study of coaches , study of railways engine ,study of brakes system in railway

1. 1
“INTERNSHIP TRAINING PROJECT”

2. 2
CENTRAL RAILWAY LOCOMOTIVE WORKSHOP
PAREL, MUMBAI.
CONDUCTED BY BTC
“INTERNSHIP TRAINING REPORT”
SUBMITTED BY
MR. PAWAR SWAPNIL HANMANT
MR WAGHMARE RAHUL RAJENDRA
MR. PHAPALE RAVINDRA BHASKAR
FOR
BHARAT COLLEGE OF ENGINEERING, BADLAPUR.

3. 3
MECHANICAL DEPARTMENT

4. 4
CERTIFICATE
THIS IS TO CERTIFY THAT
MR. PAWAR SWAPNIL HANMANT
MR. WAGHMARE RAHUL RAJENDRA
MR. PHAPALE RAVINDRA BHASKAR
HAVE SUCESSFULLY COMPLETED
PROJECT REPORT ON
“INTERNSHIP TRAINING”
CONDUCTED BY BTC
AT
CENTRAL RAILWAY WORKSHOP, PAREL, MUMBAI DURING ACADEMIC
YEAR-2016-17
R.K. GUPTA
(CHIEF INSTRUCTOR BTC, PAREL)
V.S. SURVE PRINCIPAL OF
(Sr. INSTRUCTOR BT, PAREL) BCOE (BADLAPUR)

5. 5
Acknowledgment
The written words have an unfortunate tendency to
regenerate genuine into steel formality. However this is
the only way we have to record permanently our feelings
it gives us immense pleasurein this internship training.
I would like to thank Mr. S. N. Shenoy (principal
AWM(C)parel, BTC.) and Mr. R.K. Gupta (chief
instructor BTC) for giving us this upportunity to work in
the organization. Again thankful for the facilities and
previlage they provide me.
I am highly obliged to instructor of BTC for his valuable
help and guidance throught the period.
Finally I would like to thank all SSE supervisor and all
the workers for their valuable time they have spend for
me during our training period.

6. 6
INDEX
Sr.
No.
TITLE PAGE NO.
1. Air Break (STR) 10-18
2. Bio-Toilet (STR) 19-23
3. Corrosion (STR) 24-32
4. Welding 33-38
5. Bogie 39-45
6. Power Pack
-RAGB
46-57
7. Wheel Shop 58-59
8. Fuel Injection Pump 60-64
9. conclusion 65

7. 7
INDIAN RAILWAYS
INTRODUCTION
Indian railway is a state-owned railway company, responsible for rail transport in India. It comes
under the government of India through the ministry of railways. It is one of the words largest and
biggest railway networks transporting over 8.101 billion passengers annually or more than 22
million passengers a day and 1.107 tons in the year. It is the world’s 7th largest commercial
employer, by number of employees, with over1.376 million employees. It operates rail transport
on 115000km of track over a route of 67312km and 7112 stations. IR’s rolling stock comprises
over 245267 vegans, 66392 passenger coaches and 10499 locomotives.
As of 31 marches 2016, 27999km of the total 67312km route Len got was electrified. Since
1960, almost all electrified sections on IR use 25000V AC traction through overhead category of
delivery.
HISTORY
The history of rail transport in India began in the mid-19th century. The core of the passenger of
building railways came from London in 1848; there was not a single km of railway line in India.
The country’s first railway build by Peninsula railway open in 1853, between Bombay and thane
the East Indian Railway Company was established in 1845 London. The great southern India
railway company was subsequently merged with the Carnatic railway company.
By 1875, about rupees95 million were invested by British company in India by1880 the network
had a route millage of about 14500km, mostly radiating inward from the 3 major port cities of
Bombay, madras and Calcutta. In 1900 the GIPR become a government owned company. In
1905, an early railway board was constituted, but the powers vested under load Curzon.

8. 8
PAREL LOCOMOTIVE WORKSHOP
COMPANY PROFILE
The Central Railway Locomotive Workshop, Parel was set up by Great Indian
Peninsular Railway as a Steam Loco Shed in 1879. Later repair and overhauling of steam loco
has started, and had reach peak capacity of 32 steam locos per month in 1962-1963. With
tapering of steam traction, the shop was upgraded to take up the work of Repair and overhauling
of diesel locomotives from 1974-75 onwards.
It is one of the oldest and largest repair workshops on the Indian railways with diversified
repair/manufacturing activities. Being located in the heart of Mumbai, it has ready access to
road, sea and air transport. The parel workshop has the unique distinction of rendering services
to the Armed Forces during the World Wars.Parel Workshop has gradually diversified and is at
present also carrying out the repair and overhauling of Diesel locomotives, Diesel cranes,
Rehabilitation of main line coaches. This shop also manufactures many components for Diesel
Locos, Carriages, and Wagon.
This workshop has also successfully manufactured Narrow Gauge locos for Neral-Matheran
section and for Kalka-Simla section.
This is the only workshop other than DLW and CLW, which build Diesel Locomotives.
Brief History:-
 1879 - Established as Steam Loco Shop and Shed.
 1974 - Repairs of Diesel Locomotives.
 1997 - Repairs of 140 tonne Cranes used in accident Relief.

9. 9
Railway zones:
Indian railway is divided into 17 zones, which are further sub-
divided into divisions. The number of zones in Indian railways
increased from the six to eight in 1951, nine in 1966 and sixteen
in 2003. Each zonal railway is made up of a certain number of
divisions, each having a divisional headquarters. There are a
total sixty-eight divisions.
Sr.
No.
Name of
the
railway
zone
Abbreviation Route Number of
stations
Zone headquarters
1 Noerthen
railway
NR 6968 1142 Delhi
2
North
eastern
railway
NER 3667 537 Gorakhpur
3
Northeast
frontier
railway
NEFR 3907
690
Guvahati
4
Eastern
railway ER 2414 576 Kolkata
5
South
eastern
railway
SER 2631 353 Kolkata
6
South
central
railway
SCR 5803 883 Secundarabad
7
Southern
railway SR 5098 890 Chennai
8
Central
railway CR 3905 612 Mumbai

