Industrial Training Final Report

VighnaharataTrust’s
SHIVAJIRAOS.JONDHLEPOLYTECHNIC,ASANGAON
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(AffiliatedtoMaharashtraStateBoardofTechnicalEducation,ApprovedbyAICTE)
DepartmentofMechanicalEngineering
IndustrialTrainingReport
“_Diesal Loco Shed Kalyan Central Railway

Kalayan_______________________________________”
PresentedBy
“Swapnil Manohar Avhad “
DiplomainMechanicalEngineering
Mentor
MR.__DEEPAK MAHALE______________________
MechanicalEngineeringDepartment [2021-22]
CERTIFICATE
Thisistocertifythat__SwapnilManoharAvhad_________________________hassuccessfull
ycompletedthe IndustrialTrainingat“_Diesel Loco Shad Kalyan, Central Railway
Kalyan ___________________________________________”from
3/08/2021___________to15/09/2021_____________.
MR.__________ MR.--------------
(MENTOR) (H.O.D)
CertificateonIndustry/Organisationontheirletterhead
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Format4
EvaluationSheetforPAofIndustrialTraining
Academicyear:2020-21
NameoftheIndustry:___Diesel Loco Shead Kalyan,

CentarlRailway__________________________________________________
Sr. Enrollment Nameof student Marks PAMarks by PAMarks Total

No. Number (5marksfor Industry byMentor Marks
eachweek) Supervisor faculty
byMentor&
Industry
Supervisor
jointly
Outof30 (A) Outof25 (B) Outof20 (C) Outof75
(A)+(B)+(C)
A)MarksforPAaretobeawardedoutof5foreachweekconsideringthelevelof
completenessofactivityobserved,fromthedailydiarymaintained.
B)MarkstobeawardedbyIndustrySupervisoronthebasisofGeneralObservation
andbehavioralaspectsofstudent.
C)MarkstobeawardedbyMentorfacultyonthebasisofreport,understandinglevel
andworkperformanceofstudent.
Signature Signature
NameanddesignationofMentorfacultyNameanddesignationofIndustrySupervisor
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Format5
EvaluationSheetforESEofIndustrialTrainingbyMentorandIndustryPersonnel
NameofStudent:Swapnil.M.Avhad_____________ EnrollmentNo.:1909350102__
________________ ________
NameofProgramme:MechanicalEngineering Semester:5
CourseTitle:IndustrialTraining Code:22057
NameofIndustry:_Diesal LocoShed Kalyan,Central
Railway_______________________________________________________
CourseOutcomesAchieved:
After complating training form locoshed student will understand parts of the
locomotiveandfunctions._________________________________________________________
_________________________
_________________________________________________________________________________
________
_________________________________________________________________________________
________
_________________________________________________________________________________
________ ____
IndustrialTraining Presentation Viva TotalMarks
Report(25Marks) (25marks) (25marks) (75marks)
Comments/Suggestionsaboutteamwork/leadership/inter–personalcommunication (ifany)
_________________________________________________________________________________
________
_________________________________________________________________________________
________
_________________________________________________________________________________
________ _____________________
Signature Signature
NameanddesignationofInternal/Mentorfaculty NameofExternalExaminer
(IndustryPersonnel)
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ABSTRACT
The air driven engine is an eco-friendly engine which operates with
compressed air. An aie driven engine uses the expansion of compressed air
to drive the piston of an engine. An air driven engine is a pneumatic
actuator that creates useful work by expanding compressed air . There is no
fuel with air as there is no combustion
An air driven engine makes use of compressed air technology for its
operation .The compressed air technology is quite simple .
If we compress normal air into a cylinder the air would hold within it .
This energy can be utilized for useful purpose
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ACKNOWLEDGMENT
We like to share gratitude to all those who help us in compilation of this
training .During the work we faced many challenges due to lack of
knowledge and experience but these people help us to get over form all
difficulties and in final compilation of our training.
We would like to thanks Mr. Kishor farde sir for his governance and
guidance, because of which me able to learn the minute aspect of training.
We would like to show our gratitude to our training coordinator Mr.
Deepak Mahale for their continuous help and monitoring during training.
In last we would like to thank the management of shivajirao.s.jondhle
polytechnic,asangaon for providing us such an opportunity to learn form
these experience.
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INDEX
NO
.ON
1 History
2. Heat Engine
3. Genral Data Of WDG-3A locomotive

4. Fuel Oil System
5. Air Intake System

6. Lube Oil System
7. Cooling Water System
8. Compressor
9. Engine Govenor
10. Brake System
11. Safety Fittings
INTRODUCTION
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Indian Railway is the state-owned railway company of India, which

owns and operates most of the country's rail transport. It is overseen by the Ministry of Railways of
the Government of India.
Indian Railways has one of the largest and busiest rail networks in the world, transporting over 18
million passengers and more than 2 million tonnes of freight daily.It is the world's largest
commercial or utility employer, with more than 1.4 million employees. The railways traverse the
length and breadth of the country, covering 6,909 stations over a total route length of more than
63,327 kilometres (39,350 mi). As to rolling stock, IR owns over 200,000 (freight) wagons, 50,000
coaches and 8,000 locomotives.
By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the systems
were nationalised as one unit, becoming one of the largest networks in the world. IR operates both
long distance and suburban rail systems on a multi-gauge network of broad, metre and narrow
gauges. It also owns locomotive and coach production facilities.
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1.INDIAN RAILWAY HISTORY
First railway system in India was proposed in 1832 in Madras but it never materialized.
In the 1840s, other proposals were forwarded to the British East India Company who governed India
at that time. The Governor-General of India at that time, Lord Hardinge deliberated on the proposal
from the commercial, military and political view points. He came to the conclusion that the East
India Company should assist major companies from England and private capitalists who sought to
setup a rail system in India, regardless of the commercial viability of their project.
On September 22nd,1842,British civil engineer C.B. Vignoles, FRS, submitted a Report on a

