DIESEL LOCOMOTIVE WORKS, VARANASI

(ISO 9001 AND 14001 ORGANIZATION)

An Industrial Report
Submitted in the partial fulfillment of the requirements of Degree in
Bachelor of Technology
In
ELECTRICAL & ELECTRONICS ENGINEERING

Submitted By









DEPARTMENT OF
ELECTRICAL, ELECTRONICS INSTRUMENTATION ENGINEERING

MORADABAD INSTITUTE OF TECHNOLOGY, MORADABAD

SEPTEMBER, 2011

2

ACKNOWLEDGEMENT

The summer internship at Diesel Locomotive Works (DLW), Varanasi has been an
excellent learning experience Ior me. It enhanced my technical skills by letting me apply
my theoretical knowledge to practical situations.
I take this opportunity to express my heartIelt gratitude to entire DLW team who
helped me to understand the basic oI locomotives. I acknowledge with thanks the help
extended by projects guides, Mr.Rangappa (Elect Lab) and Mr. Nizam (TAS). I am also
very grateIul to many individuals who oIIered me ideas, contacts and support along the
way.
I also wish to thank our dear Iriends Ior helping me throughout the training and give
valuable suggestion to understand thing diIIerently.


Submitted By:
EE & I DEPARTMENT (FINAL YEAR)
(0808221003)
3

CONTENTS

CHAPTER NO. CHAPTER NAME PAGE NO.
1 Introduction To DLW

1.1
1.2
Introduction
Diesel Locomotive Works

2 Indian Railway Zone

2.1
2.2
2.3
2.4
2.5
Chittaranjan Locomotive Work
Western Railways
COFMOW
East Central Railways
Rail Coach Factory,
KAPURTHALA

3 Strategic Intent

4
4.1
4.2
DLW And Its Products
EMD GT46MAC
EMD GT4 6PAC

5
5.1
5.2
5.3
5.4
ManuIacturing Process
Introduction
History
Economics oI Management
DiIIerences

6 Electro Motive Diesel

6.1
6.2
6.3
Introduction
History
Present Day Condition

4

Maintenance Service Shop

.1
.2
.3
INTRODUCTION
Working oI Air Conditioning Plant
Numerical Constant

8
8.1
8.2
8.3
9
9.1
9.2
9.3
9.4
9.5
9.6
9.
10
Traction Assembly Shop
What Is TAS?
Working oI Traction Motor
Parts oI Traction Motor
Telephone Exchange Shop
Telephone Exchange
Battery Section
Exchange Section
Distribution System
Jumpering
Cabling
Faults in Telephone Exchange
Conclusion










5

LIST OF FIGURES


Figure No. Title of the figure Page
no.
5.1 Parts OI A Loco
6.1
.1
8.1
8.2
8.3
9.2
9.3
An EMD F40ph Engine
Function oI an Air Conditioner Plant
Parts oI AC Traction Motor
Working oI Traction Motor
Parts oI a DC Motor
25 Pairs Cable Wire Used In Telephone Exchange
A MDF in Telephone Exchange

6

LIST OF TABLES

Table No. Name of the table Page
No.
5.4
9.1
DiIIerence Between Alco And General Motors
Engines
How Exchange Section Works

7

CHAPTER 1
INTRODUCTION TO DLW

1.1 INTRODUCTION
Diesel-Electric locomotives were introduced on Indian Railways in 1950`s to
exploit their versatility, better hauling capabilities, low maintenance requirements and
cost eIIectiveness as compared to steam locomotives. Diesel locomotives works (DLW)
was established 1961 in collaboration with ALCO, USA, in ancient city oI Varanasi to
undertake indigenous manuIacture oI diesel electric locomotives Ior meeting the
increased transportation needs oI Indian railways. The Diesel locomotive works at
Varanasi owned by govt. oI India manuIactures DG sets oI 800 to 2400 kW capacity
using DLW built engines.
Over the year, DLW`s production has progressively increased. It produced 222
locomotives; in a year as against 4 locomotives in the Iirst year oI its production in 1963-
64. ALCO locomotive are now almost Iully indigenous. Through, in house development
eIIorts ,the original import design has been made 7 more Iuel-eIIicient and has also
been successIully up rated to deliver about 30 more power, increasing it Irom 2600HP
to 3300HP.
These engines are built using the state oI art brushless type alternators Irom
leading manuIacturers with microprocessor based AVR. The DG sets have PLC based
control and Iault diagnostic systems. SpeciIic Iuel consumption is 153 gm/bhp-hr. Time
Ior start is Iound to be ready to take load in 10 seconds .The speed oI diesel generating
set is 1000 rpm.
Indian Railways always aim Ior 100 saIety. Hence they have taken care to Iix
railway axel counter (PXN) signaling equipment, destined Ior evaluation oI the railway
track sections occupancy. Each section can be deIined by up to 8 registration points.
Each registration point can serve as common Ior preceding and Iollowing track section.
A Ilagship production unit oI Indian Railways oIIering complete range oI products in
its area oI operation with annual turnover oI over 2124 Crore. State oI the art Design and
manuIacturing Iacility to manuIacture 200 locomotives per annum with wide range oI related
products viz. DG Sets, Loco Components and sub-assemblies. Supply oI spares required to
maintain Diesel Locomotives and DG sets. Unbeatable trail-blazing track record in providing
cost-eIIective, eco-Iriendly and reliable solutions to ever increasing transportation needs Ior
over Iour decades.
A large base oI delighted customers among many countries viz. Myanmar, Sri Lanka,
Malaysia, Vietnam, Bangladesh, Tanzania, Angola, to name a Iew, bearing testimony to
product leadership in its category.