10. 10
9
Western
railway WR 6182 1046 Mumbai
10
South
western
railway
SWR 3117 456 Hubbali
11
North
western
railway
NWR 5459 663 Jaipur
12
West
central
railway
WCR 2965 372 Jabalpur
13
North
central
railway
NCR 3151 435 Allahabad
14
South east
central
railway
SECR 2447 358 Bilaspur
15
East coast
railway ECOR 2572 342 Bhubaneswar
16
East
central
railway
ECR 3628 800 Hajipur
17
Kolkata
metro CR 27.22 24 Kolkata

11. 11
BRAKING SYSTEMS IN RAILWAY VEHICLES
 DEFINITION:-
Brake is an essential feature in order to retard and stop the railway vehicle within
minimum possible time.
 INTRODUCTION:-
Train braking is a very complex process, specific to rail vehicles and of great importance by the
essential contribution on the safety of the traffic. The brakes are used on the coaches of railway
trains to enable deceleration, control acceleration (downhill) or to keep them standing when
parked. While the basic principle is similar from road vehicle, the usage and operational features
are more complex because of the need to control multiple linked carriages and to be effective on
vehicles left without a prime mover. In the control of any braking system the important factors
that govern braking action in any vehicle are pressure, surface area in contact, amount of heat
generation and braking material used.
Most commonly brakes use friction convert kinetic energy into heat, but in regenerative
breaking much of the energy is converted instead into useful electrical energy or potential energy
in a form such as pressurized air, oil, or a rotation flywheel.
The purpose of braking action is to perform controlled reduction in velocity of the train, either to
reach a certain lower speed or to stop to a fixed point. In general terms, this happens by
converting the kinetic energy of the train and the potential one - in case of circulation on slopes -
into mechanical work of braking forces which usually turns into heat, which dissipates into the
environment.
As a consequence, along the time, for railway vehicles have been developed various brake
systems, whose construction, design and operation depend on many factors such as running
Speed, axle load, type, construction and technical characteristics of vehicles, traffic conditions,
etc.
Among various principles and constructive solutions that were developed, following the studies
and especially the results of numerous tests, the indirect compressed air brake system proved to
have the most important advantages. Therefore, it was generalized and remains even nowadays
the basic and compulsory system for rail vehicles.
.

12. 12
 AIR BRAKE MODEL IN PAREL:-

Keeping in view the safety of human life and physical resources
the BASIC REQUIREMENTS of brake are:
 The brake must be strong enough to stop the vehicle during an emergency
with in shortest possible distance.
 There should be no skidding during brake application and driver must have
propercontrol over the vehicle during emergency.
 Effectiveness of brakes should remain constanteven on prolonged
application or during descending on a down gradient
 Brake must keep the vehicle in a stationary position even when the driver is
not present.
The brake used in railway vehicles can be CLASSIFIED according
to the method of their activation into following categories.
 Pneumatic Brake
 Electrodynamics Brake
 Mechanical Brake
 Electromagnetic Brake Pneumatic Brake may be further classified into two
types
Vacuum Brake Compressed air brake

13. 13
 CLASSIFICATION OF BRAKING SYSTEMS:-
AIR BRAKE SYSTEMS:
Air compressors mounted every two to four coaches supply compressed air to the
air brakes. The air, which is compressed Principle of automatic air brake system to
nearly 8 kg/sq cm, is piped below coachfloors to main air reservoirs.
The air pressure is lowered to 5kg/sq cm with pressure regulator and air is fed via
the brake valve, brake pipes, and control valves to auxiliary air reservoirs. If the
compressed air in the brake pipes and auxiliary air reservoirs of each coach at
5kg/sq cm, brakes are not activated. The activated brake valve cuts the flow of air
from the pressure regulator and air pressure in the brake pipes falls. The fall in air
Pressure is detected by the control valve son each coach. The control valves then
regulate the flow of compressed air from auxiliary air reservoirs to break cylinders.
The brake cylinders activate the basic braking mechanisms to slow down and stop
the coach. Thecontrolvalves regulate the flow of air from the auxiliary air
reservoirs to the brake cylinders at a pressure that isproportionalto pressure drop in
the brake pipes.
PRESSUREAT DIFFERENTSECTION OF AIR BRAKESYSTEM IS GIVEN BELOW:

14. 14
MECHANICAL BRAKING SYSTEM:
The basic braking devices used by mechanical braking systems are: wheel treads
brakes, axle-mounted disc brakes, and wheel-mounted disc brakes.
These brake mechanisms use a brake shoe that applies friction force to the disc.
The applied pressure is adjusted to control the braking force. In wheel-tread brake,
the brake shoe applies friction force to the wheel tread, creating abrades, because
doing so may damage the wheel tread. Therefore, they use axle- or wheel-mounted
disc brakes. Axle-mounted disc brakes require sufficient space to accommodate
therefore used in trailer bogies. Wheelmounteddisc brakes are used on motor
bogies because it requires accommodating the traction motor only and having
insufficient space for an axle-mounted brake. In both systems, compressed air or
oil is applied to a brake cylinder that pushes the brake lining against the disc.
Brake discs are dead weight that is useful only during braking; therefore operators
can install lighter discs. Carbon/carbon- compositemulti-discs and aluminum
composite discs offer lighter weights and are widely used. The carbon/carbon-
compositemulti-disc has alternate sections of carbon-fiber rotors and stators.
During braking, they rub against each other to create frictional force that slows
down the wheel or axle. The disc is lighter in weight than conventional materials
and has good heat-resistant properties.Aluminiumcompositebrake discs may be
made much lighter thantoday‟s forged steel and cast-iron brake discs.
ELECTROMAGNETIC BRAKING SYSTEM:
Conventional train braking systems depend heavily on adhesion between the wheel
tread and the rail. In the case high-speed trains, adhesion decreases as speeds
increase, making it necessary for the train to reduce braking force to avoid wheel
sliding. This result is longer braking distances. To overcome this problem, an
electromagnetic brake system that does not depend on adhesion was developed. It
produces braking force by using magnetic repulsion obtained from eddy currents
generated on the top surface of the rails. Earlier it was not used because of
assumption that the eddy currents would heat small sections of the rail to such a
degree that the rail would bend sideways. This is solved by development of an
electromagnetic brake that uses eddy currents and frictional force. The
electromagnetic brake on bogies connected to batteries that create alternating north
and south poles forming magnetic fields between the poles. The magnetic fields
generate eddy currents in the top surface of the rails, creating a force acting in an
oppositedirection tithe movement of the train, in other words, a braking force.