Proposed Railway in India to the East India Company. By 1845, two companies, the East Indian
Railway Company (EIR) operating from Calcutta, and the Great Indian Peninsula Railway (GIPR)
operating from Bombay, were formed. The first train in India was not a passenger train and was
operational on 1851-12-22, used for the hauling of construction material in Roorkee. A few years
later, on 1853-04-16,the first passenger train between Bori Bunder, Bombay and Thana covering a
distance of 34 km (21 miles) was inaugurated, formally heralding the birth of railways in India. Prior
to this there was in 1832 a proposal to build a railroad between Madras and Bangalore and in 1836 a
survey was conducted for this line.
After the first passenger train run between thane and bori bander, almost six years later, on
March 3, 1859, the first Railway Line in North India was laid between Allahabad and Kanpur. This
was followed, in 1889, by the Delhi-Ambala Kalka line.
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The North eastern Railway was developed rapidly after that. On October 19, 1875, the train
between Hathras Road and Mathura Cantonment was started running. By the winter of 1880-81, the
Kanpur-Farukhabad line became operational and further east, the Dibrugarh-Dinjan line became
operational on August 15, 1882.
Developments were fast and effective in South India also. The Madras Railway Company
opened the first railway line between Veyasarpaudy and the Walajah Road on July 1, 1856. This 63-
mile line was the first section, which eventually joined Madras and the west coast. On March 3,
1859, a length of 119 miles was laid from Allahabad to Kanpur. Later In 1862, the railway line
between Amritsar and Attari was constructed on the Amritsar-Lahore route.
In 1900, the Great Indian peninsular Railways became a government owned company. The
network spread to modern day states of Assam, Rajasthan and Andhra Pradesh and soon various
independent kingdoms began to have their own rail systems. In 1901, an early Railway Board was
constituted, but the powers were formally invested under Lord Curzon. It served under the
Department of Commerce and Industry and had a government railway official serving as chairman,
and a railway manager from England and an agent of one of the company railways as the other two
members. For the first time in its history, the Railways began to make a profit.
In 1907 almost all the rail companies were taken over by the government. The following year, the
first electric locomotive made its appearance. With the arrival of World War I, the railways were
used to meet the needs of the British outside India. With the end of the war, the state of the railways
was in disrepair and collapse.
Indian Railway provided an example of the British Empire pouring its money and expertise into a
very well built system basically designed for military reasons (after the Mutiny of 1857), and with
the hope that it would stimulate industry. The system was overbuilt and much too elaborate and
expensive for the small amount of freight traffic it carried. However, it did capture the imagination of
the Indians, who saw their railways as the symbol of an industrial modernity—but one that was not
realized until a century or so later.
The British built a superb system in India. However, Christensen (1996) looks at of
colonial purpose, local needs, capital, service, and private-versus-public interests. He concludes that
making the railways a creature of the state hindered success because railway expenses had to go
through the same time-consuming and political budgeting process as did all other state expenses.
Railway costs could therefore not be tailored to the timely needs of the railways or their
passengers.
By the 1940s, India had the fourth longest railway network in the world. Yet the country's
industrialization was delayed until after independence in 1947 by British colonial policy. Until the
1930s, both the Indian government and the private railway companies hired only European
supervisors, civil engineers, and even operating personnel, such as locomotive drivers (engineers).
The government's "Stores Policy" required that bids on railway materiel be presented to the India
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Office in London, making it almost impossible for enterprises based in India to compete for orders.
Likewise, the railway companies purchased most of their material in Britain, rather than in India.
Although the railway maintenance workshops in India could have manufactured and repaired
locomotives, the railways imported a majority of them from Britain, and the others from Germany,
Belgium, and the United States. The Tata Company built a steel mill in India before World War I but
could not obtain orders for rails until the 1920s and 1930s.
Summary of Growth of Assets in Indian Railways over the years after Independence.
The Indian Railways has three gauges: broad gauge (1.676 meter), meters gauge (1 meter) and
narrow gauge (0.762 and 0.610 meter). In 1950-51, the combined route kilometers of these gauges
were 53,597. In 1995-96 the route length rose to 62,915 km showing a total increase of 9,336 m
which represents an increase of 17.42 per cent and an average annual increase of 0.38 percent which
was the highest in the Sixth Plan (2.9 per cent), followed by the First Plan (1.3 percent).
Electrification in the Indian Railways started in 1925, but remained confined mostly to suburban
traffic. Till 1955-56, the electrified route kilometers was just 388 which increased to 748 by 1960-61,
registering an increase of 92.7 percent at an average growth of 18.5 per cent per year. The average
annual growth ate till 1995-96 was 388. The electrified route length was 0.72 per cent of the total
route length in 1950-51 which went up to 19.5 per-cent in 1995-96.
New Railway stations
In 1950-55, the number of railway stations in the country was 5,976 which gradually rose to 7,068 in
1995-96.
In 1950-51, the freight traffic on railways was 93 million tones originating, of which the
revenue-earning traffic was 73.2 million tones originating. Since then, both the total traffic and the
revenue-earning traffic have been showing an upward trend though not consistently and have
increased to 405.5 and 390.7 million tones originating respectively in 1995-96 with an annual
average growth rate of 5.38 and 6.39 per cent respectively. The increase in revenue-earning traffic in
recent years, particularly during the last five years, has been largely the result of reduction in the
volume of non revenue-earning traffic.
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What is diesel shed
It is a place where repair and maintenance work of diesel locomotives

