
connected to the main generator and the latter's field coils to be excited. It will not,
however, increase prime mover RPM. With excitation applied, the main generator
will deliver electricity to the traction motors, resulting in motion. If the locomotive
is running "light" (that is, not coupled to a train) and is not on an ascending grade it
will easily accelerate. On the other hand, if a long train is being started, the
locomotive may stall as soon as some of the slack has been taken up, as the drag
imposed by the train will exceed the tractive force being developed. An experienced
engineer (driver) will be able to recognize an incipient stall and will gradually
advance the throttle as required to maintain the pace of acceleration.
The locomotive's control system is designed so that the main generator electrical
power output is matched to any given engine speed. Due to the innate characteristics
of traction motors, as well as the way in which the motors are connected to the main
generator, the generator will produce high current and low voltage at low locomotive
speeds, gradually changing to low current and high voltage as the locomotive
accelerates. Therefore, the net power produced by the locomotive will remain
constant for any given throttle setting.
In older designs, the prime mover's governor and a companion device, the load
regulator, play a central role in the control system.
In newer designs controlled by a “traction computer,” each engine speed step is
allotted an appropriate power output, or “kW reference”, in software. The computer
compares this value with actual main generator power output, or “kW feedback”,
calculated from traction motor current and main generator voltage feedback values.
The computer adjusts the feedback value to match the reference value by controlling
the excitation of the main generator, as described above.
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together is conceptually like shifting an automobile's automatic transmission into
gear while the engine is idling.
Placing the throttle into the first power position will cause the traction motors to be
connected to the main generator and the latter's field coils to be excited. It will not,
however, increase prime mover RPM. With excitation applied, the main generator
will deliver electricity to the traction motors, resulting in motion. If the locomotive
is running "light" (that is, not coupled to a train) and is not on an ascending grade it
will easily accelerate. On the other hand, if a long train is being started, the
locomotive may stall as soon as some of the slack has been taken up, as the drag
imposed by the train will exceed the tractive force being developed. An experienced
engineer (driver) will be able to recognize an incipient stall and will gradually
advance the throttle as required to maintain the pace of acceleration.
The locomotive's control system is designed so that the main generator electrical
power output is matched to any given engine speed. Due to the innate characteristics
of traction motors, as well as the way in which the motors are connected to the main
generator, the generator will produce high current and low voltage at low locomotive
speeds, gradually changing to low current and high voltage as the locomotive
accelerates. Therefore, the net power produced by the locomotive will remain
constant for any given throttle setting.
In older designs, the prime mover's governor and a companion device, the load
regulator, play a central role in the control system.
In newer designs controlled by a “traction computer,” each engine speed step is
allotted an appropriate power output, or “kW reference”, in software. The computer
compares this value with actual main generator power output, or “kW feedback”,
calculated from traction motor current and main generator voltage feedback values.
The computer adjusts the feedback value to match the reference value by controlling
the excitation of the main generator, as described above.
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5.4 PARTS OF DIESEL ENGINE: -
5.4.1 Main Alternator: -
The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for the
traction motors mounted on the trucks (bogies). In older locomotives, the alternator
was a DC machine, called a generator. It produced direct current which was used to
provide power for DC traction motors. Many of these machines are still in regular
use. The next development was the replacement of the generator by the alternator but
still using DC traction motors. The AC output is rectified to give the DC required for
the motors.
(Fig.5.1 Alternator)
5.4.2 Traction Motor: -
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors were traditionally DC but
the development of modern power and control electronics has led to the introduction
of 3-phase AC motors. There are between four and six motors on most diesel-electric
Locomotives. A modern AC motor with air blowing can provide up to 1,000hp -
4000hp.Each motor weighs 6,000 pounds (2,722 kg) and can draw up to 1,170 amps
of electrical current.
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5.4 PARTS OF DIESEL ENGINE: -
5.4.1 Main Alternator: -
The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for the
traction motors mounted on the trucks (bogies). In older locomotives, the alternator
was a DC machine, called a generator. It produced direct current which was used to
provide power for DC traction motors. Many of these machines are still in regular
use. The next development was the replacement of the generator by the alternator but
still using DC traction motors. The AC output is rectified to give the DC required for
the motors.
(Fig.5.1 Alternator)
5.4.2 Traction Motor: -
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors were traditionally DC but
the development of modern power and control electronics has led to the introduction
of 3-phase AC motors. There are between four and six motors on most diesel-electric
Locomotives. A modern AC motor with air blowing can provide up to 1,000hp -
4000hp.Each motor weighs 6,000 pounds (2,722 kg) and can draw up to 1,170 amps
of electrical current.
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(Fig 5.2 Traction motor)
5.4.3 Motor Blower: -
The diesel engine also drives a motor blower. As its name suggests, the motor blower
Provides air which is blown over the traction motors to keep them cool during periods
of heavy work. The blower is mounted inside the locomotive body but the motors
are on the trucks, so the blower output is connected to each of the motors through
flexible ducting. The blower output also cools the alternators. Some designs have
separate blowers for the group of motors on each truck and others for the alternators.
5.4.4 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 raise 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 are 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. If the speed falls the weights move inwards. 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.
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(Fig 5.2 Traction motor)
5.4.3 Motor Blower: -
The diesel engine also drives a motor blower. As its name suggests, the motor blower
Provides air which is blown over the traction motors to keep them cool during periods
of heavy work. The blower is mounted inside the locomotive body but the motors
are on the trucks, so the blower output is connected to each of the motors through
flexible ducting. The blower output also cools the alternators. Some designs have
separate blowers for the group of motors on each truck and others for the alternators.
5.4.4 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 raise 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 are 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. If the speed falls the weights move inwards. 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.
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(Fig 5.3. Governor at overhauling)
5.4.5 Electronic Controls: -
Almost every part of the modern locomotive's equipment has some form of electronic
Control. These are usually collected in a control cubicle near the cab for easy access.
5.4.6 Batteries: -
Just like an automobile, the diesel engine needs a battery to start it and to provide
electrical power for lights and controls when the engine is switched off and the
alternator is not running. The locomotive operates on a nominal 64-volt electrical
system. The locomotive has eight 8-volt batteries; each weighing over 300 pounds
(136 kg). These batteries provide the power needed to start the engine (it has a huge
starter motor), as well as to run the electronics in the locomotive
5.4.7 Fuel pump: -
In an automobile engine, the power is controlled by the amount of fuel/air mixture
applied to the cylinder. The mixture is mixed outside the cylinder and then applied
by a throttle valve. In a diesel engine the amount of air applied to the cylinder is
constant so Power is regulated by varying the fuel input. The fine spray of fuel
injected into each cylinder has to be regulated to achieve the amount of power
required. Regulation is achieved by varying the fuel sent by the fuel pumps to the
injectors. The amount of fuel being applied to the cylinders is varied by altering the
effective delivery rate of the piston in the injector pumps. Each injector has its own
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(Fig 5.3. Governor at overhauling)
5.4.5 Electronic Controls: -
Almost every part of the modern locomotive's equipment has some form of electronic
Control. These are usually collected in a control cubicle near the cab for easy access.
5.4.6 Batteries: -
Just like an automobile, the diesel engine needs a battery to start it and to provide
electrical power for lights and controls when the engine is switched off and the
alternator is not running. The locomotive operates on a nominal 64-volt electrical
system. The locomotive has eight 8-volt batteries; each weighing over 300 pounds
(136 kg). These batteries provide the power needed to start the engine (it has a huge
starter motor), as well as to run the electronics in the locomotive
5.4.7 Fuel pump: -
In an automobile engine, the power is controlled by the amount of fuel/air mixture
applied to the cylinder. The mixture is mixed outside the cylinder and then applied
by a throttle valve. In a diesel engine the amount of air applied to the cylinder is
constant so Power is regulated by varying the fuel input. The fine spray of fuel
injected into each cylinder has to be regulated to achieve the amount of power
required. Regulation is achieved by varying the fuel sent by the fuel pumps to the
injectors. The amount of fuel being applied to the cylinders is varied by altering the
effective delivery rate of the piston in the injector pumps. Each injector has its own
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pump, operated by an engine-driven cam, and the pumps are aligned in a row so that
they can all be adjusted together. The adjustment is done by a toothed rack (called
the "fuel rack") acting on a toothed section of the pump mechanism. As the fuel rack
moves, so the toothed section of the pump rotates and provides a drive to move the
pump piston round inside the pump. The fuel rack can be moved either by the driver
by springs limiting the weight movement.