8

1.2 DIESEL LOCOMOTIVE WORKS

India`s Iirst super diesel engine was Shakti. It is an updated 16 cylinder 3100 HP
engine, AC-DC transmission and Iabricated steel trucks. This was indigenously
developed brood gauge diesel electric locomotive Ior heavy Ireight haulage. This was
Iine tuned and Garuda` engine was designed with modern microprocessor controls. This
design was Iurther enhanced with special amenities, and special controls. It looks with
pride with long-liIe color, coordinated poly urethane paint scheme, cab air conditioning,
extra power sealed head lamps, Iog lamps, driver signal lamps, large rear view mirrors
and an ergonomically designed driver`s desk .Usually the engine driver complaints about
heavy vibration and unbearable noise. The cabin has been designed in such a way to
lessen these burdens on the driver who is accommodated day and night. The new design
with above Iacilities is christened as Ergo-Cab.
Its maximum speed is 100 kmph, maximum tractive eIIort 37884 Kg, continuous
tractive eIIort 31920 Kg. The Brakes have 28 LAv-1 systems. Loco has air brake and
wheel arrangement is Co-Co.
These design details are Iound in WDG3A. The next version is WDG4 which has
4000 HP engine, micro processor controlled propulsion and braking with high traction
high speed cast steel trucks. This engine has the General Motors USA technology with
high Iuel eIIiciency and low maintenance requirements. Axle load is 21 ton, max tractive
eIIort 52 tons, brakes are electronically controlled air brake. It possess Gardner Denver
(Water cooled) air compressor. With a Iuel tank capacity oI 6000 liters it has a track
gauge 1676 mm and wheel arrangement is Co-Co. Locomotive control is by Emu 2000
with SIBAS-16 traction control unit. Another variety in the diesel engine possessed by
Indian Railways is WDP4. This has 16 cylinders 4000 HP, AC-AC transmission,
microprocessor controlled propulsion and braking with high traction high speed.
Maximum speed is 160km/hr. maximum tractive eIIort is 27550 kg. Fuel tank capacity is
6000 liters. It possess Gardner Denver (Water cooled) air compressor.
*Note: Nomenclature (Naming) oI DLW Locomotives:
D Diesel Type
W Wide (width oI gauge)
G Goods
P Passenger
M Multipurpose
x Any numbers in the name represent the horsepower (hpx1000)
A 100 hp
B 200 hp
C 300 hp ; and so on...
Hence WDG-3A stands Ior Wide Diesel Goods- 3100 hp engine & WDP-4
represents Wide Diesel
Passenger- 4000hp



9

CHAPTER 2
INDIAN RAILWAYS ZONE

2.1 CHITTARAN1AN LOCOMOTIVE WORK
This is one oI the biggest Mainline Electric Locomotive ManuIacturing units is
the world. It manuIactures Traction motors utilized Ior Electric Locos. They are oI type
6FRA 6068, three phase 850 KW, 2180 V. This plant has a capacity to manuIacture
around 750 traction motors per year. The output power is 1150KW, axle arrangement
Bo-Bo., torque (Nom / max): 6930 / 10000 Nm and speed is 1585 / 3174 RPM. Central
Railways has the credit oI manuIacturing 9 locomotives per month in Parelumbai. It is
the largest and one oI the oldest loco workshops in Indian Railways. The workshop is
easily accessible by road, sea and air transport as it is located in the heart oI Mumbai
city. During world wars it has rendered services to Armed Iorces too. It has secured ISO
in manuIacturing and repairing oI containers oI Indian Railways. It was the Iirst
workshop to phase out POH oI steam locomotives. It is the only workshop which
undertakes POH oI 140T diesel Hydraulic.
2.2 WESTERN RAILWAYS
The western Railways take the pride to be the Iirst in the country to run state oI
the art LHB coaches in Rajdhani Express. The prestigious Train Management System oI
Western Railways on Church gate, Virar, Mumbai suburban section oI Western
Railways, provides real time minute to minute inIormation oI train arrivals to 3 million
commuters at stations.
Automatic announcements about the arrival oI the trains, modiIied guard Iriendly
brake van oI Ireight trains, Suraksha Rakshak Ior detecting smoke emission due to brake
binding and message communication oI Iaults thro` the controller`s and nearest EMU
examiner`s depot overhead line inspection with video recording are some oI the
achievements oI western Railways. The salient Ieatures oI overhead line inspection are:
1. The device enables testing team to monitor the current collection without disturbing
the crew.
2. Continuous video and voice recording Ior oII line analysis.
3. Maintenance engineers use recorded data Ior comparison with previous records and to
assess the health oI the OHE.
4. The system capable oI marking real time events like heavy sparking.
5. Color picture helps to correct identiIication oI the nature oI the Ilashes.
6. Device supports Ior identiIying sports where extreme values oI stagger are
encountered.