Is carried out so as to increases its life and efficiency and to reduce
line failures to a minimum extent.
. Diesel Loco Shed Kalyan

I. BRIEF HISTORY 1 Year or Establishment 1987 2 Road No./Type of the first loco homed in shed WDS 6 3
Details of any heritage locos in shed on pedestal or otherwise - 4 ISO certification year 9001 14001 18001
24.08.2007 15.02.2008 - 5 Type wise holding WDG3A-52, WDM2-5, WDM3A- 5 WDM 3D- 3, WDM 2(Inf)- 2=
67 (65-mainline, 2-shuntibng) 6 Maximum holding (Year/Number of locos) Aug. 2008/88 7 Present loco link.
12 8 Homing capacity 65 9 Augmentation plans Augmentation of infrastructure facility for 60 locos. 10. Other
history- Diesel Loco Shed, Kalyan has transformed from a shunting loco shed to a major mainline loco shed.
Majority of the locomotives are equipped with Microprocessor control & MCBG and by the end of this year
remaining will also be converted. Arrival of EMD locos in the shed is also expected and preparations are
already in full swing to home
SHED LAYOUT
The shed has a total berthing capacity for 17 locomotives under 4 covered bays. The main bays are:-
1. The subassemblies section
2. The heavy repair and bogie section(3 berths for heavy repairs & 2 lifting points)
3. Mail running repair bay(6 berths).
4. Goods and out of course running repair bay(6 berths)
There was one old steam shed. This shed had a capacity for berthing 4 locomotives. This shed was
used for light repairs only.Now a days, a new construction is being on for new locos of make WDP4
locomotives.
2.HEAT ENGINE
Heat engine - Heat engine is the machine which converts heat energy into mechanical energy. Heat engine are
of two types.
a. External combustion engine - In External combustion engine fuel is burnt or ignited outside the
engine cylinder. So it is called as external combustion engine e.g. Steam engine.
b. Internal combustion engine - In internal combustion engine fuel is burnt or ignited
inside the engine cylinder so it is called internal combustion engine e.g. Petrol engine, diesel engine.
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They are of two types

a. Spark ignition engine - In this type of engine fuel is injected along with air in the cylinder
and after compression this mixture is given electric spark due to which fuel starts burning and produces
power. e.g.
Petrol engine
b. Compression ignition engine - It is an engine in which the fuel is ignited in to charge of
compressed air and ignited spontaneously by the high temperature of the air induced by the heat of
compression. e.g. Diesel engine.
Combustion - Burning of fuel with air is called combustion.
Piston stroke - The movement of piston from top dead centre to bottom dead center is called the piston stroke.
Dead centre - The place beyond which the piston cannot move further in a cylinder is called dead center.
Top dead centre - The end towards the head of the cylinder is called top dead center.
Bottom dead centre - The end towards the base of the cylinder is called top dead center.
Total Volume - The area between piston and cylinder head when the piston is at BDC is called total volume.
Swept Volume – When the piston travel during one stroke then the area covered by it, is called swept volume.
Clearance Volume – The area above piston when it is at TDC is called Clearance Volume.
Compression ratio - The ratio of total volume and clearance volume is called compression ratio.
Compression Ratio = Total volume
Clearance Volume
Total volume = Swept volume + clearance Volume
Diesel cycle - In the compression ignition engine to convert heat energy into mechanical energy the
following actions takes place in fixed sequence, when this action is completed once is called Diesel cycle.
a) Suction – In this atmospheric air enters in to the cylinder.
b) Compression - The air inside the cylinder is compressed with the help of piston due to which
pressure increases resulting in rise in temperature.
a) Fuel injection - Injection of fuel in atomized form at right time when air is at high
temperature.
c) Power - When fuel burns inside the cylinder the heat energy is discharged leads piston to move
downwards.
d) Exhaust – The gasses produced in cylinder is exhausted to atmosphere.
Depending upon the cycle diesel engine is classified into two types.
1) Two stroke Engine - In this engine one cycle is completed by two piston strokes. All four actions (Suction,
compression, power and
Exhaust) are completed in one revolution ( 3600 ) of the crankshaft In this cycle piston starts from BDC and
every downward stroke is power stroke, to complete one stroke the crankshaft rotates 900 only.
a) Suction - when piston is at BDC fresh air or mixture (petrol and air) is admitted into the cylinder
from ports specially provided in cylinder liner.
b) Compression - when piston travel in upward and cover the ports, compression starts and completes
when piston reaches TDC.
c) Power - When the piston reaches TDC at this time fuel is injected into the cylinder in atomized form,
exhaust gases are produce and push the piston downwards. In this stroke piston travels from TDC to BDC.
d) Exhaust - When piston travel half distance during downward stroke either exhaust valve or exhaust
port open and exhaust gases goes out. This stroke completes when piston reaches BDC.
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2) Four stroke Engine - In this type of engine the cycle completes in two revolution of the crankshaft (7200)
a) Suction stroke - In this stroke piston moves from TDC to BDC during this time inlet valve is
open and exhaust valve remains closed and the air from the V gallery enters into the cylinder through
inlet valve.
b) Compression stroke - In this stroke the piston moves from BDC to TDC both inlet and
exhaust valve will remains close. Air in the cylinder is compressed due to which the temperature and
pressure increases. Before the piston reaches at TDC the fuel is injected into the cylinder through
injector in atomization form, fuel starts burning.
c) Power stroke - when the fuel burnt gases is created this tends the piston move from TDC to
BDC. In this stroke both exhaust and inlet valve close. Before reaching to the BDC, Exhaust valve
opens.
d) Exhaust stroke - In this stroke piston travels from BDC to TDC this time inlet valve remains
closed but exhaust valves are opened and gases goes out.
Scavenging: It means kick out the residual exhaust gasses from cylinder with the help of fresh charge air. It is
essential in super charged engine that the cylinder be adequately scavenged before the fresh air charge is
compressed otherwise such charge is contaminated by the residual exhaust gases from the previous cycle.
Different between two stroke and four stroke engine