(Fig 5.4. Fuel pump system)
5.4.8 BRAKE: -
A traditional clasp brake: the brake shoe (brown) bears on the surface (tire) of the
wheel(red), and is operated by the levers (grey) on the left Brakes are used on the
vehicles of railway trains to slow them, or to keep them standing when parked. While
the principle is familiar from road vehicle usage, operational features are more
complex because of the need to control trains, i.e., multiple vehicles running
together, and to be effective on vehicles left without a prime mover.
5.4.9 Cooling system: -
Like an automobile engine, the diesel engine needs to work at an optimum
temperature for best efficiency. When it starts, it is too cold and, when working, it
must not be allowed to get too hot. To keep the temperature stable, a cooling system
is provided. This consists of a water-based coolant circulating around the engine
block, the coolant being kept cool by passing it through a radiator. The coolant is
pumped round the cylinder block and the radiator by an electrically or belt driven
pump. The temperature is monitored by a thermostat and this regulates the speed of
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pump, operated by an engine-driven cam, and the pumps are aligned in a row so that
they can all be adjusted together. The adjustment is done by a toothed rack (called
the "fuel rack") acting on a toothed section of the pump mechanism. As the fuel rack
moves, so the toothed section of the pump rotates and provides a drive to move the
pump piston round inside the pump. The fuel rack can be moved either by the driver
by springs limiting the weight movement.
(Fig 5.4. Fuel pump system)
5.4.8 BRAKE: -
A traditional clasp brake: the brake shoe (brown) bears on the surface (tire) of the
wheel(red), and is operated by the levers (grey) on the left Brakes are used on the
vehicles of railway trains to slow them, or to keep them standing when parked. While
the principle is familiar from road vehicle usage, operational features are more
complex because of the need to control trains, i.e., multiple vehicles running
together, and to be effective on vehicles left without a prime mover.
5.4.9 Cooling system: -
Like an automobile engine, the diesel engine needs to work at an optimum
temperature for best efficiency. When it starts, it is too cold and, when working, it
must not be allowed to get too hot. To keep the temperature stable, a cooling system
is provided. This consists of a water-based coolant circulating around the engine
block, the coolant being kept cool by passing it through a radiator. The coolant is
pumped round the cylinder block and the radiator by an electrically or belt driven
pump. The temperature is monitored by a thermostat and this regulates the speed of
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the (electric or hydraulic) radiator fan motor to adjust the cooling rate. When starting
the coolant isn’t circulated at all.
If the fan is driven by a belt or mechanical link, it is driven through a fluid coupling
to Ensure that no damage is caused by sudden changes in engine speed. The fan
works the same way as in an automobile, the air blown by the fan being used to cool
the water in the radiator. Some engines have fans with an electrically or
hydrostatically driven motor. A hydraulic motor uses oil under pressure which has
to be contained in a special reservoir and pumped to the motor. It has the advantage
of providing an in-built fluid coupling
(Fig 5.5 Radiators)
5.4.10 Sump: -
It is used to store oil and cover the engine parts.
5.4.11 Cylinder block: -
It holds the cylinder crank sump and all other engine parts.
(Fig 5.6 Engine block)
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the (electric or hydraulic) radiator fan motor to adjust the cooling rate. When starting
the coolant isn’t circulated at all.
If the fan is driven by a belt or mechanical link, it is driven through a fluid coupling
to Ensure that no damage is caused by sudden changes in engine speed. The fan
works the same way as in an automobile, the air blown by the fan being used to cool
the water in the radiator. Some engines have fans with an electrically or
hydrostatically driven motor. A hydraulic motor uses oil under pressure which has
to be contained in a special reservoir and pumped to the motor. It has the advantage
of providing an in-built fluid coupling
(Fig 5.5 Radiators)
5.4.10 Sump: -
It is used to store oil and cover the engine parts.
5.4.11 Cylinder block: -
It holds the cylinder crank sump and all other engine parts.
(Fig 5.6 Engine block)
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5.4.12 Bogie: -
Traction motor is mounted on it.
(Fig 5.7 Engine Bogie)
5.4.13 Compressor: -
1. Its intakes the atmospheric air &compresses it.
2. This compressed air is used in airbrake system.
3. It produces a pressure up to 10kg/cm
(Fig 5.8 Compressor)
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5.4.12 Bogie: -
Traction motor is mounted on it.
(Fig 5.7 Engine Bogie)
5.4.13 Compressor: -
1. Its intakes the atmospheric air &compresses it.
2. This compressed air is used in airbrake system.
3. It produces a pressure up to 10kg/cm
(Fig 5.8 Compressor)
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5.4.14 Turbo supercharger: -
A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal
combustion engine. Like a supercharger, the purpose of a turbocharger is to increase
the density of air entering the engine to create more power. However, a turbocharger
differs in that the compressor is powered by a turbine driven by the engine's own
exhaust gases.
1. It uses the exhaust gases to rotate the turbine.
2. This turbine intakes the fresh air which is passed to cylinders.
(Fig 5.9 Turbo supercharger)
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5.4.14 Turbo supercharger: -
A turbocharger, or turbo, is a gas compressor used for forced-induction of an internal
combustion engine. Like a supercharger, the purpose of a turbocharger is to increase
the density of air entering the engine to create more power. However, a turbocharger
differs in that the compressor is powered by a turbine driven by the engine's own
exhaust gases.
1. It uses the exhaust gases to rotate the turbine.
2. This turbine intakes the fresh air which is passed to cylinders.
(Fig 5.9 Turbo supercharger)
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CHAPTER-6
WHEEL SHOP
6.1 INTRODUCTION
In this shop, repair work of the wheel and axel is under taken. As it is known that,
the wheel wears throughout its life. When at work the profile and diameter of the
wheel constantly changes. To improve it’s working and for security reason, it is
repaired and given correct profile with proper diameter.
The diameter of new wheel is-
Type Wheel
dia.
Distance b/w
journal center
(mm)
Journal
size (mm)
Axel seat dia.
(mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.9 120*179 171,0.45,0.63
(Table 6.1 list of wheels dimension)
Wheel can be used certain minimum diameter after which it is discarded. The
diameter of the wheel when it is condemned are-
Types of wheels: -
S. N Types of wheels Max. Diameter in (mm)
1 BOXN 1000
2 BOXC 1000
3 LOCO(P) 1097
4 LOCO(G) 1097
5 BLC 840
(Table 6.2 list of wheels)
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CHAPTER-6
WHEEL SHOP
6.1 INTRODUCTION
In this shop, repair work of the wheel and axel is under taken. As it is known that,
the wheel wears throughout its life. When at work the profile and diameter of the
wheel constantly changes. To improve it’s working and for security reason, it is
repaired and given correct profile with proper diameter.
The diameter of new wheel is-
Type Wheel
dia.
Distance b/w
journal center
(mm)
Journal
size (mm)
Axel seat dia.
(mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.9 120*179 171,0.45,0.63
(Table 6.1 list of wheels dimension)
Wheel can be used certain minimum diameter after which it is discarded. The
diameter of the wheel when it is condemned are-
Types of wheels: -
S. N Types of wheels Max. Diameter in (mm)
1 BOXN 1000
2 BOXC 1000
3 LOCO(P) 1097
4 LOCO(G) 1097
5 BLC 840
(Table 6.2 list of wheels)
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6.2 WHEEL TESTING & MACHINING
In this shop wheel sets are removed from the bogies; the entire wheel is first inspected
for assessing the condition of the component of wheel such as axel trial wheel disc
and guttering.
