INDIAN RAILWAYS

Indian Railways is an Indian state-owned railway enterprise, owned and operated

by the Government of India through the Ministry of Railways. Indian Railways has
114,500 kilometres of total track over a route of 65,000 kilometres and 7,500
stations. It has the world's fourth largest railway network after those of the United
States, Russia and China. The railways carry over 30 million passengers and
2.8 million tons of freight daily. In 2011-2012 Railway earned 
104,278.79 crore (US$20.8 billion) which consists of  69,675.97 crore (US$13.9
billion) from freight and  28,645.52 crore (US$5.71 billion) from passengers
tickets.
Indian Railways is the world's fourth largest commercial or utility employer, by
number of employees, with over 1.4 million employees. after Wal-Mart with 2.1
million employees, China National Petroleum Corporation with 1.61 million
employees and State Grid Corporation of China with 1.53 million employees. As
for rolling stock, IR owns over 229,381 Freight Wagons, 59,713 Passenger
Coaches and 9,213 Locomotives.

HISTORY
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 (many of
which were already government-owned) were nationalized as one unit, 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, metre and narrow gauges. It also
ownslocomotive and coach production facilities. The Indian railways is
proposing to build the highest railway track in the world overtaking the current
record of the Beijing-Lhasa Railway line.
From 20 December 2010, the railways had deployed a 5 digit numbering system
instead of the 4 digit system. The need is due to the fact that the Indian Railways
runs 10,000 trains daily. Only a prefix of the digit 1 will be added to the four-digit
numbers of the existing trains to make the transition smoother. The special trains
run to clear festivals and holiday rush shall have the prefix of 0 (zero) In 31 March
2011, 21,014 km of the total 64,215 km route length is electrified (33%). Since
1960, almost all electrified sections on IR use 25,000 V AC traction through
overhead catenary delivery.
The period between 1920 to 1929 was a period of economic boom, 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. 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.

RAILWAY ZONES
S.No Name Abbr. Headquarters Date of Establishment
1. Northern Railway NR Delhi April 14, 1952
2. North Eastern Railway NER Gorakhpur 1952
3. Northeast Frontier Railway NFR Maligaon (Guwahati) 1958
4. Eastern Railway ER Kolkata April 14, 1952
5. South Eastern Railway SER Kolkata 1955
6. South Central Railway SCR Secunderabad Oct' 2, 1966
7. Southern Railway SR Chennai April 14, 1951
8. Central Railway CR Mumbai Nov' 5, 1951
9. Western Railway WR Mumbai Nov' 5, 1951
10. South Western Railway SWR Hubli April 1, 2003
11. North Western Railway NWR Jaipur Oct' 1, 2002
12. West Central Railway WCR Jabalpur April 1, 2003
13. North Central Railway NCR Allahabad April 1, 2003
14. South East Central Railway SECR Bilaspur, CG April 1, 2003
15. East Coast Railway ECoR Bhubaneswar April 1, 2003
16. East Central Railway ECR Hajipur Oct' 1, 2002
17. Konkan Railway KR Navi Mumbai Jan' 26, 1998

LOCOMOTIVES
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. 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. For them this letter denotes their model
number as usual.
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
(as mentioned above) 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.

PRODUCtION UNIT
1. Chittranjan locomotive work: Chittranjan

2. Diesel locomotive works : Varanasi

3. Integral coach factory: Perambur

4. Rail coach factory: Kapurthala

5. Rail wheel factory: Yelahanka

6. Diesel modernisation works: Patiala

LOCOMOTIVES IN INDIA
1. ELECTRIC LOCOMOTIVES
2. DIESEL LOCOMOTIVES
3. STEAM LOCOMOTIVES ( No longer used)

Syntaxes used in Indian railway

The first letter (gauge)

 W-Indian broad gauge (The "W" Stands for Wide Gauge - 5 Feet 6 inches)
 Y-metre gauge (The "Y" stands for Yard Gauge - 3 Feet or 1000mm)
 Z-narrow gauge(2 ft 6 in)
 N-narrow gauge (2 ft)
The second letter (motive power)