Two stroke Four stroke
The cycle of operation is completed The cycle of operation is

in 2 stroke of the piston i.e. one completed in four stroke of piston
revolution of the crankshaft
i.e. in two revolution of crankshaft
Every revolution of crankshaft have One power stroke is obtained into

power stroke two revolution of crankshaft.
Lube oil consumption rate is high. Lube oil consumption rate is low.
Engine working capacity is less. Engine working capacity is more.
Two strokes are noisier and wear & It makes less noise and wear &
tear is more. tear.
It is light in weight. It is heavy in weight
Compression ratio is less. Compression ratio is more
Thermal efficiency of engine is less. Thermal efficiency of engine is

more.
It requires less space. It requires more space.
Ports are available on cylinder liner. Ports are not available on cylinder
liner.
Less vibration. More vibration.
Its design is simple Its design is complicated.

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3. Genral Data Of WDG-3A locomotive
General Data of Various Locomotives

Description WDG3A WDM2 WDM3A WDG4 WDP4
Service Goods Mixed Mixed Goods Passenger
Engine HP 3100 2600 3100 4000 4000
Loco HP 2900 2400 2900 3939 3939
Weight (T) 123 112.8 112.8 126 119.5
Axle load (T) 20.50 18.80 18.80 21 20
Co-Co Co-Co Co-Co Co-Co Bo-1- 1-Bo

Boogie
high tri mount tri mount HTSC HTSC
adhesion
adhesion 30% 27% 27% 43% 35%
Transmission AC-DC DC-DC AC-DC AC-AC AC-AC
Tractive effort 37.8 30.5 30.5 540 KN 270 KN
Gear ratio 18:74 18:65 18:65 17:90 17:77
Max speed 105(km/h) 120(km/h) 120(km/h) 120(km/h) 160(km/h)
Length (mm) 17850 17120 17120 21244 21244
251B 251B up
Engine 251B 710 G3B 710 G3B
up rated rated
No. of cylinder 16 16 16 16 16
Engine Idle
400 400 400 269 269
RPM
Engine Max.
1050 1000 1050 904 904
RPM
OSTA setting 1180 ± 20 1130 ± 20 1180 ± 20 960-1045 960-1045
Compression
12.5:1 12.5:1 12.5:1 16:1 16:1
ratio
EH/ EH/ EH/

Governor WW WW
WW WW WW
28LAV1/ 28LAV1/ KNORR KNORR

Brake system 28LAV1
IRAB1 IRAB1 CCB CCB
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Driving LH RH RH/LH LH LH
1. Loco Series 13, 14500 and above
2. Loco horse power 2900 HP
3. Weight 123 T
4. Track gauge 1676 mm
5. Wheel diameter 1092 mm
6. Length 17850 mm
7. Width 3016 mm
8. Height 4162 mm
9. Maximum speed 105 km/hr
10. Gear ratio 18:74
11. Wheel arrangement Co-Co
12. Bogie High Adhesion
13. Traction motor 06 DC Series
14. Axle load 20.5 T
15. Number of wheels 12
16. Number of axles 06
17. Number of axle boxes 12
18. Brake system IRAB1/Dual brake
19. Number of batteries 8
20. Main generators voltage 1130 V DC
21. Type of diesel engine 251B Up rated
22. Engine horse power 3100 HP
23. Engine speed Idle 400 RPM

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24. Engine speed 8thnotch 1050 RPM
25. Firing order 1,4,7,6,8,5,2,3 R – L
26. Fuel capacity 6000 Ltrs
27. Lube oil capacity 1210 Ltrs
28. Cooling water capacity 1210 Ltrs
29. Governor oil capacity EH / 3.79/2.5 Ltrs

WW
30. Compression ratio 12.5 : 1
31. Compressor oil capacity 20 Ltrs
32. Piston stroke 10.5 Inch
33. Bull gear 102 teeth
34. Auxiliary generator gear 43 teeth
35. Exciter generator gear 43 teeth
36. FTTM gear 43 teeth
37. Split gear 52 teeth
38. Cam shaft gear 104 teeth
39. Extension shaft gear 79 teeth
40. Lube oil pump gear 67 teeth
41. Water pump 46 teeth
42. RTTM belt numbers 06
43. Fuel pump motor 1/1.5 HP
44. Crank case exhaust motor 0.33 HP
45. Sand capacity 0.4 cubic meter

