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INDUSTRIAL CASE STUDY and PROJECT REPORT on the topic of "PRODUCTION

PLANNING OF UNDER FRAME FABRICATION OF DIESEL LOCOMOTIVE WORKS
BY LINE BALANCING"

Article  in  International Journal of Scientific and Engineering Research · April 2017

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International Journal of Scientific & Engineering Research, Volume 8, Issue 3, March-2017 1
ISSN 2229-5518

"PRODUCTION PLANNING OF UNDER FRAME

FABRICATION OF DIESEL LOCOMOTIVE
WORKS BY LINE BALANCING"
Samriddha Shil

Abstract— It is an INDUSTRIAL CASE STUDY on the topic of "PRODUCTION PLANNING OF UNDER FRAME
FABRICATION OF DIESEL LOCOMOTIVE WORKS BY LINE BALANCING" at Dankuni.
Production Planning is the planning of production and manufacturing modules in a company or industry. It utilizes the resource
allocation of activities of employees, materials and production capacity, in order to serve different customers.
Production Planning is concerned with two main aspects:
(i) routing or planning work tasks
(ii) layout or spatial relationship between the resources.
Line Balancing:
A production strategy that involves setting an intended rate of production for required materials to be fabricated within a particular
time frame. In addition, effective line balancing requires assuring that every line segment's production quota can be met within the
time frame using the available production capacity.
The Aim of The Project is to increase the production of Diesel loco under frame being produced at Dankuni Diesel Loco Component
works with their existing infrastructure without much injection of Capitals.
At present this workshop produces 4 under frames per month in 2 shifts. The production of finished under frame in 2
shifts employing total workforce. This finished under frames are dispatched to DLW Varanasi for housing engine, bogie,
body components and control panel units.

——————————  ——————————

1 INTRODUCTION:

Ra ilway has been an integral part of Indian livelihood. It

has been the lifeline of most of the people in this country
for cheap, safe and time saving journey. This makes India 7th
in the world ranking of employees recruited; the New Delhi
Railway Station has secured a place in the Guinness Book of
Records for having the world’s largest Route Relay Interlock-
ing System.
This signifies that the railway lines crisscross all over India. To
overcome this pressure of overcrowding, there needs to be a
huge number of trains and its maintenance for smooth opera-
tion. For this railways companies are to be set all over India,
which will manufacture and assemble all its parts. Indian
————————————————
 Samriddha Shil , candidate of Mechanical Engineering department of
GMIT college,Makaut, India, PH-9038275620.
E-mail: samrishilme@gmail.com. Website: samrishil.wixsite.com/samri
 Soumyajit Singha, Mechanical Engineering ,GMIT,Makaut, India.
E-mail: soumyajitsingha@gmail.com
 Sajal Banik, candidate of Mechanical Engineering department of GMIT
college,Makaut, India.E-mail: sajalbanik22@gmail.com
 Sumit Kumar Patra, Mechanical Engineering, GMIT,Makaut, India.
E-mail: sumitkumarpatra4@gmail.com
 Sambhunath Ghosh, Mechanical Engineering, GMIT,Makaut, India.
E-mail: ghoshshambhunath50@gamil.com
Railway runs electrical and diesel engines, diesel mainly used
in regions where there is no electrification of railway lines and
for carrying goods on terrains.
This project is mainly based on Diesel Locomotive Works
(DLW). The Diesel Locomotive Works (DLW) in Varanasi,
India, is a production unit owned by Indian Railways, that
manufactures diesel-electric locomotives and its spare parts. It
is the largest diesel-electric locomotive manufacturer in India.
In the Eastern region, West Bengal is one of most important
state for Railway factories. It has Chittaranjan Locomotive
Works, which is a state-owned electric locomotive manufac-
turer, based in India. It is located at Chittaranjan in Asansol.
It is one of the largest locomotive manufacturers in the world;
the other factories are at Liluah; Dankuni for Underframe
fabrication and Crankcase machining and at Budge Budge
for manufacturing of LHB bogie frames. This is a project on
Fabrication and Time study on fabrication of Underframes at
DLW Workshop, Dankuni.

