CHAPTER-1INTRODUCTION

1.1 HISTORY OF INDIAN RAILWAY

The history of rail transport in India began in the mid-nineteenth century. Railways were first

introduced to India in 1853 from Bombay to Thane. The Indian Railways, becoming one of the

largest networks in the world. Indian Railways is the world's ninth largest commercial or utility

employer, by number of employees, with over 1.4 million employees.

At the time of independence, 99% of locomotives in India were steam. At independence we

decided to continue to invest in steam because coal was cheap and widely available. The

alternatives, electric and diesel, both which were technologically vastly superior were expensive

and required lots of investment, money and technological knowhow all of which we did not

have. Ever since 1853, India ran on steam power with the only electric India faced massive

shortage of locomotives at independence and to become self-sufficient in locomotives,

Chittaranjan Locomotive works (CLW) was set up in 1949 itself for India to produce our own

locomotives. CLW would first produce steam locos, then diesel and today, only electric and the

Diesel Locomotive Works (DLW) of Varanasi was set up in 1963. Thanks to CLW, Indian

Railways became self-sufficient in locomotives pretty fast.

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Fig 1. Steam engine

Following a string of accidents and bad press, Indian Railways woke up and decided to do away

with steam traction in favor of diesel/electric by the late 1950s. As a result, steam engine

production was gradually wound down and the last WP (No. 7754) was produced in 1967 and

the last WG (10480 Antim Sitara) was produced in 1970. The last steam locomotive to be

produced in India was a Meter Gauge YG #3152 in 1972. Steam schedules were gradually as

steam locomotives were pulled off the track and trains got dieselized. From around 2300

steamers in service in 1990, the number fell to 209 in 1995. The steam sun set on India on

October 6 1995, when the WL 15005 Sher-e-Punjab.hauled last official Broad Gauge passenger

steam service in India from Ferozepur to Jalandhar in Punjab, marking the end of an Indian

summer. And in February 2000, the last surviving MG steam services in Gujarat were shut down.

All steam locomotives had ceased to run in India, marking the end of an Indian summer. And in

February 2000, the last surviving MG steam services in Gujarat were shut down. All steam

locomotives had ceased to run in india.

1.2 DEVELOPMENT OF DIESEL LOCOMOTIVES

Though invention of steam locomotives was a remarkable invention in vehicle industry, yet it

had certain drawbacks. These conditions were ripe enough to give birth to diesel locomotives. A

diesel locomotive generates energy to produce enough power to drive the electrical generator

found within the engine. The generator powers the traction motors, and the traction motors are

the engines that turn the locomotive's wheels. This series of one powerful piece supporting and

driving another powerful piece produces an efficient way to propel the immense locomotive

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across the tracks, far more efficient than a steam engine. Each part of the diesel-electric motor

serves its own purpose, and the diesel-electric locomotive generates and utilizes its own power to

motion the train.

As the technology behind the diesel engines advanced, B&O continued to run its trains on diesel-

electric power. And as the technology evolved over the years, diesel-electric engines beefed up

the power to lead heavier passenger and large freight trains across the country. Part of the reason

the railroad companies stuck with diesel was its efficiency. Diesel-electric locomotives ran with

less fueling than steam locomotives. This kept the trains moving on the tracks instead of having

to stop frequently to "refuel" with water and oil. Diesel- electric locomotives also required less

maintenance than steam-powered engines. This also kept the engines on the tracks, moving and

making money, instead of "in the shop" costing money. Diesel-electric locomotive engines won

the hearts of many a railroad company because they were more profitable than a steam- powered

locomotive.

1.3 INDIAN RAILWAYS

Indian Railways is the state-owned railway company of India. It comes under the Ministry of

Railways. Indian Railways has one of the largest and busiest rail networks in the world,

transporting over 18 million passengers and more than 2 million tons of freight daily. Its revenue

is Rs.107.66 billion. It is the world's largest commercial employer, with more than 1.4 million

employees. It operates rail transport on 6,909 stations over a total route length of more than

63,327 kilometers(39,350 miles).The fleet of Indian railway includes over 200,000 (freight)

wagons, 50,000 coaches and 8,000 locomotives. It also owns locomotive and coach production

facilities. It was founded in 1853 under the East India Company.

