PAKISTAN RAILWAY TRINNING REPORT

Name: MUHAMMAM IMRAN

Student Roll No: 19AU015

Industrial Training Report: Supervised Industrial Training

Training Period: 17 Weeks

Training Organization: Pakistan Railway

1
ABSTRACT
The internships in companies are an important part of the students at graduate level.
Students have to do internships in the company of their choice at the end of their final
year BS AUTOMOBILE ENGINEER in order to get experience in a professional
context. For the last four months I have done my final year internship in PAKISTAN
RAILWAY.
My department name Automotive Engineering and Technology in Punjab Tianjin
University of Technology Lahore, are required to go through business training from
Pakistan railways .

2
ACKNOWLEDGEMENTS

I am very much grateful to the organization‘s authority for taking the initiative for the
industrial training to upgrade my knowledge by placing meat Railway Pakistan. I would
like to thank all our teachers especially Engr. Ali Mansoor. Guiding us in solving our
problems related to internship and our coordinator is also Eng. Kashif Ijaz so his
cooperation and support to bring this task to completion

I wish to express my gratitude to the officials and other members of RailwayPakistan

who rendered their help during the period of my training.

I express my sincere thanks to the senior section engineer, who through his expert
guidance helped me throughout the course of this training. If it was not for his motivation
and encouragement, I would not have seen through this training course an honest course
to the splendor of success.

Pakistan railway organ gram

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Contents
ABSTRACT ........................................................................................................................2
ACKNOWLEDGEMENTS .................................................................................................3
Pakistan railway organ gram ...............................................................................................3
Objective of the Report ......................................................................................................10
Objective of the Training: ..................................................................................................10

Talent development: ..........................................................................................................10

Protection awareness: .......................................................................................................10

Knowledge Workshop techniques: ...................................................................................10

Troubleshooting and hassle-fixing: .................................................................................11

Familiarization with device: .............................................................................................11

Chapter:1............................................................................................................................12

Backgrounds of Training Organization...........................................................................12

Vision And Mission: .........................................................................................................13

New lines ...........................................................................................................................14

CHAPTER:2 ......................................................................................................................15

TRAINING SCHEDULE .................................................................................................15

ALL LABS INTRODUCTION .........................................................................................16
LOCOMOTIVE SHOP ......................................................................................................16

Diesel Classified Shop: .....................................................................................................16

E & DC SHOP LOCO ......................................................................................................22

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Tool Shop Loco .................................................................................................................31

Rehabilitation shop ...........................................................................................................37

Hand on Skills In Rehabilitation Shop ......................................................................39

Pre-Inspection: ...........................................................................................................39

Foundry Shop Loco ..........................................................................................................44

POWER PLANT SHOP C&W .........................................................................................51

Types of super chargers :- ................................................................................................58

HEAT TREATMENT SHOP ..........................................................................................59

Types of Heat Treatment Processes ...................................................................................60

TYPES OF HEAT TREATMENT ...................................................................................61

Railway loco heat treatment shop ....................................................................................64

ROLLER BEARING SHOP C&W SHOP .......................................................................65

MOTOR SHOP C&W SHOP ...........................................................................................71

CENTRAL LABORATORY MGPR .................................................................................76

CHAPTER 3 ......................................................................................................................78
DAILY WORK REPORT .................................................................................................78
CHAPTER 4 ......................................................................................................................83

my working experience and weekly report .......................................................................83

Supervisory works: ............................................................................................................83

Diesel classified repair shop loco: ....................................................................................83

Hand on Skills In diesel classified shop ...........................................................................85

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Safety at Work ...................................................................................................................86
E&DC Shop Loco Shop.....................................................................................................87

Tool Shop Loco Shop ........................................................................................................89

Work Experience in Rehabilitation shop .........................................................................90

Foundry Shop Loco Shop .................................................................................................91

Power plant shop C&W shop............................................................................................92

Heat treatment shop ..........................................................................................................94

Roller bearing shop : ........................................................................................................95

Chapter 5…………………………………………………………………………………..100

Conclusion ........................................................................................................................96

Recommendations:............................................................................................................96
CHAPTER 6 ......................................................................................................................97

Reference ...........................................................................................................................97
CHAPTER 7 ......................................................................................................................98

Appendix: ..........................................................................................................................98

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List of figure
Figure 1 Pakistan railway.............................................................................................12
Figure 2 Diesel shop ....................................................................................................16
Figure 3 overview ........................................................................................................18
Figure 4 engine ............................................................................................................18
Figure 5 main alternator ...............................................................................................19
Figure 6 electrical panel ...............................................................................................20
Figure 7 batteries use in power plant ...........................................................................20
Figure 8 scope of work ................................................................................................22
Figure 9 locomotive engine .........................................................................................22
Figure 10 fraction plat ..................................................................................................24
Figure 11 valve ............................................................................................................25
Figure 12 bearing shall.................................................................................................25
Figure 13 conrod ..........................................................................................................26
Figure 14 bush..............................................................................................................26
Figure 15 cam shaft ......................................................................................................27
Figure 16 crank shaft ...................................................................................................27
Figure 17 rotor shaft.....................................................................................................28
Figure 18 lathe .............................................................................................................29
Figure 19 turret lathe ....................................................................................................29
Figure 20 tool shop milling machine section ...............................................................30
Figure 21 grinding section ...........................................................................................31
Figure 22 tool shop ......................................................................................................32
Figure 23 complete cutting tool box ............................................................................32
Figure 24 milling cutters ..............................................................................................34
Figure 25 high speed steel............................................................................................34
Figure 26 cemented carbide tipped tool .......................................................................35
Figure 27 bridge reamers cutting tool ..........................................................................35
Figure 28 twist drills tool .............................................................................................36
Figure 29 Horizontal milling machine .........................................................................36
Figure 30 universal milling machine ...........................................................................37
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Figure 31 Rehabilitation shop ......................................................................................37
Figure 32 foundry shop ................................................................................................44
Figure 33 table of the foundry shop all materials ........................................................45
Figure 34 sliding door handel ......................................................................................46
Figure 36 catcher..........................................................................................................46
Figure 37 battery thimble .............................................................................................47
Figure 38 casting ..........................................................................................................48
Figure 39 pattren ..........................................................................................................48
Figure 40 mould ...........................................................................................................49
Figure 41 Rotary furnace .............................................................................................50
Figure 42 furnace .........................................................................................................51
Figure 43 power station ...............................................................................................51
Figure 44 inside of power plant ...................................................................................52
Figure 45 power plant engine ......................................................................................52
Figure 46 liner ..............................................................................................................54
Figure 47 electrical control system ..............................................................................55
Figure 48 batteries........................................................................................................56
Figure 49 ......................................................................................................................56
Figure 50 test plant.......................................................................................................56
Figure 51 turbo .............................................................................................................57
Figure 52 turbo section ................................................................................................58
Figure 53 super charger ...............................................................................................58
Figure 54 turbo and supper charger .............................................................................59
Figure 55 heat treatment shop ......................................................................................60
Figure 56 process table ................................................................................................60
Figure 57 Annealing ....................................................................................................61
Figure 58 hardening .....................................................................................................62
Figure 59 tempering .....................................................................................................62
Figure 60 quenching oil ...............................................................................................63
Figure 61 carburising ...................................................................................................64
Figure 62 furnace .........................................................................................................65
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Figure 63 box type furnace ..........................................................................................65
Figure 64 roller bearing shop .......................................................................................66
Figure 65 chines axle ...................................................................................................66
Figure 66 japans axle ...................................................................................................66
Figure 67 cylindrical bearing .......................................................................................68
Figure 68 spherical bearing ..........................................................................................68
Figure 69 needle ...........................................................................................................68
Figure 70 tapper roller bearing ....................................................................................69
Figure 71 power oil ......................................................................................................70
Figure 72 heating bearing ............................................................................................70
Figure 73 motor shop ...................................................................................................71
Figure 74 store room ....................................................................................................71
Figure 75 store room list of all parts ............................................................................71
Figure 76 engine ..........................................................................................................72
Figure 77 block ............................................................................................................72
Figure 78 cylinder head ...............................................................................................73
Figure 79 piston ...........................................................................................................73
Figure 80 connecting rod .............................................................................................74
Figure 81 crank shaft ...................................................................................................74
Figure 82 crankcase .....................................................................................................75
Figure 83 complete valve .............................................................................................75
Figure 84 engine ..........................................................................................................84
Figure 85 complete traction motore assibambli ...........................................................85
Figure 86 ......................................................................................................................85
Figure 87 traction motor ..............................................................................................85
Figure 88 safety............................................................................................................86
Figure 89 ......................................................................................................................88
Figure 90 after cutting ..................................................................................................88
Figure 91 ......................................................................................................................88
Figure 92 table of the alloys metals .............................................................................92
Figure 93 test bar .........................................................................................................94
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Objective of the Report
1. The primary objective of the lab document is to provide a complete report of the
realistic workout or test. It includes info consisting of the date of the activity, the
members concerned, and the particular techniques accompanied at some point of
the exercise.
2. The lab report ambitions to analyse and examine the effects and effects of the
practical exercising. It may consist of statistics, measurements, observations, and
calculations associated with the responsibilities achieved within the workshop.
3. The lab file demonstrates the contributors' understanding and alertness of
theoretical standards learned within the classroom or during previous training
classes. It showcases how they practically enforce their knowledge inside the
railway workshop setting.
4. For nice control functions, the lab report may additionally consist of facts on the
accuracy and precision of measurements, as well as any deviations or problems
encountered for the duration of the exercise. This data allows perceive regions for
development in workshop procedures.

Objective of the Training:

Talent development:
The primary goal of railway workshop education is to expand technical
abilities and abilities required for working in a railway workshop. Contributors
learn how to use diverse tools, equipment, and gadget to carry out protection
and repair tasks on locomotives, carriages, and wagons.

Protection awareness:
Safety is of paramount importance in railway workshops, given the presence of
heavy machinery and potentially hazardous obligations. Schooling emphasizes
safety recommendations, protocols, and great practices to make sure the well-
being of workers and the prevention of injuries.

Knowledge Workshop techniques:

The schooling familiarizes members with the same old running processes and
workflows accompanied in the railway workshop. They advantage insights
into the enterprise, methods, and great manipulate measures concerned in

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railway preservation.

Troubleshooting and hassle-fixing:

Members learn how to pick out and troubleshoot commonplace troubles
encountered in railway operations. The training encourages crucial questioning
and trouble-solving talents to address challenges effectively.

Familiarization with device:

Railway workshop training introduces members to the unique equipment,
machinery, and equipment used in the workshop. They discover ways to
manage and perform these assets competently and successfully.

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 Chapter:1
Backgrounds of Training Organization

Figure 1 Pakistan railway

Pakistan Railways is lifeline of the country. It is a national state-run transport service

running under the administration of Pakistani Government's ―Ministry of Railways‖.
Pakistan Railways provides an important mode of transportation in the farthest corners
of the country and brings them closer for business, sightseeing and education. It has
been a great integrating force and forms the life line of the country by catering to its
needs for large scale movement of people and freight. It carries millions of passengers
and carries huge freight in throughout the Pakistan. Thus it is the cheapest and safest
mode of transportation throughout the Pakistan.
Tough, Railway is the cheapest and safest mode of transportation throughout the
Pakistan. Still, Government is not taking any interest to make some improvements
in this industry.