The shop consists of-
(1) Axel journal testing lathe.
(2) Hydraulic wheel press with facility of mounting.
(3) Vertical turning lathe.
6.2.1 Axial journal testing lathe
On this lathe, the diameter of the axel is brought to the correct diameter. The cutting
tool is used of carbon tool.
(Fig 6.1 Axial lathe)
6.2.2 Hydraulic wheel presses with a facility of mounting.
The wheel is pressed on the axel with the help of this machine. A calculated amount
of pressure is applied and the wheel is pressed.
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6.2 WHEEL TESTING & MACHINING
In this shop wheel sets are removed from the bogies; the entire wheel is first inspected
for assessing the condition of the component of wheel such as axel trial wheel disc
and guttering.
The shop consists of-
(1) Axel journal testing lathe.
(2) Hydraulic wheel press with facility of mounting.
(3) Vertical turning lathe.
6.2.1 Axial journal testing lathe
On this lathe, the diameter of the axel is brought to the correct diameter. The cutting
tool is used of carbon tool.
(Fig 6.1 Axial lathe)
6.2.2 Hydraulic wheel presses with a facility of mounting.
The wheel is pressed on the axel with the help of this machine. A calculated amount
of pressure is applied and the wheel is pressed.
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(Fig 6.2 Hydraulic wheel press)
6.2.3 Vertical turning lathe
External and internal diameter is corrected by this lathe; wheel is tightened on the
rotating clutch. The stationary is carbide tool cut the wheel to correct diameter.
(Fig 6.3 vertical turning lathe)
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(Fig 6.2 Hydraulic wheel press)
6.2.3 Vertical turning lathe
External and internal diameter is corrected by this lathe; wheel is tightened on the
rotating clutch. The stationary is carbide tool cut the wheel to correct diameter.
(Fig 6.3 vertical turning lathe)
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CHAPTER-7
BOGIE SHOP
7.1 INTRODUCTION
A Bogie is a component found in all types of train (locomotive, wagon, metro, tram
etc.). A bogie is a frame, placed under the trains, onto which the wheel the wheels of
the railway’s vehicle are fix. As bogie are mobile in relation to the frame of the
vehicle itself, they can notable be used to facilitate movement on curved tracks.
Bogies serve a number of purposes:
• Support of the rail vehicle body.
• Stability on both straight and curved track.
• Ensuring ride comfort by absorbing vibration and minimizing centrifugal force
when the train runs on curves at high speed.
Usually, two bogies are fitted to each carriage, wagon or locomotive, one at each
end. An alternate configuration often is used in articulated vehicles, which places the
bogies under the connection between the carriages or wagon.
(Fig 7.1 Wagon bogy which is to be repaired)
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CHAPTER-7
BOGIE SHOP
7.1 INTRODUCTION
A Bogie is a component found in all types of train (locomotive, wagon, metro, tram
etc.). A bogie is a frame, placed under the trains, onto which the wheel the wheels of
the railway’s vehicle are fix. As bogie are mobile in relation to the frame of the
vehicle itself, they can notable be used to facilitate movement on curved tracks.
Bogies serve a number of purposes:
• Support of the rail vehicle body.
• Stability on both straight and curved track.
• Ensuring ride comfort by absorbing vibration and minimizing centrifugal force
when the train runs on curves at high speed.
Usually, two bogies are fitted to each carriage, wagon or locomotive, one at each
end. An alternate configuration often is used in articulated vehicles, which places the
bogies under the connection between the carriages or wagon.
(Fig 7.1 Wagon bogy which is to be repaired)
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7.2 COMPONENT OF BOGIE
7.2.1 BOGIE FRAME: -
The frame of the ICF bogie is a fabricated structure made up of mild steel channels
and angles welded to form the main frame of the bogy. The frame is divided into
three mains sections. The first and the third section are mirror images of each other.
Various types of brackets are welded to the frame for supporting bogie components.
7.1.2 BOGIE BOLSTER: -
The body bolster is a box type fabricated member made up of channels and welded
to the body of the coach. It is a free-floating member. The body bolster transfers the
dead weight of the coach body to the bogie frame. There are two types of bolsters in
an ICF bogie: body bolster and the bogie bolster. The body bolster is welded to the
coach body whereas the bogie bolster is a free-floating member which takes the entire
load of the coach through the body bolster. In body bolster there are 2 side bearers
and a center pivot pin is joined by excellent quality welding. These three parts acts
as a male part and matches with the female part welded to bogie bolster. These are
very vital parts for smooth running of a train
7.2.3 CENTER PIVOT PIN: -
A center pivot pin is bolted to the body bolster. The center pivot pin runs down
vertically through the center of the bogie bolster through the center pivot. It allows
for rotation of the bogie when the coach is moving on the curves. A silent block,
which is cylindrical metal rubber bonded structure, is placed in the central hole of
the bogie bolster through which the center pivot pin passes. It provides the
cushioning effect.
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7.2 COMPONENT OF BOGIE
7.2.1 BOGIE FRAME: -
The frame of the ICF bogie is a fabricated structure made up of mild steel channels
and angles welded to form the main frame of the bogy. The frame is divided into
three mains sections. The first and the third section are mirror images of each other.
Various types of brackets are welded to the frame for supporting bogie components.
7.1.2 BOGIE BOLSTER: -
The body bolster is a box type fabricated member made up of channels and welded
to the body of the coach. It is a free-floating member. The body bolster transfers the
dead weight of the coach body to the bogie frame. There are two types of bolsters in
an ICF bogie: body bolster and the bogie bolster. The body bolster is welded to the
coach body whereas the bogie bolster is a free-floating member which takes the entire
load of the coach through the body bolster. In body bolster there are 2 side bearers
and a center pivot pin is joined by excellent quality welding. These three parts acts
as a male part and matches with the female part welded to bogie bolster. These are
very vital parts for smooth running of a train
7.2.3 CENTER PIVOT PIN: -
A center pivot pin is bolted to the body bolster. The center pivot pin runs down
vertically through the center of the bogie bolster through the center pivot. It allows
for rotation of the bogie when the coach is moving on the curves. A silent block,
which is cylindrical metal rubber bonded structure, is placed in the central hole of
the bogie bolster through which the center pivot pin passes. It provides the
cushioning effect.
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(Fig 7.2 Frame of Wagon Bogie)
7.3 DEFECTS IN BOGIE ASSEMBLY:
1. Bolster- for twist, crack, corrosion, etc.
2. Anchor- link bracket for worn out or damage.
3. Central- pivot silent block if found worn, damaged or rubber has perished.
4. Rubber -sealing cap of center pivot silent block, if torn or damaged or
perished.
5. Bolster suspension straps if bent or damaged.
6. Shock- absorber fixing `bosses if damaged.
7. Spring- guide rings if required.
8. Cotter and cotter pin at pivot bottom are secured.
9. Check verticality of pivot.
10. Clearance between bolster and bogie frame is 57mm (maximum).
11. Hard wearing plate of the side bearer should be checked for wear and sharp
corners.
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(Fig 7.2 Frame of Wagon Bogie)
7.3 DEFECTS IN BOGIE ASSEMBLY:
1. Bolster- for twist, crack, corrosion, etc.
2. Anchor- link bracket for worn out or damage.
3. Central- pivot silent block if found worn, damaged or rubber has perished.
4. Rubber -sealing cap of center pivot silent block, if torn or damaged or
perished.
5. Bolster suspension straps if bent or damaged.
6. Shock- absorber fixing `bosses if damaged.
7. Spring- guide rings if required.
8. Cotter and cotter pin at pivot bottom are secured.
9. Check verticality of pivot.
10. Clearance between bolster and bogie frame is 57mm (maximum).
11. Hard wearing plate of the side bearer should be checked for wear and sharp
corners.
