PREFACE

The globe is shrinking. The world is taken over by the

technicians. A day after daya new technology arises. A technician
without practical knowledge is zero, don’t matter how many books
you have studied. Practical know how is must to be successful.
Industrial training is the bridge for a student that takes
him from the world of theoretical knowledge to that of practical one.

# Training in a good industry is highly conducive for:

1.Development of solid foundation of knowledge
and personality.
2.Confidence building.
3.Pursuit of excellence and discipline.
4.Enhancement of creativity through motivation and
drive which helps to produce professional and well trained for the
rigorous of the job/society.
The present report has been done as an industrial training of
four weeks for the completion of 4th semester of Production &
Industrial
Engg. Diploma.
During the training I got the exposure to various equipment and
machines their maintenance and technology concerning the repairing
the Diesel Locomotive and hencewas assisted in developing self-
confidence. The training helped me in implementing mytheoretical
knowledge to the actual industrial environment.This training at the
“NORTHERN RAILWAY DIESEL SHED LUDHIANA”
is definitely going to play an important role in developing an aptitude
for acquiringknowledge hard work and self confidence necessary for
successful future.
 ACKNOLEDGEMENT

In these four weeks of industrial training, I wish to my attribute my

profoundsense of gratitude without whose generous co-operation and
co-ordination it would have been highly difficult for me to have such a
successful training experience in theorganization, in every game of
life these are multitude of players whose are the realheroes and this
experience there are many loyal and phenomenally selfless friends,
co-workers and my bosses in industry, I am overwhelmed.
Few tasks are more enjoyable and fulfilling than
acknowledging my gratitude toall those, who have helped in this effort
in so many ways. I take this opportunity toexpress my sincere thanks
to the management of
“NORTHERN RAILWAY DIESELSHED LUDHIANA” of permitting
me to observe and study the whole setup of factory.
I owe more than a debt of gratitude to Mr. Kuldeep Rai
(Principal),Senior Chief Instructor Mr. P.K. Tiwari, and specially
Thanks to Mr. Sarbjeet Singh (Mechanic) & all the staff for their
corporation & guidance made it possible to complete the work. I am
equally thankful to my faculty teacher for providing me this
opportunity to work with such a big company.
 NORTHERN RAILWAY, DIESEL SHED, LUDHIANA
Chapter-1
INTRODUCTION
_____________________________________________________________

Diesel Shed Ludhiana came into existence on 29.09.1977.

Initially, the shed wasdesigned to home 60 WDM2 locos. Later, it
was expanded to home 100 WDM2 locos inthe year 1987-88.
Further the total holding of shed was increased to 150 locos in
the year 1993-94. Present loco holding of Diesel Shed, Ludhiana
is 170 having different types of locos i.e. WDM2, WDM3A &
WDG3A.
Diesel Shed, Ludhiana is presently the biggest shed
on the Northern Railway and the 3rd largest on Indian Railways.
The total kilometers earning is approximately 22 lakh kilometers
per month and the shed is running a mail link of 96 locos
consisting of various prestigious Mail/Express trains.
Diesel Shed, Ludhiana is also having a Diesel Training
School and Hostel attached to it.
The Training School consists of 5 classrooms and various
working models of mechanical and electrical sub assemblies of
WDM2 locos. The staying capacity in thehostel is 72 and is
having 38 double-bedded rooms. This training School is being
mainlyutilized for training of running staff for Diesel conversion
and refresher courses of FZR & UMB division. In addition to this,
this is also being utilized for imparting training tothe
maintenance staff of the shed. It is also equipped with the
recreation facilities &gymnasium with high-tech exercise
machines, indoor games etc.
Presently, Diesel Shed, LDH is ISO0-14001 Certified
Shed, which is headed byunder the dynamic control of Sr.Divl.
Mech.Engineer (Diesel), under whom the officers DME-I, DME-II,
ADME/H, ADME/R/Mech., ADME/R/Elect, ACMT & SMM/Storesare
working.
 OVERVIEW

Earlyinternal combustion engine-powered locomotives

used gasolineas their fuel. Soon after
Dr.Rudolf Diesel patented his firstcompression ignition enginein
1892,its application for railway propulsion was considered. Progress
was slow, however, due to the poor power-to-weight ratio of the early
engines, as well as the difficulty inherent inmechanically applying
power to multiple driving wheels on swivelling trucks (bogies).
Steady improvements in the Diesel engine's design
(many developed by Sulzer Ltd.of Switzerland, with whom Dr.
Diesel was associated for a time) gradually reducedits physical size
and improved its power-to-weight ratio to a point where one could
bemounted in a locomotive. Once the concept of Diesel-electricdrive
was accepted the pace of development quickened. By the mid 20th
century the Diesel locomotive had become the dominant type of
locomotive in much of the world, offering greater flexibility and
performance than thesteam locomotive, as well as substantially lower
operating and maintenance costs. Currently, almost all Diesel
locomotives are Diesel-electric.
1.1 Various Sections In Diesel Shed:-