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4. FUEL OIL SYSTEM

The purpose of fuel oil system is to suck the fuel oil from the tank, filter it and supply to cylinder with adequate
pressure and quantity at appropriate time.
Description: A detachable fuel oil tank is provided in between two bogies of under truck. Its capacity is 6000
liters. Fuel used in this system is HSD (High Speed Diesel). Two oil filling caps are provided on both sides of the
loco. Two vent pipes are provided on tank to evacuate the gasses. One drain plug is provided at bottom of the
tank. There are two glass tubes with gauge on both side of loco to check fuel oil balance in the tank, gauge having
marking from 600 to 6000 liters, each dot shows 25 liters. Minimum fuel oil level should be 1000 liters.
DRAIN PLUG
Fuel pump motor (AC single phase) is fitted on engine right side in Compressor room; its horsepower is 1/1.5. On
either side of Fuel pump motor, fuel pump (engine room side) and governor pump (radiator room side) are
provided. Initially it is started by battery and after starting engine by auxiliary generator. Necessary circuit
breakers are required to close for starting the fuel pump motor. When fuel oil pump starts, it sucks fuel oil from
the tank through cage strainer and primary filter (paper type), goes to delivery pipe, relief valve (setting 5.2
Kg/cm2). Relief valve protect the fuel pump from overloading and excess oil returned to fuel tank, then fuel oil
goes to the secondary filter(paper type), provided on delivery pipe. Both the filters are provided on engine right
side free end near cylinder no.R1
The filtered fuel goes to right side fuel oil gallery and through cross over pipe to left side fuel oil gallery,
one copper pipe connection given to regulating valve (setting 4.2 kg/cm 2 ) and fuel oil pressure gauge. From
both side gallery fuel is supplied to fuel injection pumps with the help of jumper pipes.
FIP is a reciprocating pump operated by camshaft. The FIP increase the fuel oil pressure and sends to
the fuel injector through a high pressure pipe. FIP fuel rake having marking from 0 to 30 mm. FIP can be
dummied with help of locking device if required.
Fuel injector is fitted in the cylinder head. At the end of compression stroke the fuel oil is injected in
atomized form into the cylinder to get power stroke.
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Leak off gallery is provided on both side of the engine. Oil leakage of FIP and injector collected in leak off
gallery and return to fuel oil tank.
Fuel pump motor is not working.

Cause Remedies
Battery voltage not available Check connections
Battery knife switch is off Put ON
MB1/ MB2 in off/trip ON/reset it
MFPB1/ MFPB2 in off/trip ON/reset it
FPC not picking up wedge it or put ON FPB3
FPB off/tripped ON/reset it
FPM wire are loose/disconnected secure it properly
Carbon brushes are worn out Packing to be provided
If still FPM not working inform PCOR
Fuel oil pressure not builds up.

Cause Remedies
Insufficient fuel in the tank Arrange for fueling.
Fuel pump motor is not working Check the relevant circuit breakers
& Battery voltage
Fuel pump is not working Check Love-Joy coupling
Primary filter may be choked Remove the filter element.
Relief / regulating valve stuck-up Tap it.
Leakage in system Try to arrest the leakage.
If hauling power not affected it means gauge is defective, work in same
condition and inform PCOR
Air lock in fuel oil system - Air lock in fuel oil system is indicated by fluctuation of fuel oil pressure gauge
needle OR dropping of FOP. Action to be taken - Loose delivery pipe coupler of fuel pump and allow draining
till thick oil flow, further tied the coupler. Book in repair book.
High pressure pipe line burst – If high pressure pipe line is broken then isolate concern cylinder. Maximum
two cylinders can be isolate at time, one from each side.
Fuel Oil Economy:-

1. Tank should not be filled fully.
2. Ensure proper handing over and taken over of fuel oil balance.
3. Poor hauling power and leakage of system should be checked and booked.
4. Ensure adequate amount of BP pressure/vacuum in loco and releasing of train brake.
5. Open throttle notch by notch and achieve maximum speed in minimum time. Observe sectional
temporary /permanent caution order.
6. Always work on higher notches.
7. If black thick smoke is coming out from chimney, check the reasons.
8. Drive the train as per road and load.
9. Use maximum dynamic brakes.
10. Maximum coasting on down gradient.
11. Engine to shut down on receiving the memo from PCOR.
12. While working light load with multiple unit keep rear loco on idle.
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Fuel Efficient Kit

The following changes are made in loco for saving fuel on higher notches.
1. Maximum fuel rack opening is 25-27 mm on 8th notch.
2. 15 mm dia of FIP plunger is increased to 17 mm.
3. Steel cap piston is used.
4. Over lap period of main crank shaft is increase from 1230 to 1400
5. Alco TSC is replaced by ABB/GE TSC 6. Size of After Cooler is increased.
7. Air maize oil bath filter and car body filter are replaced by cyclonic filter.
8. Size of Radiator core is increased.
9. Lube oil relief valve setting is increased to 135 psi and regulating valve 75 psi.
5.AIR INTAKE SYSTEM