The Western Railways has the privilege oI being the Iirst Railway to have Major
Workshop Coaching Depots, Diesel sheds, Wagon ROH Depots and Accident relieI
trained certiIied Ior ISO 9002 Quality system.
2.3 CENTRAL ORGANISATION FOR MODERNISATION OF WORKSHOPS
(COFMOW)
This is a unit oI the Indian Railways. For the past 25 years COMFOW aims to
upgrade workshops and production units oI the Indian Railways. It handles business
worth US $ 25 million annually. In order to execute all technological solutions with a
new approach, it has procured a CNC turret punch press at Diesel Locomotive works at
Varanasi which replaces a group oI 4 load centers consisting oI a bank oI 8 machines
where 1 operator is suIIicient instead oI 10 operators. COFMOW also executes World
Bank Aided projects oI the Ministry oI HRD. Simulators Ior electric and diesel
locomotives and up gradation oI COFMOW training centers are some oI the plus points
oI COFMOW growth.
2.4 EAST CENTRAL RAILWAYS
In Indian Railways the Ireight transportation has increased Irom 752 million tones
to 600 million tones and passenger kilometers have increased Irom 7000 crore to 51000
crore. So Ior improvement in administration and Ior eIIective execution oI all works 16
zonal railways were Iormed. One amongst it is the East Central Railways. It covers the
areas like Danapur, Mughalsarai, Dhandbad (where ordinance Iactory is located),
Samastipur and Sonapur divisions with Hajipur, Bihar as its head quarters. The main aim
oI this new division was to improve the inIrastructure Iacilities in the neglected and
under developed regions in India. The Iund allocation was liberal and projects worth
Rs.10, 000 crore were taken up. Erection oI new lines, gauge conversion and doubling
works are some oI their main aims. It has proved to be the largest in Indian Railways in
terms oI passenger traIIic speed, track-kilometer, goods loading and other Iacilities. This
has taken special care Ior customer service and was the Iirst to establish call centre at
Patna, the capital oI Bihar. The Mughalasarai has produced clutch shaIt oI BCM, Rail
wheel base plate oI T-28, Small cardon shaIt oI CSM.
2.5 RAIL COACH FACTORY IN KAPURTHALA, PUN1AB
This is a prestigious unit oI the Indian Railways. It is in Kapurthala in Punjab
state over 137 hectares. Around 20 hectares oI land is used Ior covered workshop. More
than 7000 employees are engaged in producing air conditioned, non- A/c and selI
propelled coaches Ior Broad gauge and meter guage rail tracks. It is proud to say that
they manuIacture 1500 coaches / year and so Iar they have brought out 16000 rail coach
oI 51 varieties. The high speed coaches manuIactured by it have stainless steel, lower
coach weight, max operating speed up to 180 Kmph, disc brakes Ior eIIicient braking and
lesser maintenance, wheel slide protection, better curve negotiation due to articulated
control arm Iitted with resilient brush, FIAT bogie, modular toilets, wider vestibules,
centre buIIer coupler, Iire retarding Iurnishing, 4 emergency exit etc. All coaches are
designed using CAD / CAM technology.
The Shatbadi Express running between Amritsar and New Delhi has all modern
comIorts strength and are oI high speedy IRY coaches It has achieved ISO 9001 and ISO

14001 certiIicate Ior quality management system and Environmental management

system.
In all respects the Indian Railways have taken steps to widen its scope in serving
the public. LC Gate Control Equipment using Wired and Wireless Data Communication
Ior Communication between ASM OIIice & LC Gates.
2.6 STRATEGIC INTENT
O VISION: 'to be a world class manuIacturer oI Diesel Electric Locomotives.

O MISSION: 'we shall achieve our vision through continuous improvement in the
areas oI product quality, Research and Development, Supplier partnership,
Human resource development and team work with emphasis on core competence leading
to customer satisIaction and business Excellence.

O "UALITY POLICY: 'we are committed to excellence in all activities and total
customer satisIaction through continuous improvement in quality oI products and
services.

2. "UALITY PHILOSOPHY

O Quality not controlled but produced.
O Emphasis on quality in all organizational processes.
O Regular quality audit as per ISO procedures.
O Top management totally committed to quality in all activities.
O Adoption oI workers participation and continuous improvement as a part oI
quality philosophy.
O Regular training schedules Ior all.










2

CHAPTER 4
DLW AND ITS PRODUCTS

DLW locomotives have power outputs ranging Irom 2,600 horsepower
(1,900 kW) to 4,000 horsepower. Currently DLW is producing EMD
GT46MAC and EMD GT46PAC locomotives under license Irom Electro-Motive
Diesels (Iormerly GM-EMD) Ior Indian Railways.
4.1 EMD GT46MAC
The EMD GT46MAC is a Ireight-hauling diesel-electric locomotive with AC
electric transmission built by General Motors Electro-Motive Division

in 1997
1998 Ior Indian Railways, where they are classed as WDG-4. Thirteen were built by
EMD as order #958647, and a Iurther eight were exported in kit Iorm and were
assembled in India. The class entered service in 1999. Further construction has been
under license in India by the Diesel Locomotive Works (DLW); more than 60 additional
locomotives have been built as oI 2006. They are numbered Irom 12000 upward. A
similar type, the EMD GT46PAC, has also been produced Ior passenger service in India.
As oI 2007, EMD and DLW have begun building GT46MACs
using IGBT technology to replace the older Gate turn-oII thyristor technology. Newer
editions with 4500 hp have been produced. More than 250 locos are produced. WDG4's
Iirst operation started in 1999 with the numbering starting Irom 12001; this loco can still
be seen in a splendid condition and is homed at the parent shed oI Hubli. Hubli diesel
locomotive shed has been operational since 1999, they house the maximum number oI
WDG4s Irom 12001-12064, 12067-12153, 12156, 12169, 1218 9, 12227, 12276, 12311
12313, 12325, 12326. The original WDG4s Irom 1200112021 were imported and later
on DLW has started manuIacturing it indigenous. With six traction motors this
locomotive has the capability oI touching 105 km/hr with a Iully loaded Ireight train oI
58 coaches. The loco has been praised Ior its ability to work in gradients and especially
in the Briganza Ghats and the Subramanya Ghats having a gradient oI 1:45 and 1:50.