Indian Railways is administered by the Railway Board. Indian Railways is divided into 16 zones.

Each zone railway is made up of a certain number of divisions. There are a total of sixty-seven

divisions. It also operates the Kolkata metro. There are six manufacturing plants of the Indian

Railways. The total length of track used by Indian Railways is about 108,805 km (67,608 mi)

while the total route length of the network is 63,465 km (39,435 mi). About 40% of the total

track kilometer is electrified & almost all electrified sections use 25,000 V AC. Indian railways

uses four rail track gauges:-

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1. The broad gauge (1670 mm)

2. The meter gauge (1000 mm)

3. Narrow gauge (762 mm)

4. Narrow gauge (610 mm)

Indian Railways operates about 9,000 passenger trains and transports 18 million passengers daily

.Indian Railways makes 70% of its revenues and most of its profits from the freight sector, and

uses these profits to cross-subsidies the loss-making passenger sector. The Rajdhani Express and

Shatabdi Express are the fastest trains of India.

1.4 CLASSIFICATION

1. Standard Gauge designations and dimensions:-

W = Broad gauge (1.67 m)

Y = Medium gauge ( 1 m)

Z = Narrow gauge ( 0.762 m)

N = Narrow gauge ( 0.610 m)

2. Type of Traction designations:-

D = Diesel-electric traction

C = DC traction

A = AC traction

CA=Dual power AC/DC traction

3. The type of load or Service designations:-

M= Mixed service

P = Passenger

G= Goods

S = Shunting

4. Horse power designations from June 2002 (except WDP-1 & WDM-2 LOCOS)

3 For 3000 horsepower

4 For 4000 horsepower

5 For 5000 horsepower

A For extra 100 horsepower

B For extra 200 horsepower and so on.

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Hence WDM-3A indicates a broad gauge loco with diesel-electric traction. It is for mixed

services and has 3100 horsepower.

1.5 DIESEL SHED

Diesel locomotive shed is an industrial-technical setup, where repair and maintenance works of

diesel locomotives is carried out, so as to keep the loco working properly. It contributes to

increase the operational life of diesel locomotives and tries to minimize the line failures. The

technical manpower of a shed also increases the efficiency of the loco and remedies the failures

of loco.

The shed consists of the infrastructure to berth, dismantle, repair and test the loco and

subsystems. The shed working is heavily based on the manual methods of doing the maintenance

job and very less automation processes are used in sheds, especially in India.

The diesel shed usually has:-

Berths and platforms for loco maintenance.

Pits for under frame maintenance

Heavy lift cranes and lifting jacks

Fuel storage and lube oil storage, water treatment plant and testing labs etc.

Sub-assembly overhauling and repairing sections

Machine shop and welding facilities.

1.6 GOLDEN ROCK DIESEL SHED

Diesel Shed Golden Rock came into existence on 29.09.1975. Initially, the shed was designed to

home 45 YDM4 locos. In 1988, holding was gradually increased to 100 MG locomotives

(YDM4). Further shed expanded in 1993, to hold 40 BG Locomotives and subsequently in 2000,

expansion work started to hold 100 BG Locomotives. At present this shed holds 132 locomotive

of various type viz. YDM4, WDM2, WDP3A, WDG3A, WDS6, DEMU, 1400 HP, 700 HP etc.

This shed has been nominated in Southern Railway to home and maintain EMD locos. On 7th

April 1988, Diesel Traction Training Centre (DTTC) was opened at new building at Diesel loco

shed, GOC campus. This training School is being mainly utilized for training of running staff for

Diesel conversion and refresher courses of FZR & UMB division. In addition to this, this is also

being utilized for imparting training to the maintenance staff of the shed.

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Presently, Diesel Shed, GOC is ISO 9001: 2008 Certified Shed, which is headed by under the

dynamic control of Sr.Divisional Mech.Engineer (Diesel), under whom the officers DME-I,

DME-II, ADME/H, ADME/R/Mech., ADME/R/Elect, ACMT & SMM/Stores are working.