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The fabrication of this assembly involves steel plates and

pipes to specification SAILMA 350 HI, IS 2062, IS 5986 FE 330
& IS 1239.
The weight of the under frame assembly of WDG-4 locomo-
tive is around 22 tonne.
The structure is nearly 21 meters long and 3 meters wide.
With an installed capacity to manufacture 100 HHP loco un-
der frames per year, DLCF, Dankuni, is expected to be an im-
portant supplier to DLW.

4 PRODUCTION PLANNING OF UNDER FRAME:

NUMBER OF STAGES OF THE UNDER FRAME WORK-
2 TECHNICAL BRIEF OF UNDER FRAME SHOP: Four Stages.
FABRICATED AT UNDER FRAME SHOP: 1) Stage-1: Laydown-1
1) Type of under frame : WDG-4(Wider cab) or variants. 2) Stage-2: Trunion-1
2) Horse power of WDG-4: 4500 HP. 3) Stage-3: Laydown-2
3) Material used: Structural steel to EMS-93 & IS: 2062 GR.-B. 4) Stage-4: Trunion-2
4) Weight of under frame : 22 Tonne.
5) Manufacturing cost of DLW: Rs. 50.33 Lacs. 5 WORKING STAGES & OPERATIONS:
6) Assessed Manufacturing cost of DLCF/ Dankuni: Rs. 43.74 1) Stage-1: Laydown-1:
Lacs (As in 2013-2014). Fitting and welding
7) Cost of kit materials: Rs. 30.45 Lacs. in horizontal position.
8) Man hours required: 2263 Man hours / Each frame. 2) Stage-2: Trunion-1:
9) Dimension details: Length-20.80 m, Width-3.2 m, Fitting and welding
Height- 1.75 m. in horizontal and vertical position and welding in 90° position.
10) Customer: Diesel locomotive works, Varanasi. 3) Stage-3: Laydown-2:
DIESEL LOCO COMPONENTS: Project sanctioned: 2009-2010 Attachment of few item parts, fitting and welding of bolstar
extension, sheet assembly, center pivot, duct box,bushing,
dumper bracket and
cable clit etc...
ited,Cofmow, DLW,Eastern 4) Stage-4: Trunion-2:
Railway. Surface finishing on sides and checking of decomposition and
- 100 defects.
per year. 5) Inspection:
The Dankuni Diesel Locomotive Factory was connected with Cambering and twisting of under frame for testing purpose.
a view to supply two critical components of HHP locomotives 5) Paint shop:
to DLW viz. Under frame & Machined crankcase to supple- Premier paint on under frame.
ment diesel loco production at DLW.
The work of setting up of diesel loco component factory at
Dankuni has been completed by Rail Vikas Nigam Limited on
turnkey basis for phase-1 in Nov 2011 and phase-2 in Jan 2013
presently it is fully functional.

3 UNDER FRAME FABRICATION:

Under frame assembly is a heavy structural fabricated as-
sembly designed for a buff load of 4000 KN and a drag load of
1800 KN.
The complete assembly is made up of around 319 child
components.

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6 OPERATION DEPENDENT ON MACHINES:

8 SPECIFICATIONS:
1) Impact Value: 91 J (67 ft-lb)
2) Shielding Gas : 75% Ar / 25% O2
3) Testing Condition : As Welded
4) Testing Temp : -20 °F (-29 °C)
5) Eletrode code:
MAN POWER DEPENDS UPON STAGES: AWS A5.18
MATERIAL REQUIREMENT: ER70S-6
1) Brought out ( Sub assembly)
2) In house item ( No item)
Brought out (Sub assembly):
TYPICAL TENSILE PROPERTIES:
1) KIT
2) NON KIT 6) As Welded GMAW 75% Ar / 25% CO2
KIT: 7) Elongation: 26%
KIT-A ( Laydown-1) 8) Tensile Strength : 583 MPa
9) Testing Condition: As Welded
KIT-B ( Trunion-1)
10)Yield Strength: 483 MPa
KIT-C ( Laydown-2)
KIT-D ( Trunion-2)
NON KIT: 9 WIRE DIAMETER:
Miscellaneous item (total 229 no. items). To increase the productivity, we have to use 1.2mm diameter
wire instead of 0.90 mm diameter wire, because of high
7 ELECTRODE SPECIFICATION: deposition rate.
AWS A5.18:ER70S-6

ER– An electrode or filler rod that is used in either a MIG wire

feed or TIG welding.
70- A minimum of 70,000 pounds of tensile strength per
square inch of weld.
S- Solid wire.
6- The amount of deoxidizing agent and cleansing agent on
the electrode. This is a copper coating on the electrode and
there are different types too.

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10.1 LAYDOWN-1: 12.1 LAYDOWN-2:

MAIN ITEM OPERATIONS OF LAYDOWN-1: MAIN ITEM OPERATIONS OF LAYDOWN-2:
1) fitment of bottom plates. 1) fitment & welding of bolstar extension at front & rear ( both
2) fitment & welding of bolstar. sides).
3) fitment & welding of all upper cross bearer, lower cross 2) fitment & welding of sand boxes.
bearer & plates. 3) fitment & welding of 7 nos. angle tubes, 5 nos sheets & 4
4) fitment & welding of center sill. nos. sheets assembly at middle & battery box angle.
4) fitment & welding of air duct box.
10.2 FINISHED THE JOB ON LAYDOWN-1: 5) fitment & welding of center pivot (front & rear).
6) fitment & welding of side sill (both sides).
7) fitment & welding of wider (both sides).
8) fitment & welding of bushing, dumper bracket , cable clit
(front & rear).

12.2 FINISHED THE JOB ON LAYDOWN-2:

10.3 NORMAL MAN HOURS(TIME TAKEN):

Total fitting time for Laydown-1 = 81 hours.
Total welding time for Laydown-1 = 34.5 hours.

11.1 TRUNION-1:
MAIN ITEM OPERATIONS OF TRUNION-1:
1) fitment & welding of end plate, draft gear pocket & end
plate support at front & rear.
2) welding of cross bearer at belly up position & welding of
cross bearer in 90° position (front & rear).
3) welding of air duct holes in belly up position.
4) fitment & welding of box structure at front & rear.
5) fitment of #24, #36, #45 plate & bar.
6) fittment & welding of crush post.
11.2 FINISHED THE JOB ON TRUNION-1
12.3 NORMAL MAN HOURS(TIME TAKEN):
Total fitting time for Laydown-2 = 150.5 hours.
Total welding time for Laydown-2 = 82.5 hours.
13.1 TRUNION-2:
MAIN ITEM OPERATIONS OF TRUNION-2:
1) fitment & welding of hand break pulley item covering box.
2) fitment & welding of cover over bolstar front & rear.
3) fitment & welding of cover over m2 & m3.
4) fitment & welding of cover below comp area.
5) fitment & welding of misc. items.
fitment & welding of pathway checkered plate.
6) fitment & welding of cover sheet below driver cab.
7) fitment & welding of cable clit items & handle support.

13.2 FINISHED THE JOB ON TRUNION-2:

11.3 NORMAL MAN HOURS(TIME TAKEN):

Total fitting time for Trunion-1 = 53.5 hours.
Total welding time for Trunion-1 = 61 hours.