4.2 EMD GT46PAC
A particular loco with road number The EMD GT46PAC is a passenger-
hauling diesel-electric locomotive with AC electric transmission designed by General
Motors Electro-Motive Division and built by both GM-EMD and under license by Diesel
Locomotive Works (DLW) oI Varanasi, India Ior Indian Railways as their classes WDP-
4, WDP-4B and WDP-4D. The GT46PAC is a passenger version oI the previous Indian
Railways EMD GT46MAC Ireight locomotive. The locomotive has a 16 cylinder
710G3B diesel engine with a maximum speed oI 904 RPM.
There are three variants oI this loco - the original WDP-4 which is a 4000 hp
loco, the WDP-4B which is a 4500 hp loco with a single cab and the newest WDP-4D
which is a 4500 hp loco with dual cabs. The locomotives are numbered Irom Road No.
20000 upwards till 20103 and Iurther numbering oI the loco along with its WDP-4B
variant has started Irom the 40XXX series. This is due to the numbering oI the 20XXX
series almost breaching the start oI numbering oI another locomotive class, the WCG-2
which is a DC electric locomotive whose numbering started Irom 20105.
3

The WDP-4 is capable oI hauling 24 coach trains at 110-120 km/hour. It has also
been used Ior speed trials where it has hauled 8 coach trains at 160 km/hour.
The locomotives can be used in either direction, and Irequently haul trains long
hood Iorward, as in the picture. Newer editions with 4500hp have been produced which
have been named with the sub class WDP-4B /WDP-4D which have diIIerent traction
control with six traction motors and are Co-Co bogie equipped, unlike the original which
has a Bo-1-1-Bo arrangement with Iour traction motors.
The loco is very Iuel eIIicient and has minimal exhaust emissions due to its 2
stroke diesel engine. It is characterized by its loud horn, which can be heard Ior large
distances around, and aircraIt-like sound oI its running engine.
20012 had a diIIerent light blue livery with a Iiberglass shell and has been
named "Baaz" which stands Ior Bird oI prey in Hindi. This loco has however has been
repainted to a dark blue livery and the cabin has been rebuilt to the ones Iound on rest
oI the series by its new home shed, Siliguri. Some oI the earlier locomotives were
Iitted with air conditioning units which were subsequently removed.





















4

CHAPTER 5
MANUFACTURING PROCESS


5.1 INTRODUCTION
ManuIacturing is the use oI machines, tools and labour to produce goods Ior use
or sale. The term may reIer to a range oI human activity, Irom handicraIt to high tech,
but is most commonly applied to industrial production, in which raw materials are
transIormed into Iinished goods on a large scale. Such Iinished goods may be used Ior
manuIacturing other, more complex products, such as aircraIt, household
appliances or automobiles, or sold to wholesalers, who in turn sell them to retailers, who
then sell them to end users the "consumers".
ManuIacturing takes turns under all types oI economic systems. In a Iree market
economy, manuIacturing is usually directed toward the mass production oI products Ior
sale to consumers at a proIit. In a collectivist economy, manuIacturing is more Irequently
directed by the state to supply a centrally planned economy. In Iree market economies,
manuIacturing occurs under some degree oI government regulation. Modern
manuIacturing includes all intermediate processes required Ior the production and
integration.
The manuIacturing sector is closely connected with engineering and industrial
design. Examples oI major manuIacturers in the North America include General Motors
Corporation, General Electric, and PIizer. Examples in Europe include Volkswagen
Group, Siemens, and Michelin. Examples in Asia include Toyota, Samsung,
and Bridgestone.
5.2 HISTORY
O In its earliest Iorm, manuIacturing was usually carried out by a single
skilled artisan with assistants. Training was by apprenticeship. In much oI the
pre-industrial world the guild system protected the privileges and trade
secrets oI urban artisans.
O BeIore the Industrial Revolution, most manuIacturing occurred in rural areas,
where household-based manuIacturing served as a supplemental subsistence
strategy to agriculture (and continues to do so in places). Entrepreneurs
organized a number oI manuIacturing households into a single enterprise
through the putting-out system.
O Toil manuIacturing is an arrangement whereby a Iirst Iirm with specialized
equipment processes raw materials or semi-Iinished goods Ior a second
Iirm.
5

Fig 5.1 Parts of a Loco

5.3 ECONOMICS OF MANAGEMENT
According to some economists, manuIacturing is a wealth-producing sector oI
an economy, whereas a service sector tends to be wealth-consuming. Emerging
technologies have provided some new growth in advanced manuIacturing employment
opportunities in the ManuIacturing Belt in the United States. ManuIacturing provides
important material support Ior national inIrastructure and Ior national deIence.
On the other hand, most manuIacturing may involve signiIicant social and
environmental costs. The clean-up costs oI hazardous waste, Ior example, may
outweigh the beneIits oI a product that creates it. Hazardous materials may
expose workers to health risks. Developed countries regulate manuIacturing activity
with labour laws and environmental laws. In the U.S, manuIacturers are subject to
regulations by the Occupational SaIety and Health Administration and the United
States Environmental Protection Agency. In Europe, pollution taxes to oIIset
environmental costs are another Iorm oI regulation on manuIacturing activity. Labour
Unions and craIt guilds have played a historic role in the negotiation oI worker rights
and wages. Environment laws and labour protections that are available in developed
nations may not be available in the third world. Tort law and product liability impose
additional costs on manuIacturing.
ManuIacturing requires huge amounts oI Iossil Iuels. The construction oI a
single car in the United States requires, on average, at least 20 barrels oI oil.




