ACKNOWLEDGEMENT

It is my privilege to acknowledgement my proIound gratitude and indebtedness towards my

respected and learned teachers Ior their inspiration, constructive criticism and valuable
suggestions. Their precious guidance and unrelenting support kept me on track through my
training. I want to thank all the employees oI DIESEL LOCO MODERNIZATION WORKS,
PATIALA Ior their warm support and co-operation in successIul running oI the training and
project work.
First oI all I would like to thank SH. G.P. SINGH, CWI (Technical training centre) Patiala
Ior having such an immense Iaith in me and helping me, thus allowing me to join the
company and Ior giving me an opportunity to work with such precious organization.
Special thanks awaits assistant work mangers senior section engineers section engineers
charge man and technicians oI various shops oI DMW, Patiala Ior their sagacious eIIorts in
accomplishment oI this task.
There are numerous others who have helped me a lot in the preparation oI this report. I am
indebted to all oI them.




























1.0. INTRODUCTION TO INDIAN RAILWAY
Railways serve the people oI India since 1853. Indian Railways are the biggest organization
in our country, which is engaged in transportation. Indian railways have continuously
inIluenced the social, economic, cultural and political liIe oI the people. Some important
aspects oI railways are together people Irom all costs, communities and religions oI trade and
commerce, development oI industries, inIluence on literature, poetry, music, Iilms, Indian
Railways employing the very big population oI India etc.

1.2. INDIAN RAILWAYS AT A GLANCE
First train moved on: April 16th, 1853
First train run between: Bombay to Thane
First locomotive named: Lord Falkland

The beginning the Iirst railways on Indian sub-continent run over a stretch oI 21 miles Irom
Bombay to Thane. The idea oI a railway to connect Bombay with Thane, Kalyan and with
the Thal and Bhore Ghats inclines Iirst occurred to Mr. George Clark, the ChieI Engineer oI
the Bombay Government, during a visit to Bhandup in 1843.
The Iormal inauguration ceremony was perIormed on 16th April, 1853, when 14 railway

carriages carrying about 400 guests leIt Bori Bunder at 3.30 pm 'amidst the loud applause oI
a vast multitude and to the salute oI 21 guns.
The Iirst passenger train steamed out oI Howrah station destined Ior Hooghly, a distance oI
24 miles, on 15th August, 1854. Thus the Iirst section oI the East Indian Railway was opened
to public traIIic, inaugurating the beginning oI railway transport on the Eastern side oI the
sub-continent.
In south the Iirst line was opened on 1st July, 1856 by the Madras Railway Company. It ran
between Veyasarpandy and Walajah Road (Arcot), a distance oI 63 miles. In the North a
length oI 119 miles oI line was laid Irom Allahabad to Kanpur on 3
rd
March 1859.
The Iirst section Irom Hathras Road to Mathura Cantonment was opened to traIIic on 19
th

October, 1875. These were the small beginnings which is due course developed into a
network oI railway lines all over the country. By 1880 the Indian railway system had a route
mileage oI about 9000 miles.
Indian railway is an industry engaged in the movement oI persons and things Irom one place
to another. It comes into existence aIter independence and presently, it constitutes the second
largest railway network in the world, it has Iour gauges oI track:-


1. Broad Gauge (1.676m)

2. Meter Gauge (1 m)

3. Narrow Gauge (2`-6)

4. Narrow Gauge (2`)


















1.3. FACTS ABOUT INDIAN RAILWAY
1. Indian railway has about 63,693 KM oI track out oI which BROAD GAUGE covers
45,103 KM, NARROW GAUGE 15,178 KM and rest covered by standard and dual gauge.
2. Indian railway runs about 12,500 trains daily out oI which no oI PASSENGER train is
2670, no oI EMU running daily is 325, MAIL AND EXPRESS are 1070 and no oI
FREIGHT AND MINED type trains are 6180.
3. The longest journey on the Indian railway is Irom 1AMMU to KANYAKUMARI, a
distance oI about 3751KM, covered by HIM SAGAR express in about 66 hours.
4. Indian railways Iirst electric train ran on Feb 3, 1925 Irom BOMBAY VT to KUALA.
5. Computerized reservation system started at Delhi in 1986.
6. Indian railway has about 7,800 locomotive, 40,000 coaches and 338000 wagons.
7. The manuIacturing oI steam loco in the country was stopped in 1972.
8. Largest network oI railways under single management: INDIAN RAILWAY.
9. Longest rail route in the world: Train:- SIBERIAN express Irom MOSCOW to
VLADIVOSTOK in RUSSIA. The express covers 9296 KMS in 7 days.














1.4. STRUCTURE OF INDIAN RAILWAY

MINISTRY OF RAILWAYS

MINISTER OF STATE FOR RAILWAYS

CHAIRMAN OF RAILWAY BOARD (CRB)

MEMBER RAILWAY BOARD

GENERAL MANAGER (CAOR)

ASSISTANT GENERAL MANAGER (AGM)

HEAD OF DEPARTMENT

DEPUTY HEAD OF DEPARTMENT

SENIOR SCALE OFFICERS

ASSISTANT OFFICRS

CLASS III STAFF

CLASS IV STAFF




2.0. DMW RAILWAY IN INDIA
DMW was conceived goal oI manuIacturing sophisticated processed components to meet the
maintenance need oI diesel traction Ileet oI Indian railway. Skepticism had been riIe and
expert opinion were widely divergent on the viability and such a captive production unit oI
railways when Indian industries together with diesel locomotive works.
In spite oI such spectrums, there had been compulsions to complete this project with utmost
speed, viability or utility oI this product not withstanding. As the D.M.W project progressed
the indispensability oI its services slowly started drawing and expectation started mounting
Iaster then the project pass. Many more activities over and above those originally visualized
got added on along the way.
2.1. INDIAN RAILWAYS AT A GLANCE
First train moved on April 16, 1853
First locomotive named Lord Falkland
First train runs between Bombay to Thane (34) KM















2.2. ZONES IN INDIAN RAILWAY
An Indian railway is divided into 16 zones. These names are:-
S.NO. ZONE HEAD OFFICE
1. Central railways Mumbai CST
2. Eastern railways Fairlie Place, Kolkata
3. Northern railways New Delhi
4. Southern railways Park Town, Chennai
5. Western railways Church Gate, Mumbai
6. South Central railways Secunderabad
7. South Eastern railways Garden Reach, Kolkata
8. North Frontier railways Maligaon, Guwahati
9. East Central railways Hazipur, Bihar
10. East Cost railways Bhubaneshwar
11. North Western railway Jaipur
12. South Western railway Hubli, Karnataka
13. West Central railway Jabalpur (M.P.)
14. South East Central railway Bilaspur
15. North Eastern Railways Gorakhpur
16. North Central railway Allahabad

2.3. PRODUCTION UNITS IN INDIA
S.NO. PRODUCTION UNITS DESTINATION
1. Chittaranjan Locomotive Works Chittaranjan
2. Diesel loco modernisation Works Patiala
3. Integral Coach Factory Chennai (Perambadur)
4. Diesel Locomotive Works Varanasi
5. B.E.M.L Bangalore
6. Rail Coach Factory Kapurthala
2.4. DIESEL LOCO MODERNISATION WORKS-LAYOUT
The workshops in the Diesel Loco Modernisation Works are designed and planned by
keeping various 14 Iactors in mind. The road Irom the middle oI the shops is made in North-
South direction. This particular direction is planned because the wind Ilows in North-South
direction, which will circulate the air in all the shops as well as it will clear the environment
outside the shops. Proper ventilation occurs due to this.
The shops are planned on both sides oI road. The shops on the east side oI the road are called
east wing shops and the shops on west side are called west wing shops. The shops on the east
side get beneIit Irom the sunlight during aIternoon and evening. This idea conserves the
electrical energy resources oI the DMW. The various shops are designed in such a way so
that the job gets transIerred Irom one shop to another easily. No extra heavy cranes or labors
need to be employed to move the jobs. For smooth Ilow oI jobs, the rails are provided
between the shops. The shop speciIic Ior a particular type oI operations are located near by
Ior easy transIer oI material.
A railway line is also provided near the assembly shops so that the material, tools and
machines Irom other places or states can very easily be transported to the railway station and
back Irom it. It Iacilities raw material to be imported to the assembly shops and Iinal jobs to
be exported to the station.









3.0. PROFILE OF DMW PATIALA
DMW was conceived goal oI manuIacturing sophisticated processed components to meet the
maintenance need oI diesel traction Ileet oI Indian railway. Skepticism had been riIe and
expert opinion were widely divergent on the viability and such a captive production unit oI
railways when Indian industries together with diesel locomotive works.
In spite oI such spectrums, there had been compulsions to complete this project with utmost
speed, viability or utility oI this product not withstanding. As the D.M.W project progressed
the indispensability oI its services slowly started drawing and expectation started mounting
Iaster then the project pass. Many more activities over and above those originally visualized
got added on along the way.

3.1. SALIENT FEATURES:
O Workshop area (Sq m) 837936
O Covered area in shops (Sq m) 87578
O Township area (Sq m) 1416800
O Electrical Energy Consumption 161.01
(Lakhs oI units/year)
Diesel Loco Modernisation Works (DMW) was conceived goal oI manuIacturing
sophisticated proceeds components to meet the maintenance need oI diesel traction Ileet oI
Indian Railways. Skeptics had been riIe and expert experience was widely divergent on the
viability and the need oI such a captive production units oI railways when the Indian industry
together with diesel locomotive works, Varanasi had already been providing the needed
logistical support Ior diesel loco maintenance.
In spite oI such sceptism, there had been compulsions to complete this project with utmost
speed, viability or utility oI its products not withstanding. As the DMW project progressed
the indispensability oI its services slowly started drawing and expectations started mounting
Iaster than the project pace. Many more activities over and above those originally visualized
got added on along the way. Taking a smile in RAILWAYS TERMINOLOGY: what started
perhaps as a shunting train steadily took the Iorm oI a jumbo rake.
Diversity oI technologies involved under one rooI at DMW is unmatched not only on Indian
Railways but also in industrial set-ups around the globe. ManuIacture oI carbon brushes on
one-hand and traction gears on the other: remanuIacture oI traction generators to matching oI
engine block stretches the imagination oI even well experienced engineers. To manage such
a plant oI diverse activities and to maintain the healthy and rhythmic throb oI such a complex
system calls Ior paramount proIessional skills. These skills are imparted in the Iorm oI
service by the skilled & proIessional staII. Labour out here is devoted to its job & tries to
perIorm its task with Iull eIIorts to increase its productivity. For a company to exist in the
present scenario oI great competitions, its workers must be properly skilled & must be
competent. To achieve these very properties in its workers DMW has a training cell.
Unlike other production units, DMW has to complete with other private and public sectors
enterprises that have been supplying these items to zonal railways Ior decades. It is the
superb product quality and responsiveness to costumer needs that gives a distinct edge to
DMW. With quality as its strength Iactor, DMW is surely and steadily notching up its market
share.