Supercharging – The process of increase air pressure more than atmospheric pressure and deliver in
cylinder for fuel combustion is called supercharging. It increases efficiency of the engine up to 50 % in this
type of engine fuel burn with atmospheric air having pressure. In diesel loco Turbo Super Charger is
provided for supercharging.
Turbo Super Charger – TSC is provided at free end, above after cooler.
It works with the help of exhaust gasses.
TSC having four casing
1. Gas inlet casing
2. Turbine casing
3. Intermediate casing
4. Blower casing
Gas inlet casing is connected with exhaust manifold. 14 exhaust elbows connected in exhaust manifold. R1
& L1 exhaust elbow are connected directly to gas inlet casing. One dome is provided in this casing. Rotor
shaft is fitted in intermediate casing; turbine and blower are fitted on this shaft. Turbine is fitted in turbine
casing and blower in blower casing. Gas inlet casing is connected to turbine casing through nozzle ring. One
side of blower casing connected with cyclonic filter and other with expansion joint to after cooler. TSC
cooled by engine coolant. Rotor shaft bearing is lubricated by engine lube oil system.
Working - Exhaust gases discharged by engine goes to gas inlet casing of TSC through exhaust manifold.
In this casing gasses gets the direction with the help of dome and nozzle ring and hit the turbine blades and
goes off to atmosphere through chimney. When turbine starts rotating same time blower also starts rotating
since fitted on the common shaft. Partial vacuum is creating in blower casing hence atmospheric air flow
from cyclonic filter.
Blower compress the air into after cooler, where it cools with water hence its density is increased. The other
end of after cooler is connected to ‘V’ gallery where the pressurized air is collected and collected air
pressure is called Booster Air Pressure. Booster Air Pressure gauge is provided in Loco Pilot cab. Maximum
BAP is 1.97 kg/cm2. At the time of suction stroke each cylinder is charged with super charged air through
inlet elbow.
After cooler - To increase the density and reduces the temperature of air, this is provided below TSC on
engine free end. It has U shaped pipes, through which water passes from inlet to outlet. The air is cooled
around the U shaped pipes through radiation process. The cooled and dense air is stored in ‘V’ gallery. Tale
- tell pipe provided in bottom of after cooler, if water leakage through it, fail the loco and inform the PCOR.
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BAP
GAUAGE CHIMNEY
EXHAUST
TSC
ELBOW L1 CYCLONIC
FILTER
EXHAUST
MANIFOLD
EXHAUST
ELBOW ( R1)
EXPANSION
JOINT
INLET ELBOW 16)
( AFTER
COOLER
V- GALLERY
TELL-TALE PIPE
Booster air pressure not building up

Cause Remedies
Insufficient FOP Check relevant cause
Governor linkage jam Operate 2 – 3 times manually
Leakage in exhaust elbow/manifold Try to arrest.
After cooler dummy, inspection cover, Tight them.

expansion joint is loose.
Leakage from inlet elbows. Try to arrest
In WW governor BAP connection is Try to arrest

loose.
BAP sensor defective in MCBG Gov. Put BAP by pass switch on

BAP by pass
Parallel transition not coming Take manual transition
Excitation card may be loose Tight them
Defect in TSC Confirm the free rotation of

rotor shaft
If hauling power is not affected it means BAP gauge is defective, work

the train in same condition and inform the PCOR
6. LUBE OIL SYSTEM

Purpose -To lubricate and cool the diesel engine equipment with filtered, cooled and pressurized lube oil.
Description – Forced lubrication system is used in diesel locomotive, detail of system is as -
Lower portion of engine crank case, it termed as lube oil sump, its capacity is 1210 litters. To fill the lube oil
filling cap is provided on free end engine right side. Dipstick gauge is provided near R5 cylinder for
measuring lube oil level. Dipstick gauge having 0-600 litters marking each mark of 20 litters. While
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checking lube oil level engine should be on idle condition and crank case exhauster motor should be in ON
position.
Lube oil pump is "Positive displacement type" and located in engine room right side free end. It gets drive
from main crank shaft extension shaft no. 1 gear. When diesel engine starts, lube oil pump also starts
working; it sucks oil from the sump and sends to delivery pipe, on delivery pipe relief valve (setting 9.5
kg/cm2) is provided. Oil from delivery pipe goes to filter drum & centrifugal filter. After filtration of oil from
centrifugal filter return to sump and oil from filter drum goes to system for lubrication
Filter Drum has two zones, filtered and unfiltered. Each zone having separate drain cock it should be tied
and sealed. One by pass valve (setting 20psi differential pressure) is provided near filter drum, it by pass
filter drum at the time of engine starting or when filter is chock up.
Filtered oil from lube oil filter drum goes to lube oil cooler, it is located in radiator room here oil gets cool
with water tubes. Out going pipe of lube cooler has regulating valve (setting 5.2 kg/cm2). Before this valve
one connection given to TSC through micro filter to lubricate bearing in intermediate casing.
The oil coming from lube cooler goes to lube oil strainer (location engine room left side), strainer has one
drain cock it should be tied and sealed. From strainer filtered oil goes to main header (location in lube oil
sump).
Main header having 9 S-type jumper pipes and each pipe is connected to main bearing. After lubricating
main bearing oil goes to crank pin and lubricates connecting rod bearing. Through connecting rod oil goes to
piston pin and lubricated it and also cools the piston crown, further oil dropped in the sump through return
passage, while dropping oil splash and lubricate the cylinder liners.
Two pipe connections were given from main header to sub header and one ‘T’ joint on each pipe given for
cam shaft, which helps in lubricating cam shaft bearings. From both sub header two pipe connections are
provided for each cylinder to lubricate rocker arm assembly and fuel pump lifter. At the end of both sub
header on power take off end one nozzle is provided to lubricate cam shaft gear as well as split gear in spray
form.
From main bearing no. 1 oil goes to vibration damper, it reduces the main crank shaft vibrations.
From main header one connection given to lube oil pressure gauge and oil pressure switch in loco pilot cab.
1- MICRO FILTER 6-PISTON CROWN 11-SPRAY NOZZLE

