A

Summer Training Project Report

(Period: 12/06/13 to 01/07/13)

On

DIESEL LOCOMOTIVE POWER PACK ASSEMBLY

Locomotive Workshop, Northern Railway, Charbagh, Lucknow

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

INTRODUCTION TO LOCOMOTIVE WORKSHOP,

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

ABOUT INDIAN RAILWAYS

Indian Railways abbreviated as IR is the central government-
owned railway company of India, which owns and operates most of
the country's rail transport. It is overseen by the Ministry of Railways
of the Government of India. Indian Railways is administered by the
Railway Board, which has a financial commissioner, five members
and a chairman.

Indian Railways has more than 64,215 kilometres (39,901 miles) of

track and 7,083 stations. It has the world's fourth largest railway
network after those of the United States, Russia and China. The
railways traverse the length and breadth of the country and carry
over 30 million passengers and 2.8 million tons of freight daily. It is
one of the world's largest commercial or utility employers, with
more than 1.6 million employees. As to rolling stock, IR owns over
230,000 (freight) wagons, 60,000 coaches and 9,000 locomotives.

Railways were first introduced to India in 1853. By 1947, the year of

India's independence, there were forty-two rail systems. In 1951 the
systems were nationalised as one unit, becoming one of the largest
networks in the world. IR operates both long distance and suburban
rail systems on a multi-gauge network of broad, metre and narrow
gauges. It also owns locomotive and coach production facilities.

INDIAN RAILWAY ZONES

Indian Railways is divided into zones, which are further sub-divided
into divisions. The number of zones in Indian Railways increased
from six to eight in 1951, nine in 1952, and finally 17 in 2010. Each
zonal railway is made up of a certain number of divisions, each
having a divisional headquarters. There are a total of sixty-seven
divisions.

Each of the seventeen zones, including Kolkata Metro, is headed by

a General Manager (GM) who reports directly to the Railway Board.
The zones are further divided into divisions under the control of
Divisional Railway Managers (DRM). The divisional officers of
engineering, mechanical, electrical, signal and telecommunication,
accounts, personnel, operating, commercial and safety branches
report to the respective Divisional Manager and are in charge of
operation and maintenance of assets. Further down the hierarchy
tree are the Station Masters who control individual stations and the
train movement through the track territory under their stations'
administration.
HISTORY OF RAIL TRANSPORT IN INDIA
The history of rail transport in India began in the mid-nineteenth
century. In 1849, there was not a single kilometer of railway line in
India. By 1929, there were 41,000 miles of railway line serving every
district in the country. At that point of time, the railways represented
a capital value of some 687 million sterling, and they carried over
620 millions of passengers and approximately 90 million tons of
goods each year. The railways In India were a group of privately
owned companies. The military engineers of the Honorable East
India Company, later of the British Indian Army, contributed to the
birth and growth of the railways which gradually became the
responsibility of civilian technocrats and engineers.

UNDER THE BRITISH RULE

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

On September 22, 1842, British civil engineer Charles Blacker

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

The East Indian Railway Company's Chief Engineer George Turnbull

built the first railway from Calcutta (the then commercial capital of
India). It opened for passenger traffic from Howrah station to
Hooghly on 15 August 1854. The 541 miles (871 kilometres) to
Benares opened to passenger traffic in December 1862.

THE LINKING OF INDIAN RAILWAYS

Robert Maitland Brereton, a British engineer was responsible for the
expansion of the railways from 1857 onwards. The Allahabad-
Jubbulpore branch line of the East Indian Railway had been opened
in June 1867. Brereton was responsible for linking this with the Great
Indian Peninsula Railway, resulting in a combined network of
6,400 km (4,000 miles). Hence it became possible to travel directly
from Bombay to Calcutta. This route was officially opened on 7th
March 1870 and it was part of the inspiration for French writer Jules
Verne's book Around the World in Eighty Days. By 1875, about £95
million were invested by British companies in Indian guaranteed
railways.

By 1880 the network had a route mileage of about 14,500 km

(9,000 miles), mostly radiating inward from the three major port
cities of Bombay, Madras and Calcutta. By 1895, India had started
building its own locomotives, and in 1896 sent engineers and
START OF INDIAN RAILWAYS
Following independence in 1947, India inherited a decrepit rail
network. About 40 per cent of the railways then passed through the
newly independent republic of Pakistan. A large number of lines
had to be rerouted through Indian Territory, and new construction
had to be undertaken. Underinvestment and unproductive
management and maintenance practices have sharply curtailed
growth in route length. A total of forty-two separate railway systems,
including thirty-two lines owned by the former Indian princely
states existed at the time of independence spanning a total of
55,000 km. These were amalgamated into the Indian Railways.

locomotives to help build the Uganda Railways.

In 1900, the GIPR became a government owned company. The

network spread to the modern day states of Assam, Rajasthan and
Andhra Pradesh and soon various independent kingdoms began to
have their own rail systems. In 1901, an early Railway Board was
constituted, but the powers were formally invested under Lord
Curzon. It served under the Department of Commerce and Industry
and had a government railway official serving as chairman. For the
first time in its history, the Railways began to make a profit.