6

5.4 DIFFERENCE BETWEEN ALCO AND GENERAL MOTORS ENGINES

ALCO ENGINE GENERAL MOTORS
Power transmission Irom AC-DC Power transmission Irom AC-AC
HP-3100 HP-4000
Semi microprocessor controller Full microprocessor controller
Frequency distortion No distortion
Fuel eIIicient High Iuel eIIicient
Distortion in brake control No distortion in brake control
Current control in dynamic brake Frequency control in dynamic brake
No use oI inverter Use oI TCC(Traction control convertor)
Four stroke engine Two stroke engine
No use oI inverter Use oI radiator, TCC blower
No Iault logging & diagnostics Fully Iault diagnostics
No speed measurement Correct load speed measurement




















7

CHAPTER 6
ELECTRO-MOTIVE DIESEL


6.1 INTRODUCTION
Electro-Motive Diesel, Inc., also reIerred to as "EMD", is a wholly owned
subsidiary oI Progress Rail Services Corporation, a wholly owned subsidiary oI
and diesel power engines worldwide under the Electro-Motive Dieselbrand.EMD has the
world's largest installed base oI diesel-electric locomotives and oIIers the world's most
extensive range oI locomotive products in the rail and transit industry.EMD holds
approximately 30 percent oI the market Ior diesel-electric locomotives in North America,
second to its only competitor, GE Transportation Systems, which holds the remaining 70
percent share oI the North American market.
Electro-Motive Diesel, Inc. traces its roots to the Electro-Motive Engineering
Corporation, Iounded in 1922. In 1930, General Motors Corporation purchased
the Winton Engine Co. and Winton's primary customer, Electro-Motive Company,
eventually combining the two to Iorm GM's Electro-Motive division in 1941.

In 2005,
GM sold the division to Greenbriar Equity Group LLC, Berkshire Partners LLC and
certain related parties, which Iormed Electro-Motive Diesel, Inc., to Iacilitate the
purchase. On August 2, 2010, Progress Rail Services Corporation completed the chase oI
Electro-Motive Diesel, Inc. Irom Greenbriar, Berkshire, et al. making Electro-Motive
Diesel, Inc. a wholly owned subsidiary oI Progress Rail Services Corporation.
EMD's headquarters, engineering Iacilities and parts manuIacturing operations
are located in La Grange, Illinois, United States. EMD's Iinal assembly operations are
located in London, Ontario, Canada.

EMD operates a traction motor maintenance,
rebuild and overhaul Iacility in San Luis Potosi, Mexico, and plans to begin assembling
locomotives in the United States in late 2011 at a plant located in Muncie, Indiana. As oI
2008, EMD employed approximately 3,260 people worldwide.

6.2 HISTORY
Harold L. Hamilton and Paul Turner Iounded the Electro-Motive Engineering
Company in Cleveland, Ohio, in 1922. In 1923, Electro-Motive Engineering Company
sold only two gasoline-powered rail motor cars, one to the Chicago Great Western and
the other to the Northern PaciIic. Electro-Motive Engineering Company subcontracted
the body construction to St. Louis Car Company and the prime mover to Winton Engine
Company.
The motorcars were delivered in 1924 and worked well, Iortunate Ior the
Iledgling company, because the sales were conditional on satisIactory perIormance. In
1925, the company changed its name to Electro-Motive Company (EMC) and entered
Iull-scale production, selling 27 railcars.
While hardly ever is anyone the absolute inventor oI any system, Harold L.
Hamilton most probably comes close to being the "Iather oI the diesel locomotive". In an
evolutionary career that led him into that role, he was without doubt the diesel-electric's
guiding coordinator. Starting his railroading career as a Iireman on the Southern PaciIic
Railroad, he became a locomotive engineer on both passenger and Ireight trains.
8

He eventually became a manager with the Florida East Coast Railway. Upon
leaving railroading Ior an automotive marketing position in Denver, Hamilton, aware oI
early electric propulsion experiments, the needs oI railroads, and his most recent
exposure to heavy vehicles, recognized and integrated the idea oI more eIIicient (over
steam) internal combustion power with railroading. Financing himselI, he quit his truck
sales position, set up shop in a hotel with his partner and a designer, and created a
product in 1923 that eventually became the successIul version oI diesel-electric railway
propulsion.
In 1930, General Motors, seeing the opportunity to develop the diesel engine,
purchased the Winton Engine Company, and aIter checking the Winton Engine
Company's books, decided to purchase its primary customer, Electro-Motive Company.
Advancing Irom railcars, the company began building multi-car diesel streamliners, Ior
the Union PaciIic Railroad, among others. By 1935, GM Ielt conIident enough to invest
in a new Iactory on 55th Street in McCook, Illinois, west oI Chicago, which remains the
corporate headquarters. By the end oI the 1930s, EMC had a diesel engine powerIul and
reliable enough Ior locomotive use.