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When we talk about Pakistan railways industry Pakistan Railway always comes into our
mind with the view as the cheapest mode of transportation but no now is willing to use
this except the poor people or the organizations. The current condition is worse. Today
almost all government corporations of Pakistan are in worst shape but Pakistan Railways
is in really bad condition and costing country huge loses every month. For more than a
century the railroad was the dominant form of land transportation in much of the world.
It was, and still remains the economic backbone of a country.

Pakistan has a total of 220 passenger trains/locomotives and the department has decided
to shut down 102 trains due to financial loses. Today Pakistan Railways with R.s.334
billion liabilities is at the verge of bankruptcy because of corruption, shortage of
locomotives and losses incurred due to the running expenses. According to one report Rs
2.2 billion is spent on wages and pensions every month leaving the department less or
nothing for maintenance of power and rolling stocks.

We have tried to highlight major factors responsible for Pakistan Railway‘s Current
position. For this purpose, we have gathered and analyzed primary data from the students
of Iqra University and residents of Muhammad Ali Society; by conducting a survey. We
have also gathered secondary data from internet and newspapers. We will try to give a
real picture of the about on which report is been written.

Vision and Mission:

Pakistan Railways forms the life line of the country by catering to its needs for large scale
movement of freight as well as passenger traffic. It not only contributes to its economic
growth but also promotes national integration. Pakistan Railways endeavors to run the
trains strictly in accordance to time table. The progressive freight train support
organization operated by professional management and competent staff endeavor to
provide reliable, competitive and economical service of recognized standards to its
customers. Pakistan Railways provides an important mode of Transportation in the
farthest corners of the country and brings them closer for Business, sightseeing,
pilgrimage and education. It has been a great integrating force and forms the life line of
the country by catering to its needs for large scale movement of people and freight.

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New lines
New rail lines have been proposed by Pakistan Railways to connect Gwadar Port to
Central Asia, including:
 Karachi–Gwadar Railway Line
 Gwadar–Mastung Branch Line
 Basima–Jacobabad Branch Line
 Bostan–Zhob–Dera Ismail Khan Branch Line
 Islamabad–Muzaffarabad Branch Line
 Jhang Sadar–Risalewala Branch Line

Breaks of gauge:
In Pakistan: 1,676 mm (5 ft 6 in)–1,435 mm (4 ft 8+1⁄2 in) at Gwadar Port
Outside Pakistan: 1,676 mm (5 ft 6 in)–1,520 mm (4 ft 11+27⁄32 in) at Mazar-i-Sharif,
Afghanistan and 1,676 mm (5 ft 6 in)–1,435 mm (4 ft 8+1⁄2 in) at Kashgar, China.

Track-doubling project:
Over 1,409 kilometres (876 mi) of tracks have been doubled since the track-doubling
project began in the 1990s. Sections of the Karachi–Peshawar Line were first doubled,
since it was the country's busiest and longest line.

Karachi–Peshawar Line:
 Kiamari–Lodhran Junction: 843 kilometres (524 mi)
 Lodhran Junction–Sher Shah Junction: 72 kilometres (45 mi)
 Sher Shah Junction–Multan Cantonment: 15 kilometres (9.3 mi)
 Multan Cantonment–Khanewal Junction: 49 kilometres (30 mi)
 Khanewal Junction–Sahiwal: 119 kilometres (74 mi)

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 CHAPTER:2

TRAINING SCHEDULE
SR # NAME OF PERIOD OF TRAINING
SHOPS

1 Diesel Classified Repair Shop Loco 27-03-2023 to 15-04-2023

2 E&DC Shop Loco Shop 16-04-2023 to 22-04-2023

3 Tool Shop Loco Shop 23-04-2023 to 01-05-2023

4 Diesel Rehibition Shop loco Shop 02-05-2023 to 15-05-2023

5 Foundry Shop Loco Shop 16-05-2023 to 25-05-2023

6 Power Plant Shop C&W Shop 26-05-2023 to 10-06-2023

7 Heat treatment shop C&W Shop 11-06-2023 to 18-06-2023

8 Roller baring Shop C&W Shop 19-06-2023 to 29-06-2023

9 Motor Shop C&W Shop 30-06-2023 to 19-07-2023

10 Central Laboratory Shop C&W Shop 20-07-2023 to 22-07-2023

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ALL LABS INTRODUCTION LOCOMOTIVE SHOP
Diesel Classified Shop:

Diesel classified shop deals with the repairing and maintenance of the engines.
The responsibility of diesel classified work shop is overhauling of all locomotives of
Pakistan Railways after every 5 years. There are 5 different sections working for diesel
classified.

• Power assembly section.

• Nozzle, fuel Injection & pump section.
• Governor section.
• Electrical section.
• Air compression section.
• Bogie assembly section
• Turbo super charger section

Figure 2 Diesel shop

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The Diesel Locomotive
The modern diesel locomotive is a self-contained version of the electric locomotive.
Like the electric locomotive, it has electric drive, in the form of traction motors driving
the axles and controlled with electronic controls. It also has many of the same auxiliary
systems for cooling, lighting, heating, braking and hotel power (if required) for the train.
It can operate over the same routes (usually) and can be operated by the same drivers. It
differs principally in that it carries its own generating station around with it, instead of
being connected to a remote generating station through overhead wires or a third rail. The
generating station consists of a large diesel engine coupled to an alternator producing the
necessary electricity. A fuel tank is also essential. It is interesting to note that the modern
diesel locomotive produces about 35% of the power of a electric locomotive of similar
weight.

Diesel-Electric Types:
Like an automobile, a diesel locomotive cannot start itself directly from a stand. It will
not develop maximum power at idling speed, so it needs some form of transmission
system to multiply torque when starting. It will also be necessary to vary the power
applied according to the train weight or the line gradient. There are three methods of
doing this: mechanical, hydraulic or electric. Most diesel locomotives use electric
transmission and are called "diesel-electric" locomotives.

Mechanical and hydraulic transmissions are still used but are more common on
multiple unit trains or lighter locomotives.
Diesel-electric locomotives come in three varieties, according to the period in whichthey
were designed. These three are:
DC- DC (DC generator supplying DC traction motors);AC-
DC (AC alternator output rectified to supply DC motors) and AC
- DC - AC (AC alternator output rectified to DC and then inverted to 3-phase ACfor the
traction motors)..

17
The Schematic figure of the Diesel Electric is given below.

Figure 3 overview

The DC - DC type has a generator supplying the DC traction motors through a resistance
control system, the AC - DC type has an alternator producing AC current which is
rectified to DC and then supplied to the DC traction motors and, finally, the most modern
has the AC alternator output being rectified to DC and then converted to AC (3-phase) so
that it can power the 3-phase AC traction motors. Although this last system might seem
the most complex, the gains from using AC motors far outweigh the apparent complexity
of the system. In reality, most of the equipment uses solid state power electronics with
microprocessor-based controls. For more details on AC and DC traction, see Electric
Traction Power and Electric Locomotives on this site.

Diesel Engine
This is the main power source for the
locomotive. It comprises a large
cylinder block, with the cylinders
arranged in a straight line or in a V.
The engine rotates thedrive shaft at up
to 1,000 rpm and this drives the

various items needed to power the locomotive. As the Figure 4 engine

transmission is normally electric, the engine is used as the power source for the alternator
that produces the electrical energy to drive the locomotive.

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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 motors mounted on the trucks
(bogies). In older locomotives, the
alternator was a DC machine, called a
generator. It produced direct current
which was used to provide power for DC

traction motors. Many of these machines Figure 5 main alternator

are still in regular use. The next development was the
replacement of the generator by the alternator but still using DC traction motors.

Motor Blower
The diesel engine also drives a motor blower. As its name suggests, the motor
blower provides air which is blown over the traction motors to keep them cool
during periods of heavy work. The blower is mounted inside the locomotive bodybut
the motors are on the trucks, so the blower output is connected to each of themotors
through flexible ducting.

Air Intakes
The air for cooling the locomotive's motors is drawn in from outside the locomotive. It
has to be filtered to remove dust and other impurities and its flow regulated by
temperature, both inside and outside the locomotive. The air management system has to
take account of the wide range of temperatures from the possible +40°C of summer to the
possible -40°C of winter.

Rectifiers/Inverters
The output from the main alternator is AC but it can be used in a locomotive with either
DC or AC traction motors. DC motors were the traditional type used formany years
but, in the last 10 years, AC motors have become standard for new locomotives. They are
cheaper to build and cost less to maintain and, with electronic management can be very

19
finely controlled. To see more on the difference between DC and AC traction
technology try the Electronic Power Page on this site.
To convert the AC output from the main alternator to DC, rectifiers are required. If the
motors are DC, the output from the rectifiers is used directly. If the motors are

AC, the DC output from the rectifiers is converted to 3-phase AC for the traction motors.

Electronic Controls
Almost every part of the modern locomotive's equipment has some form of electronic
control. These are usually collected in a
control cubicle near the cab for easy
access. The controls will usually
include a maintenance management
system of some sort which can be used
to download data to a portable or hand-
held computer.

Batteries Figure 6 electrical panel

Just like an automobile, the diesel engine needs a battery to start it and to provide
electrical power for lights and controls when the engine is switched off and the alternator
is not running.

Figure 7 batteries use in power plant

20
Traction Motor
Since the diesel-electric locomotive uses electric transmission, traction motors are
provided on the axles to give the final drive. These motors were traditionally DC but
the development of modern power and control electronics has led to the
introduction of 3-phase AC motors. For a description of how this technology works, go to
the Electronic Power Page on this site. There are between four and six motors on most
diesel-electric locomotives. A modern AC motor with air blowing can provide up to
1,000 hp.

Power assembly section

In power assembly section, engine head, connecting rod, valves, piston, liner (cylinder)
and other parts are totally disassembled and overhauled. If there is any part which is out
lived so it will be replaced e.g. piston rings. Engine partsare transfer to power assembly
section by overhead electric crane (5 & 40 toncapacity). Liner (cylinder) made by cast
iron has ø9.003‖ and chrome coated internally. Aluminum made piston has ø8.980‖,

Governor section:
Governor regulates the idling speed and maximum speed of the engine by controlling
the fuel supply. It is tested on machine that how it is working and what are problems
which should correct. Check all 8 notches as well.

The governor system is like a cruise control system. It maintains the speed of your lawn
mower or outdoor power products. When Briggs & Stratton governors are adjusted
properly, they keep your speed steady regardless of engine load - the amount of work
the engine must perform. When powering alawn mower, engine load can be affected by
hills or height of grass. For atiller engine, load may depend on depth of the tines while a
chipper‘s load may be affected by thethickness of branches.