15. 15
 APPLICATION:-
 Time from when the brakes are applied by the train driver to when they are
actually become effectivei.e.brake delay time.
 The magnitude of wear of brake pads and the pressure available in brake
cylinders.
 Track gradient when brakes are applied and misdistribution of track. In order
to stop the train it requires the work. The required work is the sum of change
in the train’s kinetic energy and the change in its potential energy due to
change in the height due to the gradient of the track.
 Comparison Of Air Brakes And Vacuum Brakes:-
Parameter Air Brakes Vacuum Brakes
Principle of working
The compressed air is used for
obtaining brake application. The
brake pipe and feed pipe run
throughout the length of the
coach. Brake pipe and feed pipe
on consecutive coaches in the
train are coupled to one another
by means of respective hose
couplings to form a continuous air
passage from the locomotive to
the rear end of the train. The
compressed air is supplied to the
brake pipe and feed pipe from the
locomotive. The magnitude of
braking force increases in steps
with the corresponding reduction
in brake pipe pressure and vice-
versa.
The vacuum brake system
derives its brake force
from the atmospheric
pressure acting on the
lower side of the piston in
the vacuum brake
cylinder while a vacuum
is maintained above the
piston. The train pipe runs
throughout the length of
the coach and connected
with consecutive coaches
by hose coupling. The
vacuum is created in the
train pipe and the vacuum
cylinder by the ejector or
exhauster mounted on the
locomotive.

16. 16
 Components Of Air Brake And Vacuum Brake System:-
 COMPONENTS OF AIR BRAKE SYSTEM:-
Compressor:
It is the pump which draws air from atmosphere and compresses it for use on the train. Its
principal use is for the air brake system, although compressed air has a number of other uses on
trains.
Main Reservoir:
It is a storage tank for compressed air for braking and other pneumatic systems.
FeedValve:
To ensure that brake pipe pressure remains at the required level, a feed valve is connected
between the main reservoir and the brake pipe when the "Running" position is selected. This
valve is set to a specific operating pressure. Different railways use different pressures but they
generally range between 65 and 90 psi (4.5 to 6.2 bars).

17. 17
Brake Pipe:
The pipe running the length of the train, which transmits the variations in pressure required to
control the brake on each vehicle. It is connected between vehicles by flexible hoses, which can
be uncoupled to allow vehicles to be separated. The use of the air system makes the brake "fail
safe", i.e. loss of air in the brake pipe will cause the brake to apply. Brake pipe pressure loss can
be through a number of causes as follows:
 A controlled reduction of pressure by the driver
 A rapid reduction by the driver using the emergency position on his brake valve
 A rapid reduction by the conductor (guard) who has an emergency valve at his position
 A rapid reduction by passengers (on some railways) using an emergency system to open
a valve
 A rapid reduction through a burst pipe or hose
 A rapid reduction when the hoses part as a result of the train becoming parted or
derailed.
Brake Cylinder:
Each vehicle has at least one brake cylinder. Sometimes two or more are provided. The
movement of the piston contained inside the cylinder operates the brakes through links called
"rigging". The rigging applies the blocks to the wheels. Some modern systems use disc brakes.
The piston inside the brake cylinder moves in accordance with the change in air pressure in the
cylinder.
Auxiliary reservoir:
The operation of the air brake on each vehicle relies on the difference in pressure between one
side of the triple valve piston and the other. In order to ensure there is always a source of air
available to operate the brake, an "auxiliary reservoir" is connected to one side of the piston by
way of the triple valve. The flow of air into and out of the auxiliary reservoir is controlled by the
triple valve.
Brake Block:
This is the friction material which is pressed against the surface of the wheel tread by the upward
movement of the brake cylinder piston. Often made of cast iron or some composition material,
blocks are the main source of wear in the brake system and require regular inspection to see that
they are changed when required.

18. 18
Triple Valve:
The operation of the brake on each vehicle is controlled by the "triple valve", so called because it
originally comprised three valves - a "slide valve", incorporating a "graduating valve" and a
"regulating valve". It also has functions - to release the brake, to apply it and to hold it at the
current level of application. The triple valve contains a slide valve which detects changes in the
brake pipe pressure and rearranges the connections inside the valve accordingly. It either:
 recharges the auxiliary reservoir and opens the brake cylinder exhaust,
 closes the brake cylinder exhaust and allows the auxiliary reservoir air to feed into the
brake cylinder or
 holds the air pressures in the auxiliary reservoir and brake cylinder at the current level
 Limitations Of Vacuum Brake System:
 Speed limitations due to longer braking distance.
 Brakes releasing time is more.
 Limitations on train loads and lengths.
 Vacuum in the last vehicle is not maintained as desired.
 Lesser braking force generation by brake cylinder.
 Higher maintenance cost.

19. 19
 AIR BRAKE SYSTEM IN ENGINE:-
A9 Brake
SA9 Brake

20. 20
BIO-TOILET
 INTRODUCTION:-
A joint working group consisting of IR engineers and DRDO biotechnologists for
joint development of technology using DRDE bio digester for toilet system on
coaches of Indian railway was formed in March 2010.
Four design variants with anaerobic process were jointly developed by IR
&DRDO.
 DEFINATION:-
A Bio-Toilet is a next generation eco-friendly waste management solution, which
reduces solid human waste to biogas and pure water, with the help of bacterial
inoculums.
 NEEDS OF BIO-TOILET SYSTEM:-
Toilets currently used on passenger’s coaches of Indian railway are of flush type,
in which human waste is discharged directly on the tracks. this makes the
ecosystem unhygienic , besides resulting in corrosion of track fittings to overcome
this problem , IR is carrying out field trials with various types of environment
friendly green toilets . By use of such toilets, we will have no human waste on
railway tracks and therefore, cleaner and greener station premises and tracks.