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12. Springs having cracks, dents or hitting marks should be rejected and
scrapped. Records should be checked related to rejected springs with details of
defects noticed.
13. Difference up to 6mm should be made up by insertion of suitable steel
packing.
7.5 TYPES OF BOGIES:
There are four types of IRS bogies, i.e.
1. Four wheeled Cast Steel bogie.
2. Four wheeled diamond frame bogie.
3. Four wheeled Fabricated UIC type Box bogie.
4. Four wheeled CASNUB bogie with long travel springs, friction snubbing
device, center pivot and side bearer assembly.
7.6 BOGIES USUALLY REQUIRE ATTENTION FOR THE FOLLOWING
PLACES:
1. Alignment of the Bogies
1. Longitudinally
2. Transversally
3. Diagonally.
2. Corrosion & excessive pitting of spring planks.
3. Side frames & bolsters- cracked/distorted or pitted heavily.
4. Uneven wear on the concave & convex surfaces of the pivots.
5. Spring plate corroded.
6. Rivets of the spring plank loose
7. Free height of springs reached condemning limit/springs found
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12. Springs having cracks, dents or hitting marks should be rejected and
scrapped. Records should be checked related to rejected springs with details of
defects noticed.
13. Difference up to 6mm should be made up by insertion of suitable steel
packing.
7.5 TYPES OF BOGIES:
There are four types of IRS bogies, i.e.
1. Four wheeled Cast Steel bogie.
2. Four wheeled diamond frame bogie.
3. Four wheeled Fabricated UIC type Box bogie.
4. Four wheeled CASNUB bogie with long travel springs, friction snubbing
device, center pivot and side bearer assembly.
7.6 BOGIES USUALLY REQUIRE ATTENTION FOR THE FOLLOWING
PLACES:
1. Alignment of the Bogies
1. Longitudinally
2. Transversally
3. Diagonally.
2. Corrosion & excessive pitting of spring planks.
3. Side frames & bolsters- cracked/distorted or pitted heavily.
4. Uneven wear on the concave & convex surfaces of the pivots.
5. Spring plate corroded.
6. Rivets of the spring plank loose
7. Free height of springs reached condemning limit/springs found
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7.7 BROKEN OR CRACKED.
a) Cracking of the sole plate of UIC bogies above the horn gap stiffener.
b) Breakage of the laminated bearing springs of UIC bogies.
c) Wear of Friction shoes
7.8 REPAIRS TO SUSPENSION:
The suspension of a wagon includes the wheels, bearing, axle boxes or adapters,
springs, spring links & spring brackets/scrolls irons. In the case of 4-wheeled
wagons, the suspension is mounted directly under the wagon under frame whereas
in the case of bogie stock, the under frames carried on the bogies, which in turn are
supported by spring.
(Fig. 7.3 Springs in wagon bogie)
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7.7 BROKEN OR CRACKED.
a) Cracking of the sole plate of UIC bogies above the horn gap stiffener.
b) Breakage of the laminated bearing springs of UIC bogies.
c) Wear of Friction shoes
7.8 REPAIRS TO SUSPENSION:
The suspension of a wagon includes the wheels, bearing, axle boxes or adapters,
springs, spring links & spring brackets/scrolls irons. In the case of 4-wheeled
wagons, the suspension is mounted directly under the wagon under frame whereas
in the case of bogie stock, the under frames carried on the bogies, which in turn are
supported by spring.
(Fig. 7.3 Springs in wagon bogie)
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CHAPTER-8
WAGIN REBULING SHOP
8.1 INTRODUCTION
A wagon is an element of the train. It is a type of towed vehicle designed to move
along a railway track. Unlike the car which is reversed for transporting people, the
wagon is used for the transport of goods or animals.
A vehicle used for transporting goods, peoples, and another specified purpose is
called wagon. A variety of wagon types are in use to handle different types if goods
but all goods wagon in a regional network typically have standardized coupler and
other fitting such as hoses for air brakes, allowing different wagon types to be
assembled into train.
8.2 TYPES OF WAGONS
1. Open Wagon
2. Covered Wagon
3. Flat Wagon
4. Hopper Wagon
5. CONTAINER WAGONS
6. Tank Wagon
7. Brake Vans
8.2.1 OPEN WAGON
These are wagons are used for transportation of coal, ore, limestone’s etc. which does
not require protection from rain. The wagons are provided with flap doors for ease
of loading/unloading of consignment.
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CHAPTER-8
WAGIN REBULING SHOP
8.1 INTRODUCTION
A wagon is an element of the train. It is a type of towed vehicle designed to move
along a railway track. Unlike the car which is reversed for transporting people, the
wagon is used for the transport of goods or animals.
A vehicle used for transporting goods, peoples, and another specified purpose is
called wagon. A variety of wagon types are in use to handle different types if goods
but all goods wagon in a regional network typically have standardized coupler and
other fitting such as hoses for air brakes, allowing different wagon types to be
assembled into train.
8.2 TYPES OF WAGONS
1. Open Wagon
2. Covered Wagon
3. Flat Wagon
4. Hopper Wagon
5. CONTAINER WAGONS
6. Tank Wagon
7. Brake Vans
8.2.1 OPEN WAGON
These are wagons are used for transportation of coal, ore, limestone’s etc. which does
not require protection from rain. The wagons are provided with flap doors for ease
of loading/unloading of consignment.
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8.2.1.1 Types of open wagon
I. BOXN M1
II. BOXN HS
III. BOXN HSM1
IV. BOXN HL
8.2.2 COVERED WAGONS:
The consignments which required to be protected from rain etc. are transported in
covered wagons. These wagons generally carry food grains, cement, fertilizers, fruits
& vegetables etc.
8.2.2.1 Types of covered wagon
I. BCNA M 1
II. BCNA HS
III. BCNA HSM 1
IV. BCN HL
8.2.3 FLAT WAGONS:
These wagons are without side walls and are generally used for carrying steel coils,
billets, rails sleepers etc.
8.2.3.1 Types of flat wagon
I. BRN A
II. BRN AHS
III. BFNS
IV. BRHNEHS
8.2.4 HOPPER WAGONS:
These are special wagons designed for Rapid discharge from bottom. These are used
for transporting coal and ballast.
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8.2.1.1 Types of open wagon
I. BOXN M1
II. BOXN HS
III. BOXN HSM1
IV. BOXN HL
8.2.2 COVERED WAGONS:
The consignments which required to be protected from rain etc. are transported in
covered wagons. These wagons generally carry food grains, cement, fertilizers, fruits
& vegetables etc.
8.2.2.1 Types of covered wagon
I. BCNA M 1
II. BCNA HS
III. BCNA HSM 1
IV. BCN HL
8.2.3 FLAT WAGONS:
These wagons are without side walls and are generally used for carrying steel coils,
billets, rails sleepers etc.
8.2.3.1 Types of flat wagon
I. BRN A
II. BRN AHS
III. BFNS
IV. BRHNEHS
8.2.4 HOPPER WAGONS:
These are special wagons designed for Rapid discharge from bottom. These are used
for transporting coal and ballast.
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8.2.4.1 Types of hopper wagon
I. BOBSNM1
II. BOBRM1
III. BOBRNHSM1
IV. BOBYN
8.2.5 CONTAINER WAGONS:
These are special flat wagons designed for handling containers.
8.2.5.1 Types of container wagon
I. BFKN:
II. BLCA/BLCB:
III. BLLA/BLLB:
8.2.6 TANK WAGONS:
These are wagons designed to carry liquid consignment like petroleum products,
milk, edible oils, etc.
8.2.6.1 Types of tank wagon
I. BTPN
II. BTFLN
III. BTPGLN
IV. BTALN
V. BTCS
8.2.7 BRAKE VANS:
These are guards van used with freight trains as last vehicle.