1.6.1 SHED LAYOT

Fig 2. Shed layout

1.7 VARIOUS SECTIONS IN DIESEL SHED

Turbo Section

Expressor Section

Compressor Section

Power Assembly Section

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Cylinder Head Section

Machine Shop

Cross Head Section

Water Pump & Lube Oil Section

Radiator Section

Traction M/C

Governor Section

Gauge & Valve Section

Air Brake Section

Electrical Complaint Room

Auxillary M/C Section

Electrical Test Room

Magnaflux Section

Bogie Section

Valve Grinding Section

Contactor & Relay Room

Zyglo Testing Room

Fip Section

Tsc Balancing Section

Draftsman Room

Battery Section

Metallurgical Lab.

Spectro Section

Scrap Yard

1.7 VARIOUS SECTIONS IN DIESEL SHED

To maintain various parts of locomotives, Diesel Shed, Ludhiana has different sections for

electrical and mechanical repairs & maintenance. Brief details are as under:-

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1.7.1 Turbo Supercharger Section

Turbo Supercharge is a machine, which uses exhaust of the diesel engine to compress the intake

air to improve the engine efficiency to about 1.5 times. At present, 4 types of TSCs are being

overhauled in this section.

(i) ALCO Turbo Supercharger

(ii) ABB Turbo Supercharger

(iii) Napier Turbo Supercharger

(iv) Hispano Suiza Turbo Supercharger

All these TSCs are fully dismantled and overhauled in this section. The strength of staff of this

section is 7.

1.7.2 Fuel injection pump (FIP) & Injector Section

This section is responsible for maintaining the fuel injection pump and the injector of diesel

locomotives. The fuel injection pump is responsible for maintaining desired pressure to inject the

fuel, whereas the injector has the duty to spray the fuel in the cylinder after atomization. Two

types of FIPs are being used at present.

(i) 15mm FIP

(ii) 17mm FIP

All these subassemblies are being dismantled, overhauled and tested in this section.

1.7.3 Expresser & Compressor Section

The expresser is used to maintain air pressure and vacuum pressure for breaking system in the

locomotive. This section is responsible for maintaining this subassembly.

Complete expressor or compressor is dismantled and overhauled in this section as per Work

Instructions issued to the section. The staff strength of the section is about 30.

1.7.4 Power Assembly Section

The piston and connecting rod assembly is called as power assembly. 16 power assemblies are

being used in one locomotive. Two types of pistons are being used in the locomotive. Steel cap

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pistons are being used in fuel efficient locomotives, whereas aluminum pistons are being used in

conventional locomotives. The shed has switched over to barrel shape piston rings to provide

better fuel efficiency. The pistons and connecting rods are dismantled, cleaned, zyglo tested and

again are made ready for service in this section. The staff strength of section is about 10.

1.7.5. Cylinder Head Section

This section is responsible for maintenance and overhauling of cylinder heads of diesel

locomotives. 16 Nos. cylinder heads are there in one locomotive. Each cylinder head has four

valves, two exhaust and two inlet valves. In fuel-efficient locomotives, the valve angle is 300,

whereas in conventional locomotives it is 450. The head is completely dismantled and after

cleaning and mating the valve & valve seat and overhauling the complete components, the head

is made ready for service in this section after various tests. The staff strength of this section is

about 7.

1.7.6. Cross Head Section

Crosshead is a subassembly, which is operated by camshaft to operate the valve lever mechanism

of the cylinder heads. There are 16 cross heads in one locomotive. The cross heads operate the

valve levers through two bush rods, one for exhaust and other for air inlet. Cross heads are

completely dismantled and overhauled and also the valve lever mechanism is completely

dismantled and overhauled in this section. The staff strength of this section is about 4.

1.7.7. Pump Section

The pump section is responsible for overhauling water pump and lube oil pump of the

locomotive. Both the pumps are gear driven through crankshaft split gear train. Every loco is

having one water pump and one no. lubricating oil pump. Both the pumps are cleaned,

overhauled and made ready for service in this section. The staff strength of this section is 4.