6.3 PRESENT DAY CONDITIONS OF EMD
The year 2004 saw CSX Transportation take order oI the
Iirst SD70ACe locomotives, which were designed to be more reliable, Iuel eIIicient and
maintainable than its predecessor AC locomotive, the SD70MAC. The model also met
the stringent EPA Tier 2 emission requirements using the two-stroke 710 diesel engine.
In 2005, NorIolk Southern took the Iirst delivery oI the new SD70M-2, the
successor oI the older SD70M locomotive. Like its sister locomotive, the SD70ACe, the
SD70M-2 meets the stringent EPA Tier 2 requirements and uses the same engine. EMD
is certiIied to be in conIormance with ISO 9001:2000 and ISO 14001:2004.
In June 2004, The Wall Street Journal published an article indicating EMD was
being put up Ior sale. On January 11, 2005, Reuters published a story indicating a sale to
"two private U.S. equity groups" was likely to be announced "this week". ConIirmation
came the Iollowing day, with a press release issued by General Motors, stating it had
agreed to sell EMD to a partnership led by Green briar Equity Group LLC and Berkshire
Partners LLC. The newly spun-oII company was called Electro-Motive Diesel,
Incorporated, retaining the EMD name. The sale closed on April 4, 2005.


Fig 6.1 An EMD F40ph Engine

9

CHAPTER

MSS (Maintenance Service Shop)


.1 INTRODUCTION
Electrical maintenance and repairing works in the administrative oIIice and workshop
are observed by this oIIice. It also control the diIIerent AC plants and takes responsibility
oI its repairing and maintenance.
This oIIice has two substations:
1. Substation Ior administrative oIIice(ADM building)
2. Substation Ior computer building
ADM building substation has transIormer rating oI 11/0.433 KV. There are two
transIormer having capacity750 KV each .Second substation Ior computer building
having two transIormer 750 KV each, capacity 11/0.433 KV.
ADM building has Iour central Air conditioning plant, three are in working position
and one in standby condition Ior requirement in case oI Iailure oI any oI the three
working plants.
Capacity oI ac plant running ADM oIIice is 120 Tr. From here the cold air is
distributed in diIIerent compartment oI oIIice according to the requirement. Capacity oI
computer AC plant is 40 Tr. Also it has Iour AC plants.
DND building also has central AC plant, each oI capacity 30 Tr. Other Ior
maintenance work AC plants which are in stand by conditions are used in case oI Iailure
oI working plants or in the maintenance work, by placing the stand by plant in working
condition and repairing the working plant, by doing this maintenance work has been done
without aIIecting the output oI overall AC plant.
.2 WORKING OF AIR CONDITIONER PLANT
The working oI the Air conditioner depends on the whole cycle oI compression
and expansion. Basically the whole air conditioning plant works on the principal oI
compression and expansion. This cycle contains a compressor, condenser, Expansion and
then a evaporator. Compressor compresses the coolant into high pressure. Here coolant
changes into gaseous to partially liquid. Then condenser condenses the upcoming
material Irom compressor into completely liquid Iorm here some valves and Iilters are
attached Ior the removal oI impurity or uncompressed coolant Irom the condensed liquid.
Then aIter this the liquid coolant at high pressure are injected into expansion chamber by
the help oI many tiny nosals.
The injected coolant at high pressure changes into low pressure absorbing
temperature and cooling the air or water according to the requirement. From there
coolant goes to evaporator and then again to condenser this cycle continues Iurther.
2

The air cooled by expansion chamber is blown by pipes in diIIerent areas to cool
the work places according to the requirement. We can also adjust the temperature by
controlling the amount oI air blown at that area.















Fig .1 Function of an Air Conditioner Plant

Central oIIice receives the supply Irom Main receiving station, one Irom direct
supply and other Irom DJSET Irom here two transIormer are used do convert the 11kv
supply into required 4kv . The two transIormers are coupled to each other by a bus
coupler. In case oI Iailure oI one transIormer the bus coupler is used to connect the other
transIormer load into Iirst. A similar arrangement oI transIormer is used Ior the computer
building, and ADM building. AIter that the supply is distributed to the diIIerent receiving
substations in the workshop.
Compresser
condenser
Lxpanslon
LvaporaLor
2

Oil blast cooling is used Ior the cooling oI transIormers. In this type oI cooling
Iorced air is directed over cooling elements oI the transIormer immersed in the oil. Silica
gel is used as coolant it circulates in the large surIace area and cooled by air blown.
Oil is not allowed to come in contact with the atmospheric air which may contain
moisture. The moisture spoils the insulating properties oI oil. A conservator is an air tight
metal drum placed above the level oI the tank and connected with it by a pipe. It is
partially Iilled with oil.
When the oil expands or contracts by the change in temperature there is a
displacement oI air. When the transIormer cools the iol level goes down and the air is
drawn in. this is known as breathing. The air coming is passed through a device called
breather Ior the purpose oI extracting moisture. The breather consists oI a small vessel
which contains a drying agent like silica gel crystal integrated with cobalt chloride. Silica
gel is checked regularly and dried and replaced when necessary. The input side oI
transIormer is star connected because it does not have any neutral point, but the output
side is connected in delta Iormat because it has to produce neutral which is very
necessary Ior the distribution and uses in diIIerent electrical appliances.
Since the copper loss depends upon current and core loss depends upon voltage
the total loss in the transIormer depends on volt-ampere product and not on the phase
angle between voltage and current that is independent oI load power Iactor.