21. 21
 PRINCIPLE OF BIO-TOILET SYSTEM:–
This is a bacteriological system for disposing of human waste. In the treatment
tank the human waste and water mixture enters and the article “bacteria booster”
develops more number of bacteria which is continuously broken down the solid
human waste into the liquid which drain with water, after proper chemical
treatment to kill the bacteria in the water. The bacteria free water is drained to the
track bed in between rails, the various gases develop while chemical reaction in an
exhausted developed to the tank vents.
 STRUCTURE OF BIO- TOILET:-
ANIMATED REAL

22. 22
 PROCEDURE OF BIO-TOILET:–
After using the toilet flushing is done by the passenger indicate button in lavatory
which makes open the flapper door / ball valve door the water flushed out and then
flapper / valve goes to the original closed position .
The wasted water mixtures enters into top treatment tank the liquid gravity flow
through series of fiber filter columns mounted columns in the lower part of the
fitment tank . The solid waste which continuous to remain synthetic media into
liquid form, this effluent flow through a series of fiber filter column mounted in the
lower portion of the tank. Then the liquid is passing through chlorine and treated.
Finally the bacteria free water passed to lower tank through drained out through
drain hole to the road bed in between rail the gases developed or exhausted through
the vent of tank.
Bio-Digester is a decomposition mechanized toilet system which decomposes
Human Excretory Waste in the digester tank using specific high graded bacteria
further converting it into methane and water, discharged further to the desired
surface.

23. 23
Bio-digester technology treats human waste at the source. A collection
of anaerobic bacteria that has been adapted to work at temperatures as low as -5°C
and as high as 50°C act asinoculum (seed material) to the bio-digesters and
convert the organic human waste into water, methane, and carbon-dioxide. The
anaerobic process inactivates the pathogens responsible for water-borne
diseases and treats the fecal matter without the use of an external energy source.
The only by-products of the waste treatment process are pathogen-free water,
which is good for gardening, and bio-gas, which can be used for cooking. Bio-
toilets do not require sewage connectivity and because the process is self-
contained, bio-toilets also maintenance free. The bacteria used in the bio-toilet
have been collected and analyzed by DRDO from Antarctica and the efficiency of
this system has been tested in extreme climates and conditions.
 NOTICE DISPLAY IN BIO-TOILETS:-

24. 24
 ADVANTAGES:-
1. No bed smell in toilets from the tanks
2. No infestation of Cockroaches & flies
3. Fecal matter in the tank not visible
4. No clogging of digester
5. Effluent is free from off odorand solid waste
6. No maintenance required
7. Reduction in organic matter by 90%
8. No requirement of adding bacteria/ enzyme
9. No need of removal of solid waste

25. 25
CORROSION
 INTRODUCTION:-
 Corrosion is a general term used to describe various interactions between a
material and its environment leading to degradation in the material
properties.
 Interaction with ambient oxygen can cause the formation of oxide layers via
diffusion controlled growth. These may passivity the material against further
oxidation. In a wet environment, aqueous corrosion can occur due to
electrochemical processes which depend upon metal ion transport and
reaction.
 Gradients of metallic and electrolytic ion concentrations, temperature,
ambient pressure, and the presence of other metals, bacteria, or active cells,
all influence the corrosion rate. Electric fields applied to corresponding
systems can accelerate or inhibit the rate of corrosion or material deposition.
Galvanic corrosion between different metals in an aqueous environment is
due to the electric field arising from the different electrode potential of the
two materials.
 External fields may enhance or suppress this corrosion. In all of these
reactions, electron and ionic transport occurs. The following sections will be
concerned with these processes and the effect of conditions on the corrosion
rates.
 DEFINITION:-
Corrosion is the deterioration of a metal as a result of chemical
reactions between it and the surrounding environment. Both the
type of metal and the environmental conditions, particularly what
gases that are in contact with the metal, determine the form and
rate of deterioration.

26. 26
DIAGRAMS:-
Steps of Removing Corrosion Parts of Coach
Coach Cutting:-

27. 27
Coach Fitting:-
Coach Finishing:-

28. 28
 Reason of corrosion in ICF Coach
o Accumulation of water, dust and salty discharge under luggage
compartment in coaches. Incorrect fitness of side panels. Galvanic cell
formation between steel and aluminum near window area.
o Seepage of water at corners and ends due to water accumulation on floor. In
sufficient surface preparation before welding. Frequent use of concentrated
acids for the cleaning of toilets. Leaky push cocks, flusher valves.
Missing/defective commode chutes resulting in splashing of toilet discharge
leads to corrosionof under frame members.
o Carrying of perishables items like fish in SLRS and Parcel vans and
insufficient cleaning after unloading. Entry of water through gaps in
window sills. Cracks in body panels and roof left unattended. Painting
defects left unattended. Damage to under frame and trough floor due to
flying ballast in dynamic condition. Acid spillage from batteries.
 PROCEDURE CORROSION REPAIR:-
CorrosionRepairin ICF coaches:
o Corrosion in ICF coaches is very common. Corrosion repairs to coaches are
mainly carried out during POH in workshops. Corrosion repairs are also
done during Mid-Life Rehabilitation (MLR) of coaches that are 12 to 13
years old.
o During POH all the under frame members are thoroughly inspected to locate
corroded members. Corrosion is indicated by flaking of paint, flaking of
metal, pitting and scale formation. Components those are not visible from
both sides such as sole bar and trough floor should be examined by tapping
with a spiked hammer.

29. 29
o Repair procedure for bogie frame of 16.25 Ton ICF/RCF built coaches
Particular attention should be paid to the more vulnerable members and
locations given below. Sole bars, body pillars, turn under and trough floor
below lavatories in all types of coaches and luggage compartments of
SLRS.Sole bars, body pillars, turn under and pillars above lifting pads. Sole
bars, body pillars behind the sliding doors of SLRSSole bars, body pillars,
turn under at the doorcorners & near coachbodybolster.
 Inspection during POH:-
Inspection of sole bars, body pillars and turn under: Examine visually and with the
help of a spiked hammer from below the coach and the inspection holes in the turn
under. If corrosion is suspected at places without inspection holes 100mm die hole
should be cut at the bottom of turn under for examination. If corrosion is noticed in
the bottom half of the sole bar the trough floor to be cut to a width of 300mm for
inspection. In case of heavy corrosionthe side wall to be cut to a width of 500mm.