In 1907 almost all the rail companies were taken over by the
government. The following year, the first electric locomotive made
its appearance. With the arrival of World War I, the railways were
used to meet the needs of the British outside India. With the end of
the war, the railways were in a state of disrepair and collapse.
In 1920, with the network having expanded to 61,220 km, a need for
central management was mooted by Sir William Acworth. Based on
the East India Railway Committee chaired by Acworth, the
government took over the management of the Railways and
detached the finance of the Railways from other governmental
revenues.The period between 1920 and 1929 was a period of
economic boom. Following the Great Depression, the company
suffered economically for the next eight years. The Second World
War severely crippled the railways. Trains were diverted to the
Middle East and the railways workshops were converted to
ammunitions workshops. By 1946 all rail systems had been taken
over by the government.

In 1951, the rail networks were abandoned in favour of zones. A total

of six zones came into being in 1952. As India developed its
economy, almost all railway production units started to be built
indigenously. Broad Gauge became the standard, and the Railways
began to electrify most lines to AC.

In 1985, steam locomotives were phased out. Under Rajiv Gandhi,

reforms in the railways were carried out. In 1987, computerisation of
reservation first was carried out in Bombay and in 1989 the train
numbers were standardised to four digits. In 1995 the entire railway
reservation was computerised through the railway's intranet. In
1998, the Konkan Railway was opened, spanning difficult terrain
through the Western Ghats. A Kolkata Metro has been built, and was
followed by the Delhi Metro, with many other rapid transit systems
under construction or planning. Now in India the longest super fast
train is between Thiruvananthapuram to Guwahati. Its distance is
nearly 3000 km.
 TECHNICAL DETAILS OF INDIAN RAILWAYS
TRACK AND GAUGE:

Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad

gauge which is wider than the 1,435 mm (4 ft 8 1⁄2 in) standard
gauge; the 1,000 mm (3 ft 3 3⁄8 in) metre gauge; and two narrow
gauges, 762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are
rated for speeds ranging from 75 to 160 km/h (47 to 99 mph).

The total length of track used by Indian Railways was about 114,000
km (71,000 mi) while the total route length of the network was
64,215 km (39,901 mi) on 31 March 2011. About 33% of the route-
kilometre and 44% of the total track kilometre was electrified on 31
March 2011.
 LOCOMOTIVES IN INDIA
Locomotives in India consist of ELECTRIC and DIESEL locomotives.
STEAM locomotives are no longer used, except in heritage trains.
Locomotives are also called locos or engines.

CLASSIFICATION OF LOCOMOTIVES:

In India, locomotives are classified according to their track gauge,

motive power, the work they are suited for and their power or
model number. The class name includes this information about the
locomotive. It comprises 4 or 5 letters. The first letter denotes the
track gauge. The second letter denotes their motive power (Diesel
or Electric) and the third letter denotes the kind of traffic for which
they are suited (goods, passenger, mixed or shunting).

The fourth letter used to denote locomotives' chronological model

number. However, from 2002 a new classification scheme has been
adopted. Under this system, for newer diesel locomotives, the fourth
letter will denote their horsepower range. Electric locomotives don't
come under this scheme and even all diesel locos are not covered.

A locomotive may sometimes have a fifth letter in its name which

generally denotes a technical variant or subclass or subtype. This
fifth letter indicates some smaller variation in the basic model or
series, perhaps different motors, or a different manufacturer. With
the new scheme for classifying diesel locomotives the fifth item is a
letter that further refines the horsepower indication in 100 hp
increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this
scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3F would
be a 3600 hp loco.
TRANSMISSION TYPES OF DIESEL LOCOMOTIVES:

Unlike steam engines, internal combustion engines require a

transmission to power the wheels. The engine must be allowed to
continue to run when the locomotive is stopped.

1) DIESEL-MECHANICAL: A diesel-mechanical locomotive uses

a mechanical transmission in a fashion similar to that employed
in most road vehicles. This type of transmission is generally
limited to low-powered, low speed shunting (switching)
locomotives, lightweight multiple units and self-propelled
railcars. There is usually a fluid coupling interposed between
the engine and gearbox, and the gearbox is often of the
epicyclic (planetary) type to permit shifting while under load.
2) DIESEL-ELECTRIC: In a Diesel-electric locomotive, the Diesel
engine drives an electrical generator whose output provides
power to the traction motors. There is no mechanical
connection between the engine and the wheels. The important
components of Diesel-electric propulsion are the Diesel engine
(also known as the prime mover), the main generator, traction
motors and a control system consisting of the engine governor
as well as electrical and/or electronic components used to
control or modify the electrical supply to the traction motors,
including switchgear, rectifiers and other components.
 INDIAN LOCOMOTIVE CLASS WDM-2

The class WDM-2 is Indian Railways' workhorse diesel locomotive.

The first units were imported fully built from the American
Locomotive Company (Alco) in 1962. Since 1964, it has been
manufactured in India by the Diesel Locomotive Works (DLW),
Varanasi. The model name stands for broad gauge (W), diesel (D),
mixed traffic (M) engine. The WDM-2 is the most common diesel
locomotive of Indian Railways.