 D-Diesel
 C-DC electric (can run under DC traction only)
 A-AC electric (can run under AC traction only)
 CA-Both DC and AC (can run under both AC and DC tractions), 'CA' is
considered a single letter
 B-Battery electric locomotive (rare)
The third letter (job type)

 G-goods
 P-passenger
 M-mixed; both goods and passenger
 S-Used for shunting (Also known as switching engines or switchers
in United states and some other countries)
 U-Electric multiple units (used as commuters in city suburbs)
 R-Railcars
For example, in "WDM 3A":

 "W" means broad gauge

 "D" means diesel motive power
 "M" means suitable for mixed(for both goods and passenger)service
 "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A'
denotes 100 hp more)
Or, in "WAP 5":

 "W" means broad gauge

 "A" mean AC electric traction motive power
 "P" means suitable for Passenger service
 "5" denotes that this locomotive is chronologically the fifth electric
locomotive model used by the railways for passenger service.

ELECTRIC LOCOMOTIVE
Electric locomotive is a locomotive powered by electric motors that are supplied with electricity
generated by the external source. The locomotive draws current from an over head wire (over head
lines) , a third rail, or an on board storage device such as a battery or an flywheel energy storage
system. Locomotives with on board prime movers such as dead engines or gas turbines are not
considered even though they may use electric motors to turn the wheels; in this case the electric
power system of the locomotive is considered to be a form of transmission.

Electric locomotives types

While some very small locomotives for use in mining are powered by batteries (thus avoiding sparking
from power transmission) , electric locomotive are usually supplied from the track side source. Diesel-
electric locomotives, while they use an electric transmission are not considered to be true electric
locomotive because they carry prime mover on the locomotive itself.

There are three main criterion for classification of electric locomotives:

 The type of current used.

 The method for collecting current
 The means used to power the wheels from the motors

Direct or Alternating current-

The most fundamental difference lies in the choice of direct (dc) or alternating current
(ac); motors for one current type follows entirely different principles from the other. The
earlier system uses direct current, for alternating current was not well understood at
first.

Direct current loco’s typically run at relatively low voltage (several hundred volts); the
equipment is therefore relatively massive because the current involve must be large in
order to transmit sufficient power. Power must be supplied at frequent intervals because
the current does not travel as far.

As the AC motors were developed, this mode became the predominant form. Particularly
on lengthy installations. High voltages (tens of thousands of volts) are used to allow
transmission of low currents and the transformers in the locomotives reduce the voltage
for the use of motors. AC traction allows the use of regenerative braking, in which the
motors become generators and transform the motion of train into power which is then
fed back into the lines to power other loco’s. This system is particular advantageous in
mountainous operations, as descending locomotives can produce a large portion of
power required for ascending trains.

AC traction sometimes uses three phase current rather than single phase of household
use. Rectifier locomotives, which uses AC power transmission but DC motors, were not
uncommon.

Most system has a characteristics voltage and in case of AC powers a system frequency.
Many locos over the years were equipped to handle multiple voltages and frequencies as
the system overlapped. The FL-9 locomotives were equipped to run on power from two
different electrical systems as well as

conventional diesel –electrics.

WESTERN CENTRAL RAILWAYS-ELECTRIC LOCOMOTIVE SHED

TUGHLAKABAD, NEW DELHI.
The Electric Locomotive Shed at TUGHLAKABAD was established in 1988. This shed is a
WCR shed on NR territory! It belongs to the Kota division. This was a WR shed until
2003. The shed was originally built to handle locos for the freight traffic on the busy New
Delhi - Bombay route. Has received a few WAG9 starting 02/08. Locos used for hauling
the priority Container Rajdhanis (ConRajs) between Delhi & Mumbai. Close to large
marshalling yard and inland container depot. 150+ locos (as on july ‘10).