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13.3 NORMAL MAN HOURS(TIME TAKEN): Joint: Double V

Total fitting time for Trunion-2 = 89 hours. Welding spot 1&2 is shown in the fig.
Total welding time for Trunion-2 = 73 hours. Contact length, L =1330 mm
Area, A =1/2×12×12=72mm² and 1/2×20×20=200 mm²
WFR=19050 mm/min
14.1 CALCULATION OF WELDING TIME OF
Time taken to finish complete weld of joint 1
SOME SPECIAL ITEMS IN LAYDOWNS &
TRUNIONS: CAMBER OF CENTRE SILL ASM T= + = 7.9 + 21.94 = 29.84 min.
L.H & R.H:
So, to weld another joint 2 time required is also 29.84min.
To weld to join 2 joints time required is 2× 29.84 =59.68=
60mins.

14.3 END PLATE FRONT/REAR:

Joint: Double V
Welding zone 1&2 is shown in the figure below.
Contact length, L=397mm
Area, A=18mm²
Diameter of wire, d=0.9 mm
Wire feed rate (WFR) =750 inch/min
=19050 mm/min L=1600 mm, 255 mm & 200 mm
Time taken to weld completely the joint 1 WFR=19050 mm/min d=0.9 mm
T= ×2 = ×2 = 1.17 minutes Time taken to weld joint 1

So to weld another joint 2 it requires 1.17 min. T= =6.6 min

Hence, total time to join the two joints = 1.17 ×2=2.34= 3 min.
Time taken to weld joint 2 &3 each
14.2 FRONT/REAR END BOTTOM PLATE OR
CHAND PLATE: T= ×2 = 0.755 min.

Time required joining the joints 4 & 5 each

T= ×2= 0.6 min.

Total time to weld end plate is (6.6+0.755×2+0.6×2) = 9.31 10

min.
**Joint 3 and joint 5 are not shown in the fig. due to incomplete
image.

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14.4 CENTRE SILL: 15.3 FITTING TIME & WELDING TIME

(STANDARD MAN HOURS):

L= 21660 mm
A=1/2 ×20×20= 200 mm²
WFR= 19050 mm/min
d= 0.9 mm
Time taken to weld the centre sill each side (Left & right)
T= = 357.45 min. 15.4 NO.OF FITTING TEAMS AND WELDERS:

Hence total time to join both centre sill = 357.45×2

= 714.9 = 720 mins.

15.1 NORMAL MAN HOURS TO STANDARD

MAN HOUR:
(normal man hours + allowances = standard man hours, 25%
allowances provided for fitting teams and 40% allowances
provided for welders).

15.2 STANDARD MAN HOURS (SMH):

Here, 1 fitting team = 1 fitter + 1 welder + 1 helper &

1 welding team = 1 welder.
[Standard Man Hours ÷ 3 members (fitting team)]÷
(working hours per day × working efficiency).
& [Standard Man Hours ÷ 1 member (welding team)]÷
(working hours per day × working efficiency).
here, working hours = 8 hours & working efficiency = 70%

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15.5 TOTAL NO. OF FITTING TEAMS AND

WELDERS ARE REQUIRED IN THE 4 STATIONS
(ACCORDING TO THE ABOVE CHART):

16 FITTING TEAMS AND WELDERS ARE

REQUIRED PER DAY FOR EACH STATION:
[ALLOCATION OF FITTING TEAMS AND WELDERS]
According to the chart, we need 29 Fitting teams and 64 Weld-
As per the above calculation theoretically, the no. of fitting
ers to make 1 Under Frame per day. But we need 8 Under
teams may vary with the practical allocation.
Frames per month with 70% efficiency. [ If 24 working days
In Laydown-1:
per month, then 1 Under Frame is made by 3 days.]
The fitting teams are increased from 6 to 7 during allocation.
In Trunion-1:
15.6 CYCLE TIME: The fitting teams are increased from 4 to 5 during allocation.
Cycle time is the total time from the beginning to the end of In Laydown-2:
your process, as defined by you and your customer. Cycle The fitting teams are increased from 6 to 7 during allocation.
time includes process time, during which a unit is acted upon
to bring it closer to an output, and delay time, during which a
unit of work is spent waiting to take the next action. 17 ALLOCATION OF FITTING TEAMS AND
WELDERS:

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ALLOCATION CHART: DAY-2 & 3

ALLOCATION CHART: DAY-1

18 PRODUCTION RATE:
8 under frames per month (within 24 working days) i.e.
1 underframe is made by 3 days (5 shifts) with 70% efficiency.