The WDM-2A is a variant of the original WDM-2. These units have

been retro-fitted with air brakes, in addition to the original vacuum
brakes. The WDM-2B is a more recent locomotive, built with air
brakes as original equipment. The WDM-2 locos have a maximum
speed of 120 km/h (75 mph), restricted to 100 km/h (62 mph) when
run long hood forward - the gear ratio is 65:18.
SPECIFICATIONS OF WDM-2:

 Builders: Alco, DLW

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

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

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

This is the main power source for the locomotive. It comprises a

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

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

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

TORQUE VALUE
S.NO. PARTICULAR/ ITEM (lbs-ft)
1 GENERATOR MOUNTING BOLT 1150
2 GENERATOR COUPLING BOLT 660-735
3 EXTENSION SHAFT MOUNTING BOLT 450-500
4 CAMSHAFT DAMPER SPECIAL NUT 80-85
5 CAMSHAFT ASSEMBLY BOLT 90
6 CYLINDER HEAD NUT
*1st STAGE 100
*2nd STAGE 300
*3rd STAGE 550
7 WATER JUMPER PIPE BOLT 75
8 AIR INLET ELBOW BOLT 75
9 AIR INLET SPECIAL NUT 150
10 WATER RISER BASE BOLT 150
11 WATER RISER U- CLAMP 75
12 ROCKER ARM ASSEMBLY BOLT 320
13 STRONG BACK BOLT 300
14 EXHAUST MANIFOLD CLAMP 50
15 EXHAUST PIPE (from cyl. head) 60
16 FIP SUPPORT CROSSHEAD BOLT 140-150
17 FIP FOUNDATION BOLT 60
18 FUEL BENZO (from header pipe) 35
19 WATER PUMP, LUBE OIL PUMP BASE 140-150
BOLT
20 ENGINE VIBRATION DAMPER DOWEL 150
BOLT
21 ENGINE VIBRATION DAMPER 200
ASSEMBLY BOLT
 IMPORTANT SIZES OF ENGINE BLOCK
(All dimensions are in inches)

S.NO. PARTICULAR/ ITEM NEW LIMIT

1 CRANKSHAFT:
## CRANKSHAFT MAIN JOURNAL DIA 8.498(min)
8.500(max) 8.496

## CRANKSHAFT CRANKPIN DIA 5.998(min)

6.000(max) 5.996

## CRANKSHAFT THRUST CLEARANCE 0.010(min)

0.017(max) 0.035

2 BLOCK BORE:
## MAIN BORE WITHOUT SHELL 9.0355(min) 9.035
9.0370(max) 9.0385

## CYLINDER BLOCK BORE 10.621(min)

10.623(max)

## OUTER DIA OF SLEEVE 10.627(min)

10.629(max)

## INTERFERENCE B/W SLEEVE & BLOCK 0.004(min)

0.008(max)

## INTERNAL DIA OF SLEEVE AFTER 10.249(min)

PRESSING 10.254
10.252(max)
 ## OVALITY PERMISSIBLE 0.003(max)

3 CRANKSHAFT SPLIT GEAR:

## CRANKSHAFT KEY INTERFERENCE 0.0000(min)
0.0005(max)

## GEAR SIDE CLEARANCE 0.007(min)

0.023(max)

## SPLIT LINE CLEARANCE 0.0015(max)

***All the dimensions and torque values of various engine parts and
fittings should be taken under consideration during the power pack
assembly process. The values should neither be exceeded nor
should be less than the standard values. They should be kept within
the provided range***
 MAIN PARTS AND ACCESSORIES OF POWER
PACK
The POWER PACK (engine) of the diesel locomotive consists of
various parts and accessories fitted and attached to it. The LUBE OIL
SUMP, ENGINE BLOCK and HEADER are combined together to form
the power pack during the assembling process of the power pack.
Some of the most important parts and accessories of the power pack
are as follows:

LUBE OIL HEADER, LUBE OIL SCREEN, LUBE DRAIN PIPE, LUBE OIL
PUMP, WATER PUMP, S-PIPE, CRANKSHAFT, CAMSHAFT, CONTROL
SHAFT, EXTENSION SHAFT, CYLINDER LINER, PISTONS, CYLINDER
HEADS, ROCKER ARMS, PUSH RODS, WATER JUMPER, WATER
CHANNEL, WATER RISER, EXHAUST MANIFOLD, COMPRESSION
CHAMBER EXHAUSTER MOTOR, GOVERNOR, FIP(FUEL INJECTION
PUMP), CAMSHAFT GEAR, SPLIT GEAR, TURBO SUPERCHARGER,
AC(AFTER COOLING) CORE, OIL CATCHER, VIBRATION DAMPER,
INJECTOR NOZZLES, INLET & EXHAUST VALVES, BUBBLE
CRUSHERS, CROSSHEAD and many more…

DESCRIPTION:

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

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

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

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

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

 EXPRESSOR: The expressor (Combined compressor and

exhauster) unit produces vacuum and the constant supply of
compressed air for the locomotive and train brakes and for
various accessories.