1.7.8. Miscelleneous Sub-assembly & Heat Exchanger Section

This section is responsible for maintaining rear truck traction motor blower which is belt driven,

front truck traction motor blower which is gear driven, universal shaft, which is used to drive

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radiator fan, eddy current clutch gear box used to provide drive to radiator fan, over speed trip

assembly is responsible for preventing the engine from over-speeding. In addition to above,

various heat exchangers, such as radiator, turbo aftercooler, compressor after cooler and engine

lube oil cooler are cleaned, tested & overhauled in this section. The self-centrifuging unit of

locomotive is also overhauled in this section.

1.7.9.Bogie Section

This section is responsible for complete overhauling of under gear of the locomotive. A

locomotive is driven on line through 06 No. traction motors, which are supplied from a generator

driven by the diesel engine. These motors are fitted on 6 Nos. axles and connected to axles

through a bull gear pinion arrangement. The motors are suspended through suspension bearing

which is plain bearing in some locomotives, whereas these are roller bearings in about 50% of

locomotives. Two bogie frames are used to house six axles and wheels and called as front bogie

and rear bogie. The braking arrangement for the locomotives is given through 8 brake cylinders,

4 on each bogie and various brake riggings, brake shoes and brake blocks. The load of

locomotive is shared by each bogie. Each bogie has two nos. side bearers and one no. central

pivot. The load sharing between the central pivot and the side bearer is in the ratio of 60:40. The

chassis of the locomotive is having 2 Nos. central buffer couplers on each side for connection to

the train. The chassis is also having mounted 4 Nos. buffers, 2 on each side to bear various

pumps during operation. Staff strength in this section is about 70.

1.7.10. Yearly Section

Yearly section is used for complete overhauling of locomotive, engine block and removal of

various mechanical subassemblies. The yearly section carries out 24 monthly and 48 monthly

schedules of the locomotives in which engine and various subassemblies are overhauled

completely. Staff strength of this section is about 90.

1.7.11. Air Brake Section

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Air brake section is responsible for overhauling of brake valves of air brake system and other

safety items such as wipers, sanders, horns etc. In addition to it, various gauges are also being

maintained by this section. Staff strength of this section is about 50.

1.7.12. Valve Section

This section is responsible for maintaining fuel regulating valve, fuel relief valve, lube oil

regulating valve, lube oil relief valve, lube oil bypass valve of the locomotive. The valves are

overhauled and are set at a required pressure as per Maintenance Instructions. Staff strength of

this section is 2.

1.7.13. Speedometer Section

The speedometer section is responsible for maintaining speedometers of the locomotive, which

are responsible for recording and indicating the speed of the locomotive. Staff strength of this

section is about 16.

1.7.14. Governor Section

Governor section is responsible for maintenance of governor of the locomotive. The governor of

the locomotive is responsible for maintaining constant speed of the engine as per requirement at

every notch. At present, the shed has 3 types of governors.

(i) Woodward governor (ii) GE or electro hydraulic governor

(iii) Microprocessor based governor

SALIENT FEATURES

Sanctioned staff strength = 1331

Staff on roll = 1206

Total covered area = 12,577 sq. meters.

Berthing capacity = 32 locos.

% of staff housed = 21%.

Fuel storage capacity = 730 kiloliters.

Average off take of diesel oil per day = 0.3 lakh liters (approx).

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Lube oil storage capacity = 350 kiloliters.

Average off-take of lube oil per day = 2700 liters (approx).

Average kms earned/month = 7,98,873 kilometers.

WDM2 = 13

WDG3A = 18

WDM3A = 6

WDP3A = 14

WDP4 = 20

WDG 4 = 25

WDS 6 = 15

YDM 4 = 10

Total = 119

Direct maintenance staff per loco = 4.30

SFC Mail (Lts/1000GTKM) (2008-09) = 3.72

SFC Goods (Lts/1000GTKM) (2008-09) = 2.03

Table 2. Schedules

Table 1. Activities in shed

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SCHEDULES GIVEN BY SHOPS

Schedules Periodicity

IOH/M48 (By CB Shop) 4 years

POH/M96(By CB Shop) 8 years.

RB (By DMW/PTA) 16-22 years

ACTIVITIES IN SHED

Schedules Periodicity

Trip 15/20 days.

T2 30 days.

M2 60 days.

M4 120 days.

M12 12 months.

M24 24 months.

M48 48 months.