# Turbo Section
# Expressor Section
# Compressor Section
# Power Assembly Section
# Cylinder Head Section
# Machine Shop
# Cross Head Section
# Water Pump & Lube Oil Section
# Radiator Section
# Traction M/C
# Governor Section
# Gauge & Valve Section
# Air Brake Section
# Electrical Complaint Room
# Auxillary M/C Section
# Electrical Test Room
# Magnaflux Section
# Bogie Section
# Valve Grinding Section
# Contactor & Relay Room
# Zyglo Testing Room
# Fip Section
# Tsc Balancing Section
# Draftsman Room
# Battery Section
# Metallurgical Lab
# Spectro Section
# Scrap Yard
Various Sections In Diesel Shed

To maintain various parts of locomotives, Diesel Shed,

Ludhiana has different sections for electrical and mechanical repairs
& maintenance. Brief details are as under:-

1. 1.1 Turbo Supercharger Section

Turbo Supercharge is a machine, which uses exhaust of
the diesel engine tocompress the intake air to improve the engine
efficiency to about 1.5 times. At present, 4types of TSCs are being
overhauled in this section.

(i)ALCO Turbo Supercharger

(ii)ABB Turbo Supercharger
(iii)Napier Turbo Supercharger
(iv)Hispano Suiza Turbo Supercharger
All these TSCs are fully dismantled and overhauled
in this section. The strengthof staff of this section is 7.

1. 1.2 Fip & Injector Section

This section is responsible for maintaining the fuel
injection pump and the injector of diesel locomotives. The fuel
injection pump is responsible for maintaining desired pressure to
inject the fuel, whereas the injector has the duty to spray the fuel
inthe cylinder after atomization. Two types of FIPs are being used at
present.
(i)15mm FIP
(ii)17mm FIP
All these subassemblies are being dismantled,
overhauled and tested in this section.
1.1.3 Expresser & Compressor Section

The expresser is used to maintain air pressure and vacuum pressure

for breaking system in the locomotive. This section is responsible for
maintaining this subassembly.Complete expressor or compressor is
dismantled and overhauled in this section as per Work Instructions
issued to the section. The staff strength of the section is about 25.

1.1.4 Power Assembly Section

The piston and connecting rod assembly is called as power

assembly. 16 power assemblies are being used in one locomotive.
Two types of pistons are being used in thelocomotive. Steel cap
pistons are being used in fuel efficient locomotives, whereas
aluminium pistons are being used in conventional locomotives. The
shed has switchedover to barrel shape piston rings to provide better
fuel efficiency. The pistons and connecting rods are dismantled,
cleaned, zyglo tested and again are made ready for service in this
section. The staff strength of section is about 10.

1.1.5. Cylinder Head Section

This section is responsible for maintenance and overhauling of

cylinder headsof diesel locomotives. 16 Nos. cylinder heads are there
in one locomotive. Each cylinder head has four valves, two exhaust
and two inlet valves. In fuel-efficient locomotives, the valve angle is
30 Degree, whereas in conventional locomotives it is 45 Degree. The
head is completelydismantled and after cleaning and mating the valve
& valve seat and overhauling thecomplete components, the head is
made ready for service in this section after varioustests. The staff
strength of this section is about 7.

1.1.6. Cross Head Section

Crosshead is a subassembly, which is operated by camshaft to

operate the valvelever mechanism of the cylinder heads. There are
16 cross heads in one locomotive. The cross heads operate the valve
levers through two bush rods, one for exhaust and other for air inlet
Cross heads are completely dismantled and overhauled and

also the valve lever mechanism is completely dismantled and

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

1.1.7. Pump Section

The pump section is responsible for overhauling water pump and lube
oil pumpof the locomotive. Both the pumps are gear driven through
crankshaft split gear train.Every loco is having one water pump and
one no. lubricating oil pump. Both the pumpsare cleaned, overhauled
and made ready for service in this section. The staff strength of this
section is 4.