SALIENT FEATURES OF W.C.RAILWAY MAINTENANCE SHED

ESTABLISHED : 15/6/1988

PRESENT LOCO HOLDINGS : 178

TYPE OF LOCOMOTIVE:

WAG-5 → 94

WAG-7 → 29

WAG-9 → 35

WAM-4 → 20

INITIAL COST : 1.5 CRORES

AREA : 8910 Sq. Meters

STAFF STRENGTH – 809(TOTAL).
 SUPERVISORS – 75.

 SKILLED STAFF – 581.

 UNSKILLED STAFF – 126.

 OTHER STAFF – 27.

TYPES OF BAYS
 HEAVY LIFTING BAY – 4 PITS
50 TONNES EOT CRANE – 2.

 MEDIUM LIFTING BAY – 3 PITS.

35 TONNES EOT CRANE – 1.

15 TONNES EOT CRANE – 1.

 LIGHT LIFTING BAY – 1 PIT.

15 TONNES EOT CRANE – 1.

 INSPECTION BAYS – 8 PITS.

MAINTENANCE OF LOCOMOTIVES IN TKD SHED

The Tughlakabad loco shed is a home to a large number of engines, which can be further classified
into the following categories.

CONVENTIONAL LOCOS-

 WAG-5A.
 WAG-7.
 WAM-4.
THREE PHASE LOCOS-

 WAG-9

CONVENTIONAL LOCOS-

WAG-5

Introduced in 1984. Power 3850hp (some documents say 3900hp, which may be a later
modification), 6-axled (Co-Co). Starting TE 382kN (33500kgf); continuous TE 202kN
(20600kgf). Adhesion 29%. A very successful class, and probably the one with the most
numbers produced. There are
many variants of these, starting
with the plain WAG-5. WAG-5A
locos have Alsthom motors. Later
versions were WAG-5H and
variants with Hitachi motors:
WAG-5HA by CLW, with high-
adhesion bogies, and WAG-5HB
built by BHEL to RDSO's
specifications. (Note: Lallaguda
shed uses the simple code 'WAG-
5' for locos that would normally
be denoted 'WAG-5HA'.) [4/02]
Newer versions have been
spotted: WAG-5HG, WAG-5HR,
WAG-5RH (here the 'R' is
WAG-5A in TKD LOCO SHED believed to denote rheostatic
braking, but not all WAG-5 class
locos that have rheostatic braking
use this suffix), WAG-5D, WAG-
5P for fast passenger traffic (mail and express trains) with gear ratio 21:85. etc,. WAG-5HE
variants are believed to have Hitachi traction motors and only air brakes.

The detailed differences among these variants are not precisely known. Specifications for the
base WAG-5 model are given below. Some of the variants are known to have different gearing
and equipment, and different rated speeds. The original WAG-5 units had a top speed of 80km/h.
Many variants have a gear ratio of 21:58, the same as that of the WAM-4 6P, which allows these
WAG-5 locos to be used for mixed applications including hauling passenger trains at 100km/h.
TECHNICAL SPECIFICATIONS

 Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or Hitachi HS 15250A (See
description under WAP-4.) Axle-hung, nose-suspended. Six motors.
 Gear Ratio: 62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many now 58:21 for
mixed use.
 Transformer: BHEL, type HETT-3900. 3900kVA, 22.5kV, 182A. 32 taps.
 Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind Rectifier. 2700A /
1050V per cubicle.
 Bogies: Co-Co cast bogies (Alco asymmetric trimount -- shared with WDM-2, WAM-4).
 Axle load: 20t
 Max. Haulage: 2375t
 Pantographs: Two Faiveley AM-12

 Current Ratings: 1100A/10min, 750A continuous

WAG-7

Built by CLW to RDSO

specifications, these represent
the next indigenous design step up
from the WAG-5 locomotives.
Used primarily for goods
haulage, these locos have a Co-
Co wheel arrangement with
high-adhesion bogies (shared
with WCAG-1, WCAM-3,
WDG-2/3A) and Hitachi motors
providing 5000hp. Starting TE
402kN (41000kgf); continuous WAG-7 in TKD LOCO SHED

TE 235kN (24000kgf). Adhesion 34.5%. The higher tractive effort compared to the WAG-5
locos allows them to attain higher balancing speeds under load. The first 71 of these all went to
the Mughalsarai shed. Kanpur was the second shed to get these locos.