3.2. THE PRO1ECT
Diesel loco modernization works conceived with a view to provide maintenance oI over 3500
diesel locomotives, which are in service. It was realized that DLW, Varanasi, which is
primarily engaged in manuIacturing oI new locomotive would not be able to meet the large
demand oI new spare and remanuIactured components to service this large Ileet oI
locomotives.
This project report Ior setting up Iacilities to under take these activities consulting.
PHASE-1 was approved in FEB 1981 and estimate sanctioned in MAY 1982.
PHASE-2 oI project comprising oI rebuilding POWER PACK and LOCOMOTIVES was
sanctioned in 1UNE 1986.
The project was approved by WORLD BANK, who provided aid Iunds to extent oI 30
million dollars.
Production stated in the Iirst shop (CBS) in JANUARY 1986 and the Iull range oI PHASE-1.
Activities and capacity were attained in APRIL 1989. As a part oI PHASE-2 power packs
rebuilding started in JUNE 1989 and the Iirst locomotive was dispatched in NOV 1989.

3.3. PRO1ECT OB1ECTIVE
The Diesel Loco Modernization Works was set up raise signiIicantly the liIe oI diesel
locomotive on Indian Railways. This was required to be DMW through:
1. ManuIacturing and supply oI high quality components and spares.
2. RemanuIacture oI critical assemblies Ior unit exchange system oI diesel locomotive
maintenance regime oI the railways.
3. Rebuilding locomotives and power packs incorporating the latest technological
developments.
4. For higher perIormance and improved Iuel eIIiciency.
5. ManuIacture oI components either imported Ior substitution timely availability.

3.4. EXPORTS
DMW is exporting spares oI diesel locomotives. Export to Malaysia is done through m/s
IRCON and to Sri Lanka, Vietnam, Bangladesh, Peru, Tanzania & Myanmar is done through
m/s RITES.
Some oI important items exported to various countries are detailed below:-
1. Armature ShaIt
2. Valve Leter ShaIt
3. Gear (Lube oil pump)
4. Pinion 19 teeth
5. Gear (water pump)
6. Extension ShaIt
7. Gear Extension ShaIt
8. Cam ShaIt
9. Cylinder Liner (Crone Plated)
10. Carbon Brush
11. Axle Box Housing
12. Equalizer Beam



















4.0. INTRODUCTION TO DMW PATIALA
The Ioundation stone oI DMW PATIALA was laid on 24.10.1981 by the minister oI
Railways Sh. Kedarnath Pandey. This production unit under the ministry oI railways.
Government oI India has been set up to provide maintenance support to the Ileet oI over 3500
Diesel Locomotives oI Indian Railway through:
1. Maintenance & supply oI high quality component & assemblies as spares.
2. RemanuIacture oI critical assemblies Ior the unit exchange system oI Diesel Loco
Maintenance.
3. MidliIe rebuilding oI Diesel Locos & power packs.
4. ManuIacture oI components higher to imported Ior import substitution & timely
availability.

4.1. THE PRO1ECT
This project report Ior setting up Iacilities to under take these activities consulting:
1. PHASE-1 was approved in FEB 1981 and estimate was sanctioned in MAY 1982.
2. PHASE-2 oI project comprising oI rebuilding POWER PACKS and LOCOMOTIVE was
sanctioned in JUNE 1986.

4.2. PRO1ECT OB1ECTIVE
DMW is engaged to manuIacture various diesel components along with rebuilding oI diesel
electric locomotives and power packs. The activities & products are given below:
1. MidliIe rebuilding/reconditioning oI WDM2 ALCO locomotive. Upgrading them Irom
2600 HP to 3100 HP and 3300 HP.
2. Incorporating various modiIications to enhance the eIIiciency, reliability, saIety oI
locomotive.
3. ManuIacture oI various type oI Carbon Brushes used on traction machines oI WDM2,
WDM3A, YDM4, WDG4, WDM3C, DMU.
4. DMW can undertake rebuilding oI other ALCO locos received.
5. Rewinding/Reconditioning oI traction motors, traction generator and traction alternators oI
locomotives.
6. Reconditioning oI engine block oI ALCO locomotives.
7. Reconditioning oI Power pack.
8. Reconditioning oI CO-CO Bogies.
9. ManuIacturing components Ior the above mentioned sub-assemblies.
10. The components used Ior these locos which are purchased Irom trade can also be
supplied.
Various items oI meter gauge locos such as YDM4 are also manuIactured and supplied.

4.3. PERSONNEL AND WELFARE
DMW lays great stress on a satisIied and motivated work Iorce. For eIIective participation
and to promote a sense oI belonging, major decisions aIIecting the employees are discussed
with the staII council oI worker`s representatives.
A residential township spread over 350 acres has been developed adjacent to the workshop.
This is selI suIIicient in all basic amenities such as Hospitals, Schools, Shopping Centers,
Bank, Post OIIice, Recreational and Sports Facilities.
The residential colony is well separated Irom the workshop and has an open and spacious
layout. Conservation oI the environment has been given its due importance by providing Ior
eIIluent and sewage treatment plants, improving the green cover by widespread tree
plantation, proper landscaping and development oI parks and gardens.

4.4. SHOPS IN DMW ARE
TTC: - TECHNICAL TRAINING CENTRE
LRS: - LOCO REBUILDING SHOP
PPS: - POWER PACK SHOP
LMS: - LIGHT MACHINE SHOP
CMS: - CENTRAL MAINTENANCE SHOP
CLS: - CYLINDER LINER SHOP
CBS: - CARBON BRUSH SHOP
SSS: - SUPER STRUCTURE SHOP
BS: - BOGIE SHOP
TMS: - TRACTION MACHINE SHOP
PMS: - PLANT MAINTENANCE SHOP
HMS: - HEAVY MACHINE SHOP
MRS: - MAIN RECEIVING STATION
HTS: - HEAT TREATMENT SHOP
ERS: - ELECTRICAL REPAIR SHOP
ABS: - AIR BRAKE SECTION



4.5. STRATEGY FOLLOWED IN PLANNING OF DMW
1. Each workshop has a major area Iunctioning under middle management level oIIicers, who
are totally answerable Ior their perIormance.
2. Layout oI workshops is such that there is a smooth Ilow oI jobs Irom one workshop to
another.
3. Fully integrated with CNC, NC and conventional machines to overcome the demand.
4. Layout oI machines is such that there is smooth Ilow oI jobs Irom one machine to another
according to the operations.
5. Machines are placed according to group technology so that Iinal job come outs as single.
6. Inspection and testing is done 100 percent with very accurate instruments Ior good quality.

4.6. QUALITY ASSURANCE AND MANAGEMENT
DMW believes that product quality has to be built in during manuIacturing. In accordance
with the belieI, the quality assurance system Iorms integral parts oI workshop activities.
Workers are actively involved in solving quality related problems in their work area through
17 diIIerent quality circles Iunctioning in DMW. They also made several presentations
during the year highlighting the quality problem being Iaced on shop Iloor and their
successIul solutions. To augments exiting test Iacilities additional capabilities was acquired
by DMW Ior stimulating testing oI all types oI BKTs through in house eIIorts. ATG test
Iacility has also been set up with the help oI BIIU to improve the reliability to rebuilt
Traction generators. Appreciating that all qualiIy improvements must Iinally lead towards.

4.7. ENVIRONMENT POLICY
Diesel loco modernisation works, engaged in rehabilitation and modernisation oI diesel
locomotives and manuIacture/remanuIacture
OI component & sub-assemblies, is committed to continuous improvement oI its
environment inside the workshop & colony through:
1. Control oI air, water, land & noise pollution and solid hazardous /medical waste.
2. Compliance to relevant environmental legal & other applicable requirements.
3. Enhanced awareness oI employees & interested parties towards environment.
4. Conservation oI natural resources.

4.8. QUALITY POLICY
Diesel loco modernisation works engaged in rehabilitation and modernisation oI diesel
locomotives and manuIacture and remanuIacture oI components and subassemblies is
committed to maximize customer satisIaction through:
1. Continual quality improvement oI processes, products and services.
2. Compliance to quality standards.
3. Technological and human resources up gradation.



















5.0. SCOPE OF DMW PATIALA
The experts have declared the age oI every locomotive as 18-20 years i.e. aIter every 20
years locomotive is brought to the Diesel Loco Modernization Works, Patiala and the
Iollowing operations are done on it where it is required.
1. Rebuilding
2. RemanuIacturing
3. Reclaiming

1. REBUILDING:-When due to sudden non alignment there is excessive wear oI any
component, and then this operation is perIormed to make it working properly. In this
operation the size oI any component is enlarged with the help oI machining or the size oI the
component is made oversize. AIter that size oI the component is shorten by Iilling welding
or the component is made undersize with the help oI welding. This whole operation oI
oversize is called Rebuilding
2. REMANUFACTURING: - AIter rebuilding or the component is made undersize, this
operation is perIormed. The operation oI obtaining required size oI the component by
machining, Irom the undersize component, as the result oI rebuilding is known as
RemanuIacturing.
3. RECLAIMING: - When aIter 20 years Iew parts oI the loco are damaged and are not in
the condition oI working, then this operation is perIormed. The operation oI replacement oI
damaged component with new components is called Reclaiming.

5.1. SCOPE
PHASE 1
Phase 1 was sanctioned in May 1982. For phase 1 group oI shops covering an area 47000 sq
m has been provided, in which 734 items oI diIIerent machinery & plants have been
installed. Phase 1 is distributed in Iollowing shops:
1. Carbon brush Shop: - manuIacture oI brushes Ior traction machine.
2. Light Machine Shop: - manuIacture oI spare parts oI diesel locomotives.
3. Heavy Machine Shop: - remanuIacture oI traction machine including manuIacturing
coils.
4. Traction Machine Shop: - remanuIacture oI traction machine including manuIacturing oI
coils.
5. Cylinder Liner Shop: -remanuIacture oI cylinder liner by chrome plating.
6. Heat Treatment Shop: -heat treatment oI components.
7. Plant Maintenance Shop: -installation and maintenance oI machine tools and Iacilities
include material handling.
8. Central Maintenance Shop: -material handling and maintenance.
9. Tool Room: - maintenance and manuIacture oI jigs and Iixtures.