30. 30
 Inspection of headstock:
Examine visually inner and outer headstock, stiffening behind buffers and the
junction of sole bar and the headstock for corrosion. Examine the base buffer
assembly carefully.
Examine trough floor adjoining the lavatories and under the luggage compartment
of SLRS and Parcel vans for corrosionwith the hammer.
Repairs to Headstock:
Only 8mm thick sheet is to be used headstock repairs. Repairs to Sole bar: The
new sole bar section to be welded from both inside and outside.
Repairs to Side Wall Members:
For repairs to side and end wall member’s interior fittings interior panels &
window frames are to be stripped. Repairs to be done as per RDSO sketch No.
76019.
Repairs to Trough Floor:
For trough floor repairs plywood flooring to be stripped. Repairs to be done as per
RDSO instructions. Repairs to Roof: Special attention to be paid at locations where
gutter moldings are welded and where ventilators are fitted. RDSO instructions to
be followed.
 HOW TO MINIMIZE CORROSION:-
Corrosion in rolling stock cannot beHot and humid conditions in our country are
helpful for corrosion. A change in climate also has an adverse effect. However
timely action during repairs and maintenance will minimize corrosion.

31. 31
A) During POH
1) thorough inspection giving extra attention to areas prone to corrosion.
2) Turn under repairs to be carried out with 5mm thick plates.
3) Only 8mm thick SS sheets to be used for head stockrepairs.
4) Use stainless steel trough floor and inlays for toilets.
5) Use of 13mm compeer floor board instead of plywood.
6) Use PVC sheets for toilets and compartment floor.
7) Use stainless steel plates with drain holes in doorways...
9) Corte steel is used for panel repairs.
10) Apply two coats of primer and three coats bituminous solution on all under
gear members.
 How To Apply ANTI- CORROSIVE PAINT In Coaches:-
Exterior paint schedule for coaches:At every 5th POH of a coachor if the
condition of paint is not good adopt9 days painting schedule.
1Remove old paint
2 One coat of red oxide zinc chromate prime
3 One coat of brush filler followed by spotputt
4 Filler 2nd coat (spotputty if necessary
5 Rub down with silicon carbide paper
6 One coat of under coat
7 Flat with silicon carbide paper.
8 One coat of enamel finishing. Flat with silicon carbide paper. 2nd coat of enamel
finish
9 Lettering and miscellaneous work.

32. 32
 WATER TANK CORROSION AND PREVENTION:
Ageing water tanks present a corrosion problem to municipalities that are
expensive to remedy. The obvious solution would be to replace the aged water
tank, but that could cost several million dollars for new real estate, site preparation,
and at times environmental impact studies. The attendant problem would be time
delays, sometimes lasting for years, while the old tank keeps leaking.
Another solution would be to recoat the insides of the tank with corrosion resistant
paint. This is an effective solution, but there are drawbacks. It is expensive and not
an immediate fix because the tank must be taken out of commission for lengthy
periods. Recoating is a multi-step process. The tank must be drained, dried and
inside surfaces must be cleaned, often by sand blasting. Primer coating must follow
the sand blast almost immediately. Only then can a final coat be applied to let dry.
The entire process can take 3 months and meanwhile, delivery of water to
municipal customers is disrupted.
Catholic protection can be applied without disruptions to a municipality's water
supply. Holes in the water tank roof for anodes are cut while the tank is full of
water in continuing service. Once cut, anodes, first sterilized with 5% Clorox, can
be inserted. Each anode is designed to protect a section of the tank's content and
has a projected life of over 20 years. Once inserted, the anodes are connected to the
positive pole of a rectifier. The negative pole of the rectifier is then connected
outside on the chime of the tank. (A chime is the ground ring to which are welded
the vertical walls of the tank.) The rectifier is turned on and the tank is protected.
 BIO TOILET CORROSION AND ITS PREVENTION
Dirty track and piles of garbage alongside not only present an ugly sight to
travelers but also poseserious safety problems to the Railways.
The Railways have admitted that the number of derailments has increased
because of rail or weld fractures and pointed out that a major cause of rail
fractures and derailments is the corrosion of rail foot because of excreta
dropped directly on the rail. Other measures listed include developing

33. 33
corrosion-resistant, nickel-chromium-copper rails and copper-molybdenum
rails, which are still under trial in different zones; anti-corrosive
bituminous painting of rails; and greasing and sealing of liner contact area
in the corrosion-prone areas. The Railways have also commissioned a
study from the Centre of Electro-Chemical Research Institute on rail
corrosiondue to micro-organisms and remedial measures.
The report said complete mechanization of track maintenance and
construction was planned, pointing out that the increase in speed, axle
loads and volume of traffic required superior quality of maintenance.
It noted the Standing Committee’s worry that poor maintenance of track
was a major cause of derailments. It wanted the Railway Ministry to
introduce technological innovations to improve the track and regular
inspection to ensure its rail-worthiness. In 2013-14, the total number of
accidents due to track defects was 19; eight of them were due to poor track
maintenance. Parliament recently, the government said all passenger train
coaches needed to be fixed with zero-discharge toilets to avoid rail
corrosion.
Corroded Bio Toilet

34. 34
WELDING
 INTRODUCTION TO WELDING:-
To begin with, you should know that out of curiosity I took a look on the Web and
in welding books for information about “introduction to welding”, but all I found
were articles written either by welding engineers that were so technical that I could
not understand what they were saying, or articles that were written by someone
who is only a writer and lacked the real-world experience that is required to truly
understand welding. The introduction of welding into my life, as well as that of
many others, has been something that has been a life changing experience.
Welding has given me a career option I did not know existed.
Welding is the joining of metals. What welding does is join metals or other
materials at their molecular level with the technology we have at the moment. I say
“at the moment” because welding technology is always changing, and with so
many military forces relying on it to make their defense products, there are
welding processeswe are yet to hear about.
 DEFINITION:-
Welding is a fabrication or sculptural process that joins materials,
usually metals or thermoplastics, by causing fusion, which is distinct from lower
temperature metal-joining techniques such as brazing and soldering, which do
not melt the base metal. In addition to melting the base metal, a filler material is
typically added to the joint to form a pool of molten material (the weld pool) that
cools to form a joint that is usually stronger than the base material.

35. 35
 TYPES OF WELDING:-
 SHIELDED METAL ARC WELDING (SMAW):–
It is also known as "stick welding or electric welding", uses an electrode that
has flux around it to protect the weld puddle. The electrode holder holds the
electrode as it slowly melts away. Slag protects the weld puddle from
atmospheric contamination.
 GAS TUNGSTEN ARC WELDING (GTAW): –
It is also known as TIG (tungsten, inert gas), uses a non-
consumable tungsten electrode to produce the weld. The weld area is
protected from atmospheric contamination by an inert shielding gas such
as argon or helium
.