Traction motors are permanently coupled in parallel and speed control is through the use of
transformer taps. Max. speed is 100km/h. Air brakes and dynamic (rheostatic) brakes for loco,
dual train brakes. MU operation with up to 4 units is possible. Traction equipment such as the
smoothing reactor, etc., are all higher rated than in the WAG-5 due to the higher currents this
loco draws. Auxiliaries include Rigi compressor, Arno rotary converters, Siemens smoothing
reactor, Northey exhauster; other auxiliaries such as blowers from S F India. A number of these
locos have been retrofitted with static converters to power the auxiliaries, replacing the older
Arno rotary converters. These static converters are more efficient and require less maintenance,
besides having self-diagnostic systems to make troubleshooting easier.
TECHNICAL SPECIFICATIONS

 Traction Motors: Hitachi HS15250-G (a variant of the standard HS15250 with higher current rating
(thicker wire gauge, better insulation); see description under WAP-4.) Motors built by CLW and BHEL.
 Gear Ratio: 65:18 (65:16?)
 Transformer: CCL India, type CGTT-5400, 5400kVA, 32 taps.
 Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per bridge, 2700A /
1050V per cubicle.
 Axle load: 20.5t
 Bogies: Alco High-Adhesion bogies, fabricated bogie frame assembly, with unidirectional mounting
of traction motors, primary and secondary suspension.
 Hauling Capacity: 3010t
 Pantographs: Two Stone India (Calcutta) type AN-12.
 Current Ratings: 1350A/2min, 1200A/10min, 960A/hr, 900A continuous

WAM-4

The problems with the WAM-1 series prompted IR to come up with better models, and after some
variations, the WAM-4 model was produced, the first indigenously designed and built electric loco
(first units delivered by CLW in 1970-71). They were produced until about 1997.

They use the same Alco asymmetric trimount bogies as the successful WDM-2 diesel class. These locos
feature rheostatic braking, and MU capability. They have silicon rectifiers. MU operation up to 4 units
possible. Air brakes for loco and vacuum train brakes fitted as original equipment. Rheostatic braking
also provided. Speed control by three series-parallel motor combinations and weak field operation.
Auxiliaries from Westinghouse and Kirloskar (compressors), S F India (blowers), Northey (exhauster),
etc.

This class proved so successful by virtue of its

ruggedness suitable for Indian conditions and
simplicity of maintenance, that IR used this
basic design for a number of other locos later
(WCAM-1, WAG-5A, WCG-2, and some WAP
models). WAM-4B's were regeared versions for
freight use and many were later modified and
converted to other classes WAM-4P locos are
intended for passenger operations, with some
regearing and usually allowing all-parallel
operation of some or all of the traction motors.

Fig 10: WAM-4 in TKD LOCO SHED

The WAM-4P loco is still among the most heavily used electric locos of IR. A single WAM-4 can
generally haul up to a 24-coach passenger rake.

TECHNICAL SPECIFICATIONS

 Manufacturers: CLW

 Traction Motors: Alstom TAO 659 A1 (575kW, 750V). Six motors, axle-hung, nose-suspended, force-
ventilated.
 Gear Ratio: 15:62 originally (and still for WAM-4 2S3P), now many variations, 21:58 being common
for WAM-4 6P locos..
 Transformer: Heil BOT 3460 A, 22.5kV / 3460kVA.
 Rectifiers: Two silicon rectifier cells, 1270V / 1000A each cubicle.
 Pantographs: Two Faiveley AM-12.
 Axle load: 18.8t
 Bogies: Alco asymmetric trimount (Co-Co), same as with WDM-2, WDS-6, etc.
 Hauling capacity: 2010t
 Current Ratings: (WAM-4 6P) 1100A/10min, 750A continuous

THREE PHASE LOCOS-

WAG-9

These are essentially the

same as the WAP-7 units,
with some differences in
gearing and the control
software to make them
suitable for freight
operations. The first few
were imported from ABB (6
fully assembled and 16 in kit

WAG-9 in TKD LOCO SHED

form (7 completely knocked down, the rest partially assembled), in 1996). These are numbered
31000 to 31021.