PHASE 2
Phase 2 was sanctioned in June 1986. Construction oI phase 2 group oI shops, where
rebuilding oI diesel per annual is to be undertaken, was taken up in 1986-87 at an estimated
cost oI 46.63 crores. For this Purpose covered area oI 25000 Sq m and 298 diIIerent items oI
machinery and 7 plants have been provided. Facilities Ior rebuilding oI power packs and
diesel locomotives are distributed in the Iollowing shops:
1. Power Pack Shop: -stripping, assembly and testing oI diesel power packs.
2. Bogie Shop: -stripping, reconditioning and assembly oI locomotive bogies.
3. Traction Repair Shop: -rebuilding and testing oI auxiliary machines and electrical
equipments.
4. Loco Rebuilding Shop: -stripping and rebuilding oI locomotives.
5. Air Brake Shop: -Reconditioning testing and assembly oI air brake equipments.





5.2. BRIEFLY INTRODUCTION OF DMW PATIALA SHOPS
1. TOOL ROOM
Tool room is a room where diIIerent types oI tools are manuIactured. DiIIerent operations
done in tool room are:-
1. ManuIacturing oI jigs &Iixtures, dies and templates
2. Preventive maintenance oI tools.
3. Repair oI diIIerent tools and equipments.
4. Cutting and re-sharpening oI tools.
5. Repair oI Chucks.
6. Repair and preventive maintenance oI punching chucks.
7. Lapping tool Ior cylinder liner.
8. Boring head large end oI connecting rods.

2. PLANT MAINTENANCE SHOP
This is the shop where all the warm out and damaged tools and machine parts are repaired
and maintained. It handles the errors in the tools and Iinds the solution to correct the error.

3. LIGHT MACHINE SHOP
This shop concerned with the manuIacturing oI over 200 components Ior the diesel engine.
The main Iunction oI this shop is to make spare parts Ior the loco rebuild in DMW or Ior
other sheds on demands. The main products oI this shop are:
1. Bull Gear
2. Spider
3. Pinion Gear
4. Cam ShaIt
5. Connecting Rod
6. Studs
7. Seats
8. Cam ShaIt Gear, Crank ShaIt Gear
9. Drive Gear Lop, compeller Iollower lop, Iace plate lop
10. Frame Bearing


4. HEAT TREATMENT SHOP
In the heat treatment shop, the job is given heat treatment to improve the strength, elasticity
and other mechanical properties oI the job.

5. CENTRAL MAINTENANCE SHOP
It is the main shop in DMW. It collects the raw material Iro outside; make a report oI it and
diatribe the required material in the various shops. It also keeps the track oI the job done and
Iinalized. Actually, it is the shop where all the data about materials, jobs, workers and other
matter is stored.

6. MAIN RECEIVING STATION
This is the main resource oI electrical energy to all the shops in the DMW. It is responsible
Ior the power distribution to the shops.

7. TRACTION MACHINE SHOP
The traction machine shop concerns with the manuIacturing, maintenance and testing oI
traction machines (Traction motor, Generator and Alternator). It also undertakes the
manuIacturing oI coils.

8. HEAVY MACHINE SHOP
This is the shop where the cylinder block oI LOCO POWER PACK and the magnet Irames
or traction motor casing is reclaimed. The various deIects, which creep in the cylinder block
due to highly loaded conditions, are repaired in this shop like cracks, damaged holes,
damaged tapping, cam and crack bore wear.

9. POWER PACK SHOP
In this shop the power pack is wholly dismantled and rebuilt, tested and then sent to LRS Ior
Iitment on the lOCO. The main Iunctions oI this shop are:
1. Dismantling, Reconditioning and assembly oI power pack.
2. Load testing, speciIic Iuel consumption testing and other type.

10. BOGIE SHOP
This shop is concerned with the manuIacturing and testing oI bogie. Bogie is the lower part
oI the locomotive, which supports the engine. It is a unit where the main power oI the
Locomotive is utilized.

11. LOCO REBUILDING SHOP
The main Iunction oI loco rebuilding shop is to assemble the diIIerent sub-assemblies, which
are conditioned in diIIerent alloyed hops. The perIormance and working oI LRS depend upon
its helping shops.








































6.0. INTRODUCTION OF LRS
LOCO REBUILDING SHOP (LRS) is situated in phase-2 oI the Diesel Component Works.
The main Iunction oI LRS is to assemble the diIIerent subassemblies, which are
reconditioned in the diIIerent allied shops. The perIormance and working oI LRS depends
upon its helping shops. In this shop, engine is Iirst oI all disassembled and its various parts
like bogie Irame, traction motor, traction generator, power pack assembly, lubricant oil sump
etc are removed and send to respective shops Ior rebuilding. AIter rehabilitation, these
assemblies are again sent to LRS.

6.1. VARIOUS SECTIONS IN THE LOCO REBUILDING SHOP
HSD Storage Tanks
Decanting oI Fuel Oil, Lubricant Oil and Cooling Water Irom incoming Locomotive
Stage.
Loco Stripping Stage
Loco Under Frame Dip Tank
Hood over Engine Dip Tank
Loco Washing Pit
Loco Components Dip Tanks
Hood over Engine Storage Area
RelieI and Regulating Valves Testing Room
Hood over Engine Repair Section
Hood over Engine Painting Booth
Reconditioning Section
Radiator Testing Area
Loco Turning Manipulator
Fuel Tank Testing Stage
Alignment Section
Under Frame Section
ModiIied Engine Sump Storage Area
D.C.O.S Storage Area
Pipe Section
Rail cum Road Vehicle Section
Engine Sump ModiIication Section
Loco Driver`s Cabin Section
Loco Fabrication Activities Stage
Loco Main Assembly Stage
Loco Lowering on Bogie Stage
Loco Cranking Stage
Loco Testing Shop
Loco Paint Shop
Final Inspection oI Loco
Time OIIice
Carpentry and Crane Section
Stores and OIIices
Store no. 4
Store no. 5
Loco Dispatch Section
Tool Stores
PMS Section
Loco Commissioning Room
6.2. ALLIED SHOPS
Air brake section
Super structure shop




6.3. WORKING OF LRS
1. RECEIVING THE LOCO
When the shed management Ieels that a particular loco under its auspices can do with
rebuilding they are marked and sent Ior DMW, Patiala. Otherwise any loco, which has
reached an operation age oI 18-20 years, is sent Ior rebuilding. This received at the Patiala
railway station by the ASM. The ASM inIorms the DMW about the arrival oI LOCO. When
the LOCO comes to the DMW the Iollowing inIormation is recorded:
1. Loco No
2. Railway Zone
3. Date oI Receiving
4. Fuel quality when received
5. Lube oil quality when received
6. List oI components which are absent
7. Striping the loco
The striping is done in the striping section. The stripping is done in the Iollowing order:
1. Fuel is drained
2. Water is drained
3. Bogies disconnected
4. The various sub assemblies are as Iollows:
2. FRAME
The old Irame is used Ior rebuilding but some repair work is done on it. The plates oI Iuel
tank removed and it is cleared properly. The plates oI Iuel tank removed and it is cleared
properly. AIter that plates are welded. Blocks oI Power pack, expressor and ECC are also
welded is used Ior this purpose. AIter that Irame is rested on two bogies. Two load pads and
one centre pivot is rested on each bogie. Load pads are Iitted in a resting and some space is
provided to Iill hydraulic oil which absorbs shocks during turning. Dye penetrating test is
also perIormed on load pads and center pivot to detect any crank.


3. MOUNTING OF POWER PACK
Power pack Irom PPS is liIted by crane and is rested on block oI Irame the centre oI crank
shaIt is mounted with centre oI Irame and various bolts are tightened.
4. EXPRESSOR
Expressor is a unit run by extension shaIt oI engine and is used in breaking system. It is used
to compress the air or create vacuum Ior breaking system. It has six cylinders, three oI them
compress the air and three create vacuum. It has a cooling coil. Filters are provided at inlet
suctions points that Iilter the in going air. A hub is Iitted on the expressor crank shaIt to
couple it with same hub on extension shaIt oI power pack. These hubs are mounted by shaIt
and aIter that allowed to cool down. Expressor is checked beIore mounting on LOCO.
5. EDDY CURRENT CLUTCH
Eddy current clutch gets its movement Irom expressor shaIt and is connected to it through
horizontal shaIt. It is Iitted in radiator room oI LOCO. The main Iunction oI eddy current
clutch is that it transIers the movement to rotor, when temp. oI cooling water exceeds beyond
65 degrees C. it has a stator and rotor. Rotor moves continuously with engine when
temperature exceeds beyond limit a thermostatic switch allow the eddy current and moves
which in turn rotate perpendicular gear box.
6. TRACTION MOTOR BLOWERS
There are two such blowers on loco Ior supplying air Ior cooling oI traction motors. One
blower is on the Iront side and other on the rear. The Iront blower gets its motion Irom
generator end gear and pushes air Ior cooling in to the Iront motors through air passage and
rubber hoses. The rear blower gets its motion Irom horizontal shaIt pulley by belts and blows
air to rear motors.
7. SAND BOX
Sand box is also Iitted on the loco, which contain sand. This sand is used to increase Iriction
between the line and loco wheel when slippery occurs due to some the reason as when
climbing up an altitude. The driver blows sand between rail wheels by application oI
compressed air through a piping circuit, which give connection to each wheel.