Air compression section:

Air compressors of locomotives are repaired or overhauled here, it is use for thebraking
system of train. There are two types of braking systems used in Pak railways, air pressure
brakes and vacuum brakes. 6 cylinders compressor is used for 3000/2000 h.p

21
locomotives. Where 3 cylinders for 70 psi air pressure and 3 cylinders for 22 lb/inch
vacuum.
1. 6CD3UC compressor.
2. 6CD4UC compressor.

Figure 9 locomotive engine Figure 8 scope of work

E & DC SHOP LOCO

In this shop all parts related to diesel engine are prepared and machined here:Parts
prepared and machined here are:
• friction plate
• discharge valve
• valve guide
• plunger lubricant
• bearing shell
• con rod
• con rod bush
• rooter shaft
• all types of bushes

Sections in E &DC SHOP

• grinding section
• milling section

22
 • lathe section
• turbo rotor assembly section
• fitting section

Machines used in E & DC SHOP

• Hydraulic machines

• Vertical milling machines

• Bench lathes

• Center lathes

• Universal grinding machines

• Universal milling machines

23
Parts prepared in E&DC shop
The following parts are prepared here:

Friction plate
A clutch is a mechanical device which engages and disengages power transmission
especially from driving to driven shaft .In the simplest application, clutches connect and
disconnect two rotating shafts (drive shoreline). In these devices, one shaft is typically
attached to an engine or other power unit (the driving member) while the other shaft
(the drivenmember) provides output power for work. While typically the motions
involved are rotary, linear clutches are also possible. In a torque-controlled drill, for
instance, one shaft is driven by a motor and the other drives a drill chuck. The clutch
connects the two shafts so they may be locked together and spin at the same speed
(engaged), locked together but spinning at different speeds (slipping), or unlocked and
spinning at different speeds (disengaged).

Figure 10 fraction plat

24
Discharge valve
A basic discharge valve serves to regulate the flow of
a substance, making it possible to increase or decrease that flow so that the desired
outcome is achieved. For
example, this type of valve may
be included inthe design of a dam,
making it possible to control the
flow of water so that the water
pressure within the dam is

maintained within a safe limit. Doing so helps to Figure 11 valve

preserve the integrity of the dam, since water is
periodically released through the discharge relief valve, and allowed to flow into nearby
bodies of water. Not only does the valve protect the dam, it also helps to ensure that
water levels within those bodies of water are maintained at respectable levels.

Bearing shell
Shell bearing is a type of bearing used for main bearings and big-end bearings,
consisting of a circular housing which can be divided into two halves Thinshell bearings
are used for most bearing applications in the main engine. They consist of a steel
backing strip coated with a layer of white metal Bearings

Figure 12 bearing shall

25
Conrod / Big Endt
These shells are located at the larger end of the connecting rod. These shells may have
certain such as oil holes & locating tags. The conrod bearings are made of different
composite metals such as silicon aluminum, lead copper, copper silicone silver. Our
range of race series bearings have arange of coatings or additional overlays to increase
hardness & load capacity. We keep oversized bearings for crankshafts that have been
machined or "ground" to an undersize.

Figure 13 conrod
Small End Bushes
These bearing are located at the smaller end of the
connecting rod. This is where the gudgeon pin of the
piston is located. We can source these bearings ifyour
conrod requires them. Often these bearing come with
the conrod. Small end bushed either come at a specific

size or need to be lined bored to achieve the correct fitment. Figure 14 bush

26
Thrust Washers
Thrust washers are either separate from the main bearing or integrated into the one or
two of the main shells. The thrust washer isdesigned to govern the lateral movement of
the crankshaft. This is called the "end float". Oversize thrust washers are available for
some engines so the end float can be re-calculated if there is excessive wear.

Camshaft Bearings / Bushes

The bearings sit between the cylinder head casting and the camshaft caps wichhouse the
camshaft. These bearings may have oil holes for certain engines to help keep the

camshaft lubricated.

Figure 15 cam shaft Figure 16 crank shaft

Cam shaftsparts are following:

1. Main Bearing

2. Connecting rod shell

3. Flange bearing or main with thrust washer

4. Piston pin bushing / Small End

27
5.Camshaft bush

Roter shaft
a stub shaft is a short rotating shaft that extends, cantilevered out past its supporting
bearings in the main structure of a power transmission subsystem.

Figure 17 rotor shaft

Machines used in E&DC shop

The following machines are used in this shop to make engine parts

Lathe machines
Different types of lathe machine are used in this shop for various operations
The lathe is a machine tool used principally for shaping articles of metal (and sometimes
wood or other materials) by causing the workpiece to be held and rotated by the lathe
while a tool bit is advanced into the work causing the cuttingaction. The basic lathe that
was designed to cut cylindrical metal stock has been developed further to produce screw
threads. tapered work. Drilled holes. knurled surfaces, and crankshafts. The typical
lathe provides a variety of rotating speeds and a means to manually and automatically
move the cutting tool into the workpiece.

TYPES OF LATHES
Centre lathe
The Centre Lathe is used to manufacture cylindrical shapes from a range of materials
including; steels and plastics. Many of the components that go together to make an

28
engine work have been manufactured using lathes. These may be lathes operated
directly by people (manual lathes) or computer controlled lathes (CNC machines) that
have been programmed to carry out a particular task. A basic manual centre lathe is
shown below. This type of lathe is controlled by a person turning the various handles on
the top slide and cross slide in order to make a product / part.

Figure 18 lathe

Turret lathe
The turret lathe is a form of metal working that is used forrepetitive production of
duplicate parts, which by the nature of their cutting
process are usually interchangeable. It evolved from
earlier lathes with theaddition of the turret, which that
allows multiple cuttingoperations to be performed,
each with a different cuttingly in easy, rapid
succession, with no need for the operator to perform
set-up tasks in between,such as installing or
uninstalling tools, nor to control the tool path. The latter isdue Figure 19 turret lathe
to the tool path‘s being controlled by the machine, either injig

29
Milling machine
rotary cutters to remove material from a work piece by advancing ina direction at an
angle with the axis of the too covers a wide variety of different operations and machines,
on scales from small individual parts to large, heavy-duty gang milling operations. It is
one of the most commonly usedprocesses in industry and machine shops today for
machining parts to precise sizes and shapes.

Figure 20 tool shop milling machine section

Milling cutters:
• Plain milling cutter
• Side milling cutter
• Form milling cutter
• End milling cutter
• Face milling cutter
• T-slot cutters

Grinding machine
Grinding machines are also regarded as machine tools. A distinguishing feature of
grinding machines is the rotating abrasive tool. Grinding machine is employed to
obtain high accuracy along with very highclass of surface finish on the work piece. A
grinding machine, often shortened to grinder, is any of various power tool so tools used
for grinding, which is a type of machining using an abrasive wheel as the cutting tool.

30
Each grain of abrasive on the wheel's surface cuts a small chip from the work piece via
shear deformation .

Figure 21 grinding section

Tool Shop Loco

A machine tool shaping or or other rigid materials, usually by cutting, boring ,grinding,
shearing, or other forms of deformation. Machine tools employ some sort of tool that
does the cutting or shaping. All machine tools have some means of constraining the work
piece and provide a guided movement of the parts of the machine. Thus the relative
movement between the work piece and the cutting tool(which is called the tool path) is
controlled or constrained by the machine to at least some extent, rather than being
entirely "offhand" or "freehand". The precise definition of the term machine tool varies
among users, as discussed below. While all machine tools are "machines that help
people to make things", although not all factory machines are machine tools.

Today machine tools are typically powered other than by human muscle (e.g.,
electrically, hydraulically, or vialine shaft), used to make manufactured parts
(components) in various ways that include cutting or certain other kinds of deformation.

31
 Figure 22 tool shop
Types of Cutting
Tools & Materials Properties Cuttingtool materials
The various types of cutting tool materials are used in tools for remove metal from
workpiece. Generally, the tool must be harder than the work material. Theselection of
tool material depends upon the various factor. They are,

• Design of tool

• Production volume

• Rigidity and condition of machine

• Physical and chemical properties of job materials

Figure 23 complete cutting tool box

32
Properties of cutting tool material:
The various properties of cutting tool materials:

Hot Hardness:
The cutting tool is able to withstand high temperature during the machining without any
losses its cutting edge. So the tools or maintained it hardness athigh temperature. The
hardness of tool must be higher than workpiece. The additional material added to tool for
improve hardness. The material of aluminium, tungsten, molybdenum and vanadium.

Wear resistance:
It is the tool ability of resist the wearing. The friction due to contact between tools and
work materials during the machining operation. In this reason wear inthe tool. If tool not
having the sufficient amount of wear resistance, so it will befail quickly. That give poor
surface finish of work material. So the additional of Cobalt material added in the tool
combination to increase the wear resistance property.

Toughness:
It is a combination properties of strength and ductility. The tool should be having
sufficient toughness withstand the shock and vibration. If the tool having sufficient
amount of toughness, the fine edge of cutting tool does not break down or chip
formation.

Low friction:

For generally, the coefficient of friction between work piece and tool must be a lower. So
the lower friction reduce the heating and wearing in the tool material.
Types of cutting tools materials:

1. The following material having suitable for heat treated where ever requirementin
the manufacturing of machine tool.
2. Milling cutters

3. High speed Steel tipped tool

4. Cemented carbide tipped tool for cast iron

5. Bridge reamers

33
 6. Taps

7. Twist drills

Milling cutters
The purpose of a milling cutter is to remove
material from a work piece. With that said,
milling cutters don't consist of a single blade.
While turning operations performed using a
lathe generally feature a single-bladed cutting

tool, milling cutters consist of multiple blades. Figure 24 milling cutters

High speed Steel:

Tools or cut the material effectively even at high speed. It steels having high wear
resistance and hot hardness in composition. It cutting speed can be 2 to 3times more than
carbon steel. It tool perform high speed of cut and metal removal rate, improve the
cutting performance.

Figure 25 high speed steel

Cemented carbide tipped tool for cast iron

Cemented carbide is extensively used as cutting tool material because of the advantages it
offers. Initially brazed cemented carbide tips were used which could be renewed by

34
grinding when cutting edge turned blunt.

Figure 26 cemented carbide tipped tool

Bridge reamers
Reamer tools are radially symmetrical tools with either straight, slightly twisted, or spiral
fluted cutting surfaces that are ground to a very precise diameter. They are used to finish
holes that have been drilled, end-milled, or punched, leaving them with very accurate
dimensions.

Figure 27 bridge reamers cutting tool

Twist drills
A twist drill is a metal rod of a specific diameter that has two, three or four spiral flutes
running most of its length. Two-flute drills are for primary drilling, whereas three- and
four-flute drills are only for enlarging cast or punched holes in a production situation.

35
 Figure 28 twist drills tool

The different types machine use in tool shop

Horizontal milling machine

Figure 29 Horizontal milling machine

Universal milling machine

36
 Figure 30 universal milling machine

Rehabilitation shop
The first shop I visited was the Rehabilitation shop. Apart from repairs there is also
occasional maintenance.