8.2.7.1 Types of brake wagon
I. BVZI: Bogie Brake Van
II. BVZC
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8.2.4.1 Types of hopper wagon
I. BOBSNM1
II. BOBRM1
III. BOBRNHSM1
IV. BOBYN
8.2.5 CONTAINER WAGONS:
These are special flat wagons designed for handling containers.
8.2.5.1 Types of container wagon
I. BFKN:
II. BLCA/BLCB:
III. BLLA/BLLB:
8.2.6 TANK WAGONS:
These are wagons designed to carry liquid consignment like petroleum products,
milk, edible oils, etc.
8.2.6.1 Types of tank wagon
I. BTPN
II. BTFLN
III. BTPGLN
IV. BTALN
V. BTCS
8.2.7 BRAKE VANS:
These are guards van used with freight trains as last vehicle.
8.2.7.1 Types of brake wagon
I. BVZI: Bogie Brake Van
II. BVZC
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CHAPTER-9
MACHINE SHOP
9.1 INTRODUCTION
In this section all kinds of machining are done to obtain the correct size and shape of
the job. Besides, machining of steel job, Aluminum-plates are also machined here.
Machining is other performed manually or on automatic machines.
9.1.1 Machines are two types: -
1.AUTOMATIC.
2. MANUALLY.
9.1.1.1 There are three types of automatic machine: -
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
• Numerical control –
The machining parameter are feed from the control panel by pushing buttons. The
job is machined according to the parameter There are N.C. boring machine in this
shop.
• Computer numerical control –
In this machine all the data corresponding to the initial workpiece to the final product
is feed into the computer. All the process required in the order of action is fed with
the help of programmer. In this machine one, has to just fix the job is to the chuck.
All the other process is done automatically. This is the machine use for large scale
production. In this shop there is one CNC chucker turret Lathe machine.
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CHAPTER-9
MACHINE SHOP
9.1 INTRODUCTION
In this section all kinds of machining are done to obtain the correct size and shape of
the job. Besides, machining of steel job, Aluminum-plates are also machined here.
Machining is other performed manually or on automatic machines.
9.1.1 Machines are two types: -
1.AUTOMATIC.
2. MANUALLY.
9.1.1.1 There are three types of automatic machine: -
1. Numerical control.
2. Computer numerical control.
3. Direct numerical control machine.
• Numerical control –
The machining parameter are feed from the control panel by pushing buttons. The
job is machined according to the parameter There are N.C. boring machine in this
shop.
• Computer numerical control –
In this machine all the data corresponding to the initial workpiece to the final product
is feed into the computer. All the process required in the order of action is fed with
the help of programmer. In this machine one, has to just fix the job is to the chuck.
All the other process is done automatically. This is the machine use for large scale
production. In this shop there is one CNC chucker turret Lathe machine.
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(Fig 9.1 computer numerical control)
9.2 OPERATION PERFORMED AT MACHINE SHOP
1. Turning of various semi finish axles and drilling and tapping.
2. Manufacturing of various items as per divisional work order.
3. Manufacturing of various items required for carriage and wagon POH.
9.3 MACHINES AVAIABLE IN MACHINE SHOP
1. Centre lathe Machine
2. Shaper Machine
3. Drilling Machine
4. Milling Machine
5. Wet Trol Grinder
6. Radial Drilling Machine
7. Universal Tool and Cutter Grinder
8. Hmt. Hornig Boring Machine
9. Floor Grinder
10. Turret Lathe Machine
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(Fig 9.1 computer numerical control)
9.2 OPERATION PERFORMED AT MACHINE SHOP
1. Turning of various semi finish axles and drilling and tapping.
2. Manufacturing of various items as per divisional work order.
3. Manufacturing of various items required for carriage and wagon POH.
9.3 MACHINES AVAIABLE IN MACHINE SHOP
1. Centre lathe Machine
2. Shaper Machine
3. Drilling Machine
4. Milling Machine
5. Wet Trol Grinder
6. Radial Drilling Machine
7. Universal Tool and Cutter Grinder
8. Hmt. Hornig Boring Machine
9. Floor Grinder
10. Turret Lathe Machine
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9.4 DESCRIPTION OF SOME OF THE VARIOUS MACHINE USED IN
MACHINE SHOP
9.4.1 Drilling section
Drilling operation is carried out here. A large for the operation. To complete the
operation faster a few gauges milling machine are also provides.
(Fig 9.2 drilling machine)
9.4.2 Center lathe section
Heavier lathes are provided in this section. All the lathes have four jaws chuck for
better holding centering is done either manually or with the help of universal scriber.
All kinds of turning are performed here. Parting off is other major operation done.
(Fig 9.3 lathe machine)
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9.4 DESCRIPTION OF SOME OF THE VARIOUS MACHINE USED IN
MACHINE SHOP
9.4.1 Drilling section
Drilling operation is carried out here. A large for the operation. To complete the
operation faster a few gauges milling machine are also provides.
(Fig 9.2 drilling machine)
9.4.2 Center lathe section
Heavier lathes are provided in this section. All the lathes have four jaws chuck for
better holding centering is done either manually or with the help of universal scriber.
All kinds of turning are performed here. Parting off is other major operation done.
(Fig 9.3 lathe machine)
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9.4.3 Shaper
The machine is also called horizontal shaping machine. It works on quick return
mechanism. The arm of shaper reciprocating horizontal. The cutting takes place
only in the forward stroke. The bed of the machine is fixed and the tool reciprocating.
Shaping, Planning, Grooving etc. are performed by this machine.
(Fig 9.4 shaper machine)
9.4.4 Slotter
The is vertical shaping machine. The arm reciprocating in the vertical direction
. Most parts are the same as shaper. Slotting is the process that is carried on this
machine
(Fig 9.5 slotter machine)
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9.4.3 Shaper
The machine is also called horizontal shaping machine. It works on quick return
mechanism. The arm of shaper reciprocating horizontal. The cutting takes place
only in the forward stroke. The bed of the machine is fixed and the tool reciprocating.
Shaping, Planning, Grooving etc. are performed by this machine.
(Fig 9.4 shaper machine)
9.4.4 Slotter
The is vertical shaping machine. The arm reciprocating in the vertical direction
. Most parts are the same as shaper. Slotting is the process that is carried on this
machine
(Fig 9.5 slotter machine)
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CHAPTER-10
INSPECTION
10.1 INTRODUCTION
Inspection is an organized examination or formal evaluation exercise. Inspection
involves the measurements tests, and gages applied to certain chrematistics in regard
to an object or activity. The result is usually compared to specified requirements and
standards for determining whether the item or activity is in line with these targets
some inspection methods are destructive and some methods are non-destructive.
Inspection are a formal process used to identify and correct errors in a complete
deliverable is used as inspect to a subsequent diverable. The focus of the inspection
process is on finding defects, rather than solution which can divert the inspection
meeting time.
10.2 WHEEL INSPECTION
Track machine wheels are solid wheels and follows the Wear adopted or Worn wheel
profile as per annexure-I.
Following inspections shall be performed on wheels of ‘ON’ track machines.
1. ULTRASONIC INSPECTION
Wheels of ‘ON’ Track Machines shall be tested ultrasonically at the time of initial
procurement only. The ultrasonic testing of new wheel shall be done according to the
RDSO report no. IRS R-34-2003.
2. VISUAL INSPECTIONS
During service, the wheels of track machines shall be inspected visually at least
once in a year or once after every 1000 engine running hours whichever is earlier.
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CHAPTER-10
INSPECTION
10.1 INTRODUCTION
Inspection is an organized examination or formal evaluation exercise. Inspection
involves the measurements tests, and gages applied to certain chrematistics in regard
to an object or activity. The result is usually compared to specified requirements and
standards for determining whether the item or activity is in line with these targets
some inspection methods are destructive and some methods are non-destructive.
Inspection are a formal process used to identify and correct errors in a complete
deliverable is used as inspect to a subsequent diverable. The focus of the inspection
process is on finding defects, rather than solution which can divert the inspection
meeting time.