8. AXLE GENERATOR
Axle generator is mounted on one oI the axles and gets its drive Irom it. It is used to produce
small amount oI electricity Ior speedometer and other purposes in driver`s room.
9. HORIZONTAL SHAFT ASSEMBLY
This is the shaIt, which transIer motion Irom expressor to ECC it also has a pulley, which is
used to revolve the Ian Ior cooling. The Ian is mounted on the top oI radiator room.
10. FAN
Fan is Iitted in radiator to draw air Irom radiator room to cool water. It is driven by
perpendicular gearbox through a shaIt and Iitted with help oI bearing housing.
11. RADIATORS
There are two radiators on the loco Ior cooling oI water. These are Iitted on the two sides oI
radiator room. The pump Iorces hot water Irom bottom and cold water Irom top oI radiator is
transIerred to tanks on the top oI radiator room.
12. WATER TANKS
There are two water tanks on top oI radiator room oI Loco. There preserve cooling equal
level between the two tanks.
13. LUBE OIL FILTER
Lube oil Iilter is Iitted in radiator room and is used to Iilter the lube oil.It is Iitted with lube
oil pump by pass valve. It has Iollowing elements:
1. Casing
2. Eight Filter Elements
3. Inlet and outlet ports
4. Cover
Oil is Iorced Irom inlet and aIter passing through Iilters it rotates at the bottom and Irom
there transIerred to lube oil cooler. On cold casing hydraulic testing is dummied and water
under 14 kg/cm pressure is Iorced through inlet to check leakage.

14. LUBE OIL SYSTEM
Lube oil is shown in Iigure. It consists oI Iollowing parts:
1. Lube oil pump
2. Pressure relieI valve
3. By pass Valve
4. Lube oil Iilter
5. Lube oil cooler
6. Pressure regulating valve
7. Lube oil Strainer
8. Turbo Super Charger
9. Lube oil Gauge
15. AIR MQAGE ASSEMBLY
The purpose oI this assembly is to supply air Iree Irom impurities to the turbo super charger.
It is container Iitted with two heavy duty type air Iilters on two opposite sides these Iilter
contain oil and Iilter elements to clean the air. This assembly is mounted on Loco and gets
connected with turbo supercharger.
16. BRAKING SYSTEM
There are two types oI braking system used in railways.
1. SA9 Brake System
2. A9 Brake System
SA9 braking system is used only Ior loco and is purely air Brake. It is used when loco is run
ideally without train.
A9 braking system is used Ior train as well as Loco. It may be air Brake or vacuum brake
according to the type oI train attached to loco.
These braking system are used on Loco model 28LA V dual brake system.
L-~ Loco, A-~air-~vacuum
The compressed air or vacuum needed Ior a device called expressor mounted on engine
extension shaIt produces braking.
Expressor:--Exhauster Compressor
The expressors contain 6 cylinders, 3 oI which produced compressed air and 3 oI them are
used Ior creating vacuum. These are 2 low pressure cylinders and one high pressure cylinder.
The low pressure cylinder produces air at 3.5 kg/cm sq. this air transIerred to leIt side main
reservoir.
17. LOADING/UNLOADING SYSTEM
This system is used to regulate the pressure in the reservoir. There is a magnetic valve, which
is connected to main reservoir increases beyond 10 kg/cm sq, this valve opens the inlet ports
oI the cylinder and stops the compression oI air.
The compressed air Irom MR-1 is transIerred to MR-2 up to the later gets totally Iilled. A
cooling coil is provided beIore these two reservoirs to cool the compressed air. MR-1is used
Ior horn system, wiper system electrical control devices etc. the air in MR-2 is used Ior
braking system.
18. SA9 BRAKE SYSTEM
As already told this system is used only Ior loco. It is purely air braking. There is a valve in
the driver room, which has a lever. A copper pipe is connected Irom MR-2 to this valve. The
valve which is delivering air (at pressure range Irom 3.5 kg/cm sq to 2.0kg/cm sq) at the will
oI driver. This valve plays its role when we two locos on a train one is in lead and other
trails. This valve contacts the braking system oI two locos to single driver. This valve has a
knob, which can be adjusted to lead or trail according to the position oI loco. AIter this the
air is passed through FI.
Selected valve. There aIter this air is passed to C2 valve. This valve is also connected to main
reservoir through steel pipe as air Irom FI selector valve only acts as controlling pressure.
AIter C2 relay valve the air is passed to all brake cylinders to apply the brakes. These
cylinders push pads against wheels and brakes are applied. The driver controls the air
pressure through valve lever in driver room.




19. A9 BRAKE SYSTEM
This system is used Ior loco as well as Ior train. This system can be air or vacuum according
to the type oI train attached.
It contains a A9 valve which is connected to main reservoir. It is operated by brake handle by
the driver. It has outlet ranging Irom 5kg/cm sq to 2-0 kg/cm sq in Iive stages according to
the eIIectiveness oI braking as Iollows:
1. Release........ 5.0kg/cm sq
2. Minimum Reduction.. 4.5kg/cm sq
3. Reduction....... 3.5kg/cm sq
4. Over Reduction.... 2.0kg/cm sq
5. Emergency........ 0.0kg/cm sq
This valve is connected to MU2B valve through copper pipe. MU2B valve is connected to FI
valve and aIter that is connects to C2 additional valve, which is also connected to main
reservoir by steel pipe as air Irom FI valve only acts as operating pressure. This line is
connected to main reservoir through a Ieed valve and a pressure oI 6kg/cm sq is maintained
on upper side and 5kg/cm sq is maintained on lower side oI the plunger. When driver release
pressure in brake line through valve lever the 6kg/cm sq pressure pushes down the plunger
and braking is achieved by lever mechanism. For applying brake to loco a connection Irom
B.P. one is given to a distribution valve which is also connected to MR the outlet Irom this
valve is given to brake cylinder line.
The BP line is connected to NI reducing valve, which reduces pressure Irom 5 kg/cm sq to
3.5 kg/cm sq. This valve is connected to magnet valve which in turn electrically connected to
Ioot release valve near to driver`s Ioot. When a driver pushes this valve a 72 volts DC supply
operates the magnet valve and which cut oII`s the supply oI air to pass through it Irom
reducing valve. At the time oI applying brakes the driver pushes this valve to cut oII air
supply to loco braking system to take care oI the momentum oI train because iI the brakes
were to be applied simultaneously the momentum oI train would create hindrance in braking.
He release switch aIter some time when the train slow down. AIter the magnet valve the
connection is given to C2 Relay valve and brakes are applied.


PURE AIR BRAKE SYSTEM WITH PANEL
(IRAB)


6.4. PURE AIR BRAKE SYSTEM
1. Important Features of IRAB Brake System
1. Loco brakes may be applied pressure between minimum and maximum and the pressure is
automatically maintained the brake cylinders against normal leakage.
2. Loco brakes can be applied on and oII with either the automatic brake valve A9 or
independent brake valve SA9.
3. It is possible to release the loco brake with the independent brake valve SA9 even when
the automatic brake is applied.
4. Maximum braking Iorce is emergency. This ensures shortest possible stop distance.
5. Enables multiple unit (M.U.) operation.

2. Explanation of Terms
The Iollowing terms will be used during the description and their application:-
1. Release: - When brakes are not applied.
2. Application: - When brakes are applied.
3. Charging: - when engine is started aIter repairs the equipments are said to charged.
4. Lapping Position: - When a particular valve comes in a stable position it is said that it is
in lapping position.
5. Automatic Brake Application: - the brakes can be applied in the locomotive and the
train simultaneously. This is achieved through automatic brake valve handle. This assembly
is placed in the both control stand
6. Independent Brake Application: - the brakes are applied in the locomotive only. It is
achieved by independent Brake valve. The valve is placed in control stand.
3. AIR BRAKE PANEL
Air brake panel is Iitted in the nose compartment. The Iollowings valves are mounted in the
panel:-
1. R.M. valve SR- 3055 (Release run magnet valve operated at 2.8kg/cm sq SR-3282)
2. MU2B
3. Magnet valve SR-3163 (with over charge Ieature)
4. 2 by 2 Magnet valve SR-3097
5. C-2 W Relay valve additional
6. N-1 Reducing valve
7. C-3W Distributed valve with reservoir 10 Lts.
8. F-1 Selected valve
9. Double Check Valve 24-A
10. R-6 Relay valve R6/SDW-1
11. C-2W Relay valve
12. Air Ilow measuring valve
13. 4 lts, 110 cu.in and 436 cu.in Reservoirs

4. OTHER VALVE
1. A-9
2. SA-9
3. D-1 Emergency Valve
4. Feed Valve
5. Duplex Check Valve
6. J-1 SaIety Valve
7. 3- Way magnet valve SR-3008 (02 Ior horns and 01 Ior loading and unloading System)
8. Auto Drain Valve
9. Pressure Switches P1 and P2
10. Air Dryer