Figure 31 Rehabilitation shop

37
Supervisory Work in the Rehabilitation Shop:
My duties at the repair shop are to look at loco motivation engine repair tests and to
check outthe cart frame and other different tests .After a crash and a train accident all the
replacement trains are in a repair shop.

I am working is this shop under the supervision of Sir Manzoor who is the CIR in the
Locomotive Workshops. They guide me through my internship period which I spend in
thisshop are:

1. Scheduling Process of Pakistan Railway Engines

2. Inspection and checking of I beams

3. Inspection and welding of Welded spots in engines

4. Inspection of Batteries use in Loco engines

Two different sections are working for diesel classified

Rehabilitation shop.
1. Assemble and Disassemble Section of Steam and Diesel Locomotivess

2. Maintenance/Repair Section

Disassemble Section:
In the section nut and bolts that connect the body and the trucks are open then bogie and
rail body disassemble and lifted by crane. lifting Crane can bear 150 tone wight. Two
crane-lift liftthe body together.

Bogie of Locomotive

Bogie is play an important rolls for the link of rail body and track for the safety and
comfort purpose of passenger. In technical terms bogie called chassis or frame work
consisting a wheel attach to a rail vehicle.

Main Component of bogie are fellow

1. Bogie is frame itself.

2. Brake components

3. Suspension to absorb shocks between bogie frame and rail body.

38
4. Two Wheel set with axle at each end and one at the center.

5. Traction Motor

Central Pivot

The central pivot is located on the front side of the frame to allow for a certain level of
rotationof the train. Pivot carries about 60% of direct load and acquires and transmits
gravity and braking. The pivot bowel and loading area are lined with grease for its line.
The middle pivot is checked for appearance. The central pivot pin connects the body to
the bogie and transmits the bogie 'gravity and brakes. It has silent rubber trees that help
keep bogies in line with the body and control and reduce angular oscillations of the
bogies to some degree.

Hand on Skills In Rehabilitation Shop

Pre-Inspection:

It is the inspection in which all the pipe fittings, brake equipment are properly fitted
andinplaced before starting of testing the following:.

1. Test for Pressure switch.

2. Emergency Application

3. Reservoir Charging.

4. Release full Brake Application Full Brake Application.

5. Release emergency Brake application.

If there is any part is missing or is in damaged condition then it is reported on the
inspectionform

Final Inspection
Final testing is one of the most important parts of a bogie and coach care because if
thereis adisagreement, the wrong combination or size is gone or a little tolerable so it
can bea big risk. To avoid such an accident, a final examination should be done
carefully.

39
Project Carried Out in the Rehabilitation Shop

Rehabilitation Maintenance Loco Engines

Rehabilitation maintenance of loco engines has two major schedule types:

1. Preventation Maintenance

2. Schedule shed Maintenance

Preventive Maintenance of the PR Locomotives

The efficiency of trains depends on the reliability and availability of trains. Proper and
efficient train maintenance is the foundation of cost-effective train operations. Care
procedureshave emerged from the basic principle that the necessary attention should be
paid to all assets before they deteriorate due to aging which makes them prone to failure.
This is known as maintenance retention. Train block maintenance can be broadly divided
into two headings, namely, periodic adjustments and schedule adjustments.

PR Steam and Diesel Locomotives

The life expectancy of steam and diesel trains is 40 and 36 years, respectively. Due to the
longevity of life, it is important that both assets are stored properly and periodically to
ensurethat there is no deterioration in their condition. The maintenance of steam and
diesel trains isdone as follows.

Schedule shed maintenance of PR Locomotives

Various test schedules have been developed as part of protective care so that specific
sections and parts oftrains can be given need-based attention from time to time. Test
schedules list all the various aspects that need to be taken into account during repair,
depending on the aging and tear parts. The total number of kilometers that should have
been done before these tests were also specified:

Steam locomotives Table 24.6 outlines the various types of schedules approved for the
maintenance of steam locomotives based on the total distance in kilometres covered by
the locomotives.

These repair programs are based on experience and informed investigations into the

40
causes oftrain crashes. Compared to a railroad track, the diesel pump unit is much more
complex, often incorporating an indirect control system with many additional
components. As a result of thisgreat complexity, there is a great deal of inefficiency on
the failure of a particular component.The 'service' of small schedules, that is, travel, two
weeks, monthly, etc., which includes routine tests, a little attention, and the like, takes
about 4 to 12 hours. Larger schedules take longer, lasting 6 to 14 days, as they require
major repairs and replacement.

Electric Locomotives
The schedules for inspection and checks given in Table 24.7 are generally followed on
Pakistan Railways to ensure the proper maintenance of electric locomotives.
The frequency and duration of the various schedules are defined after considering the
failureof several trains, the presence of indigenous parts, and the air and dust
temperatures in the country have been considered.

Rolling Stocks

Rolling stock includes locomotives, passenger coaches, goods wagons, and all other types
of coaches & wagons such as electric multiple units (EMUs), diesel rail cars, and special
wagonssuch as BOX wagons. This section gives some of the details of passenger coaches
and goods wagons.

Classification of railways locomotives

Pakistan Railways classifies locomotives according to horse power, and each

locomotivehasits own code number assigned by P.R.
Following is a list of locomotives, along with their numbers.

 8200 two stroke engine • 4700 two stroke engine • 6000 two stroke engine •
6100 two stroke engine

 5001 four stroke engine • 4800 four stroke engine • 4000 two stroke engine •
8000 fourstroke engine • 6200 two stroke engine

1200 H.P V-type 6 cylinders’ locomotive

EMD 645

41
The EMD 645 is a diesel engine series developed and built by General Motors' Electro
MotiveDivision. One 16-cylinder v type engine was included in the 645 series, which
was designed primarily for locomotive, marine, and stationary engine applications.

ENGINE CONTROL UNIT

In the Power Device Section, the Engine Control Unit (ECU) is available (PDC). The
ECU isin charge of the diesel engine under various conditions. When required or ordered
by an engine management system, the ECU also protects the diesel engine from serious
damage byusing speed protection and power reduction.

The key functions of the ECU are as follows

1. Engine speed control

2. Acceleration and reduction of the limit
3. High fuel limit
4. Engine mode control (screaming, running, shutting down, idleness, suspension,
stopping and over speed)

If certain engine parameters are found outside of the Locomotive Diesel and are
operational,the ECU monitors and detects them. The diesel train is an independentelectric
train. Diesel trains operate on the same basis as electric trains in that the crank shaft of a
diesel engine rotates the alternator.

LOCOMOTIVE EVERSPEED

If the train exceeds the maximum allowable speed (122 kph), a Penalty brake
applicationisinitiated until the train speed is sufficiently reduced.

Problems Encountered
 Following Problems we face in this shops are:
 If it is not properly welded then battery is not working properly or not be fitted.

 Not proper Levelling of the Beam facing problem

Problems Solving

 In-time scheduling maintenance of the engines.

 Proper welded of the Battery racks

42
  Proper Levelling of I beam under manufacturing methods.

How Productivity can enhanced in a given system

The Pakistan Railways workshop is a very useful organization. One of the best and most
profitable things is that the workshop is completely independent. It does not require any
external vendor or product. This section is full of the power of the Railway Workshop.
Themain motivation for the train workshop is to maintain the train, doing its maintenance
from time to time. The organization does its job very well but in a very old way. In the
process ofincreasing productivity, there are some points raised,

1. Time management and team communication are very important in all

areas. Rail systems are good but need some upgrades to improve their
production and craftsmanship.
2. The workplace has a very large working and production space as well.
Manufacturing stores such as forging, blacksmith, spring and casting
shop. It can be used for external projects and components. This can
increase their profits and popularity.

3. Productivity can be improved by making a careful assessment of your

company‘s(PakistanRailway) greatest productivity challenges.

4. For example: High productivity ensures low production costs, high

productivity andefficientuse of available resources.

Quality Management system in PR

1. The quality management system of the Pakistan Railway workshop is
excellent.The workshop has ISO 9001: 2008, which means that the performance
is perfectly standard.
2. They use old techniques but they work to the fullest. They have a proper testing
and evaluation system. This can be further developed through the use of modern
techniques.

Work Experience in Rehabilitation shop

The main task of the rehabilitation shop is to repair or rehab damaged locomotives so that
they may be used again. We work with Mr. Mansoor, the foreman, who informs us about

43
all of the primary functions of the rehabilitation shop and its sections. We also visit some
of the accident locomotives and study the locomotive engine's traction motor and cooling
system. We see how they separate the locomotive's pivots from its bogie and elevate the
locomotive's body using a 40-ton horizontal puller crane before resting it on ground
fixed.

Foundry Shop Loco

In foundry shop different types of parts are produced using casting process. After
casting the work pieces are machined to convert them into various parts according to
part structure. Various types of furnaces are available in at Loco shop of railway
industry to cast different number of parts according to demand. Operations to be
performed and time to make that part are mentioned on work order. Operation are
performed according to the sequence mentioned on work order.

Foundry shop is Divided in two parts:

• Brass foundry
• Iron foundry

Figure 32 foundry shop

Parts prepared in brass foundry

There are following parts are prepared in this shop

• Sliding door handle
• Upper birth handle
• Coat hook
• Window catcher

44
 • Window stopper
• Window panel
• Glass stand
• Motor cover

Figure 33 table of the foundry shop all materials

Sliding door handle

Sliding door handle use for door open and close so different types sliding door use in
railway work shop the process of molding sliding door handle is very simple.
1. First of all ready the sketch of the sliding door handle with the help of wood.
2. The second is ready the mold sand .

45
3. The last is add the melt iron inside the sand.

Figure 34 sliding door handel

Window catcher and Window stopper

Window catcher and window stopper two different thinks butt use only for windows the
window stopper use for window lock butt the window catcher use for window up and
down.

Figure 36 catcher Figure 35 stopper

Copper thimble
The copper thimble use for battery because the copper is more efficient for electricity
conductor
So the Meany use of copper thimble.

46
Figure 37 battery thimble

Parts prepared in iron foundry

There are following parts are prepared in this shop

• L.P cylinder for D.E loco

• H.P cylinder for D.E loco
• Oil tank cock body
• Disc brake
• Brake shoes
• Caps for alternator body
• Brake block
• Plug for oil tank cock body

CASTING:

Casting is a manufacturing process in which a liquid material is usually poured into a

mold, which contains a hollow cavity of the desired shape, and then allowed to
solidify. The solidified part is also known as a casting, which isejected or broken
out of the mold to complete the process. Casting materials are usually metals or
various cold setting materials that cure after mixing two or more components together.

47
Casting process
Casting is the process of pouring molten metal into the previously made cavityto the
desired. Shape and allow it to solidify
The following are the basic operations of casting process

• Pattern making
• Mould preparation
• Melting the metal
• Pouring it into a previously made
mould which confirms to theshape
of desired component.

Figure 38 casting
Pattern:

A pattern is an element used for making cavities in the mould, into whichmolten. Metal is
poured to produce a casting.