36. 36
 GAS METAL ARC WELDING (GMAW):–
It is commonly termed MIG (metal, inert gas), uses a wire feeding gun that
feeds wire at an adjustable speed and flows an argon-based shielding gas or
a mix of argon and carbon dioxide (CO2) over the weld puddle to protect it
from atmospheric contamination.
 FLUX-CORED ARC WELDING (FCAW):–
Almost identical to MIG welding except it uses a special tubular wire filled
with flux; it can be used with or without shielding gas, depending on the filler.

37. 37
 OXYACETYLENE GAS WELDING:-
It is commonly used to permanently join mild steel. A mixture of oxygen
and acetylene burns as an intense / focused flame, at approximately 3,500
degrees centigrade. When the flame comes in contact with steel, it melts the
surface forming a molten pool, allowing welding to take place.
Oxyacetylene can also be used for brazing, bronze welding, forging /
shaping metal and cutting. This type of welding is suitable for the
prefabrication of steel sheet, tubes and plates.

38. 38
 ChoosingElectrode:-
 PRECAUTIONS:-

39. 39

40. 40
BOGIE
 INTRODUCTION:-
The Indian Railways, 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, meter and narrow gauges. It also owns locomotive and coach production
Facilities.
Indian Railways have always inspired us, so we thought of working on the Bogie
and wagon. Thus we came across many aspects such as manufacturing and repair
during our visit to the wagon work shop Parle.
 DEFINATION:-
A pair of train wheels is rigidly fixed to an axle to form a wheel set .Normally, two
Wheel sets are mounted in a bogie, or truck as it is US English Most bogies have a
rigid frames.
The bogie frame is turned into the curve by the leading wheel set as it is guided.
By the rails .However, there is a degree of slip and a lot of force required to allow
the change of direction .The bogie is, after all, carrying about half the weight of the
vehicle it supports.

41. 41
 BOGIE ASSEMBLY:-
In bogie assembly if the suspension has chevrons these will be the first item to be
connected, if the suspension is using coil springs then that will be one of the last
step as the wheel sets are added .next come to the air pipes, followed by the brake
rigging, then the wiring and finally the wheel sets, culminating with the completing
bogie undergoing a load test which will ensure that suspension is installed
correctly and the bogie is functioning as designed If the bogies have electric
motors and gear fitted, it is important to get Parts fitted with the correct tolerance
.It takes a high degree of skill to set up the traction gearing when fitting a motor so
that there is not too much or little gives between the gear and motor.
 PARTS OF BOGIE:-
 Bogie Frame:
It can be of steel plate or caste steel. In this case, it is a modern design of welded
steel box format where the structure is formed into hollow section of the required
shape.

42. 42
 Brake Cylinder:
Air brake cylinder is provided for each wheel. A cylinder can operate tread or disc
brakes some design in corporateparking brake as well. Some bogies have two
brake cylinders for heavy duty braking requirements. Each wheel is provided with
disc brake on each side and brake pad actuated by the brake cylinder. A pair of pad
is hinged from the bogie frame and activated by links attached to the piston in the
brake cylinder. When air is admitted into the brake cylinder the internal pistons
moves these links and causes the brake pads to press against the disc. A brake
Hager supportcarries the brake hanger, from which the pads are hanged.
 SuspensionTube:
Many motors are suspended between the transfer member of bogie frame called
transom and the excel this motor is called “nose suspended” becauseit is hanged
between the suspension tube and single mounting on the bogie transform called the
nose.

43. 43
 Gearbox
This contains the pinion and gearwheel which connects the drive from the armature
to the axel.
 Lifting Lug:
Allow the bogie to be lifted by a crane without the need to tie chain or ropes
around the frame.
 TractionMotor:
Normally each axel has its own motor. It drives the axel through gearbox some
designs particularly in tramcars; use a motor to drive two axel.
 Neutral SectionSwitchDetector:

44. 44
In the UK, the overhead line is divided in the section with short neutral sections
separating them. It is necessary to switch of the current of the train while the
neutral section is cross. A magnetic device ismountedon the track marks set start
and finish of the neutral section.
 WheelSlide ProtectionSystem Lead To Axel box:
Where a wheel slide protection system fitted, axel boxes are fitted with speed
sensors. There are connected by means of a cable attached to the WSP box cover
on the axel end.
 Loses Leads ForConnectionTo Carboy:
The motor circuit is connected to the traction equipment in the car or locomotive
by flexible lead shown here.
 Axel box Cover:
Simple protection for the return current brush, q if fitted and the axel bearing
lubrication.
 ICF BOGIE:–
The bogie frame is made from sections welded together. The axles are located on
bogie by telescopic dash pots and axle guide assemblies. Helical Springs are used
in both primary and secondary suspensions. The axle guide Provides damping
across primary suspension and vertical shock absorber across secondary
suspension. Rubber pad vibration isolation is also provided in primary suspension.

45. 45
Weight is transferred through side bearers. Coach/ Bogie pivot only acts as
centering device and transmit attractive/braking Forces. Lateral shock absorbers
are provided to dampen lateral vibration
Features Of LHB/FIAT Coaches Are As Under:
1. Shell manufactured by LHB and bogie by FIAT
2. Speed potential 160 mph can be raised to 200 mph
3. AAR ‘H’ Type tight lock coupler
4. Window with double glazing with inert gas in between
5. Noise and heat insulation
6. Two microprocessorroofmounted air conditioned unit
7. Axle mounted EP type disc brake with wheel slide protection
8. Interlocking type of joint between vertical and longitudinal stiffener
9. Use of stainless steel to minimize corrosion
10. Modular design interior
11. Hygienic toilets with controlled discharge
12. Cartridge roller bearings.

46. 46
 COMPARISON OF LHB AND ICF COACHES:-

47. 47
POWER PACK
 INTRODUCTION:-
A locomotive or engine is a railway engine vehicle that provides that motive power
for a train. the word originates from the Latin loco – from a place , ablative of
locus , place + medieval Latin motives , causing motion , and is a shortened from
of the term locomotive engine. The first successful locomotive were built by
Cornish inventor RICHARD TREVITHICH In1804
 DIESEL LOCOMOTIVE:-
A diesel locomotive is a type of railway locomotive in which the prime mover is a
diesel engine. Several type of diesel locomotive has been developed, differing
mainly in the means by which mechanical power is conveyed to the driving
wheels. Locomotive in India consists of electric and diesel locomotives. Steam
locomotives are no longer used, except in heritage train. Locomotive are also
called locus or engine.