10.2 WHEEL INSPECTION
Track machine wheels are solid wheels and follows the Wear adopted or Worn wheel
profile as per annexure-I.
Following inspections shall be performed on wheels of ‘ON’ track machines.
1. ULTRASONIC INSPECTION
Wheels of ‘ON’ Track Machines shall be tested ultrasonically at the time of initial
procurement only. The ultrasonic testing of new wheel shall be done according to the
RDSO report no. IRS R-34-2003.
2. VISUAL INSPECTIONS
During service, the wheels of track machines shall be inspected visually at least
once in a year or once after every 1000 engine running hours whichever is earlier.
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The wheel component on which visual inspection are performed
i. Burnt Rim
ii. Shattered rim
iii. Spread Rim
iv. Shelled Tread
v. Thermal Cracks
vi. Built-up Tread
vii. Cracked or Broken Flange
viii. Cracked or Broken Plate
ix. Cracked Hub
x. Loose Wheels
xi. Wheels which have been Over Heated
3. PHYSICAL INSPECTIONS
During service, the wheels of track machines shall be inspected physically at least
once in a year, preferably during IOH/POH of the machine for following defects.
i) Thin Flange
ii) Sharp flange
iii) Worn root
iv) Deep flange
v) False Flange/Hollow Tyre
vi) Flat places/skidded
vii) Wheel tread diameter
viii) Wheel Gauge
Reaching of condemning limit for defects i) to vi) mentioned above are checked with
the help of tyre defect gauge as shown in annexure-II. Defect as in item (vii) is
checked by a wheel dia Gauge (like Trammel gauge) and (viii) with wheel distance
gauge.
As far as possible, wheels should be re-profiled to original profile as per annexure-I
or any of the intermediate profiles as shown in annexure-IV. Wheel diameter after
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The wheel component on which visual inspection are performed
i. Burnt Rim
ii. Shattered rim
iii. Spread Rim
iv. Shelled Tread
v. Thermal Cracks
vi. Built-up Tread
vii. Cracked or Broken Flange
viii. Cracked or Broken Plate
ix. Cracked Hub
x. Loose Wheels
xi. Wheels which have been Over Heated
3. PHYSICAL INSPECTIONS
During service, the wheels of track machines shall be inspected physically at least
once in a year, preferably during IOH/POH of the machine for following defects.
i) Thin Flange
ii) Sharp flange
iii) Worn root
iv) Deep flange
v) False Flange/Hollow Tyre
vi) Flat places/skidded
vii) Wheel tread diameter
viii) Wheel Gauge
Reaching of condemning limit for defects i) to vi) mentioned above are checked with
the help of tyre defect gauge as shown in annexure-II. Defect as in item (vii) is
checked by a wheel dia Gauge (like Trammel gauge) and (viii) with wheel distance
gauge.
As far as possible, wheels should be re-profiled to original profile as per annexure-I
or any of the intermediate profiles as shown in annexure-IV. Wheel diameter after
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profiling should not be less than the condemning wheel diameter. Various
condemning limits and method of checking, using tyre defect gauge, are detailed
below
10.3 CENTER BUFFER COUPLER (CBC) INSPECTION
CBC (Centre buffer coupler)is a device for connecting one rolling stock with another
in a train formation. It is centrally located at both ends of the rolling stock. It allows
the vehicles to move independently to accommodate track curvature and elevation
change while remaining connected (coupled) together.
10.3.1 Types of CBC
1. Transition Type CBC
2. Straight Type CBC
10.3.2 Component of CBC
1. Coupler Body
2. Knuckle
3. Locking Piece
4. Striker
5. Casting
6. Bearing Piece
7. Rotary Lever Assembly
10.4 INSPECTION OF CENTER BUFFER COUPLING
1. Visual inspection of coupler head for damage
2. Visual inspection of knuckle for damage.
3. Checking of coupler operating mechanism for damage, loose bolts etc.
4. Greasing of glide rod of coupler operating mechanism.
5. Checking of telltale recess for ensuring proper coupling.
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profiling should not be less than the condemning wheel diameter. Various
condemning limits and method of checking, using tyre defect gauge, are detailed
below
10.3 CENTER BUFFER COUPLER (CBC) INSPECTION
CBC (Centre buffer coupler)is a device for connecting one rolling stock with another
in a train formation. It is centrally located at both ends of the rolling stock. It allows
the vehicles to move independently to accommodate track curvature and elevation
change while remaining connected (coupled) together.
10.3.1 Types of CBC
1. Transition Type CBC
2. Straight Type CBC
10.3.2 Component of CBC
1. Coupler Body
2. Knuckle
3. Locking Piece
4. Striker
5. Casting
6. Bearing Piece
7. Rotary Lever Assembly
10.4 INSPECTION OF CENTER BUFFER COUPLING
1. Visual inspection of coupler head for damage
2. Visual inspection of knuckle for damage.
3. Checking of coupler operating mechanism for damage, loose bolts etc.
4. Greasing of glide rod of coupler operating mechanism.
5. Checking of telltale recess for ensuring proper coupling.
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6. Inspection of coupler carrier/ supporting device and its springs for cracks
and breakage.
7. Inspection of loose / broke / missing nuts and bolts of coupler pin support
plate and draft gear support plate.
8. Checking of distortion of aligning wing pocket and guard arm by aligning
wing limit gauge and guard arm distortion gauge.
9. Checking of vertical height of aligning wing pocket ad guard arm by vertical
height aligning wing pocket and guard arm gauge.
10. Wear of aligning wing pocket ad guard arm to be checked by vertical height
condemning limit aligning wing pocket and guard arm gauge.
11. Checking of knuckle nose wear and stretch limit by knuckle nose wear and
stretch limit gauge.
12. Inspection of anti-creep protection
13. Measurement of coupler height 1105 mm from rail level- Reference point –
vertical center of knuckle
14. Checking of proper locking
15. Checking of functional operation of coupler
16. Checking of operation of coupler operating mechanism
17. All parts of CBC and allied accessories to be dismantled as per removal
procedure and to be cleaned and overhauled as described in maintenance
manual,
18. Visual inspection be made for cracks, damage, distortions etc.
19. Checking of excessive wear of lock of knuckle, pivot pin of knuckle and
knuckle support pin.
20. Damage of draft gear rubber pads and its checking for pre- compression
value. Final assembly be made as per procedure.
21. Checking of functional operation of coupler
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6. Inspection of coupler carrier/ supporting device and its springs for cracks
and breakage.
7. Inspection of loose / broke / missing nuts and bolts of coupler pin support
plate and draft gear support plate.
8. Checking of distortion of aligning wing pocket and guard arm by aligning
wing limit gauge and guard arm distortion gauge.
9. Checking of vertical height of aligning wing pocket ad guard arm by vertical
height aligning wing pocket and guard arm gauge.
10. Wear of aligning wing pocket ad guard arm to be checked by vertical height
condemning limit aligning wing pocket and guard arm gauge.
11. Checking of knuckle nose wear and stretch limit by knuckle nose wear and
stretch limit gauge.
12. Inspection of anti-creep protection
13. Measurement of coupler height 1105 mm from rail level- Reference point –
vertical center of knuckle
14. Checking of proper locking
15. Checking of functional operation of coupler
16. Checking of operation of coupler operating mechanism
17. All parts of CBC and allied accessories to be dismantled as per removal
procedure and to be cleaned and overhauled as described in maintenance
manual,
18. Visual inspection be made for cracks, damage, distortions etc.
19. Checking of excessive wear of lock of knuckle, pivot pin of knuckle and
knuckle support pin.
20. Damage of draft gear rubber pads and its checking for pre- compression
value. Final assembly be made as per procedure.
21. Checking of functional operation of coupler
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CHAPTER-11
AMM (LOCO SHOP)
11.1 INTRODUCTION
AMM is stand for Assistant Material Manager. AMM is a post I Indian railways. The
AMM will oversee the planning, procurement , storage, control, and distribution of
material and products according to company needs and customer requirements.