In November 1998, CLW started producing these with indigenous components. The

first one, 'Navyug' (translated, 'New Era'), was flagged off on Nov. 14. They have (like the
WAP-5 units) GTO thyristor converters and 3-phase asynchronous motors.

Manufacture of the traction motors at CLW started on Jan. 11, 1999. Rated at 6125hp each, two
units can haul 4500t trains on gradients of 1:60. A single unit can start a 4700t load (58 BOXN
wagons) on a gradient of 1:180 (some CLW documents say 1:150), a great improvement over the
WAG-5/WAG-7 locos that were restricted to hauling such loads in sections of gradients 1:200 or
less (this was the primary motivation behind the induction of the 3-phase technology for freight
locos). Total weight 123t. Continuous power at wheel rims 4500kW (6000hp). Starting TE
520kN; continuous TE 325kN.

TECHNICAL SPECIFICATIONS

 Manufacturers: ABB, CLW

 Traction Motors: ABB's 6FRA 6068 (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg) Axle-
hung, nose-suspended.
 Gear Ratio: 77:15 / 64:18
 Transformer: ABB's LOT 6500, 4x1450kVA.
 Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors
(D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with
DC link voltage of 2800V. Motor/drive convertor rated at 2180V phase to phase, 971A output current
per phase, motor frequency from 0 to 132Hz.
 Hauling capacity: 4250t
 Bogies: Co-Co, ABB bogies; bogie wheel base 1850mm + 1850mm
 Wheel base: 15700mm
 Axle load: 20.5t
 Unsprung mass per axle: 3.984t
 Length over buffers: 20562mm
 Length over headstocks: 19280mm
 Body width: 3152mmn
 Cab length: 2434mm
 Pantographs: Two Secheron ES10 1Q3-2500.
 Pantograph locked down height: 4525mm
IMPORTANT COMPONENTS OF LOCOS

1. ROTARY EQUIPMENTS

The various rotary equipments in a loco are as follows:

 Traction motor (TM)

 Arno converter and battery charging generator
 AUXILIARIES-Cooling blowers for TM, transformer oil cooler, smoothing reactor, silicon
rectifier and driving motor.
 Main compressor and driving motors exhauster
 Auxiliary compressor
 Transformer oil pump

2. TRACTION EQUIPMENTS

 Pantograph
 Main transformer
 Tap changer
 Converter unit
1. Line converter (NSR)
2. DC-link
3. Drive converter
 RSI block
 Static converter
 Smoothing reactor
 Master controller
 Relays

