A DETAILED NOTE ON SCR IN VIJAYAWADA

2. Railways were first introduced to India in 1853. Diesel Loco Shed, Vijayawada was
established in the year 1979 at the cost of about Rs.170 lakhs to maintain 20
WDS4locomotives and increased to 35 in the year 1989.

3. First when I stepped into Diesel loco shed (vijayawada) an officer firstly advised me safety first
because Indian Railways always follows safety. He explained me an accident happened to
HAMPI EXPRESS and according to news 24 people were died and nearly 50 are injured.Not
only these he had explained different accidents occurred in India and according to him the main
reason is due to lack of safety , signal problems. These are the major train accidents in India :
Hubli-Banglore Humpi Express :The reason is mentioned as due to negiliengce of officers and
loco pilot .Humpi express on speed collides goods boggie and then train gets fire.This incide
nt happens at Antantpur.

4. Muzaffarnagar
Train Accident:
Repair Work At
Track Could Be
Reason Of
Mishap.
Most Horrific train
accident more than
500people are died.
The reason is due to
Cyclone or flash
flooding

5. Train accident
takes place in
Jharkhand state
and nearly 15
people were died
.
The reasonto explain this accidents irrespective of the Internship topic is majorly train
accidents happening due to bad officers and people are injuring due to taking selfies ,
adventures . My aspect and advise you to be be careful in trains.

7. 1.The activities of Diesel Loco Shed,
Vijayawada:
Integrated Maintenance of Diesel Locomotives
 Diesel Electrical Multiple Units (DEMUs)
Rail Buses
Self-Propelled Accident Relief Train

8. LOCOMOTIVE
A locomotive or engine is a rail transport vehicle that provides the motive power for a train.The
loco is generally divided into four divisions.
Short Hood Long Hood
Nose
Compartment
Driver Cab Alternator
Room
Engine
Room
Expresser
Room
Radiator Room

9. Diesel Locomotive
It also has many of the same auxiliary systems for cooling, lighting, heating, braking and hotel power
(if required) for the train.
It can operate over the same routes (usually) and can be operated by the same drivers.
A fuel tank is also essential.
The generating station consists of a large diesel engine coupled to an alternator producing the
necessary electricity.
Like the electric locomotive, it has electric drive, in the form of traction motors driving the axles and
controlled with electronic controls.
Important parts of locomotive:
 Diesel engine
 Turbo charger
 Radiator fan
 Radiator
 Sand box
 Air compressor
 Truck frame
 Drive shaft
 Gear box
 Fuel tank
 Air reservoirs
 Main alternator
 Auxiliary alternator
 Motor blower
 Air intakes

11. There are many systems that
comprise the entire locomotive.
The main systems are:
• Fuel injection system
• Lube oil system (lubrication)
• Cooling system
• Turbo charging
• Air expressor

12. Need of fuel injection system:
Intake systems of engines are used to deliver air and fuel into the cylinders in proper
amounts accurately and equally to all cylinders at proper time in the engine cycle .

14. LUBRICATION SYSTEM
Like an automobile engine, a diesel engine needs lubrication.
Lubricating oil is distributed around the engine to the cylinders,
crankshaft and other moving parts.
There is a reservoir of oil, usually carried in the sump, which has to
be kept topped up, and a pump to keep the oil circulating evenly around
the engine.
The oil gets heated by its passage around the engine and has to be
kept cool, so it is passed through a radiator during its journey.
The radiator is sometimes designed as a heat exchanger, where the
oil passes through pipes encased in a water tank which is connected to
the engine cooling system.
The oil is filtered to remove impurities and is monitored for low
pressure.
If oil pressure falls to a level which could cause the engine to seize
up, a "low oil pressure switch" will shut down the engine.
There is also a high pressure relief valve, to drain off excess oil back
to the sump.

15. Lubricants are used in different places of the
locomotive:
•Engine sump
•Expresser or compressor
•Right angle gear box
•Air maze bath filter
•Generator gear case
•GD80 D filter
•GD8E filter
•Centre pivot & Side bearers
•Nose Caps
•Governor
•RTTM blower
•Universal Shaft
•Buffers
•Axle boxes
•Fast coupling
•Gear case

16. TURBO CHARGING
To obtain more horsepower from the engine it is necessary to burn
more fuel inside the engine cylinder.
For complete burning of fuel more amount of air is required to
produce maximum heat energy.
But by the action of piston inside the cylinder during a suction stroke
a constant volume of air only can be sucked which depends on
cylinder sizes.
To put in more amount of air into it the atmospheric air is pre
pressurized outside the cylinder by the use of a rotary compressor.
This compressor works with the exhaust gases coming from the
engine.

17. The objective of a turbocharger is to
improve an engine's volumetric
efficiency by increasing density of the
intake gas (usually air) allowing
more power per enginecycle. ...
The power needed to spin the
centrifugal compressor is derived
from the kinetic energy of
the engine's exhaust gases.

18. Basic types of diesel electrical locomotives in SCR:
WDM2, WDM3A, WDG3A, WDP1, WDM3D, WDP4, WDG4 etc...
The locomotives we have studied at DLS and their specifications are the following:
WDP1:- 2100 rpm, 4 axle, 8 wheels.
WDM2:-2600 rpm,3 axle,12 wheels.
WDG4:-400 HP,dia-22856mm.
DEMU (Diesel Electrical Multiple Unit):-2600 rpm,4 axle
WDP1

19. WDM2
WDG4

20. DEMU
WAG12 LATEST LOCOMOTIVE HIGH HP

21. AIR BRAKE SYTEM
• In Air Brake system compressed air is used for operating the
brake system.
• The locomotive compressor charges the feed pipe and the
brake pipes throughout the length of the train.
• The feed pipe is connected to the auxiliary reservoir and the
brake pipe is connected to the brake cylinder through the
distributor valve.
• Brake application takes place by dropping the pressure in the
brake pipe.
THE MAIN DISADVANTAGE IS THAT IF ANY OF THE
COACH IS DISCONNECTED
ENTIRE AIR BRAKE SYSTEM FAILS AND
AUTOMATICALLY LOW PRESSURE IS CREATED.

23. EMERGENCY APPLICATION
• During emergency application the brake pipe pressure is reduced rapidly to 0 kg/cm2 by the
driver's brake valve.
• Because of this drop the position of the various valves will be altered.
PASSENGER EMERGENCY ALARM SYSTEM
Passenger emergency alarm system consists of two components:
(i) Passenger Emergency Alarm Signal Device (PEASD).
(ii) Passenger Emergency Alarm Valve (PEAV).
These two components in combination give an indication to the driver that somepassenger is
in need to stop the train. The indication is transmitted from the coach when the passenger pulls
the chain.

24. The average life of an Indian Railway Coaches are 25–30 years,
however you can also find out, how old the coach is by looking to
the first two digits of the coach serial number 04-052.

25. THANK YOU