5. IMPORTANT VALVES AND THEIR FUNCTION
1. Automatic Brake Valve (A-9): - Graduates the application or release oI loco and train
brake. This is a selI-lapping automatic pressure maintaining type oI valve. It has Iive
positions. These positions, the pressure and vacuum are shown below-
a) Running or release (70PSI)
b) Minimum Reduction (6-8 PSI pressure drop)
c) Full Service (24-25 PSI pressure drop)
d) Over Reduction (36-39 PSI)
e) Emergency Valve (Zero pressure)
2. Loco Independent Brake Valve (Sa-9): - Gradual application or release oI its loco brake.
The independent brake valve SA-9 has three positions:-
a) Application. (3.5kg/cm sq)
b) Release. (When the independent kept in release position)
c) Quick Release. (To obtain quick release oI loco brakes)
3. C-2W Relay Valve: - It is diaphragm operated selI lapping valve its Iunctions to supply
and exhaust brake cylinder air pressure during brake applications and release the break.
Increases the application or release time to 8-12 sec oI the loco brake.
4. Additional C-2W Relay Valve (with over change Ieature): - This valve maintain the
brake pipe pressure (BPP) in line Ior synchronizing brake oI pressure and also change over
charging the system.
5. C-3W Distributed Valve: - This valve synchronizing the system Ior brake through A-9 &
SA-9 both valve.
6. Auto Drain Valve: - It drains misted air connected with Govt System during
loading/unloading at every minute.
7. D-24-B Feed Valve (Set at 6kg/cm sq):- It is pressure reducing valve to supply air
pressure up to 6kg/cm sq in twin loco brake system Ior quick action oI apply and release oI
brake.
8. F-1 Selector Valve: - In Single loco it provide only path oI air to C2 Relay valve Ior brake
applications. In multiple units loco it comes it action.
9. Mu-2b Valve: - It has two positions LEAD and TRAIL. When Knob is in LEAD position
then the braking system will be operated otherwise no air pressure supply to brake system.
10. D-1 Emergency Brake Valve: - It is used to apply brakes on the train and loco in case
oI Iailure oI automatic brake valve or in case oI any emergency. Engine comes to idle
immediately.
11. Air Flow Measuring Valve: - It gives a visual indication oI the amount oI air Ilowing
into the brake pipe. Also it provides and indication to the driver in case oI train parting, alarm
chain pulling; heavy leakage in the brake pipe or rear and brake application. It is equipped to
operate trains Iitted with automatic air brake.
12. Pressure Switches (P1 & P2): -These pressure switches are operates to magnet valve 2
by 2 and operate the Ilasher light system. It is a saIety. It is a saIety measure.
13. Duplex Check Valve: - It takes MR pressure and operate when 5kg/cm sq or above
pressure is applied below 5kg/cm sq. It will not operate during accident. This valve is
maintained 5 kg/cm sq in the system so that brake may applied otherwise all the pressure will
be dropped and brake will not applied so this is a saIety device.
14. R-6 Relay Valve: - Provision oI this valve to provide adequate to driver in case oI alarm,
chain pulling & train parting. To ampliIy the indication, in air Ilow measuring valve circuits,
R-6/SDW-1 relay valve has been provided.
15. 1-1 Safety Valve (set at 10.5+0.1 kg/cm sq): - It is operated when the loading/unloading
systems is not working and release the excess pressure beyond 10.5 kg/cm sq in the
atmosphere. It is also saIety device.
16. 3 way magnet valve (Model 3008): - It operated used Ior loading/unloading oI
compression aIter received the electrical signal Irom pressure switches. And it is also used
Ior horn system.
17. Air Dryer: - The connected moisture oI compressed air is drayed out Irom main reservoir
air and supply the dry air to brake system as well as auxiliary system.
18. 2-BY-2 Magnet Valve (type 3097): - This valve brings the engine to idle position when
the brake pressure goes down to 3.5 kg/cm sq, through PCS-2
19. Magnet Valve (With over charge feature, Model 3163): - The required BP pressure
Ior brake releasing is 5 kg/cm sq but in long train this valve is used to supply some excess
pressure aIter pushing the button the BP pressure build up to 5.4 kg/cm sq and entire length
oI train.
20. Release Run Magnet Valve (Model 3282): - The air passes to C2W relay valve through
a D-1 pilot valve. During dynamic brake application, the MR pressure has been closed by
operating oI D-1 pilot air valve through Bk-1 and the mechanical brake will not apply during
dynamic brake.
21. C.O.C. (11/4 in BP line): - To avoid locomotive Iailure in case oI Iailure/breakage oI
brake pipe, angle cock due to cattle run over or any other reason.
22. Double Check valve 24-A (3/8): - it is used to provide control oI a device Irom two
sources without interaction between the two sources. An internal Ilowing check valve with
'O ring seal automatically directs the Ilow oI air Irom one or other oI the two controlling
devices to a common discharging end, at the same time, prevents this air Irom Ilowing to the
in-operating controlling device.
23. N-1 Reducing Valve: - It reduces a supply oI compressed air to a constant predetermined
pressure and Iinally supplies the required pressure to break cylinder.
24. Check Valve (1 1/4): - It is allowing the Ilow oI air in a given direction, But to permit
unrestricted Ilow in the opposite direction. For this reason, they are also known as non return
valve.
25. Brake Cylinder: - It is used Ior application and releasing oI loco brake through C2W
relay valve.
26. Compressor: - It is used to meet the high volume oI air requirement with moderate
pressure. The compressed air is used Ior the application oI brakes and Ior auxiliary system
such as horns and screen wipers electrical contractors oI the locomotive.
27. Main Reservoir (350 It`s LH & RH): - These are main reservoir to store air. The
capacity oI each reservoir is 350 liters. The MR-1 (LH) is used Ior wet air and MR-2 Ior dry
air only.




7. AIR BRAKE SECTION
1. Provision of self illuminating gauges.
L.E.D is provided in the driver compartment Ior better visibility oI the gauges.
Earlier: - No L.E.D was provided.
Advantage: - Better visibility even in the night.
2. Modified GD-80 D & E filter housing.
Paper Iilter is provided instead oI oil Iilter, which was earlier in use.
Advantages: - Better eIIiciency
3. Provision of modified air dryer with memory features.
Moist air is not good Ior drying purposes. So air drier is used Ior drying air & hence prevents
moisture Iormation.
Earlier: - It was not in use.
Advantage: - EIIiciency increases.
4. Provision of R-6 relay valves.
In case oI any mishappening or accident PATB is provided which signals to the driver.
PATB stands Ior passenger alarm saIety board.
Advantages: - Increased sound clarity and visibility in (PATB)
5. Modification of pneumatic pipeline on locomotive to supply dry air to auxiliaries.
Air dryer is used. It dries the moisture oI air, which decreases the eIIiciency.
Earlier: - No air dryer was used
Advantages: - EIIiciency increases.
6. Change in location of pressure switch.
The location oI the pressure switch has been changed.
Advantages: - Easily reachable
7. Improved type (RT5X) of pressure switch on EPG.
Silver tip is provided which increases the current carrying capacity.
Earlier: - Aluminum tip was provided.
Advantages: - Current carrying capacity increases.
8. Removal of bypass arrangement of air dryer.
Earlier air dryer was used with bypass arrangement. When there was any problem Iaced then
air was sent directly through the bypass arrangement so that engine should work
continuously and they can repair to the near by station. But driver started using it regularly as
this was made Ior emergencies. So now a day`s bypass arrangement is removed.
Earlier: - Air dryer was used with bypass arrangement.
9. Provision of additional cut out cocks for brake pipe diesel locomotives.
To reduce the air leakage during accident a special valve is provided at back oI cattle guard
mounting.
Earlier: -Pressure valve was in Iront oI cattle guard and does not work in case oI any
accident
10. Provision of 3 dia vacuum train pipe for vacuum creation in diesel locomotives in
place of 2.
Diameter oI vacuum pipe has been reduced.
Earlier:-Earlier 2 inch diameter vacuum pipe was used.
Advantages:-To improve the perIormance oI vacuum breaking.
11. Reduction of brake cylinder pressure from 3.5 kg/cm
2
to 2.5kg/cm
2
during
automatic brake application by A-9 valve.
From expressor the pressure oI air that comes to air brake cylinder is 10kg/cm
2
. In the air
brake cylinder it is reduced to 2.5kg/cm
2
.
Earlier: -Air brake cylinder reduced the pressure to 3.5kg/cm
2.
Advantages: -As the time oI reaction is reduced breaking is more eIIective.
12. Standardization of ball type cock used in the pneumatic system of diesel locomotive.
Ball type cock is used to improve the perIormance.
Earlier: -Valve type was used.



13. To produce compressor/expressor with gear train driven pump.
Lar||er chaln llnks were used and mechanlcal loses were more buL now a days gears sysLem ls used
antages Mechanlcal loses are reduced


























8. TRANSMISSION SHOP
1. Conversion of BHEL 30 MV-2 magnet valve in to GE type.
Magnet valve are used in contactors & switches.
Earlier rubber-to-rubber contacts were used Ior switching on/oII the traction motor. And
when the rubber gets heated up they started sticking. Now metal-to-metal contacts are used.
Advantages: - Switching on/oII is easy and increased liIe oI metal as compared to rubber.
Also there is increase in liIe & eIIiciency.
2. RATCHET modification of BKT and REV change over switches.
During operation ball got stuck in to the collar and it did not return to the original position
now the collar size is changed they are made big so that ball should not get stuck to the
collar. BKT stands Ior braking transIer switch & REV stands Ior reversal switch.
Earlier: - Collar size was low ball got stuck.
Advantages: - Working is easy.
3. Epoxy moulded coils.
Earlier MICA insulated tapes were used between the coils. Now epoxy moulding is given
besiege the coils so that it should not get damaged.
Earlier: - MICA insulated tapes were used.
Advantages: - Better quality, lesser Iailure and More protection.
4. Motor cut out switch (MCO) for isolating defective TM.
Motor cut out switch (it is a rotary switch) is used with the help oI which we can isolate the
motor iI by chance one motor is damaged we can isolate that motor so that other motors are
giving drive continuously.
Earlier:- no motor cut out switch was used.
5. Rectifiers with built in blower (92 days schedule).
When current Ilows Irom the rectiIier it gets heated up. and Ior its proper Iunctioning it needs
proper cooling. Earlier cooling was provided by some external coolers but that was not
enough. So now days rectiIier with built in blower is used which cools down the rectiIier.
Earlier: -No blower was provided.
Advantage: - Better cooling is provided.
6. Parallel wires for BKT/Reversal movable contacts.
Now two wires are provided instead oI one iI by chance one wire get damaged then current
should Ilow Irom the second wire.
Earlier: - One wire was provided.
Advantages: - Better conductivity & continuously current Ilow.
7. Interchanging of wire no.0 and 8 in sh receptacle.
It controls the direction oI loco.0 and 8 no. wires are used Ior changing the direction oI loco.
It can change the direction in short routes now 0 to 8 contacts were used.
Earlier: 0 to 0 and; 0 to 8 contacts were used and switching was complicated.
Advantage: - switching is easier than beIore.
8. Passenger alarm system in locomotive.
It is saIety device and it comes into play when there is any break in vacuum in vacuum
breaking system (by pulling chain by passengers etc.) a alarm is provided in the driver cabin
which inIorm the driver.





























9.0. INTRODUCTION HEAVY MACHINE SHOP
Heavy machine shop or HMS is located in the phase-II oI DMW. This shop is
remanuIacturing shop unlike the LMS, which is a production shop. In this shop the cylinder
block oI the LOCO POWER PACK and magnet Irames or traction motor casing are
reclaimed Irom the Power Pack Shop, where they are stripped in the stripping section and
various shops receive the components they are capable oI remanuIacturing. In this case it is
the heavy duty Engine Block.
The various deIects which creep in the cylinder block due to highly loaded working
conditions are repaired in this shop, like cracks, damaged holes, damaged tapping, cam and
crank bore wear.

9.1. SHOP OUTPUT
Engine block - 10/month - 11/month Ior incentives
Magnet Irames- 40/month
These heavy-duty components oI the diesel undergo heavy damage due to the bearing and
wearing surIaces. Hence there is an ut most need to rebuild them. A step-by-step procedure is
Iollowed to reclaim the Engine Block Irom PPS.