1.1.8. Miscelleneous Sub-assembly & Heat Exchanger Section

This section is responsible for maintaining rear truck traction motor
blower which is belt driven, front truck traction motor blower which is
gear driven, universalshaft, which is used to drive radiator fan, eddy
current clutch gear box used to providedrive to radiator fan, over
speed trip assembly is responsible for preventing the enginefrom
over-speeding. In addition to above, various heat exchangers, such
as radiator, turboaftercooler, compressor after cooler and engine lube
oil cooler are cleaned, tested &overhauled in this section. The self-
centrifuging unit of locomotive is also overhauled inthis section.

1.1.9.Bogie Section
This section is responsible for complete overhauling of undergear of
thelocomotive. A locomotive is driven on line through 06 No. traction
motors, which aresupplied from a generator driven by the diesel
engine. These motors are fitted on 6 Nos.axles and connected to
axles through a bull gear pinion arrangement. The motors
aresuspended through suspension bearing which is plain bearing in
some locomotives,whereas these are roller bearings in about 50% of
locomotives. Two bogie frames areused to house six axles and
wheels and called as front bogie and rear bogie. The
brakingarrangement for the locomotives is given through 8 brake
cylinders, 4 on each bogie and

various brake riggings, brake shoes and brake blocks. The load of
locomotive is shared by each bogie. Each bogie has two nos. side
bearers and one no. central pivot. The loadsharing between the
central pivot and the side bearer is in the ratio of 60:40. The chassisof
the locomotive is having 2 Nos. central buffer couplers on each side
for connection tothe train. The chassis is also having mounted 4 Nos.
buffers, 2 on each side to bear various pumps during operation. Staff
strength in this section is about 70.

1.1.10. Yearly Section

Yearly section is used for complete overhauling of locomotive, engine
block and removal of various mechanical subassemblies. The yearly
section carries out 24monthly and 48 monthly schedules of the
locomotives in which engine and varioussubassemblies are
overhauled completely. Staff strength of this section is about 90.

1.1.11. Air Brake Section

Air brake section is responsible for overhauling of brake valves of air
brakesystem and other safety items such as wipers, sanders, horns
etc. In addition to it, variousgauges are also being maintained by this
section. Staff strength of this section is about 50.

1.1.12. Valve Section

This section is responsible for maintaining fuel regulating valve, fuel
relief valve,lube oil regulating valve, lube oil relief valve, lube oil
bypass valve of the locomotive.The valves are overhauled and are
set at a required pressure as per MaintenanceInstructions. Staff
strength of this section is 2.

1.1.13. Speedometer Section

The speedometer section is responsible for maintaining
speedometers of thelocomotive, which are responsible for recording
and indicating the speed of thelocomotive. Staff strength of this
section is about 16.

1.1.14. Governor Section

Governor section is responsible for maintenance of governor of the

locomotive.The governor of the locomotive is responsible for
maintaining constant speed of theengine as per requirement at every
notch. At present, the shed has 3 types of governors.
(i)Woodward governor
(ii)GE or electro hydraulic governor
(iii)Microprocessor based governor.

1.2 Minor Repairs Sections

1.2.1 Mail Section

Mail Section is having 2 sections i.e. Mail/Mech. and Mail Elect.
section. Mailsection is responsible for maintenance of diesel engine,
various mechanicalsubassemblies, undergears etc. for trip schedule,
monthly schedule and quarterly schedulefor mail and passenger
locomotives.

1.2.2 Goods Section

Goods section is also having goods mech. and goods electrical.
Goods section isresponsible for maintenance of diesel engine,
various mechanical subassemblies,undergears etc. for trip schedule,
monthly schedule and quarterly schedule for goodslocomotives.

1.2.3 Quarterly & Half Yearly Section

Quarterly and half yearly section is responsible for 8 monthly, 12
monthly and 16monthly schedules of diesel locomotives.
1.2.4 Out-Of-Course Section
OOC section is responsible for attending various major repairs of the
locomotives,which cannot be covered during minor schedule.