48. 48
 POWER PACK ASSEMBLY OF DIESEL LOCOMOTIVE:–

49. 49
 MAIN PART AND ACCESSORIES OF 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 crank shaft , cylinder liner ,piston , cylinder head ,crosshead and many……
-
 MAIN ALTERNATOR–
The diesel engine drives the main alternator which provides the power to
move the train. The alternator generates ac electricity which is used to
provide power for the traction motor mounted on the trucks. In older
locomotive, the alternator was a dc machine, called a generator.

50. 50
 RADIATOR AND RADIATOR FAN:
The radiator works the same way as in an automobile Water is distributed
around the engine block to keep the temp. Within the most efficient range
for the engine the water is cooled by passing it through a radiator blown by
the diesel engine.
 FUEL TANK:
A diesel locomotive has a carry its own fuel around with it. The fuel tank is
normally under the loco frame and this huge tank in the underbelly of the
locomotive holds 2200 gallons of diesel fuel.

51. 51
 AIR COPPRESSOR:
Their compressoris required to provide a constant supply of compressed air
for the locomotive and train brakes.
 SAND BOX :
Locomotive always carry sand to assists adhesion in bad rail condition. Sand
is not often provided on multiple unit train because the adhesion
requirements are lower and there are normally more driven axles.

52. 52
 MOTOR BLOWERS:
The diesel engines also drive motor blowers. As its name suggests, the
motor blowers provides air which is blown over the traction motor to keep
them coolduring periods of heavy work. The blower output also cools the
alternators.

53. 53
 TRACTION MOOTOR:
Since the diesel electric locomotive uses electric transmissions, tractions
motors are provided on the axles to give the final drive. The motor were
traditionally dc but the development of modern power and control
electronics has lead to the introduction of 3- phase ac motors.
 PINION/GEAR :
The traction motor drives the axel through the radiation gear of the range
between 3-1 and 4-1

54. 54
 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 of
extension shaft is being fitted which drives the expresser.
 TURBOCHARGER:
The amount of a power obtained from a cylinder in a diesel engine depends
on how much fuel can be burned in it. Turbocharger is use to increase
amount of air push in each cylinder. The turbocharger is driven by exhaust
gas from the engine these gas drives a fan which, in turn, drives a small
compressor which pushes the additional air into the cylinder which increase
the efficiency of an engine.

55. 55
 MAIN GENERATOR:
The diesel engine drives the main generator which provides the power to
move the train. The generator generates electricity which is used to provide
power for the traction motors mounted on the trucks.
 GOVERNOR:
Once a diesel engine is running the engine speed is monitored and controlled
through a governor. The governor ensures that the engine speed stays high
enough to idle at right speed and that the engine speed will not raise to high
when full power to demand the governor consisting of a rotating shaft,
which is driven by the diesel engine.

56. 56
 CLASSIFICATION OF LOCOMOTIVE:-
- In India, locomotive are classified according to their gauge, motive
power, the work they are suited for and their power or model no.
- It comprises 4 or 5 liters
- The first letter donates their track gauge
- The second letter donates their motive power
- The third letter donates the kind of traffic for which they are suited
- The fourth letter will donate their horse power range
- The fifth letter generally donates a technical variant or subclass or
subtype
- For e.g. WDM2A.
 NOMENCLATURE OF LOCOMOTIVE:-
The code is of the form [gauge][power][load] [series][suffix]
GAUGE- W (BROAD) Y (METRE)
Z (NARROW, 2.6) N (NARROW, 2)
POWER - D = DIESEL C= DC TRACTION
A= AC TRACTION CA = DUAL POWER AC/DC
LOAD- M = MULTIPURPOSE P = passenger
G = goods S=Shunting
SERIES- 1- OVER 1000 HP LESS THEN 2000 HP
2- OVER 2000 LESS THEN 3000

57. 57
SUFFIX – A 100 HP B – 200 HP C – 300 HP
D-400HP
 TYPES OF SYSTEM IN POWER PACK:
1. Cooling system
2. Lubrication system
3. Fuel injection system
1. COOLING SYSTEM:-
Like an automobile engine, the diesel engine needs to work at an optimum
temperature for best efficiency. When it starts, it is too cold and, when working, it
must not be allowed to get too hot. To keep the temperature stable, a cooling
system is provided. This consists of a water-based coolant circulating around the
engine block, the coolant being kept coolby passing it through a radiator.
The coolant is pumped round the cylinder block and the radiator by an electrically
or belt driven pump. The temperature is monitored by a thermostat and this
regulates the speed of the (electric or hydraulic) radiator fan motor to adjust the
cooling rate. When starting the coolant isn't circulated at all. After all, you want
the temperature to rise as fast as possible when starting on a cold morning and this
will not happen if you a blowing cold air into your radiator. Some radiators are
provided with shutters to help regulate the temperature in cold conditions.

58. 58
If the fan is driven by a belt or mechanical link, it is driven through a fluid
coupling to ensure that no damage is caused by sudden changes in engine
speed. The fan works the same way as in an automobile, the air blown by the fan
being used to cool the water in the radiator. Some engines have fans with an
electrically or hydrostatically driven motor. A hydraulic motor uses oil under
pressure which has to be contained in a special reservoir and pumped to the
motor. It has the advantage of providing an in-built fluid coupling.
A problem with engine cooling is cold weather. Water freezes at 0°C or 32°F and
frozen cooling water will quickly split a pipe or engine block due to the expansion
of the water as it freezes. Some systems are "self draining" when the engine is
stopped and most in Europe are designed to use a mixture of anti-freeze, with
Glycol and some form of rust inhibitor. In the US, engines do not normally
contain anti-freeze, although the new GM EMD "H" engines are designed to use
it. Problems with leaks and seals and the expense of putting 100 gallons (378.5
liters) of coolant into a 3,000 hp engine, means those engines in the US have
traditionally operated without it. In cold weather, the engine is left running or the
locomotive is kept warm by putting it into a heated building or by plugging in a
shore supply. Another reason for keeping diesel engines running is that the
constant heating and cooling caused by shutdowns and restarts, causes stresses in
the block and pipes and tends to produceleaks.