The Various Operations Done In This Shop Are:
1. Engine block stripping
Mostly disassembled power packs comprising oI engine lock comes Irom PPS. In HMS
Iollowing parts are removed:-
a) MB caps
b) Cam Bore sleeves
c) Various Studs around Cylinder






CNC PAMA MACHINE


ENGNE BLOCK ON CNC MACHINE
Figure shows that the main machine is used in the HMS shop. This machine is used Ior
perIorming many Iunctions the twelve equipments are connected with this machine. It is
perIorming automatic Iunction. Ii is specially used Ior boreing process. These machines are
available in ac and dc power supply.
2. Washings
The engine block which is dirty are dirty with the grease, dirt and other impediment are
cleaned thoroughly in a proceco Plant. This plant consists oI cleaning tank, one boiler and the
cleansing solution.
2.1. Cleaning of engine block in process cleaning plant of HMS.
a) Fit big size end plates at Iree end sides and tighten the end plates bolts.
b) Head engine block in proceco plant using over head crane.
c) Let the washing cycle timer oI proceco plant Ior six hours in rolling position.
d) Close the lid and open stam to maintain the cleaning solution Temp. between 160-180 F.
e) Start wash cycle Ior washing the engine block aIter completion oI the wash cycle Ior Iour
hours.
I) Open the lid cooling the engine block aIter completion oI the wash cycle Ior Iour hours.
Unload the engine block and remove both side plates.
3. Pre Inspection
The Pre inspection starts with the naked eye inspection oI the engine block. But there are
cracks that can`t be seen by naked eye so to highlight these cracks Dye Penetration Test is
conducted. The various solutions in this chemical are:-
a) Clearer (To clean the most crack prone areas)
b) Red Dye (A red chemical which collects itselI near the crack)
c) Developer (A white chemical which helps to highlight the accumulated red dye)
First oI the entire entire surIace to be checked are cleaned by the cleaner and then the red dye
is sprayed. Thinner is once again sprayed to wash away excess dye. The developer which is
sprayed aIter wards takes out the dye Irom the cracks and highlights the cracked portions.
Orange paint is used to mark these cracks. Welding report is prepared and engine block is
sent to the welding section.
BeIore going to the welding section the various holes in the engine block are Iilled with Iire
clay to prevent their damage during welding and stress relieving that takes place aIter wards.
This is done to-
a) Prevent the spatter Irom damaging the internal portion oI the holes.
b) To avoid distortion oI EB plates while welding.
Note: II the splines oI EB are damaged then it is out rightly rejected.
4. Welding
The two types oI welding is done in HMS:
1. Electric Arc Welding
2. Metal Insert Gas Welding (MIG Welding)
The main portions where welding is done are
a) Crank bore
b) Middle deck
C) Cam bore
d) Top deck collar
e) Top deck bore
I) Cracks(as per report)
MIG welding is preIerred over Electric Arc Welding because in MIG welding the weld
meant is continuous, deeply penetrating and relatively clean (then electric arc welding) and
hence used accordingly. A continuous Ieeding system Ieeds the copper coated MS electrode.
Copper coating prevents the Iiller material Irom rusting. It also reduces resistance and hence
increases conductivity during welding. Carbon dioxide is used as the inert gas. MIG is used
Ior welding oI serration pads, axle box and plug welding.
In electric arc welding Ilux coated electrodes are used. The Ilux Iorms the slag with the
impurities that are generated during the welding. This slag is removed aIter wards by
chipping handle. MS plates are sometimes welded to give strength. II the job is heavy then:
Holder: negative
Work piece: positive


This is because positive end generates more heat which is required by the work piece.
1. Sometimes electrode hinders the choice oI polarity.
2. Current range is lessening Ior overhead welding.
3. Reverse polarity used Ior high precision welding.
4. II arc length is more, more is spatter.
5. Slag inclusions inducing iI arc length is less.

9.2. RAIL CUM ROAD VEHICLE (R.C.R.V.)
In this section the production oI R.C.R.V is carried out. Rail cum road vehicle as
multipurpose vehicle is capable oI running both on road as well as rail. Primary Iunction oI
R.C.R.V is to assist recovery operation required to be carried out in case oI any technical
Iailure, accident or any other miss happening oI trains.
The rail cum road vehicle can run both on rail as well as road. On road it will run like any
ordinary truck as both the guide wheel assemblies and center liIting assembly are in liIted
position. At a suitable place where the vehicle is to be transIerred Irom road to rail, the truck
is positioned such that its center oI gravity lies essentially between the rail tracks. Then the
center liIting assembly is moved laterally so as to position it just in the line oI center oI
gravity oI the truck. This lateral movement oI the bridge plate is Iacilitated by a rack and
pinion arrangement. The truck is then liIted using Iour hydraulic jacks. Now the truck is
pivoted with all weight on bridge plate. The vehicle is rotated manually so as to align its
wheels on the rail track. The Iront and rear guide wheels are lowered using the hydraulic
pumps controlled by the driver through a control panel Iitted in the driver cabin.
The road truck is now ready to run on the rail track to help the people in trouble.
Rail Cum Road Vehicle is the country`s Iirst prototype R.C.R.V designed at D.M.W Patiala,
capable oI running both on road as well as rail. The railways have incorporated the vehicle
Ior Iaster rescue operations at accident sites. The R.C.R.V was given green signal on the
railway track on Nov. 24, 2002 by railway board member S.Dhasarathi at Diesel Loco
Modernisation works, Patiala. The role oI the Indian Railways has encouraged the morale oI
the D.M.W, Patiala Ior the designing oI R.C.R.V.
The mechanical and civil engineering branches oI the D.M.W. Patiala has received an order
oI 10 such vehicles and all the railway zones may be supplied this vehicle aIter oscillation
trials by the R.D.S.O. Lucknow, the quality check wing oI the railways.






































10.0. INTRODUCTION POWER PACK SHOP
In this shop the power pack is wholly dismantled, rebuilt, tested and then sent to LRS Ior
Iitment on the loco. The Iunction oI the shop can be broadly classiIied into Iollowing two
types: -
1. Dismantling, reconditioning and assembling oI power pack.
2. Load testing, speciIic Iuel consumption testing and other types oI testing.
10.1. MAIN SECTIONS IN THE SHOP
1. Stripping section
2. Reconditioning section
3. Turbo super charger section
4. Valve lever assembly section
5. Fuel injection pump section
6. Governor room
7. Lube oil pump
8. Assembly section
9. Test bed
10.2. BRIEF DESCRIPTION OF THE MAIN COMPONENTS
USED IN POWER PACK
1. PISTON
Piston used is oI positive Ilow, oil cooled, trunk type made oI aluminum. Lubricating oil is
delivered to the piston cooling grooves Irom the crank shaIt by means oI a hole through the
connecting rod and piston pin. Escort Mahle supplies the pistons. A steel cap is Iitted on the
piston.
2. PISTON PIN
The piston pin has a Iloating Iit in the piston and running Iit in the steel backed, bronze lined
connecting rod bushing. A rolled sleeve is installed in the pin bore to seal in the cooling oil.
Special snap rings are provided at each end oI the pin to hold it in place.

3. CONNECTING ROD
The connecting rod is a high strength alloy steel Iorging with a conventional rod cap. Pressed
into the piston end oI the rod is steel backed bronze lined split piston pin pushing. Joining
both ends oI the rod is a drilled passage Ior pressure Ied lubrication. The rod cap is aligned to
the rod by a short and long dowel and is secured by nuts and bolts.
4. PISTON RINGS
THE RINGS ARE WHOLLY replaced. They maintain the compression in the cylinder piston
enclosure. Various types oI rings are square, taper and conIormable and scarper. Square and
taper rings are cast.
5. CYLINDER LINER
They Iit in the cylinder block with a metal to metal Iit. Each linear has a collar on its upper
end which seats in the cylinder block. One seal ring in a groove near the top oI the line and
two seal rings in the groove near the bottom oI the liner seal the Iits between the liner and
cylinder block. Metal to metal joints oI the Ilat type Irom the compression seal between the
linear and cylinder heads are there.
6. CYLINDER HEAD
The cylinder head is secured to the cylinder block by 7 studs. Water jumpers Irom the
cylinder block to each cylinder head conduct water Irom the cylinder block to water cooling
passage in the cylinder heads. Each head has suitable chambers Ior two air inlet valves two
exhaust valves and a Iuel injector nozzle.
7. LUBE OIL PUMP
It is positive displacement helical gear pump. It is mounted on the Iree end oI the base and is
derived by diesel engine crankshaIt extension gear. The pump discharges into external piping
through a Ilange on the pump casing.
8. AIR ELBOW
Individual air elbow conduct air Irom air passage in the cylinder block to the cylinder head.
A gasket is used Ior air elbow and cylinder block Iitment.