Requirements of a good pattern and pattern allowance.

i. Secure the desired shape and size of the casting

ii. Simple in design, for ease of manufacture
iii. Cheap and readily available Light in mass and convenient to handle

iv. Have high strength

Figure 39 pattren

48
Different types of patterns:
 Split or Parted Pattern
 Loose Piece Pattern
 Gated Patterns.
 Match Plate pattern.

Mould preparation:

A mold is formed into the geometric shape of a desired part. Molten metal is then poured
into the mold, the mold holds this material in shape as it solidifies. A metal casting is
created. Although this seems rather simple, the manufacturing process of metal casting
is both a science and an art. First, molds can be classified as either open or closed. An
open mold is a container, like a cup, that has only the shape of the desired part. The
molten material is poured directly into the mold cavity which is exposed to the open
environment.

Mould preparation:

chaplet

Mold
cavity

Figure 40 mould

49
Rotary furnace
Rotary Melting Furnace is very flexible & universal
equipment used for recycling many non-ferrous metals. Rotary Furnace is a batch type
process furnace. It is designed according to capacity. In Rotary Furnace the required
quantity of raw material is filled along with a proportionate charge of additives. On the
one end is a moving door & burner is installed on that door for firing. &the other end of
the furnace is attached with RotaryChamber for flue gases.

Figure 41 Rotary furnace

Cupola Furnace:
The cupola is the most widely used furnace in the foundry for melting ferrous and non-
ferrous metals and alloys. A cross-section of a cupola is shown. A cupola is a shaft
furnace of cylindrical shape erected onlegs or columns. The cupola shell is made of steel
plate 8 or 10 mm thick. The interior is lined with refractory bricks to protect the shell
from getting overheated.The charge for the cupola consists of metallic material, fuel and
fluxes.

50
 Figure 42 furnace

POWER PLANT SHOP C&W

Introduction:

A power station, also referred to as a power plant or powerhouse and

sometimes generating station or generating.
plant, is an industrial facility for the generation of electric power. Most power
stations contain one or more generators, a rotating machine that convert mechanical
power in to electrical power. The relative
motion between The energy source
harnessed to turn the generator varies
widely. Most power stations in the world as
coal ,oil, and natural gusto generate

electricity. Others use nuclear power but there is an Figure 43 power station

increasing use of cleaner renewable such

assolar,wind,waveandhy droelectric.

51
Pakistan Railways Power Plant
Power Plant workshop at Pakistan Railways was also one of the good sources of learning
practical knowledge. This workshop basically was about the production of energy, its
utilization and its distribution etc. the power plant section is the last part of railway so this
part also working on two engines . so these engine control all electrical part of railway.

The engine capacity Figure 44 inside of power plant

In power plant shop I see that how electricity is generated and for which purpose. There
were engines of different company like
Cummins, Caterpillars, Perkins etc.
Perkins‘s engines (20kv) were used only to
light up lights and turn on fans. While
Cummins, Caterpillars (300-450) Kwa these
were used to run AC and also fans etc.

Figure 45 power plant engine

According to the arrangement of cylinders, an engine is
classified primarily intofollowing categories:

1. Inline.

2. 'I' shaped

3. 'V' shaped.

52
 4. 'W' shaped.

5. Flat / Horizontally opposed.

 In Line Engine:
This type of design is a very basic and conventional engine design. In this engine
construction,the cylinders are in a single straight line. An inline engine is used with 2, 3, 4,
5, 6 or up to 8 cylinders.

‗V’ Engine:
This is a newer generation engine design. In this engine construction, the cylinders are at
an angle. The angle between the cylinders forms a 'V' shape and that is why it is a 'V' engine
design.

‗W’ Engine:
In this engine construction, the engine has three rows of cylinders placed at an angle. The
anglebetween the cylinder rows forms a 'W' shape and that is why it is a 'W' engine design.
 Engine Types According to Speed
Low speed engine (less than 750 rpm)
Medium Speed Engine (750-1000 rpm)
High Speed Engine (1200-1800 rpm)

Engine parts

a. Engine Block
b. Crankshaft
c. Cylinder head
d. Piston
e. Cylinder liner
f. Inlet and exhaust valve
g. Flywheel
h. Engine timing gear
i. Intake and exhaust air manifolds
j. Turbocharger
k. Thermostat

53
l. Fuel injection pump
m. Radiator and radiator fan
n. Water circulation pump
o. Self-starter
p. Camshaft
q. Fuel filter, lube oil filter, air cleaner
r. Head gasket

Reasons for failure of crankshaft

Insufficient lubrication: If the lubrication of bearing in the crankshaftis starved,

it may lead to wipe out of the bearing and failure of the crankshaft.

Over Pressurized Cylinder: It may happen that there is hydraulic lock (water
leakage) inside the liner and due to extreme pressure, the crankshaft may slip.

Black Smoke

1. Too much fuel is burning

2. Air filter is not working properly(clogged)
3. Fault in Fuel Injectors, pressure regulators

Blue Smoke
1. Oil is burning (piston ring is faulty, loss of gas to crankcase
2. Oil leaking in combustion chamber

Engine liner
It is a cylinder that is fitted to the engine block to form the cylinder, and is one critical
function part that forms the engine interior.
In Japan they are usually called Cylinder Liners,
but some countries (companies) call them
Cylinder Sleeves.
The engine's cylinder wall is high
temperature/high pressure, and the piston
Figure 46 liner
ring/piston is sliding at high speed, and particularly with

54
truck/bus engines a long-life is demanded, so we use highly friction resistant casting
material Cylinder Liners only for cylinders. Also, in recent years, to make engines light-
weight, engine blocks are changing from casting to aluminum alloys, however, aluminum
alloys suffer deformation and friction during direct sliding when used for the cylinder
inner circumference, therefore, the aluminum die cast block is mainly used where the
Cylinder Liner is cast-in.

Engine electrical control system

The engine electrical control system control the engine system for example control water
temperature over speed engine oil temperature etc.

Figure 47 electrical control system

Changhong Sintered type Nickel Cadmium Battery

55
Changhong is mainly engaged in R & Dmanufacture and sale of new energy batteryhigh
power lithium-ion power systemlong-life nickel-iron storage battery, silver-zinc
rechargeable battery, nickel-cadmium battery, nickel-metal hydride battery and power
management battery system. After more than 40 years development, Changhong has
become Chinas power industry leader. Now Changhong is concentrate on providing
customers with leading technology,
quality and reliable power supply
system application solutions.
Specifications & Features:
Nominal voltage: 1.2V
Capacity: KPX: 10Ah~ 400Ah
Excellent Electrical Performance:

Over 7 ItA high discharge rate Figure 48 batteries

Long service life: More than 20 years

Maintenance: Free or low

Water test dram

The water dram test is very simple test this test also working on a water the electrical
weir connect with engine . the engine load apply on a water tang and note the riding . so
the engine start three to two hour and also check engine efficiency and engine working .

Figure 49 Figure 50 test plant

Turbo charger and its working principle:

A turbocharger is a turbine-driven

56
forced induction machine that boosts the efficiency and power output of an internal
combustion engine by bringing additional air into the combustion chamber A turbo is a
device that can enhance the
horsepower of an engine without
adding to its
weight.ATurbocharger is a
device that is used to increase

the power of the engine or one can

say efficiency of engine by
increasing the amount of air
Figure 51 turbo

entering into the combustion chamber. More air into the combustion chamber means
more amount of fuel will be admited into the cylinder and as a result one will get more
power from the same engine if the turbochargerare installed in it.

Operating principle of turbocharger:

The amount of engine that actually

goes into the engine‘s cylinder ,compared with the theoretical amount if the engine could
maintain the atmospheric pressure ,is called volumetric efficiencyand the aim of
turbocharger is to improve an engine‘s volumetric efficiency byincreasing density of
the intake gas.

The turbocharger’s draws the air from atmosphere and compresses it with thehelp of
centrifugal compressor before it enters into the intake manifold at increased pressure.
This results in more amount of air entering into the cylinders on each intake stroke. The
centrifugal compressor gets power from the kinetic energy of engine‘s exhaust gases.

The turbocharger has three main components

The turbine, which is almost a radial inflow turbine

1. The compressor which is almost a centrifugal compressor.

2. The centre hub rotating assembly.

57
 Figure 52 turbo section

The turbocharger has three main components

1. The turbine, which is almost always a radial inflow turbine (but is almost alwaysa
single-stage axial inflow turbine in large Diesel engines)
2. The compressor, which is almost always a centrifugal compressor.
3. The center housing/hub rotating assembly

Super chargers :-

In simple words, Superchargers are pressure

boosting devices(compressors)which increase the
pressure of the air before letting it get into cylinder
of theinternalcombustionengine! And the process of
increasing the pressure ORforcing more air to get into engine Figure 53 super charger

is called as supercharging.

Types of super chargers :-

• Centrifugal superchargers
• Root‘s type supercharger
• Vane type supercharger
Many difference butt working like same

58
 Figure 54 turbo and supper charger

HEAT TREATMENT SHOP

Heat treatment is defined as an operation involving the heating and cooling of a metal
or an alloy in the solid-state to obtain certain desirable properties without change
composition. The process of heat treatment is carried out to change the grain size, to
modify the structure of the material and to relive the stresses set up the material after hot
or cold working.
1. The heat treatment is done to improve the machinability.
2. To improve magnetic and electrical properties.
3. To increase resistance to wear, heat and corrosion and much more reason.
Heat treatment consists of heating the metal near or above its critical temperature, held
for a particular time at that finally cooling the metal in some medium which may be air,
water, brine or molten salts. The heat treatment process includes annealing, case
hardening, tempering, normalizing and quenching, nitriding, cyaniding etc.

59
 Figure 55 heat treatment shop

Types of Heat Treatment Processes

Eight different types of heat treatment processes are as follows:

 Annealing
 Normalizing
 hardening
 Tempering
 Nitriding
 Cyaniding
 Carburizing
 Flame Hardening

Figure 56 process table

60
 TYPES OF HEAT TREATMENT
Annealing
Annealing is one of the most important processes of heat treatment. It is one of the most
widely used operations in the heat treatment of iron and steel and is defined as the
softening process.
Heating of from 30 - 50°C above the upper critical temperature and cooling it at the
very slow rate by seeking it the furnace. The main aim of annealing is to make steel more
ductile and malleable and to remove internal stresses. This process makes the steel soft so
that it can be easily machined.

Figure 57 Annealing

Normalizing
Normalizing: The main aim of normalizing is to remove the internal stresses developed
after the cold working process. In this, steel is heated 30 - 50°C above its upper critical
temperature and cooling it in the air.
It improves mechanical and electrical properties, machinability & tensile strength.
Normalizing is the process of heat treatment carried out to restore the structure of normal

61
condition.

Hardening
Hardening: The main aim of the hardening process is to make steel hard tough. In this
process, steel is heated 30° - 40°C above the
upper critical temperature and then followed by
continues cooling to room temperature by
quenching in water or oil. It is the opposite
process of annealing.