59. 59
2. LUBRICATION SYSTEM:
Like an automobile engine, a diesel engine needs lubrication. In an arrangement
similar to the engine cooling system, 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 has to be filtered to remove impurities and it has to be 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.
3. FUEL INJECTION SYSTEM:
Ignition is a diesel engine is achieved by compressing air inside a cylinder until it
gets very hot (say 400°C, almost 800°F) and then injecting a fine spray of fuel oil
to cause a miniature explosion. The explosion forces down the piston in the
cylinder and this turns the crankshaft. To get the fine spray needed for successful
ignition the fuel has to be pumped into the cylinder at high pressure. The fuel
pump is operated by a car driven off the engine. The fuel is pumped into an
injector, which gives the fine spray of fuel required in the cylinder for combustion.

60. 60
WHEEL SHOP
For jobs which are too large or deal with materials which are too robust to make
manual metal cutting a practical proposition, machine cutting has to be applied,
and this comes in various different forms.
Turning
Turning is a process via which the sharp point of a cutting tool is applied to the
metals surface as it is rapidly spun by a device such as a lathe, thus removing the
top layer of metal to a pre-determined size.
Drilling
Drilling, on the other hand, consist of a drill bit which is applied to the metal using
a combination of force and rotation, and which therefore cuts through it. Thus, a
hole of the required size will be cut right through the metal in question.
Grinding
When the surface of the metal has to be smooth and of a very high quality a
grinding machine may be used. A grinding machine consists of an abrasive wheel
which turns while in contactwith the metal, thus wearing the surface down.
Welding or Burning Technologies
Welding or burning technologies work by the application of heat to the surface of
the metal, bringing it up to a temperature at which it will soften and then break
along a carefully delineated line.
Laser
The first such technology to be considered is the form of laser cutting. A laser is an
intensely concentrated beam of light which can be reduced to a tiny point of very
high temperature and controlled in a way which means that complex and very
exact shapes can be cut out of the metal. Often, the laser will be controlled by a

61. 61
computer which has the pattern required programmed into it. The accuracy and
focus of the laser beam results in a very clean cut and a top rate finish.
Flame
Another device which operates along similar lines, using a gas flame which
reaches a temperature of some 3,500 degrees centigrade, is an oxy acetylene cutter.
This heats the metal up to melting point and then directs a stream of oxygen onto
the spot, thus causing the metal to burn and melt along the required line.
Plasma
A technique which is more contemporary than either of these is plasma cutting. A
plasma torch pumps either oxygen or an inert gas out of the nozzle at high speed
whilst simultaneously sending an electrical arc through the gas, thus creating
plasma which is hot enough to melt the metal whilst also moving quickly enough
to blow any molten metal away, thus creating a clean cut. The most up to date and
lightweight plasma cutters are capable of reaching levels of accuracy similar to
those achieved by laser cutting.
Water Jet
The remaining type of technology used to cut metal accurately is erosion
technology. This is technology which mimics the effect of water upon metal in the
natural environment, but does so at a highly accelerated rate. Water jet cutting is
particularly useful since it doesn’t rely on the creation of heat to cut through the
metal, and can therefore be used on metal which may be sensitive to the effects of
heat. A water jet cutter slices through the metal using a highly concentrated jet of
water or, on occasion, water with the addition of an abrasive substance.

62. 62
FUEL INJECTION PUMP
 INTRODUCTION:-
The diesel fuel-injection system of engine consists of single cylinder injection
pumps, delivery pipes, and fuel injector nozzles. Fuel injected into the combustion
chamber through multi-hole nozzles provides designed power and fuel efficiency.
The two most important variables in a fuel injection system of a diesel engine are
the injection pressure and timing. Proper timing of the injection process is essential
for satisfactory diesel engine operation and performance.
Injection timing needs to be optimized for an engine based on requirements of
power, fuel economy, mechanical and thermal loading limitations, smoke and
emissions etc. Since each of these requirements varies with the operating
conditions, sometimes running contrary to the requirements of other parameters,
the map of optimized variable injection timing can be very complex.

63. 63
 BASIC DIESEL ENGINE OPERATION
- Diesel engine force air by the intake valve into the cylinder
- High compressionratio heats the air enough to ignite the fuel)
- Fuel is injected into the cylinder at high pressure
- The amount of fuel injected suits to the load and controls engine speed.
BASIC DIESELFUEL SYSTEMS
Divided in 2 sections
1. Low pressure side
- Clean the fuel
- Deliver fuel to high pressureside
2. High pressure side
- Raise the fuel pressurehigh
-enough to injection stage

64. 64
 CROSS SECTIONALVIEW OF FUEL PUMP

65. 65
 INJECTION PUMP PROCESS
High injection pressures neededto
- Exceed the compression pressurein the combustion chamber
- Exceed the combustion pressurein the combustion chamber
- Break up the fuel into small particles
INJECTION PUMPS
- Sent fuel to each injector under pressure
- In controlled quantities at the right time
FUNCTION OF ENGINESPEED AND LOAD
-according to quantity fuel injection engine work

66. 66
 PARTS OF FUEL INJECTION PUMP

67. 67
CONCLUSION
We have completed our training from the Central Railway Locomotive Workshop,
Parel. We have observed many shops in the Workshop. We mainly performed our
training in the structure and diesel section.
The study work was conducted to learn the working and maintenance practice at
central railway locomotive workshop, Parel. The report start with brief introduction to
the Indian Railways followed by company profile of parel locomotive workshop,
where we underwent in plant training.
It gives the detailed description about various shapes in the workshops like tool room,
machine shop, and welding shop. It also gives the detailed description about structure
section and diesel locomotive section. The major component of the engine and coach
structure is described. The various system, which aid in the working of the engine like
a fuel oil, injection system, and transmission system are also described. We also
understood few of the various safety devices used in the locomotives.
The parel locomotive workshop workshop is far too big to be in a manner of three
weeks, there lies many more doors unopened but due to lack of time we put the period
here.

68. 68

69. 69
REFERENCES
 https://en.wikipedia.org
 http://www.cr.indianrailways.gov.in
 http://www.irfca.org
 Various shops manual.
 Flow charts in the workshops.

70. 70
BIBLIOGRAPHY
 www.wikipedia.com
 www.irefa.com
 BTC workshop manual
 www.cr.indianrailways.gov.in
 Various shops manual
 Flow charts in the workshop.

71. 71
WDM3A WDG4
WDP4 WDS4D
THANKS

72. 72