.3 NUMERICAL CONSTANT
Numerical control is deIined as a system in which the actions are controlled by
the insertion oI numerical data. In other words, numbers control the actions.
N.C is widely used in machine tools Ior the Iollowing reasons
1. To reduce the human errors in positioning.
2. To reduce the cost oI jigs and Iixtures, their design manuIacturing cycle time Ior
production
3. Ior medium and low quantity batch production.
4. To have repeatable quality in the subsequent pieces or batches production.
5. To manuIacture certain parts which are conventionally critical and time consuming to
manuIacture such as cams, impellers, proIile etc.
.4 WORKING
The working oI N.C machine tool is based on the simple Iundamentals oI
combining automatic distance measurements with a pre selected and programmed series
oI mechanical movements. The manuIacturing inIormation on the drawing is converted
to punch-holes on a paper tape. The preparation oI tape can be on manual Ilux writer or
by a post processor. The tape thus prepared is Ied through the control unit tape reader.
For the control units with memory, the tape inIormation is preserved in the
memory the tape serves like a guide Ior the machine movement and other machine
22

related Iunctions. In C.N.C the control system Iurther energized with a mini-computer or
post-processor.
The control unit stores not only the programmed inIormation oI the work piece
but also the travel limit, collision zones and diagnostic inIormation etc. It also gives a
Ieedback to the operator about the current position and distance to be traveled etc. C.N.C
machines can keep the tool inIormation and compensation ability etc.
Numerical control (NC) reIers to the automation oI machine tools that are
operated by abstractly programmed commands encoded on a storage medium, as opposed
to manually controlled via hand wheels or levers, or mechanically automated via cams
alone. The Iirst NC machines were built in the 1940s and 50s, based on existing tools
that were modiIied with motors that moved the controls to Iollow points Ied into the
system on punched tape. These early servomechanisms were rapidly augmented with
analog and digital computers, creating the modern computed (CNC) machine tools that
have revolutionized the manuIacturing process.
Everything that an operator would be required to do with conventional machine
tools is programmable with CNC machines. Once the machine is setup and running, a
CNC machine is quite simple to keep running. In Iact CNC operators tend to get quite
bored during lengthy production runs because there is so little to do. With some CNC
machines, even the work piece loading process has been automated.















23

CHAPTER 8
TAS (TRACTION ASSEMBLY SHOP)
8.1 WHAT IS TAS?
In Traction Assembly Shop we make a loco or an engine. In engine one
alternator is used, it is used to obtained supply which is alternating in nature. In Iront part
oI alternator one auxiliary generator and one exciter is Iixed. The main purpose oI exciter
is to excite the coil oI auxiliary generator. Through this part we get supply in control
panel Irom control panel we send the supply in rectiIier. In the rectiIier we convert A.C.
to D.C. supply.
This D.C, supply is used to drive D.C. motor. Six D.C. motor are connected in
parallel. First oI all 2s-3p in D.C motor & aIter attaining a speed total six motor are
connected in parallel and Ior a D.C. series motor the Iield current is equal to the armature
current.
TAS is the unit in which all the locomotive parts are assembled, that includes:
1. CP (Control Panel)
2. Alternator
3. Traction Motors
4.16 cylinders Diesel Engine
5. Master Control
6. Cab
7. Auxiliary Generator & Exciter
8. Governor
9. Crank Case Exhauster
10. Mechanical Assembly

Fig 8.1 Parts of AC Traction Motor
8.2 WORKING OF AC TRACTION MOTOR
24

The traditional DC (Direct Current) electric motor driving a train or locomotive is

a simple machine consisting oI a case containing a Iixed electrical part, the stator (called
the stator because it is static and comprising what is called the Iield coils) and a moving
electrical part, the rotor (because it rotates) or armature as it is oIten called. As the rotor
turns, it turns a pinion which drives a gearwheel. The gearwheel is shrunk onto the axle
and thus drives the wheels as shown in the diagram below:



Fig 8.2 Working of Traction Motor

The motion oI the motor is created by the interaction oI the magnetism caused by the
current Ilowing in the stator and the rotor. This interaction causes the rotor to turn and
provide the drive. The stator and the rotor oI the DC motor are connected electrically.
The connection consists oI Iixed, carbon brushes which are spring loaded so that they
remain in contact with an extension oI the armature called the commutator. In this way,
the Iield coils (the stator) are kept in the circuit with the rotor (the armature and
commutator).

Traction motors are used in electrically powered rail vehicles such as electric
multiple units and electric locomotives, other electric vehicles such as electric milk
Iloats, elevators and conveyors as well as vehicles with electrical transmission systems
such as diesel-electric, electric hybrid vehicles and battery electric vehicles. Additionally,
electric motors in other products (such as the main motor in a washing machine) are
described as traction motors.

8.3 PARTS OF AC TRACTION MOTOR

8.3.1 Scalable Design
25

The Ilexible house design allows Ior scaling the motor`s perIormance to customer
requirement


Fig 8.3 Parts of a DC Motor

8.3.2 Pre-Defined Cross Sections
Rating according to design requirements ensures high operating eIIiciency while
providing maximum Ilexibility Ior the bogie layout.



8.3.4 Cooling Arrangements
The motor can be delivered with diIIerent cooling methods: closed selI ventilated (CSV),
open selI ventilated (OSV), open Iorced ventilated (OFV) or water cooled (WC).
Customers can choose to make the air inlets and outlets part oI the house or oI the shield,
on either the drive end side (DE) or the non drive end side (NDE).