Figure 58 hardening

Tempering
Tempering: When the hardening process hardens a steel specimen, it becomes brittle and
has high residual stress. It is an operation used to modify the properties of steel hardened
by quenching for the purpose of increasing its usefulness.
Tempering or draw results in a reduction of brittleness and removal of internal strains
caused during hardening. Steel must be tempered after the hardening process.
The tempering is divided into three categories according to the usefulness of steel require.

Nitriding Figure 59 tempering

Nitriding is the process of the case or surface hardening in which nitrogen gas is

62
employed to obtain hard skin of the metal. In this process, steel is heated in the presence
of ammonia environment.
Due to this, a nitrogen atom is deposited and makes material hard. Induction hardening
and Flame hardening objects are heated by an oxy-acetylene flame.

Cyaniding
Cyaniding: In this process, steel is heated in the presence of sodium cyanide
environment. Due to this, carbon and nitrogen atoms are deposited on the surface of steel
and make it hard.

Purpose of Cyaniding
1. This method is effective for increasing the fatigue limit of medium and small-
sized parts such as gears, shafts, wrist pins etc.
2. To increase surface hardness.
3. increase wear resistance.
4. To give the clean, bright and pleasing appearance to the hardened surface.

What is oil quenching and quenching oil types

The quenching process is a crucial step in the heat treatment of metals. It‘s a process of
rapidly cooling a piece of metal in order to achieve or modify specific properties like
hardness, strength, or toughness. Rapid cooling minimizes the amount of time metal
spends at high temperatures and prevents faults that would otherwise occur.
Common quenching mediums are air, oil, water, and brine. Depending on the medium
and method of application, metals can be modified in specific ways. Oils have been
popular metalworking fluids throughout history and remain so today.

Figure 60 quenching oil

Carburising
Carburising: In this process, steel is heated in the presence of carbon environment. Due to

63
this carbon atoms are deposited on the metal surface and make it hard.

Figure 61 carburising

Case hardening or surface hardening

The main aim of this process is to make the only external surface of steel hard and inner
core soft. It is the process of carburisation i.e., saturating the surface layer of steel with
carbon, or some other process by which case is hardened and the core remains soft.

Furnaces
Furnaces used for heat treatment can be split into two broad categories: batch
furnaces and continuous furnaces. Batch furnaces are usually manually loaded and
unloaded, whereas continuous furnaces have an automatic conveying system to provide a
constant load into the furnace chamber.

Railway loco heat treatment shop

Batch furnaces use for annealing
Batch systems usually consist of an insulated chamber with a steel shell, a heating
system, and an access door to the chamber.

64
 Figure 62 furnace

Box-type furnace use for hardening

A Box Furnace features a vertical lift or swing out door allowing the various sized
product(s) to be placed in the furnace. Box Furnaces are utilized for heat-treating,
calcining, curing, annealing, stress relieving, preheating, tempering, and other high
temperature thermal processes. The Box type Furnace figure showing below ref

Figure 63 box type furnace

ROLLER BEARING SHOP C&W SHOP

Roller bearing is also known as rolling element bearings are similar to ball bearings in
that they are designed to carry a load while minimizing friction. However roller bearings
transmit loads using cylinder rolling elements, rather than balls, to maintain the

65
separation between moving parts of the bearing. These versatile bearings can contain
single or multiple rows of rolling elements;multiple rows can significantly improve radial
load capacity. Also, the use of different roller shapes can further reduce friction and
support both radial and axial loads.

Figure 64 roller bearing shop

Locomotive axle:

The locomotive axle making with the help of different types of alloys so these axle
working under the load just like passenger load and locomotive load. The locomotive
also use two types axle.

Figure 65 chines axle Figure 66 japans axle

Chinese axle japans axle

66
How to fitting a roller bearing on axle:

1. First of all check the play inner and outer of the bearing.

2. The second is lubricate all the bearing parts.

3. Third is lose the bearing fitting with help of power oil this oil bowling very high
temperature.

4. so The bearing dip inside of the hot oil this oil lose the fitting of the bearing. And easily fit
on the axle.

Roller Bearing Types and Applications

There are thousands of different types of roller bearings available to meet specific
application requirements. Emerson Bearing offers a broad selection ofroller bearings,
including the following popular types

Cylindrical roller bearings:

These bearings feature rollers that are longer than their diameter, and can tolerate higher
loads than ball bearings. Our cylindrical roller bearings can carryheavy radial loads and
are able to be used in high-speed applications.

67
 Figure 67 cylindrical bearing

Spherical roller bearings

These can carry heavy loads even when dealing with misalignment and shaftdeflection.
They can be designed to have cylindrical or tapered bores for mounting with or without a
sleeve adapter. Available with various internal clearances and retainer options, spherical
roller bearings can handle axial loading in either direction as well as heavy shock loads.
These bearings are available in bore dimensions ranging from 20 mm to 900 mm.

Figure 68 spherical bearing

Needle roller bearings

This type of bearing is thinner than conventional roller bearings and can be designed
with or without an inner ring. Needle roller bearings
are ideal for dealing with radial space constraints in
heavy-load, high-speed applications. Drawn cup styles
allow for high load capacities and large grease
reservoirs while still offering a slim cross-section
design. These bearings are offered withinch or metric seals. Figure 69 needle

Taper Roller bearings

These bearings can support radial and thrust loads. They can only handle unidirectional
axial loads, so a second laterally reversed bearing is required forcounterstay. Taper roller

68
bearings are available in inch and metric sizes.Rollerbearings are used in a wide range of
applications, from heavy equipment and machinery to power generation, manufacturing,
and aerospace.

Figure 70 tapper roller bearing

Power oil :

The power oil also use in roller bearing section only use for lose the bearing fitting so
this is the mean part of the roller bearing section.

Power oil sump:

69
 Figure 71 power oil

After heating bearing

Figure 72 heating bearing

70
 MOTOR SHOP C&W SHOP
Motor shop C & W shop
The Pakistan motor shop also work on a railway services vehicles like busses cars power
lifter etc. so in this shop also working on a vehicles and solved all types of problems like
suspension system breaks engine over all body fitting etc.

Figure 73 motor shop

Motor shop store room:
The motor shop store room relative to
vehicles parts. All types of vehicles
parts available on this room relative to

engine suspension breaks etc.

Figure 74 store room

The list of store room thinks:

Figure 75 store room list of all parts

71
IC engine
An internal combustion engine is the engine in which combustion (burning of fuel)
takes place inside the cylinder of engine. By burning of the fuel high temperature and
pressure force generates. This pressure force use to move thevehicle or rotate wheels by
use of some mechanism.

In an engine many parts work together and

achieve the goal of converting chemical
energy of fuel into mechanical
energy. These parts are bolted
togetherand the combination of all
these parts is known as engine. Today I am

going to tell you about these parts and how they work so you Figure 76 engine

can know the basic of automobile engine.

Cylinder block:
Cylinder is the main body of IC engine. Cylinder is a part in which the intake of fuel,
compression of fuel and burning of fuel take place. The main function of cylinder is to
guide the piston. It is in direct contact with the products of combustion so it must be
cooled. For cooling of cylinder a water jacket (for liquid cooling used in most of cars) or
fin (for air cooling used in most of bikes) are situated at the outer side of cylinder. At the
upper end of cylinder, cylinder head and at the bottom end crank case is bolted. The
upper side of cylinder is consists of a combustion chamber where fuel burns. To handle
all this pressure and temperature generated by combustion of fuel, cylinder material
should have high compressive strength. So it is made by high grade cast iron. It is made
by casting and usually cast in one piece

Figure 77 block

72
Cylinder head:
The top end of cylinder is closed by means of removable cylinder head. There are two
holes or ports at the cylinder head, one for intake of fuel and other for exhaust. Both the
intake and exhaust ports are closed by the two valves knownas inlet and exhaust valve.
The inlet valve, exhaust valve, spark plug, injector etc. are bolted on the cylinder head.
The main function of cylinder head is to seal the cylinder block and not to permit entry
and exit of gases on cover headvalve engine. Cylinder head is usually made by cast iron
or aluminum. It is made by casting or forging and usually in one piece.

Figure 78 cylinder head

Piston:
A piston is fitted to each cylinder as a face to receive gas pressure and transmit the thrust
to the connecting rod. It is the prime mover
in the engine. The main function of piston
is to give tight seal to the cylinder through
bore and slide freely inside of cylinder.
Piston should be light and sufficient strong

to handle the gas pressure generated by combustion of fuel. Figure 79 piston

So the piston is made by aluminum alloy and sometimes it is

73
made by cast iron.

because light alloy piston expands more than cast iron so they need more clearances to
the bore.

Connecting rod:
Connecting rod connects the piston to crankshaft and transmits the motion and thrust of
piston to crankshaft. It converts the reciprocating motion of the piston into rotary
motionof crankshaft. There are two end of connecting rod one is known as big end and
other as small end. Big end is connected to the crankshaft and the small end is
connected to the piston by use of piston pin.

Figure 80 connecting rod

Crankshaft: The crankshaft of an internal combustion engine receives

the efforts or thrust supplied by piston to the connecting rod and converts the
reciprocating motion of piston into rotary motion of crankshaft. The crankshaftmounts
in bearing so it can rotate freely. The shape and size of crankshaft depends on the
number and arrangement of cylinders. It is usually made by steel forging, but some
makers use special types of cast-iron such as spheroidalgraphitic or nickel alloy
castings which are cheaper to produce and have good service life.

Figure 81 crank shaft

74
Crankcase:
The main body of the engine to which the cylinder are
attached and which contains the crankshaft and crankshaft bearing is called crankcase. It
serves as the lubricating system too and sometime it is called oil sump. All the oil for
lubrication is placed in it.

Figure 82 crankcase

Valves:

To control the inlet and exhaust of internal combustion engine, valves are used. The
number of valves in an engine depends on the number of cylinders. Two valves are used
for each cylinder one for inlet of air-fuel mixture inside the cylinder and other for
exhaust of combustion gases. The valves are fitted in the port at the cylinder head by use
of strong spring. This spring keep them closed. Both valves usually open inwards.

Figure 83 complete valve

75
CENTRAL LABORATORY MGPR
In Centeral laboratory, Various test are performed on fuel, lubricant, grease to find their
viscosity, viscosity index, flash point.

Sample Collection and Testing:

The central laboratory at MGPR collects various samples related to railway operations.
These samples may include fuel samples, water samples, lubricant samples, soil samples,
or any other materials required for testing.

Quality Control Analysis:

The laboratory carries out various quality checks to ensure that the materials used in
railway operations meet the required standards. This may include testing the quality of
fuel, lubricants, construction materials or any other items used in rail infrastructure.

Chemical Analysis:
The laboratory conducts chemical analysis of various substances used in Pakistan
Railways. This includes testing for the presence of impurities, determining the chemical
composition or analysing the reaction of substances under different conditions.

Material Testing:
The central laboratory is responsible for testing various materials used in railway
operations. This may involve carrying out tests to determine the strength, durability and
suitability of structural materials such as concrete,
steel or wood.

Environmental Monitoring:
The laboratory carries out environmental monitoring in order to assess the impact of
railway traffic on the surrounding environment. This may include measuring air quality,
noise levels, water quality or any other parameters that may affect the environment.