2- CAM SHAFT BEARINGS 7-CYLINDER LINER 12- VIBRATION DEMPER 3-MAIN
BEARINGS 8.SUB HEADER 13- RELUGULATING VALVE
4- CRANK PIN 9. ROCKER ARM ASSEMBLY 14- CENTRIFUGAL FILTER
5- PISTON PIN 10. FIP LIFTER
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Crank case exhauster motor- It is located on engine left side power take off end. Initially it starts on battery
further it work on auxiliary generator out put. A blower is fitted on its shaft which creates partial vacuum and
evacuated gasses from crank case sump. Working of motor is confirmed from its indication lamp provided on
both control desks. If CCM not work, find the causes if not successes clear the section and fail the loco.
Crank case explosion door- Due to any reason if pressure of the gasses in side the engine block is increased
which leads to damage engine block.
To avoid the damage crank case explosion doors are provided. When pressure increased more than
prescribed level explosion door gets burst and safe guard the engine block. On each side of crank case one
spring loaded type explosion door is provided in place of crank case cover (normally on R7, L2). When
explosion door is burst, gasses come out along with lube oil but due to spring action the door sets on its
normal position. In this situation shut down the engine and crank case exhauster motor should be kept on
and fail the loco.
CCM not working-
Causes Remedies
CEB trip/off Reset/ON it
Wire connection on junction box of Secure properly.

motor loose/ uncoupled
Motor defective Check the carbon brush
If not success clear the section, inform the PCOR and fail the loco.
Lube oil pressure in not building up.
Causes Remedies
Low oil level in the sump Inform PCOR
Drain cock of filter Tied and seal it
drum/strainer in open condition
Pressure relief/ regulating valve Tap it gently.

stuck up.
High temperature of engine Raise the engine.
Leakage in lube oil system. Try to arrest the leakage.
Water mixing in lube oil. Shut down the engine fail the loco
and inform PCOR
Fuel oil mixing in lube oil. Inform PCOR.
Lube oil level increasing in lube oil sump - Two reasons of lube oil increasing
in the sump are
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1. Water is mixing in lube oil - Check CCM exhaust pipe if steam/drop

Of water coming, its means water is mixing in lube oil. Shut down the engine, fail the loco and inform PCOR.
2. Fuel oil mixing in lube oil - Fuel oil smell will come on lube oil dipstick gauge; it means fuel oil mixing
in lube oil. Inform PCOR.
7. COOLING WATER SYSTEM

The purpose of cooling water system is to cool engine equipment as well as engine block, inlet air, lube oil and
TSC.
Description - Chemical treated water is filled in this system to avoid corrosion, scaling forming and leakages will
visible easily.
On WDG3A loco pressurized water cooling system is provided. Centrifugal water pump is provided on left side
free end of the engine, which gets drive from extension shaft no. 1 gear. System capacity is 1210 liters. Filling cap
provided on expansion tank No.1.
When diesel engine starts, water pump sucks water from four places viz. expansion tank No.1, TSC water return
pipe, right side radiator core via after cooler, and left side radiator core via lube oil cooler. Water is pumped at
three places viz. right side engine block, left side engine block and TSC.
Right/Left side engine block -The water in right and left side engine block, cools the cylinder liner and after
wards rises through jumper pipe to cylinder head to cool it and rises through riser pipe to the respective water
return pipe i.e. right side water return pipe and left side water return pipe.
Through right side water return pipe water goes to the left side radiator core via bubble collector and
left side water return pipe goes to right side radiator core through bubble collector. In the radiator core water
is cooled by radiator fan. Cooled water goes from left side radiator core to lube oil cooler, after cooling lube
oil mixes with water of right side radiator core and goes to the water pump again.
Turbo supercharger- Here water cools the intermediate and turbine casing, further it will go to suction side
of pump through steam accumulator.
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Radiator fan working –Radiator fan works according to the water temperature. Temperature is measured by
thermostatic switches viz.
ETS1, ETS2 provided in expresser room on water junction box.
The outer drum is coupled with extension shaft No.2 and inner drum is coupled with right angle gear box.
There is gap between outer drum and inner drum. Outer drum rotates continuously with main crankshaft.
Radiator fan is coupled with right angle gear box with the help of universal coupling.
When water temperature increases up to 680C, ETS -1 operate, R1 contactor will pick up located on back
panel. Battery /auxiliary generator current goes to ECC coil through TCR, ECC coil energized, inner drum
starts rotating along with outer drum, which in turn rotates radiator fan with the help of right angle gear box,
radiator fan works at slow speed and cools the water.
When the water temperature further increases up to 74 0 C, ETS2 operates, R2 contactor will pick up by pass
TCR, radiator fan rotates with full speed and cools the water.
ETS3-When water temperature increases up to 94 0C, ETS3 operates, hot engine indication lamp will glow on
both control desk and alarm bell will ringing, it indicates that engine water temperature is above safe level and
requires loco pilot attention to cool down the water temperature. Loco pilot should race the engine to cool down
the water temperature according to road and load.
LWS- It is provided in compressor room on radiator room wall, the level of water in expansion tank is 14 inches
(water capacity of each tank is 155 litters). Whenever water level is remained 1 inch due to leakage or any other
reason in expansion tank that time LWS will operate, engine will shut down with hot engine indication on both
the control desk and alarm bell will ring.
A pressurized valve is fitted on any one of expansion tank and water level gauge provided on expansion tank No.2
near long hood headlight. Water level gauge having three zones viz. Green, Yellow and Red.
Water leakage from tell- tale pipe of water pump- Keep watch on the water level, if level goes down inform to
PCOR.
Lube oil comes from tell-tale pipe of water pump. It is due to the damage of lube oil seal of the water pump.
1. If leakage is drop by drop, watch oil level and work the train, book for repair.
2. If leakage is heavy inform to PCOR.
Engine shut down/not starting with hot engine indication
Cause Remedies
Water level decreasing Arrange to fill the water & arrest leakages.
LWS test cock is closed Open it.
LWS defective Short LWS wire on back panel and keep