The objective of AMM is assured supply of material, optimum inventory levels and
minimum deviation between planned and actual result
11.2 Organization of Materials Management Department:
The Indian Railways network is owned and managed by the Central Government.
Operations are controlled and directed by the Railway Board under the over-all
supervision of the Minister of Railways. The network of Railways is divided into 17
zonal railways each under the control of a General Manager. Each Railway zone is
organized on the divisional pattern of working.
In addition, there are modern Production Units- viz. Chittaranjan Locomotive Works,
Chittaranjan (Electric Locomotives); Integral Coach Factory (Integrated coaches),
Chennai ; Diesel Locomotive Works (Diesel Locomotives), Varanasi; Rail Wheel
Factory, Bengaluru; Diesel loco Modernization Works, Patiala; Railway Coach
Factory, Kapurthala.
On a Zonal Railway, General Manager is assisted by Additional General Managers
and Heads of different departments such as Controller of Stores, Chief Engineer,
Chief Optg. Mgr., Chief Comml. Mgr., Chief Mech. Engineer, etc.
11.2.1 Materials Management Organization in Railway Board
In Railway Board, Member (Mechanical) looks after the materials management
function and Additional Member (Railway Stores) is the head of Railway Stores
Directorate.
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CHAPTER-11
AMM (LOCO SHOP)
11.1 INTRODUCTION
AMM is stand for Assistant Material Manager. AMM is a post I Indian railways. The
AMM will oversee the planning, procurement , storage, control, and distribution of
material and products according to company needs and customer requirements.
The objective of AMM is assured supply of material, optimum inventory levels and
minimum deviation between planned and actual result
11.2 Organization of Materials Management Department:
The Indian Railways network is owned and managed by the Central Government.
Operations are controlled and directed by the Railway Board under the over-all
supervision of the Minister of Railways. The network of Railways is divided into 17
zonal railways each under the control of a General Manager. Each Railway zone is
organized on the divisional pattern of working.
In addition, there are modern Production Units- viz. Chittaranjan Locomotive Works,
Chittaranjan (Electric Locomotives); Integral Coach Factory (Integrated coaches),
Chennai ; Diesel Locomotive Works (Diesel Locomotives), Varanasi; Rail Wheel
Factory, Bengaluru; Diesel loco Modernization Works, Patiala; Railway Coach
Factory, Kapurthala.
On a Zonal Railway, General Manager is assisted by Additional General Managers
and Heads of different departments such as Controller of Stores, Chief Engineer,
Chief Optg. Mgr., Chief Comml. Mgr., Chief Mech. Engineer, etc.
11.2.1 Materials Management Organization in Railway Board
In Railway Board, Member (Mechanical) looks after the materials management
function and Additional Member (Railway Stores) is the head of Railway Stores
Directorate.
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There are Executive Directors, Directors/Joint Directors and Deputy Directors in this
Directorate.
The functions of Railway Stores Directorate in Railway Board are summarized
below:-
(a) Policy Formulation:
For efficient materials management on Railways, the directorate frames and issues
policy guidelines to all Zonal Railways and production units on stores and purchase
matters including coordinating various activities related to materials management.
(b) Inventory Control:
Railway Board evolve policies for efficient inventory management of Indian
Railways. For this, integrated materials budget is processed by this Directorate. They
also monitor inventory performance of Railways and production units by getting
periodic returns from the Railways and issue directives from time to time.
(c) Centralized Purchase:
Railway Stores directorate also handles high value purchases. Some of the items are
centralized for purchase through Railway Board only:-
• Complete units of Rolling Stock,
• Wheel, Tyres & Axles (WTA) including Imports,
• Petroleum products including oils and lubricants (POL).
• Selected critical items for which manufacturing capacity is less than Railways’
demands. These items are centralized for purchase through Railway Board to ensure
equitable distribution as per needs of Railways e.g., Composite brake blocks, special
steel and
• Processing of all cases initiated by Zonal Railways where the purchase is beyond the
competence of General Manager i.e., costing more than Rs. 50 crores per item.
(d) Liaison with other Ministries:
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There are Executive Directors, Directors/Joint Directors and Deputy Directors in this
Directorate.
The functions of Railway Stores Directorate in Railway Board are summarized
below:-
(a) Policy Formulation:
For efficient materials management on Railways, the directorate frames and issues
policy guidelines to all Zonal Railways and production units on stores and purchase
matters including coordinating various activities related to materials management.
(b) Inventory Control:
Railway Board evolve policies for efficient inventory management of Indian
Railways. For this, integrated materials budget is processed by this Directorate. They
also monitor inventory performance of Railways and production units by getting
periodic returns from the Railways and issue directives from time to time.
(c) Centralized Purchase:
Railway Stores directorate also handles high value purchases. Some of the items are
centralized for purchase through Railway Board only:-
• Complete units of Rolling Stock,
• Wheel, Tyres & Axles (WTA) including Imports,
• Petroleum products including oils and lubricants (POL).
• Selected critical items for which manufacturing capacity is less than Railways’
demands. These items are centralized for purchase through Railway Board to ensure
equitable distribution as per needs of Railways e.g., Composite brake blocks, special
steel and
• Processing of all cases initiated by Zonal Railways where the purchase is beyond the
competence of General Manager i.e., costing more than Rs. 50 crores per item.
(d) Liaison with other Ministries:
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Some of our purchases are being done through Directorate General of Supplies and
Disposals. In cases of imports, sometimes we may require clearance from Ministry
of Industry and DGFT. To maintain good liaison with DGS&D and other Ministries,
Railway Stores Directorate has posted one JA/SG Grade officer in Board who is
designated as Railway Liaison Officer (RLO).
(e) Coordination for supply of steel:
For ensuring continuous supply of steel from main producers to various Railways
and production Units, Railway Stores Directorate has posted one Director at Kolkata
who coordinates with steel plants in drawing Rolling programmer and monitors
supply of steel to various Railways and Production Units. Director (Iron & Steel),
Kolkata also plans and coordinates supply of steel to various wagon builders.
11.2.2 Materials Management Organization at the Zonal and Depot level
The problems on Railways are more complex than those of a manufacturing
organization as there are thousands of indenters spread over a large geographical
area. The Railways, therefore, have to plan locations of various warehouses (Stores
depots) with care. Normally, stores depots are located adjacent to major workshops
and are known as attached depots. In addition, stores depots for materials of general
nature that are required by most of the indenters are situated at one or more locations
from where the supplies can be affected. These are called General Stores Depots.
Stores Depots are generally under the supervision of gazetted officers of the stores
department referred to as Depot officers. A Depot officer is responsible to the
Controller of Stores for efficient maintenance of stock of stores and for prompt
service to the indenters in his territory. The depot officer is assisted in his work by
Assistant Depot Officers and other senior staff viz. Depot Material Superintendents
(DMS).
The work in a Stores depot consists of –
1. Receipt and inspection of stores
2. Storage and issue of materials
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Some of our purchases are being done through Directorate General of Supplies and
Disposals. In cases of imports, sometimes we may require clearance from Ministry
of Industry and DGFT. To maintain good liaison with DGS&D and other Ministries,
Railway Stores Directorate has posted one JA/SG Grade officer in Board who is
designated as Railway Liaison Officer (RLO).
(e) Coordination for supply of steel:
For ensuring continuous supply of steel from main producers to various Railways
and production Units, Railway Stores Directorate has posted one Director at Kolkata
who coordinates with steel plants in drawing Rolling programmer and monitors
supply of steel to various Railways and Production Units. Director (Iron & Steel),
Kolkata also plans and coordinates supply of steel to various wagon builders.
11.2.2 Materials Management Organization at the Zonal and Depot level
The problems on Railways are more complex than those of a manufacturing
organization as there are thousands of indenters spread over a large geographical
area. The Railways, therefore, have to plan locations of various warehouses (Stores
depots) with care. Normally, stores depots are located adjacent to major workshops
and are known as attached depots. In addition, stores depots for materials of general
nature that are required by most of the indenters are situated at one or more locations
from where the supplies can be affected. These are called General Stores Depots.