Testing:
Several test are perform in the central laboratory
1. Fuel testing
2. Grease Testing
3. Lubricant Testing

76
Fuel Viscosity:
Viscosity is a measure of a fluid's resistance to flow. It is an essential property of fluids
and represents the inner friction between unique layers of the fluid as they flow past each
different. In simple terms, viscosity describes how thick or skinny a fluid is and the way
effortlessly it flows.
Drinks with low viscosity, like water, waft without difficulty and feature a runny
consistency. They have got a low resistance to drift. However, liquids with high
viscosity, like honey or molasses, drift slowly and feature a thick, sticky consistency.
They provide a more resistance to glide.
Viscosity is commonly measured in units of poise (P) or centipoise (cP) in the metric
machine. For some industries and packages, kinematic viscosity is used, which is
measured in centistokes (cSt).
Viscosity is an essential property in numerous fields, along with engineering, chemistry,
and geology. It impacts the conduct of fluids in pipes, lubrication, blending approaches,
and the flow of fluids in geological formations, amongst other packages. Know-how
viscosity is important for designing and optimizing processes, deciding on appropriate
lubricants, and reading fluid behavior in one-of-a-kind contexts.

77
 CHAPTER 3
DAILY WORK REPORT
Training Week 1
1. I visited Apprentice College to get our schedule.
2. I went to Diesel Classified shop and submitted our training letter. Get Attendance
from the clerk. Then I have a introduce with Foreman and workers.
3. I visited shop and charge man gave us brief introduction about the components of
shop.
4. I went to duty point of Engine Overhaul shop and visited the Site.
5. I stayed at duty point and checked the repairing Work.

Training Week 2
1. I went to shop and worker gave the information about the overhauled components
2. I inspected various tool used in the workshop
3. I inspected the various components of engine
4. I worked with the workers and reassemble the engine parts
5. I checked that how turbocharger is installed in the engine
6. I helped workers in changing the main gas kit of
7. Diesel engine.

Training Week 3
 I helped workers in changing the main gas kit of
 Diesel engine.
 I listed the cylinder firing order and the working of rocker arm and camshaft
 I inspected the nozzles and crank case under the supervision of foreman
 I inspected the Water pump and air compressor and gained knowledge from the
foreman
 He told us about the purpose of this workshop and the tools used in the workshop
 We compiled our attendance sheet by signing it from foreman and submitted to
clerk office in Diesel classified shop

Training Week4

78
 I went to E & DC shop and submitted my

 Schedule. And foreman gave the introduction about this shop

 I understood that which machine is used in different shop sections. I checked the
different operation like facing, turning process

 I inspected different wrokpiece prepared in the shop. In grinding section, I

observed different operations done on the grinding machine

 I compiled my attendance sheet by signing it from foreman and submitted to clerk

 office in E & DC shop.

Training Week 5
1. I went to Tool shop and submitted my
2. Schedule. And foreman gave the introduction about this shop
3. I observed the different operations performed in the lathe machine operations
4. I observed the different operations performed in the fitting machine section
5. I compiled my attendance sheet by signing it from foreman and submitted to clerk
office.

Training Week 6
1. I went to Rehabilitation shop and submitted my

2. Schedule. And foreman gave the introduction about this shop

3. Visual Inspection of crank shaft and balancing of crank shaft

4. Visual inspection of batteries and their rack in fuel tank

5. Visual study of accidental locomotive.

6. Study of brake locomotive and their working procedure

Training Week 7
 Visual inspection of engine and train body.

 Visual inspection of damage of bogie.

 Visual inspection of Solving procedure.

 Study of locomotive beam and types used in advance locomotive.

 Visual study separating accidental locomotive and its rehabilitation.

79
 Visual study of basic operation of locomotive.

Training Week 8
1. I compiled my attendance sheet by signing it from foreman and submitted to clerk
office in rehabilitation shop.

2. I went to foundry shop and submitted my

3. Schedule. And foreman gave the introduction about this shop

4. Visual inspection of furnace and melting of iron.

5. Visual inspection of furnaces used in this shop.

6. I learned how to made sand mixture for casting

7. I learned how to make brakes and door handle and AC vents from molten metal.

Training Week 9
 Visual inspection of copper furnace and their material made.

 I studied melting temperature of different materials.

 I checked the hardness of material that made in this shop.

 I compiled my attendance sheet by signing it from foreman and submitted to clerk

office in Foundry shop.

 I went to Power plant shop and submitted my

 Schedule. And foreman gave the introduction about this shop

 Inspection of Cummins generator used in power van.

Training Week 10
1. I observed about the control system and circuit diagram of generator.

2. Observe and inspect the control panel and their function.

3. Study about the project workflow in power plant shop.

4. I checked the voltage output of generator.

5. I learnt about the dis assembling and overhauling of diesel generator.

6. I learnt about the assembling of the diesel generator.

80
 Training Week 11
 Inspection of coupler connection in power van.

 Learned the working principle of coupler

 Inspection of wiring in power van.

 I learned the difference between Chinese and German power van

 I learned the safety factor of power plant shop.

 I compiled my attendance sheet by signing it from foreman and submitted to clerk

office in Power plant shop.

Training Week 12
1. I went to Heat treatment shop and submitted my
2. Schedule. And foreman gave the introduction about this shop
3. Inspection of different furnaces used in this shop
4. I learned about the shop projects workflow
5. Inspect the hardness of different materials.
6. I learned the safety factor of heat treatment shop.
7. I compiled my attendance sheet by signing it from foreman and submitted to clerk office in
Heat treatment shop.

Training Week 13
 I went to Roller Bearing shop and submitted my
 Schedule. And foreman gave the introduction about this shop
 I learned about the dis assembling of different types of bearing from wheel.
 I gained knowledge about different types of bearing used in this Bogie.
 Learned about puller and pusher machine.
 I learned about the servicing of different bearings.
 I learned about the repairing process of bearing.

Training Week14
1. I learned the safety factor of roller bearing shop.
2. I compiled my attendance sheet by signing it from foreman and submitted to clerk
office in roller bearing shop

81
 Training Week 15
 I went to motor shop and submitted my
 Schedule. And foreman gave the introduction about this shop
 I learned about the repairing section of vehicle used in Pakistan railway.
 I learned the basic difference between petrol and diesel engine.
 I learned how to check radiator and also know how to visually inspection of diesel
buses.
 I learned how to disassemble the diesel engine for over hauling.
 I learned the sign of diesel engine may be week or need to be over hauled.

Training Week 16
1. I learned how to adjust piston rings in diesel engine.
2. I learned how to adjust the timing of diesel engine.
3. I gained information of how to assemble the diesel engine after over hauling.
4. I got information that how to inspect the diesel engine after over hauling.
5. I learned the basic maintenance of diesel engine.
6. I inspected the suspension of buses in motor shop

Training Week 17
 In this shop, I inspected the electrical and brake system
 I learned the safety factor of motor shop.
 I compiled my attendance sheet by signing it from foreman and submitted to clerk
office in motor shop.
 I went to central laboratory MGPR and submitted my
 Schedule. And foreman gave the introduction about this lab
 I learned about the material testing methode and inspecting the projects of steel
section and testing method of oil and fuel used in Pakistan railway.
 I learned the safety factor central lab. I compiled my attendance sheet by signing
it from foreman and submitted to clerk office in central lab.

82
 CHAPTER 4
my working experience and weekly report
my internship training work and experience. So my internship stat from 27-03-2023 to
22-07-2023 this time very important for me because I am understand new thinks new
ideas introduce new technology . so me and my friends visit 10 different department
every department foremen and other employs very professional over filled. So every
person guide me about Pakistan railways how to work engine or bogie Pakistan railway
vision and mission define a complete background complete railway junction etc.

Supervisory works:
The supervisor's overall role is to communicate organizational needs, oversee
employees' performance, provide guidance, support, identify development needs, and
manage the reciprocal relationshipbetween staff and the organization so that each is
successful.
1. Managing workflowTraining new hires
2. Creating and managing team schedules Reporting to HR and senior management

3. Evaluating performance and providing feedback Identifying and applying career

advancement opportunitiesHelping to resolve employee issues and disputes

Diesel classified repair shop loco:

My first day in diesel classified and introduction about diesel classified repair shop
Diesel classified shop deals with the repairing and maintenance of the engines.
The responsibility of diesel classified work shop is overhauling of all locomotives of
Pakistan Railways after every 5 years. There are 5 different sections working for diesel
classified.

Working in diesel classified:

1. Engine overhauling
2. Suspension
3. Electrical control unit
4. Traction motor
5. Axle wheel of locomotive
6. Air compressors

83
 7. Radiator

Engine overhauling:
A railway engine overhaul or engine rebuild is usually done when there are serious
problems with a locomotive and its engine. During an overhaul, your mechanic
disassembles the engine and then evaluates the condition of the internal components to
identify the source of the problems and fix them. Internal parts such as the piston rings,
bearings, gaskets, and camshaft may be replaced during an overhaul, though it depends
on their condition and what the source of the problem is.

Figure 84 engine

Suspension
Complete suspension work of locomotive in this shop so when locomotive is running
condition the axle and traction motor working together. When locomotive driver feel any
problem in this section the diesel classified shop employs dissemble the wheel axle and

traction motor assemble.

84
 Figure 85 complete traction motore assibambli

Radiator :
The railway radiator work same as car radiator
the working principal same like car A radiator
is a component of the engine's cooling system
that disperses a mix of antifreeze and water,
which releases some of the heat while taking in

cool air before returning to the engine. Figure 86

Hand on Skills In diesel classified shop

My hand on skills and understand how to assemble and
dissemble wheel axle and traction motor. Easily understand
the suspension system of the locomotive first of all open the
bolts outside of the mean farm and wheel axle or traction
motor dissemble just like.
The second step is dissemble the traction motor and wheel Figure 87 traction motor

assemble and understand the fault why the different noises

produced the locomotive in running time.
So the different faults you see it like baring fault traction motor faults or traction motor

85
baring faults traction motor and wheel axle gear noises etc.

Safety at Work
The Pakistan Railway workshop is not following any OSHA rules and other safety
procedures. Workers working in during welded without using any helmet and proper
gloves.

1. In this shop they are not sun glasses for workers to prevent the eyes from
metalchips.
2. There is no fire extinguishers and emergency exit in the rehabilitation shop

3. Workers are working without safety shoes and gloves.

4. Many ther points that can cause of harm of persons and the propertyalso. The
safety at work is very important.

Figure 88 safety

86
E&DC Shop Loco Shop
E & DC shop loco shop deal with small types of work like bearing shall facing turning
boring threading and use all types Manuel machine like lathe milling grinding drilling
etc. so different types of work complete in this shop related to engine bogies In this
shop all parts related to diesel engine are prepared and machined here:Parts prepared
and machined here are:
• friction plate
• discharge valve
• valve guide
• plunger lubricant
• bearing shell
• con rod
• con rod bush
• rooter shaft

Hand on Skills In E&DC shop

My hand on a skill make a nut and bolts this nut and bolts use in different places of
Pakistan railway.