9. FUEL IN1ECTION PUMP
Micro Iuel injection pump are oI single acting constant stroke and plunger type with the
eIIective working stroke, however being adjustable. The pump consists oI primarily a
housing, delivery valve, spring, delivery valve holder, element a geared oI barrel and a
plunger which are matched assembled to a very close tolerance. FIP has got three basic
Iunctions:-
a) To raise the Iuel oil pressure to a value this will eIIiciently atomize the Iuel.
b) To supply the correct amount oI Iuel to the injection nozzle, compensating with power and
speed requirement oI the engine.
c) To accurate time the delivery oI the Iuel Ior eIIicient and economic operation oI engine.
The amount oI the Iuel delivered per stroke is controlled by rotating the plunger by means oI
a control rod diIIerent position oI the helix come in Iront oI the inlet port, thus varying the
eIIective stroke oI the plunger, the actual plunger travel remaining constant. In the extreme
angular position oI the plunger the vertical groove comes in contact with the inlet port and
even when the plunger moves upward no pressure is built up and hence no Iuel can be
supplied.
10. FUEL IN1ECTION NOZZLE
The Iuel injection nozzle is closed hydraulically operated diIIerential type consisting oI two
parts:- Nozzle body and Nozzle valve. Both oI these are made out oI special heat treated
alloy to minimum wear. The nozzle valve and nozzle body matched to Iorm an assembly.
These parts should not be exchanged individual but replaced only as an assembly. At the
body oI the nozzle body there are 9 spray holes through which Iuel passes through the
combustion chamber. The spring loaded valve controls the Ilow. Multi hole nozzle is used in
order to mix the Iuel properly. The holes are drilled non symmetrically or unsymmetrically to
meet certain speciIic requirements oI the combustion.
11. STRAINER
The lube oil strainer is oI the basket type with the oil entering the strainer at the bottom shell
connection oI the oil. Oil Ilows up through a hollow tube and strainer screen. The oil then
passes through the Iine mesh screen and out oI the strainer shell. The strainer screen is star
shaped to provide maximum straining area.
12. LUBE OIL FILTER
The Iilter tank consists oI multiple elements. Each Iilter element may consist oI a metal cage
with a paper Iilter with no cage. In baIIle 6-11 pounds oI long strand cotton waster act as
Iilter.
13. LUBRICATING OIL SYSTEM
Following elements are present in the system circulating pump, regulating valves, Iilter
assembly, heat exchanger, associated piping. LOP on Iront end suck Irom the sump and gives
the oil to the system. RelieI valve at discharge side protect the pump Irom high pressure and
controls discharge pressure at 105-110 psi by passing a portion oI oil back to sump. Across
the Iilter constant pressure is maintained Irom Iilter to cooler, then to strainer and then into
the main lubricating oil header. Two branch lines Irom main headers supply oil to each bank
oI cylinder head valve mechanisms, Iuel pump liIters and camshaIt gear. The oil supplied to
the main bearings Ilows through passages in the camshaIt to the connecting rod bearing. The
oil passes through the relieI drilled connecting rods to hollow Iull Iloating piston pins. The
oil then Ilows Irom the pin through passages to the piston to cool the piston crown the oil
eventually discharges Irom a hole inside the skirt oI the engine sump. The small line leads
beIore the main header to the pressure gauge and the low oil pressure switch.
14. FUEL OIL SYSTEM
Fuel used is high speed diesel oI IS 1460-1974 speciIication. Cetane number is equal to 42.
Total sulphur percentage by mass maximum is equal to 1. Low atmospheric pressure and
engines operating at higher altitudes may require the use oI Iuels with higher Cetane number.
SYSTEM: - All loco motive units have individual Iuel oil system. Each loco has a Iuel
supply tank located beneath the under Irame, beneath the trucks, a Iuel oil booster pump
drawn Iuel Irom the Iuel tank and distributes it throughout the system. The suction side is
between the tank and the booster pump. All Iuel drawn Irom the tank must pass through
Iilter. The pressure side is between the booster pump and the pressure regulating valve oI the
oil Ilows. The system it Iirst passes by a pressure relieI valve set at 75psi, its purpose is to
protect the booster pump, motor and the system Irom the over loud. Oil then passes through
the primary and secondary Iilter into the right bank Iuel header, which Ieeds the leIt bank
Iuel injection pumps. A line is connected to the pressure regulating valve, which Ieeds a Iuel
oil pressure gauge.
15. FUEL EFFICIENCY DESIGN OF ENGINES
Power pack shop oI DMW Patiala are rebuilding WDM2 loco motive engine and upgrading
these to make them Iuel eIIicient by incorporation latest technology. For this purpose certain
modiIications are to be carried out. Due to these modiIications speciIic Iuel consumption is
improved over 6. The exhaust gases temperature is also reduced by over 100 deg
centigrade. Doing reduction in exhaust gases temperature, the liIe oI thermally loaded
components like cylinder head, valves, valve seat inserts, pistons and piston rings, injector
nozzle, exhaust maniIolds etc. is enhanced and also reduction in lube oil consumption. The
engine with all the six modiIications incorporated is termed as the Iuel-eIIicient 16-cylinder
engine.
OB1ECTIVES OF FUEL EFFICIENCY KIT
1. INCREASED FUEL EFFICIENCY
SpeciIic Iuel consumption improved by over 6
SFC conventional PP 162-169 gm/bhp-hr
SFC FE 1561 GM/BHP-HR
2. REDUCTION IN EXHAUST GAS TEMPERATURE BY OVER 100 deg C
Resulting in increased liIe oI the thermally loaded components like cylinder heads, valves
valve seat inserts, pistons and piston rings, injector nozzle, exhaust maniIolds etc.
3. To make existing power pack Iit Ior 3100 BHP locomotive with the same basic design
Max power developed Pm LAN
Pm increased by 14.
NRPMincreased by 5.
Increase in HP (3100-2600/2600)*10019




16. GOVERNOR
The Iunction oI a governor is to regulate the mean speed oI an engine, when there are
variations in the load on an engine increases, its speed decreases, there Ior it becomes
necessary to increase the supply oI working Iluid. On the other hand when the load on the
engine decreases its speed increases and thus less working Iluid is required. Governor used
are GE Electro-mechanical or wood ward mechanical governor. As is clear Irom the diagram
there are two coils, speed coil and stabilizing. The stabilizing coil has 475 mA constant
current supplied to it. Speed coil gets its Ieeding current Irom techno generator. Depending
upon the increase or decrease in the speed the piston moves up or down under the varying
magnetic eIIect oI coil. The value system moves the slave piston up or down.
17. TURBO SUPER CHARGER
The turbo super charger is a selI contained unit composed oI a gas turbine and a centriIugal
casing. The exhaust gas Irom the cylinder oI the diesel engine is conveyed to the exhaust
maniIold and then to the turbine, which utilizes some oI the velocity energy oI the exhaust
gas, otherwise wasted. This energy in the gas is used to drive the blower. This blower
Iurnishes all the air required by the engine, through the air intake maniIold at a pressure
above atmosphere. The turbocharger unit is used in conjunction with a multiple pipe or single
pipe exhaust maniIold.
In this system the compressed air delivered by the TC accomplishes two goals:-
a). It scavenges the hot residual gases otherwise leIt in the cylinder at the end oI the exhaust
stroke and replaces it with cooler Iresh air.
b). It Iills the cylinder with air charge oI higher density during the suction stroke. The
provision oI greater amount oI Iresh air permits the combustion oI a correspondingly greater
amount oI Iuel and consequently a higher power out put Irom a turbo charger engine is
obtained as compared to an engine which is not so equipped.
Scavenging the combustion space with cool air eIIects a considerable degree oI cooling oI
the cylinder heads, valves, walls and pistons, Ior this reason greater amount oI Iuel can be
burnt and greater power developed by a turbo charged engine without harmIul eIIects to the
engine parts due to excessive heat.
No control over the turbo charger is required as the co-related activities oI the turbine and
blower are entirely automatic. The speed oI operation oI the turbocharger varies
automatically and rapidly with variation in engine load and/ or speed.

DETAILS OF CONSTRUCTION OF TURBOCHARGER
It consists oI a single stage turbine wheel and a single stag centriIugal blower impeller on a
common shaIt with necessary surrounding castings. The turbocharger rotor is entirely
independent oI rotating engine parts. Engine exhaust gases are conducted to the gas inlet
casing by the exhaust maniIold. The turbine nozzle ring is attached to the center oI the gas
inlet casing the veins oI the nozzle ring directing the exhaust gases to the rotor disk blades at
the proper angle.













10.3. POWER PACK TEST PROCEDURE
SCOPE
To assess perIormance oI power pack on the test bed and to attend electrical deIeats during
load box test.
RESPONSIBILITY
SSE test bed is responsible Ior implementation oI this work instruction.

2600FE (WDM2E) 3100 (WDM3A) 3300 (WDM3C)
ENGINE

Power output to
traction
2250 HP 2750 HP 2950 HP
SFC 156 gms/BHP-hr 156 gms/BHP-hr 154 gms/BHP-hr
RPM 100 1050 1050
OST setting 1120 1170 1170
Peak Iiring pressure 1800 PSI 1950 PSI 1920 PSI
Rack 26 mm 29.5 mm 31 mm
FIP 17 mm 17mm 17 mm
CamshaIt FE design Same StiIIer unit
camshaIt
Fuel injection
timing
25.5 BTDC 25.5 BTDC 22 BTDC
Cylinder Heads 45/45 VSI Angle 30/40 VSI Angle 30/45, 251
design with bigger
& stream lined
water jacket
Piston & comp
ratio
Steel cap 12.5:1 Steel cap 12.5:1 Steel cap 11.75;1
Water Pump 9 impeller 10 impeller 10 impeller
Fuel oil Iilter Std. Std. Std.
Turbocharger GE 21sq nozzle /
ABB, VTC 304,
2600 HP
GE 21sq nozzle /
ABB, VTC 304,
3100 HP
GE 22.5sq nozzle
/ ABB, TRP-61
AIter coolers ModiIied aIter
cooler
eIIectiveness 70
ModiIied A/C
eIIectiveness 70
or twin A/C Ior GE
Twin a/c Ior GE
turbo or high eII.~
90 modiIied
A/C
Engine
System

FTMB HP HP Ior RectiIier
cooling
HP Ior RectiIier
cooling
Water piping Standard Standard Stream lined
Lube oil piping Standard Standard Stream lined
Lube oil cooler Shell & tube 170
kw
Shell & tube 170
kw
Plate type cooler
290 kw
Radiators ModiIied kw ModiIied large kw Mech. Bonded kw
Electrics

Traction Traction generator Traction alternator Traction alternator
Generator/
alternator
2600 HP 3100HPRectiIier 3100HPRectiIier
Auxiliary machines DC 12 K DC 20 KW DC 20 KW
Transition Three Single Three
Traction motors 4906 4907 4907 (PRS-class
200 scheme)
TM Suspension Plain Bearing Roller bearing Roller bearing

10.4. EQUIPMENT USED
ReIer quality plain oil/ ERM/ Engine test 1.
10.5. METHOD: - AIter placement oI WDM2 power pack on test bed.
1. Ensure the insulation resistance oI traction generator and exciter.
2. Connect governor oil pipeline.
3. Fill up governor oil to the required level.
4. Fill up gear case oil.
5. Connect power cables (GA 1 & GA 2 & battery cables).
6. Complete exciter and traction generator Iield connection including ground connection.
7. Complete techno generator and governor connections.
8. Complete crank case exhauster motor connections.
9. Provide dummy plate on open area oI traction generator.
10. Complete all thermocouple connections.
11. AIter placement oI WDM3A/WDM3C power pack on test bed.
12. Remove the insulation protectors oI traction alternator and auxiliary generator and
exciter.
13. Ensure the insulation resistance oI traction auxiliary generator exciter and rectiIier.
14. Connect bus bar oI rectiIier type mounted design.
15. Connect ve and ve power cables with load box cables and with rectiIier.
16. Complete crank case exhauster motor and techno generator connection.
17. Connect 3- phase power cables connections on alternator and rectiIiers along with ground
connections.
18. Connect MCBG cable connections iI Iitted with MCBG.
19. Connect governor oil pipeline.
20. Fill up governor oil to the require level.
21. Fill up gear case oil to the required level.
22. Complete governor electrical connections.
23. Complete all thermocouple connections on the power pack.
24. Provide dummy plate on the open area oI the traction alternator gear box.
25. While starting the power pack.
26. Blow dry air on TG/TA.
27. Check oil level on the gearbox and governor.
28. Check Ior a moment to check Ior any abnormal sound in TG/TA, exciter, auxiliary
generator, crank case and exhauster motor and techno generator.
29. Load box testing.
30. Run the power as Ior testing Iormat.
31. Ensure all saIety devices and cooling arrangement Ior rectiIier is working during
WDM3A/WDM3C power pack load test.
32. Watch all electrical assemblies and power pack including water load box during testing
oI power pack or any abnormality.
33. RectiIy electrical Iaults Ior power pack, iI any.
34. Record electrical readings i.e. voltage and current at speciIied RPM in terms oI TG
voltage and current or TG rectiIier voltage and current.
35. aIter completion oI testing.
36. Disconnect all electrical connections.
37. Remove dummy plates and bar Irom TG and remove bus bar in case oI rectiIier mounted
alternator.
38. Drain the governor oil and gear case oil.
39. Fill all terminals covers and inspection covers oI traction alternator and auxiliary
generator and exciter.