Stores Depots are generally under the supervision of gazetted officers of the stores
department referred to as Depot officers. A Depot officer is responsible to the
Controller of Stores for efficient maintenance of stock of stores and for prompt
service to the indenters in his territory. The depot officer is assisted in his work by
Assistant Depot Officers and other senior staff viz. Depot Material Superintendents
(DMS).
The work in a Stores depot consists of –
1. Receipt and inspection of stores
2. Storage and issue of materials
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3. Dispatch of materials
4. Disposal of surplus stores and scrap materials.
The depot is divided into different wards and sections for stocking different types of
materials and to deal with the work mentioned above. The purchase function is
centralized in the Zonal Headquarters i.e., the office of the Controller of stores except
for items of small value those can be directly purchased by the executive officers and
the depot officers. The Controller of Stores is assisted by Chief Materials Managers
(CMMs) and Dy. CMMs. Dy. CMMs are administrative in charge of different
purchase sections as well as stores depots. The purchase sections are under the charge
of purchase officers in different grades called Senior Materials Manager and
Assistant Materials Manager.
The function of inventory control is basically a part of every stocking organization.
For evolving suitable policies and monitoring the progress a separate cell named
inventory control cell exists which functions in the headquarters under the Controller
of Stores
11.2.3 Organization at Divisional level
(a) Administrative and Technical Control of Sr. DMM/DMM:
As with other branch officers, the Divisional Materials Manager (DMM) works
under the administrative control of the DRM in respect of day-to-day working. For
technical and procedural matters, DMM is directly responsible to COS and
nominated CMM/Dy.CMM.
(b) Duties of Divisional Materials Manager:
(I) Ensuring availability of Materials: The Divisional Materials Manager should
monitor availability of imprest and non-imprest items, vital/safety/passenger amenity
items besides tickets, stationery and forms. He should also monitor expeditious
receipt of non-stock items, requisitioned through him.
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3. Dispatch of materials
4. Disposal of surplus stores and scrap materials.
The depot is divided into different wards and sections for stocking different types of
materials and to deal with the work mentioned above. The purchase function is
centralized in the Zonal Headquarters i.e., the office of the Controller of stores except
for items of small value those can be directly purchased by the executive officers and
the depot officers. The Controller of Stores is assisted by Chief Materials Managers
(CMMs) and Dy. CMMs. Dy. CMMs are administrative in charge of different
purchase sections as well as stores depots. The purchase sections are under the charge
of purchase officers in different grades called Senior Materials Manager and
Assistant Materials Manager.
The function of inventory control is basically a part of every stocking organization.
For evolving suitable policies and monitoring the progress a separate cell named
inventory control cell exists which functions in the headquarters under the Controller
of Stores
11.2.3 Organization at Divisional level
(a) Administrative and Technical Control of Sr. DMM/DMM:
As with other branch officers, the Divisional Materials Manager (DMM) works
under the administrative control of the DRM in respect of day-to-day working. For
technical and procedural matters, DMM is directly responsible to COS and
nominated CMM/Dy.CMM.
(b) Duties of Divisional Materials Manager:
(I) Ensuring availability of Materials: The Divisional Materials Manager should
monitor availability of imprest and non-imprest items, vital/safety/passenger amenity
items besides tickets, stationery and forms. He should also monitor expeditious
receipt of non-stock items, requisitioned through him.
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(II) Ensuring economy in use of materials and making users aware of the need
of such economy: With a view to controlling any wasteful and un-warranted
consumption of material and also to keep the consumption of material within the
budgetary provisions, he should take adequate steps.
(III) Local Purchase: It should be ensured that stores are purchased at reasonable
rates and following precautionary measures are taken during local purchase of stores-
(i) Scrutiny of firms (Likely suppliers)
(ii) Formation of approved list of suppliers, issue of bulletins etc.
(iii) Local purchase as per the laid down procedure
(iv) Physical verification of material on its receipt, before it is ultimately handed over
to the consumer.
11.3 Stores Depots
For facility of work, there should ordinarily be
(i) A locomotive depot attached to serve the main Loco workshop
(ii) C&W stores depot attached to C&W shops
(iii) Signal Stores Depot attached to Signal shops
(iv) Electrical Stores Depot attached to Elect. Shops
(v) P. Way depot for stocking P. Way & Bridge material
(vi) Stationery depot
(vii) Scrap yard
(viii) General Stores Depot
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(II) Ensuring economy in use of materials and making users aware of the need
of such economy: With a view to controlling any wasteful and un-warranted
consumption of material and also to keep the consumption of material within the
budgetary provisions, he should take adequate steps.
(III) Local Purchase: It should be ensured that stores are purchased at reasonable
rates and following precautionary measures are taken during local purchase of stores-
(i) Scrutiny of firms (Likely suppliers)
(ii) Formation of approved list of suppliers, issue of bulletins etc.
(iii) Local purchase as per the laid down procedure
(iv) Physical verification of material on its receipt, before it is ultimately handed over
to the consumer.
11.3 Stores Depots
For facility of work, there should ordinarily be
(i) A locomotive depot attached to serve the main Loco workshop
(ii) C&W stores depot attached to C&W shops
(iii) Signal Stores Depot attached to Signal shops
(iv) Electrical Stores Depot attached to Elect. Shops
(v) P. Way depot for stocking P. Way & Bridge material
(vi) Stationery depot
(vii) Scrap yard
(viii) General Stores Depot
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CHAPTER-12
CONCLUSION
Gone through rigorous two months training under the guidance of capable engineers
and workers of Ajmer railways in basic training center “locomotive section” headed
by chief workshop manager Mr. MUKESH KUMER situated in Ajmer Rajasthan.
The training was specified under the locomotive work shop. Working under the
department I came to know about the basic machine handling, servicing and
machining processes which was shown on heavy to medium machines. Duty lathes
were planted in the same line where the specified work was undertaken. The training
brought to my knowledge the various machining and fabrication processes.
12.1 Improvements Suggested to the company :-
• In the non-destructive testing of wheels and others parts of train .they can use
high ultrasonic testing machine.
• They can use an internet application to give information to each other
departments for no delay of time.
• They can use more workers for cleaning of floors and workshop.
12.2 Findings :-
• In shop of fuel injection pump workers are using normal wrench for
adjustment of pump but railway provide special type of wrench.
• Workers of slack shop are designed and made their own tensile testing
machine.
53
Industrial Report
CHAPTER-12
CONCLUSION
Gone through rigorous two months training under the guidance of capable engineers
and workers of Ajmer railways in basic training center “locomotive section” headed
by chief workshop manager Mr. MUKESH KUMER situated in Ajmer Rajasthan.
The training was specified under the locomotive work shop. Working under the
department I came to know about the basic machine handling, servicing and
machining processes which was shown on heavy to medium machines. Duty lathes
were planted in the same line where the specified work was undertaken. The training
brought to my knowledge the various machining and fabrication processes.
12.1 Improvements Suggested to the company :-
• In the non-destructive testing of wheels and others parts of train .they can use
high ultrasonic testing machine.
• They can use an internet application to give information to each other
departments for no delay of time.
• They can use more workers for cleaning of floors and workshop.
12.2 Findings :-
• In shop of fuel injection pump workers are using normal wrench for
adjustment of pump but railway provide special type of wrench.
• Workers of slack shop are designed and made their own tensile testing
machine.
ARYABHATTA COLLEGE OF ENGINEERING AND RESEARCH CENTER AJMER
54
Industrial Report
REFERENCE
1. www.wikipedia.org
2. Indianrailway.org.in
3. http://www.indianrail.gov.in
4. www.slideshare.com
54
Industrial Report
REFERENCE
1. www.wikipedia.org
2. Indianrailway.org.in
3. http://www.indianrail.gov.in
4. www.slideshare.com
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