19 NO. OF FITTING TEAMS AND WELDERS

ARE REQUIRED FOR EACH STATION TO MAKE
1 UNDER FRAME AROUND 3 DAYS (5 SHIFTS):

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ACKNOWLEDGEMENT:
Before going into the report, I would sincerely like to thank
and acknowledge the following people for their assistance,
guidance and support throughout the duration of this final
year project.
First of all, I would like to extend my sincere gratitude to my
teacher Prof. Sanjib Kumar Chakraborty of Mechanical En-
gineering department at Gargi Memorial Institute of Tech-
nology for his experienced guidance, perseverance and
hospitality gave me the golden inspiration to do the project on
the topic of Production Planning.
I would also like to thank Mr. Jayanta Kumar Pal, Deputy
Chief Mechanical Engineer of Diesel Loco Component
Factory at Dankuni for providing me the opportunity to do
REFERENCES:
this wonderful Final year project.
[1] Lecture Series on "Fundamentals of Operations Research" by
I am highly thankful to all the officers and workers of Diesel
Prof.G.Srinivasan, Department of Management Studies, IIT Madras.
Loco Component Factory at Dankuni who gave me kind
[2] Lecture on "Fundamentals of Operations Research" by Prof. Sanjib
attention and shared their valuable experiences and time with
Kumar Chakraborty of Mechanical Engineering department at Gargi
me during this time period.
Memorial Institute of Technology.
[3] Lecture on "Fundamentals of Production Planning & scheduling" by
CONCLUSION: Prof. Sanjib Kumar Chakraborty of Mechanical Engineering
To conclude, it can be said from this project I have learned a department at Gargi Memorial Institute of Technology.
[4] Lecture on "Welding Engineering" by Dr. D.K. Dwivedi, Department
lot about the working culture, their scheduling, handling and
of Mechanical Engineering,IIT Roorkee.
optimizing. It also made me know how to fight back at emer-
[5] Lecture on "Introduction to Welding Science and Technology" by
gency like absence of important labours. Prof. G. L. Dutta.
Getting an industrial exposure before entering the practical [6] S. R. Patil and C. A. Waghmare, research paper on topic of
world after four years of academic study was very important, "optimization of mig welding parameters for improving strength of
which I have gained from the Diesel Locomotive Works at welded joints", International Journal of Advanced Engineering
Dankuni. Research and Studies, E-ISSN2249–8974.
Time study and Line balancing is a very important aspect for [7] The Institute of Indian Foundrymen, "welding and fabrication
all companies for the growth of its production. It gives the magazines".
[8] Gas metal arc welding - Wikipedia.
higher authority a clear view about the progress and the fu-
[9] Operations Research - Wikipedia.
ture of the company’s growth graph or chart. If a company’s
[10] Lecture on "Design of Welded Joints" by Prof. B.Maiti, Department of
production line is unbalanced, then there will be an imbalance Mechanical Engineering,IIT Kharagpur.
in work and lots of time will be spent as idle time, which is
definitely a loss for the revenue of the company.
According to my time study and line balancing process, I have
suggested 8 Under Frames per month in 2 shifts instead of 4
Under Frames through my data oriented calculations.
To get into the groove of the project, I have interacted with
different level of persons in the company i.e. from labours to
supervisor and to engineers at top level. This exposure also
has helped me to learn how to work in an industry and how
does work goes on in industry. This project has also made me to
understand the subject more deeply and practically and produced
interest in me for future study on it.

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