8.3.5 Bracket Attachment
The brackets are adaptable to support a large number oI bogies and attachment methods.
The brackets are made as separate parts in order to reduce lead time and increase quality,
reliability and Ilexibility.

8.3.6 Terminal Box Positions
26

Customers can choose to place the terminal box in diIIerent pre-deIined positions on the
house. Other positions are also available on request. The design also supports Ilying
leads to an externally mounted terminal box.

8.3. Sensor Arrangements
Thermal sensors can be placed optionally e.g. in the winding, stator core or bearings.
Speed sensors are integrated to keep the motor compact, while allowing sensors to be
replaced without de-assembling the motor Irom the bogie.











CHAPTER 9
TELEPHONE EXCHANGE SHOP

9.1 TELEPHONE EXCHANGE
Telephone exchange is divided into three sections:
Power plant (Battery section)
Exchange section
Distribution section
9.2 BATTERY SECTION:
Use two types oI batteries: primary battery and secondary battery
Primary battery has 1.5V and secondary battery has 2.2V.
Both are rechargeable batteries.
Charger use 230V A.C supply Ior charging the batteries. Its converts 230VAC
voltage into 48-50VDC.

9.3 EXCHANGE SECTION
27

A telephone line consists oI two wires, designated tip and ring. The colour code speciIies
the insulation colouring Ior up to 25 tip/ring pairs. Every wire has a dominant colour and
a tracer. The dominant colour can be used to determine iI an individual wire is a tip or a
ring. The colours Ior the tip are white, red, black, yellow and violet. The colours Ior the
ring are blue, orange, and green, brown and slate. The colour oI a wire's tracer indicates
the dominant colour oI that wire's companion. When reIerring to a wire, either the
number is given or the dominant colour oI that wire is named Iirst and Iollowed by the
colour oI its tracer.




Table 9.1 A Table To Demonstrate How All This Works

PAIR NO. TIP COLOUR RING COLOUR
1 White/Blue Blue/White
2 White/Orange Orange/White
3 White/Green Green/White
4 White/Brown Brown/White
5 White/Slate Slate/White
6 Red/Blue Blue/Red
7 7 Red/Orange Orange/Red
8 Red/Green Green/Red
9 Red/Brown Brown/Red
10 Red/Slate Slate/Red
11 Black/Blue Blue/Black
12 Black/Orange Orange/Black
13 Black/Green Green/Black
14 Black/Brown Brown/Black
15 Black/Slate Slate/Black
16 Yellow/Blue Blue/Yellow
17 Yellow/Orange Orange/Yellow
18 Yellow/Green Green/Yellow
19 Yellow/Brown Brown/Yellow
20 Yellow/Slate Slate/Yellow
21 Violet/Blue Blue/Violet
22 Violet/Orange Orange/Violet
23 Violet/Green Green/Violet
24 Violet/Brown Brown/Violet
25 Violet/Slate Slate/Violet
28

Fig 9.1 25 Pairs Cable Wire Used In Telephone Exchange


Fig 9.2 A Typical Telephone Exchange
9.4 DISTRIBUTION SECTION
29

9.4.1 Internal Distribution Frame (IDF)

In IDF, the Iraming oI Jumpers is done. The cables which are coming out oI
the exchange are terminated in IDF in MDF. The numbers are connected in
series & thus it makes it easier to Iind out the numbers in the IDF when some
complications arise.
In Railways two types oI IDF are used:-
a. Crown Type, Installed by TATA Company.
b. Block Type, Installed just beside the MDF.

9.4.2 Main Distribution Frame (MDF)
Exchange is also provided in the Rack type oI tag Block which is called MDF which is
the main distribution Irame. In MDF we mount the Iuse hold tag at the back oI the Block
& Jumper in Iront. There are 40 tag Blocks in a single Irame where 20 are oI B side
making with the number B1-B20 and 20 are on the F side making with the number F1-
F20. In MDF the numbers are distributed here & then according to distribution oI the
cables the record oI the numbers is maintained.

Fig 9.3 A MDF in Telephone Exchange
9.5 1UMPERING
When Jumper is used Ior cross connection the MDF between the side arrester and the
Iuse strip then it is called Jumpering. The Jumper wire is terminated on the terminals oI
the telephone lines and taken to the jumpering oI the external oI the exchange line
attached to it.
9.6 CABLING
The switch board provided should be stripped at the end Ior approx 3 to 4 Ieet. As this
cable is impregnated during manuIacture and it does not require Iurther waxing. The
stripped end should then be Ied to the MDF Irom the bottom locked into a cable and
3

wired and then soldered to the exchange side. It is essential that the twisted pair should
be kept as one pair Ior each line.
9. FAULTS IN TELEPHONE EXCHANGE
1. Line Contact
2. Line Earth
3. Line Disc
1. LINE CONTACT
It means that the wire is connected either with a pole or a tree iI is broken down and a
husky voice is obtained when we ring.
2. LINE EARTH
It means that drop wire breaks on its own when it touches a pole or a tree. SoIt humming
sounds come when we dial a number.
3. LINE DISC
It means that the wire has been broken down.
When two subscribers are talking to each other then a simple path is made & this
path is known as Transmission Bridge.



CONCLUSION

Through this training I got an opportunity to set the practical knowledge oI
manuIacturing oI diesel loco`s and also Iound good working environment and
management in DLW Varanasi.
I think that everyone have to perIorm industrial training very seriously because it
is very beneIicial Ior the knowledge and also it is useIul in Iuture.


3