11.0. INTRODUCTION TRACTION MACHINE SHOP
FUNCTION
The Iunction oI traction machine shop is to
1. Repair and Rewind the armature
2. Repair the commutator oI traction motor and traction Generator.
It is also undertakes manuIacturing oI coils Ior machines.
There are Iollowing sections in traction machine shop:-
1. Dismantling Section
2. Stripping Section
3. Commutator Section
4. Rewinding-1 Section
5. Rewinding-2 Section
6. Traction machine/generator/alternator assembly section
7. Traction machine/generator/alternator testing section
8. Coil Section
1. Dismantling Section:- In dismantling section, we dismantle whole traction
machine i.e. pinion commutator, motor, magnet Irame, brushes etc. pinion is tapered when
we give the pressure with hydraulic jack, the oil comes through the hole and pinion is
removed. Commutator is removed Irom motor head and is sent to HEAVY MACHINE
SHOP and armature is sent Ior test called CORE LOSS TEST.
Processes of core Loss Test:-
1.1. Connect 20V with the arm aIter the shaIt across the armature.
1.2. Give 8V supply Ior 2 minutes Ior the armature shaIt to monitor the current value oI 8V.
II the current value increases 100amps or above it indicates that the armature core lamination
is deIective.
1.3. To ascertain core conditions raise current rating up to 500amp. For 3 min and locate hot
spots by touching and measure the temp oI hot spots by PYROMETER and record in the log
book.
1.4. II temp rise is Iound to be 10 degree C, mark the armature core as HIGH CORE LOSS
and it is sent Ior striping.
1.5. ReconIirm he result aIter stripping as per points 1 to 4 and aIter conIirmation mark the
armature beyond repair (BYRO).
2. Stripping Section:- Stripping or armature core preparations are done in Iollowing
manner:-
2.1. Tig Iaces the arm on the turning lath.
2.2. Fit the ShaIt extension adopters on armature shaIt and load it on the armature stand.
2.3. Cut the bands and remove slot wedges.
2.4. Load the armature on power coil puling machine and pull out the power coils by heating
the soldered armature and without the tig welding oI armature.
2.5. Remove the old insulation wrapper and remove equalizer coils
2.6. Load the armature in vacuum blast machine using walnut shell.
2.7. Take out the armature Irom the vacuum blast machine and load it on an armature stand
and remove the solder Irom commutator riser grover with LPG gas burner oI solder arm.
2.8. Clean the commutator riser slots with energy grit to remove solder carbon etc.
2.9. Clean the commutator riser slots with energy backsaw blade and silicon paper and blow
air on it.
2.10. Dress up the damaged core and clean it with the wedge groove with slots and wedge
groove gauges.
2.11. Bake the armature in backing over at 140 degree C Ior 5-6 hours.
2.12. Cool down the armature to room temp and Iinally check and inspect the armature.

3. Commutator:- In this section commutator is mounted on armature aIter
speciIication the whole process is carried as Iollows:-
3.1. Pre inspects the commutator to judge the extent up to which repair is to be carried.
3.2. Band the commutator with high tensile bending wire on the banding lathe.
3.3 Detach the commutator bolts and place the armature vertical keeping commutator upward
on stand.
3.4. Remove the bolts.
3.5. Place the hydraulic puller ram on the armature shaIt on commutator side and Iit the
hydraulic hook on the puller with the shaIt.
3.6. Remove the steel cap by operating hydraulic puller.
3.7. Clamp the commutator with clamps and remove the commutator Irom TBE armature.
3.8. Clean the steel cap and steel shell, removing old mica-v cane brush.
3.9. Place the commutator on the wooden table and heck in bar at 500v.
3.10. Put new mica-v cone ica bush Irom the steel shell and placed the tested commutator
onto mica-v cone on the steel shell.
3.11. Put upper side mica-v cone in the V; groove oI commutator and check the neutral axis
on commutator w.r.t. armature core.
3.12. Press the cap with special designed plate at 40- 50 ton and tight the bolts crosswise at
speciIied torque value Ior various types oI armature.
3.13. Finally test the commutator or in value, HV test at 6KV and bar to bar test at 500V.
3.14. Cut the old balanced weight Irom the armature and clean it.

4. Rewinding Section:- The rewinding section has Iollowing steps:-
4.1. Inspect the core and commutator Ior any physical damage etc. and check the neutral axis
j centre mark.
4.2. Find out the equalizer coil with Iormulas. Number oI commutator segments j number oI
pairs oI pole.
4.3. Place the equalizer coils and permaphill putty to Iill the voids.
4.4. Load the armature on bending lathe band over equalizer coil with regiggless tape at 90-
100kgj cm sq. tension.
4.5. unload the armature Irom the lathe and load on the stand and check the armature Ior the
Iollowing tests:-
a) IR value
b) HV test commutator to ground 5KV, 15 seconds.
c) Inter turn bar to bar test 500 V.
d) Continuity test with meggar.
4.6. Find out the power coil pitch with Iormulas number oI armature slots j number oI poles.
4.7. Place the power coils in the armature slots and loads in the commutator in the segment
slots.
4.8. Put the armature in a baking oven Ior 10 hours at 150 degree C.
4.9. Now check the armature Ior
a) IR (Insulation Resistance) value.
b) Millivolt drop test
c) High voltage test at 4.5 KV, 15 seconds.
4.10. Cut out the extra length oI plaster Iilm v pieces, place the momex liners on the top oI
the coils in slots and insert the epoxy glass slot wedge into slots with hammer and wedging
tools.
4.11. Now again check the armature Ior
a) IR value
b) Millivolt Drop Test
c) High voltage test Ior 4.5 KV, 15 sec.
d) Surge test 400 V bar to bar
4.12. Load the armature on tig welding machine and complete the tig welding.
4.13. Load the armature on the mica under cutting machine and under cut the mica.
4.14. ChamIer the sharp edges oI the commutator at an angle oI 45 degree.

5. Rewinding Section- 2:- It is the Iinal work on the armature. The armature,
generator and alternator come in this section Ior machine cutting work. So it is called
machining section.
5.1. Balancing Machine: - The armature oI machine is Ilexed between the two rollers, the
job is rotated and the reading comes on the screen. Then they check the job is balanced or
unbalanced.
5.2. Centre Lathe: - On centre lathe machine turning oI commutator is carried out. It is done
Ior avoiding the Iluctuation oI current. The machine is Ilexed between centers and turning is
carried out.

6. Traction Machine Assembly Section: - In assembly section the assembly
oI traction machine is carried out. It is done in Iollowing points.
6.1. Place the magnet Irame on the heavy duty stand keeping commutator end downward and
check the level oI Irame placed at vertical axis.
6.2. Clean the bore oI end shields. Screen two guiding studs diametrically on the tape and
shield hole. Assemble the guide brushes.
6.3. Loose all the brush holders. Adjust the holder gap by 1.6 mm and tight the pig tails with
holders.
6.4. Tilt the magnet Irame in horizontal position with crane.
6.5. Fit the lock plate and lock washers. Torque the lock plate bolts at 24 kgm.
6.6. Short circuit the FF and a cables and give the supply to F and AA.
6.7. Run the machine Ior 5 minutes at 1000rpm. Observe vibration and abnormal sound.
6.8. Stop the motor and check the end play. It should be between 0.04- 0.0014.

7. TM/TG/TA Testing Section
7.1. Motor Test after Assembly: - AIter assembly the traction motor is checked Ior their
reverse-use in this testing check the run out, current, voltage etc.
Its proper current is 950 amps and voltage is 750 V in this. Testing also check the abnormal
noise, any simple breakdown or any small Iault.
7.2. TG/TA Testing:- Traction generator/alternator are tested on the basis oI this basic
circuit diagram.
a) Basic scope oI testing
b) Neutral axis setting
c) Measurement oI cold rain stud
d) Air current oI commutator
e) One hour oI heat resistance
I) Measurement oI heat resistance
g) Over speed test
h) Commutation test
i) Hot quality oI commutator
j) Insulation test
k) High voltage test




















TEST OR CHECKS PERFORMED
S.no CHECK POINTS SPECIFIED VALUE INSTRUMENTS USED
1.0
1.
2.
3.
4.
VISUAL CHECKS
Commutator ChamIering
Core Condition
Permanent Band Condition
Damage oI Insulation

Ok/Not ok
Ok/Not ok
Ok/Not ok
YES/NO

2.0
1.



2.
MECHANICAL MEASUREMENT
Permanent Band Dia
165/165M
652 GE
253 AZ, 761 GE
Commutator Dia (TMA)
165/165M/752 GE
253 AZ/761 GE


491.50 mm max.
492.00 mm max.
460.00 mm max.

390-422 mm

305-324 mm


Outside Micrometer
400-500 mm

Outside Micrometer
300-400 mm
400-500 mm
300-400 mm


3.0
1.

2.
3.

4.
5.
ELECTRICAL TEST
Insulation Resistance Test

High Voltage Test
Milli Voltage Drop

Surge Tester
Tan Delta Test


~1M ohm
4.0 KV Ior 1 minute
5 voltage drop
Between consecutive
copper segment
400/750 volts
3 or 1.8 degree

Insulation resistance
tester (Meggar)
Hi-Potential Tester
Milli Volt drop tester

Surge Tank
Tan delta tester