1.2.5 M & P Of The Shed

lift bogies, engine blocks and various major subassemblies. Heavy

Repair Bay subassembly sections are having two cranes,
0ne10tonne and the other is 3tonne crane. These are used for
handling varioussubassemblies. Every minor repair bay i.e. goods,
mail, quarterly half yearly sections arealso having 3 tonne self
operated cranes which are used to lift various subassemblies of the
locomotive. The shed is also having 3 Nos. fork lifters for material
handling.
1.2.6 SCHEMATIC DIAGRAM OF DIESEL –
ELECTRIC LOCOMOTIVE

img.1

1.2.7 BLOCK DIAGRAM OF DIESEL LOCOMOTIVE SHED

A Diesel locomotive is a type of railroad locomotive in which the
prime mover is a Diesel engine

1.2.8 SALIENT FEATURES

# Sanctioned staff strength = 1316

# Staff on roll = 1195
# Total covered area = 12,577 sq. meters.
# Berthing capacity = 32 locos.
# %age of staff housed = 21%.
# Fuel storage capacity = 730 kiloliters.
# Average off take of diesel oil per day = 0.3 lakh liters (approx).
# Lube oil storage capacity = 350 kiloliters.
# Average off-take of lube oil per day = 2700 liters (approx).
# Average kms earned/month = 21.61 lakh kilometers.
# Stock items in the stores depot. = 1969
# Present mail link = 96
# Present loco holding = 170
(a)WDM2 = 62
(b) WDG3A = 44
(c) WDM3A = 64
Total =170

Direct maintenance staff per loco =4.30

SFC Mail (Lts/1000GTKM) (2008-09) =3.72
SFC Goods (Lts/1000GTKM) (2008-09) =2.03
 Types Of Machinery
Machinery Quantity Specification

Reciprocating Air compressors-

Single Stage Air Compressors 11 Horse Power (HP)- 3,
No. of cylinder- 2,
Tank Capacity in litres- 160,
Displacement (FAD)- 15.3 m3/hr,
Working Pressure- 7 kg/cm
98 PSI.

Two Stage Air Compressors 28 Horse Power (HP)- 5,

No. of cylinder- 2,
Tank Capacity in litres- 250,
Displacement (FAD)- 23.4 m3/hr,
Working Pressure- 12 kg/cm'
175 PSI.
Grinding Machines-
Hand Grinders 15 Grinding/polishing Disc Dia.- 125mm
Spindle Thread- M14
Power Input- 1100 W
No-Load Speed- 11000 RPM
Weight- 2.5 kg (approx.)

Bench Grinders 6 No-Load Speed- 2950 RPM

Wheel Size- 150X20X12.7 mm
Input Power- 250 W
Lathes-
Heavy Duty Geared Precision Lathes 4 Length of Bed- 4250 mm
Height of Centre- 254 mm
Admit Between centre- 3150 mm
Spindle Speed Range- 30-1235 RPM
No. of Spindle Speeds- 8
Power required- 5 Horse Power

Drilling Machnes-
Heavy Duty Radial Drill Machines 3 Diameter of column- 50 mm
Working surface of base plate- 2650x1400
Power supply (Main Motor)- 7.5 KW
Elevating motor- 3.7 KW
Cranes-
Hand Operated Travelling Cranes(H.O.T)2 Capacity- 1 tons

Span-10 m

Multi-Span Underslung Cranes 1 Capacity- 7 tons

Length of Side Moving Span- 10 m
Length of Sliding (forward moving) Span- 30 m

Electric Over-Head Travel Double Girder Cranes

1 Capacity- 25 tons
Length of Side Moving Span- 10 m
Length of Sliding (forward moving) Span- 30 m
 Scope Of Engg. Diploma In Company

Production & Industrial Engineering is an very good

branch with lots of scope in the country ,generally the
production engineering deals with various techniques of
manufacturing and tools used in the manufacturing
industries ,it also teaches the various drawings and also how
to develop them and understand them,so that means you will
be surely employed in an factory atmosphere if you take this
course and hence employed by companies dealing with such
operations, with the sales and demand of cars going up in
our country the need of good manufacturing engineers is
really increasing in our country.
Companies like the Tata Totors , Maruti and
Mahindra & Mahindra. And industries like Hero Group, Tata
Steel, HINDALCO, Relience Steels are really employing
many freshers ,and also the pay is very high when compared
to other companies,also many foreign companies are
coming to our country and setting up plants ,companies like
Toyota, Honda, Audi, Mercedese, Bmw are really hiring
many production engineers in our country because of there
plants to set up plants, Medium & small Scale Industry
also plays an mportant role in recruiting jobs as Engg.
Diploma holders are posted atleast at supervisor for industry
and hence the scope of this branch is really very good.
 Manpower Chart

Category Sanction Actual Vacancy

Supervisory 124 99 25
Artisan (Skilled) 885 841 44
Artisan (Un-Skilled) 207 164 43
Ministerial & 90 82 8
Others
Operating Staff 10 9 1
Grand Total
(Direct & Indirect) 1316 1195 121