3.BRAKING
COMPRESSOR USED IN GOODS
locomotives in tkd shed

1. TRC 1000-mn (3 in quantity in conventional locos)

2. Trc 2000 ( 2 in quantity in wag-9)

TRC 2000
General description

 Introduction: The ELGI air compressor model RR20100 is given by an electric

motor by means of flexible tyre coupling. It consists of three cylinders arranged
in “W” form on a crankcase. Dry type air filters are fitted to the suction side of the
LP cylinders heads. The discharge ports of the LP cylinder heads are connected
to the space intercooler for effective cooling. Intercooler is connected to the
suction port of HP cylinder. The air filter and other pipe fittings are all clamped
properly to arrest vibration. A fan with a fan guard is provided to direct cool air
on to the compressor unit. Mounting brackers are provided at the compressor
side & motor side for underslung mounting.
 CRANKCASE: the crankcase is made of high grade S.G. iron and houses the
crankshaft assembly and cylinders. It act as the sump for lubricating oil and is
provided with a breather, drain plug and a dipstick assembly. The breather
maintains a partial vacuum in the crankcase to facilitate better lubrication.
 Cylinder and cylinder head: they are made of high grade cast iron and they have
close deep fine for effective cooling. The hardness of the cylinders is closely
controlled to ensure high wear resistance.
 Connecting rod crankshaft assembly: it is precision machined and dynamically
balanced. The crankshaft web is forged out of carbon steel, hardened and
precision ground. The crankshaft is provided with single row heavy duty ball
bearings at both ends. The main connecting rod big end is provided with steel
bearing rollers and small end bearings are provided with needle roller bearings.
 Piston and piston rings: the pistons are automotive type and made out of low
expansion aluminium alloy. They are provided with plain compression rings,
stepped compression rings and slotted oil control rings. The rings are made of
special quality close grained cast iron and designed for controlling wear and oil
consumption to a minimum. The gudgeon pin is of chrome steel case hardened
and precision ground.
 Disc valves: special types disc valves have been used for suction and discharge
operations. The springs used are of high quality spring steel.
  Intercooler, safety valve and aftercooler: the inter and after cooler is a combined unit
consists of a copper tubes, on which fins are wound for effective cooling. It is
provided with a safety valve and a drain valves. The coolers is guarded against
ballast hit by a strong sheet metal guard.
 Coupling: the flexible resilient coupling connecting the motor and the compressor
consists of two hubs and a rubber tyre element transmits the power. This type of
coupling does not require any attention during running.

INSTALLATION INSTRUCTION-TYRE COUPLING F100

  AVERAGE LIST OF COUPLING ELEMENT

1. Average life of rubber element is expected to be not less than

7500 running hours or 18 months.
2. The coupling hubs will not require replacement earlier than 6
years of continuous use.
 FAN AND FAN GUARD: a good quality aluminium fan is fixed on the compressor
shaft to supply air for efficient cooling. A fan guard made of steel with enough strength is
mounted as a safety measure to protect the fan from ballast hit.
 ANTI VIBRATION MOUNTS: vibration mounts are specially designed for this
underslung compressor to take various dynamic loads and reduce the vibrations of
compressor. Motor side is fitted with 2 Nos. of hard mount to take the torque force
whereas compressor side is fitted with soft mount to absorb the vibration energy.
 AVEREGE LIFE OF MOUNT

1. Average working life of mount is expected to be not less than 18 months.

2. Mounts can be stored under ideal room condition covered with black colour
polythen cover. Shelf life of mounts shall be 24 hours.
 CONCLUSION

This training report gives a brief description of compressor

TRC-2000 of the electric locomotive WAG-9 and their various
components. We have seen in this report that speed and
hauling capacity of various locomotives depends on not a
single but multiple factors. We have also seen how interlinked
the various operations inside this compressor are, one fault
can bring the whole compressor to a standstill.
Reciprocating air compressor model TRC 2000 is designed
for use in AC Electric Locomotives manufactured by CLW,
Chittaranjan. The compressed air is applied for operations
like tap changes, contactors, relays and brakes. Apart from
these applications, it is used for operating horns and wind
screen wipers in the locomotive.

This compressor is far better than the ELGI made compressor

TRC-1000 MN used in conventional locomotives. As TRC-2000
makes 10 kg/cm2 in just 4 minutes and 2 in the quantity as
compared to TRC-1000 MN which makes the same pressure in
8 minutes and 3 in the quantity. Coupling of motor and
crankshaft is another reason for preferring this compressor.
TRC-1000 MN
Piston

Crankshaft
 PROJECT REPORT

OF

SUMMER INTERSHIP
ON

Trc-2000 COMPRESSOR OF wag-9

BY:

SAURABH MADEEL

B-TECH( 2ND YEAR mechanical engineering)

LOVELY PROFESSIONAL UNIVERSITY

PUNJAB