1. First of all forging process

2. The second is banding the side of metal rod

3. Thirds is dividing the rod in small pieces with the help of dimensions

4. The last is mussing process

87
After forging and banding

Figure 89

After cutting

Figure 90 after cutting

The second is railway track pin

First of all this a sold metal bar this metal bar diving in small pieces. After diving in

pieces apply few machining process.

1. First of all turning process

Figure 91
2. The sconde is facing

88
 3. Third is grinding

4. End of the last drilling

The main task of the E&DC shop is to repair or new parts locomotives so that they may
be used again. We work with Mr. Hamad the foreman, who informs usabout all of the
primary functions of the E&DC shop and its sections. We also visit some of the machine
of E&DC shop and study the machines system. We see how they produced the
locomotive's parts from E&DC shop. So many of the other component make inside of
the E&DC shop like.

i. Pin kent coupler

ii. Fuse box

iii. Cross head

iv. Clapper assembly

v. Oil seal

vi. Bus bar

vii. Roter shaft

viii. Seal

ix. Valve

x. Conrod bush etc

Tool Shop Loco Shop

The tool shop work same as E&DC shop butt thinks are different these thinks making
only tool shop. Few years after the tool shop only work on different types of tool butt
today tool shop work same like E&DC shop not a major difference. So today we will
discos of different types of tool only make this tool shop

1. Milling cutters

2. Twist drills

89
 3. Bridge reamers

4. Taps

5. High speed steel tipped tool

Work Experience in Rehabilitation shop

The main task of the rehabilitation shop is to repair or rehab damaged locomotives so that
they may be used again. We work with Mr. Mansoor, the foreman, who informs us about
all of the primary functions of the rehabilitation shop and its sections. We also visit some
of the accident locomotives and study the locomotive engine's traction motorand cooling
system. We see how they separate the locomotive's pivots from its bogie and elevate the
locomotive's body using a 40-ton horizontal puller crane before resting it on ground fixed
jacks.

Hand on Skills In Rehabilitation Shop

Pre-Inspection:

It is the inspection in which all the pipe fittings, brake equipment are properly fitted
andinplaced before starting of testing the following:.

 Test for Pressure switch.

 Emergency Application

 Reservoir Charging.

 Release full Brake Application Full Brake Application.

 Release emergency Brake application.

If there is any part is missing or is in damaged condition then it is reported on the

inspectionform

Final Inspection

Final testing is one of the most important parts of a bogie and coach care because if

90
there is adisagreement, the wrong combination or size is gone or a little tolerable so it
can be a big risk. To avoid such an accident, a final examination should be done
carefully.

Project Carried Out in the Rehabilitation Shop

Rehabilitation Maintenance Loco Engines

Rehabilitation maintenance of loco engines has two major schedule types:

1. Preventive Maintenance

2. Schedule shed Maintenance

Preventive Maintenance of the PR Locomotives

The efficiency of trains depends on the reliability and availability of trains. Proper and
efficient train maintenance is the foundation of cost-effective train operations. Care
procedureshave emerged from the basic principle that the necessary attention should be
paid to all assets before they deteriorate due to aging which makes them prone to failure.
This is known as maintenance retention. Train block maintenance can be broadly divided
into two headings, namely, periodic adjustments and schedule adjustments.

PR Steam and Diesel Locomotives

The life expectancy of steam and diesel trains is 40 and 36 years, respectively. Due to the
longevity of life, it is important that both assets are stored properly and periodically to
ensurethat there is no deterioration in their condition. The maintenance of steam and
diesel trains isdone as follows.

Schedule shed maintenance of PR Locomotives

Various test schedules have been developed as part of protective care so that specific
sections and parts oftrains can be given need-based attention from time to time. Test
schedules list all the various aspects that need to be taken into account during repair,
depending on the aging and tear parts. The total number of kilometers that should have
been done before these tests were also specified:

Foundry Shop Loco Shop

91
The foundry shop is very important part of Pakistan railways this shop also deal with
metals and different process apply on metal and metal convert to liquid form to different
useful shapes for example.

1. Suspension bearing

2. Copper thimble

3. Window locking bearing

4. Window stopper etc

Work experience on Suspension bearing:

The suspension bearing also use in locomotive suspension system how to make
suspension bearing complete discos in this topic.

First of all this bearing complete different metals alloys like.

COPPER : 84 TIN : 6 ZINC : 5 LEAD : 5 PHCU : 0.1

The temperature of the furnace : 1600C

When furnace smoke colour complete convert in to white colour in this time your
suspension bearing liquid alloys ready for molding process.

all other materials and alloys define on this table .

Figure 92 table of the alloys metals

Power plant shop C&W shop

In this shop, the piston and other mechanical parts of the diesel engine used in the power
van are overhauled and repaired. A power Van is a part of a train that consists of

92
 generators and a controlling system that provides electrical power to the whole train to
utilize in form of light, fan, or Air Conditions. There are two types of generators used in
power vans. One is 300 KVA which is used in a combination of two generators and 500
KVA which is used alone.

Working Principle:
An ordinary four-stroke engine dedicates one stroke to the process of air intake.Three
things happen during this process:
 The piston moves down.

 This creates a vacuum inside the cylinder.

 The vacuum causes air at atmospheric pressure to be sucked into thecombustion chamber.

Once air is drawn into the engine, it must be combined with fuel to form the charge a
packet of potential energy that can be turned into useful kinetic energy through a
chemical reaction known as combustion. The spark plug initiates this chemical reaction
by igniting the charge.

My experience in power plant shop

Very good experience in power plant shop A power Van is a part of a train that consists
of generators and a controlling system that provides electrical power to the whole train to
utilize in form of light, fan, or Air Conditions. So the power van its equal to power plant

The power plant shop deal the power van and its components.

The list of components

1. Engine

2. Generator

3. Batteries

4. Engine checking etc.

Engine checking
The water dram test is very simple test this test also working on a water the electrical
weir connect with engine . the engine load apply on a water tang and note the riding . so
the engine start three to two hour and also check engine efficiency and engine working .

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 Figure 93 test bar

Heat treatment shop

Heat treatment is defined as an operation involving the heating and cooling of a metal or
analloy in the solid-state to obtain certain desirable properties without change
composition. Theprocess of heat treatment is carried out to change the grain size, to
modify the structure of thematerial and to relive the stresses set up the material after hot
or cold working.
1. The heat treatment is done to improve the machinability.
2. To improve magnetic and electrical properties.

Types of Heat Treatment Processes

Eight different types of heat treatment processes are as follows:

1. Annealing
2. Normalizing
3. hardening
4. Tempering
5. Nitriding
6. Cyaniding

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 7. Carburizing
8. Flame hardening

Working experience
My working experience in heat treatment shop only two working process apply in this
shop first is annealing the second is hardening. When any material come to the heat
treatment shop the first process annealing apply on the material.

Annealing :
Annealing is a heat treatment process which alters the microstructure of a material to
change its mechanical or electrical properties. Typically, in steels, annealing is used to
reduce hardness, increase ductility and help eliminate internal stresses. Annealing is a
generic term and may refer to subcritical, intermediate or full annealing in a variety of
atmospheres.

Hardening:
The hardening process involves heating steel or iron above a critical temperature and then
holding it there long enough for molecular transformation to occur. The material develops
a higher level of hardness when it is cooled at a rate fast enough to lock in the
transformation.

Roller bearing shop :

Roller bearings — also known as rolling-element bearings — are similar to ball bearings
in that they are designed to carry a load whileminimizing friction.

However, roller bearings transmit loads using cylinder rolling elements, rather than balls,
to maintain the separation betweenmoving parts of the bearing.
1. Cylindrical roller bearings

2. Spherical roller bearings

3. Taper roller bearings

Working experience

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The roller bearing shop use only three types of bearing when driver feel different noise
in locomotive and bogies also come this section. So this section complete check up
locomotive and is bogie section. So complete changes the bearing and repair the bearings

CHAPTER 5
Conclusion

This training focused upon increasing our knowledge and interest in toward the
Production of Railway Carriage & Wagons and workshops. Because It is most efficient
and necessary needs to peoples in these days so its production at most efficient method
with minimum cost and in proper sequence with less wastage.It was a great experience.
It increases my practical skills that are the main thing which i learnt in the training
session. Thus, I believe that my training session willbe beneficial for various purposes &
hence our efforts will be fruitful.

Finaly I would like to thank my instructor and all the person of this organization who
had helped me lot during my course.

Recommendations:
I would like to give some recommendations to improve the quality of work and save time
along the health of the workers because during our visit we observed that
the workers are not playing with their own lives which are a great loss of man power.
Motivation comes for any work, from within and heavily depends on individual
consideration, which are bound to be different for each human positiveness of character
makes him/her flexible, tolerant and sound in any specific consideration.The positiveness
heavily depends on the individual‘s education and curiosity

Need to work on plan to includes building new locomotives, development and

improvement of current rail infrastructure, an increase in average train speed, improved
on-time performance and expansion of passenger services.

Railway department should upgrade its system of transferring the letters, applications and
other various documents to its other departments i.e. by use of internet technology It must
use the banking transection system for the comfort of people and more safety of its cash.

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 CHAPTER 6
Reference

https://www.directindustry.com/prod/sichuan-changhong-battery-
co-ltd/product-71984-776497.html

https://monroeengineering.com/blog/what-is-a-milling-
cutter/#:~:text=Overview%20of%20Milling%20Cutters,cutters%2
0consist%20of%20multiple%20blades.

https://www.engineeringenotes.com/industrial-
engineering/machine-tools/cemented-carbide-tools-types-and-
applications-industrial-
engineering/23184#:~:text=Cemented%20carbide%20is%20extens
ively%20used,when%20cutting%20edge%20turned%20blunt.

https://www.carsome.my/news/item/what-is-car-engine-
overhaul#:~:text=During%20an%20overhaul%2C%20your%20me
chanic,the%20problems%20and%20fix%20them.

https://www.bodycote.com/services/heat-treatment/annealing-
normalising/#:~:text=Annealing%20is%20a%20heat%20treatment
,and%20help%20eliminate%20internal%20stresses.

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 CHAPTER 7
Appendix:
Importance of Pakistan Railways

1. Pakistan railways has been playing a very crucial role in social, economicand political
development of Pakistan for the last 150 years.

2. Employing more than 75000 persons and providing employment indirectly toat least
ten times more, it contributes significantly to the GDP of the country.

3. Being the cheapest mode of transportation of goods and commuting passengers, it has
been the pivot of Pakistan industrial and commercialdevelopment.

4. With more than 80 million passengers every year from one corner of the country to
other.it is not only a symbol of unity of the country but also a vehicleof social and
political integration.

Problems faced to Pakistan railway

1. The industrial units of railway are running at a loss. The locomotive factory,sleeper
factories and the carriage factory as well as the other large manufacturing units of
railways need to be converted in to autonomous corporation.

2. The operational efficiency of the railways is very low. The overall efficiencyof the
railways requires to be improved through better managerial and operational.

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