sharp watch on water level.
To bypass LWS short wire no. in EH governor 50D – 50J and in WW

governor 16E – 16H
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Radiator fan not working

Cause Remedies
Defect in ETS1, ETS2 or R1, R2. Put ON RFCB.
Carbon brush of ECC defective. Check carbon brushes & its packing.
Slip rings are dirty. Clean it.
ECC coil wire connection loose/ Try to tight/couple it.

disconnected.
Still if not success then inform PCOR.
Caution – Before enter in radiator room shut down the engine.
8. COMPRESSOR
In IRAB1 (straight air brake) fitted loco have only compressor. It is provided in the compressor room. The
main function of compressor is to provide compress air for various purposes.
It has one crankshaft and two bearings. One end of crank shaft is connected to engine main crankshaft with
fast coupling and other end to extension shaft no.2 with flexible coupling. It has 03 cylinders, 02 low
pressure cylinders in ‘V’ shape and 01 high pressure cylinder in vertical position. Breather valve is provided
in the sump to avoid pressurization of sump. 20 liter lube oil filled in compressor sump for lubrication. For
circulation of lube oil one chain and sprocket driven pump is provided in sump. Filling cap is provided for
lube oil filling and spy glass/dipstick gauge for checking of oil level.
Compressor and MR Charging:-
Compressor charges the main reservoir with pressurized air. Each cylinder have inlet and discharge valve
working on principle of differential pressure.
It’s working to charge main reservoir with pressurized air, has 03 cylinders, two big cylinders are called low
pressure cylinders and small is called high pressure cylinder. Low pressure cylinders having 02 inlets and
02 discharge valves, inlet valve is connected to air intake filter and discharge valve to intercooler. High
pressure cylinder having 01 inlet and 01 discharge valves, inlet valve is connected to inter cooler and
discharge valve to cooling coil through after cooler. Inlet valves have un-loader assembly, its connection
given to EPG.
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When piston travel from TDC to BDC in low pressure cylinder inlet valve opened and filtered atmospheric air
entered in cylinder. When piston travel from BDC to TDC inlet valves close and pressure is increased in cylinder
hence discharge valve gets open and air goes in inter cooler where it cools by air. Safety valve (setting 4.2
kg/cm2) is provided on inter cooler to safeguard it.
When piston travel from TDC to BDC in high pressure cylinder inlet valve open hence air from inter cooler
entered in cylinder. When piston travel from BDC to TDC inlet valves close and pressure is increased in cylinder
hence discharge valve gets open and air goes in cooling coil through after cooler where it gets cool by air and
charged MR1. Safety valve (setting 10.5 kg/cm2) is provided on outlet pipe of MR1, it discharge over pressure
and safe guard the MR tank. From MR1 air goes to MR2 through air dryer and NRV. MR1is provided in under
truck between fuel tank and rear truck and MR2 between fuel tank and front truck.
MR1 pressure is used on different places as below:
Control air pressure reservoir – It is charged with 5 kg/cm2. NS1 reducing valve and COC is provided in nose
compartment to convert MR pressure into 5 kg/cm2. This pressure is used to operate electro pneumatic contactor.
It has drain cock and pressure gauge mounted on nose compartment wall in loco pilot cab.
Sanders - Sanding between wheel and rail, sanders valve are provided. Wipers - Both side looking glass having
wipers which are operated by its servo motor.
Horns - Horn switches are provided on both control stand and its coc in nose compartment.
MR1 equalizing pipe - In multiple unit MR pressure is equalizing when MR equalizing pipe is connected
between the loco which is charged by duplex valve.
Feed pipe - In twin pipe brake system feed pipe is charged with 6kg/cm2 through D24B valve, its 11/4” coc.
EPG - Its main function is to maintain MR pressure between 8 to 10 kg/cm². Its EP valve and cut out cock is
provided in compressor room on the radiator room wall. Pressure switch, pressure gauge and COC is provided in
nose compartment, its toggle switch is provided on nose compartment.
When MR pressure reach to 10 kg/cm², EPG operates and send air pressure on un-loader assembly as well as auto
drain valve. Due to air pressure on un-loader assembly inlet valve remains in opened condition and air will not
compressed. This process is called unloading / governor cut out. Auto drain valve drains moisture from MR1.
When MR pressure drops up to 8kg/cm2, EPG comes in its balance/cut in position and its exhaust port
opened, which vents the air from un-loader assembly as well as auto drain valve. Due to no air pressure on
un-loader assembly, inlet valve closed and restarts the air compression. This process is called loading /
governor cut in. Auto drain valve drains moisture from MR1.
In multiple unit EPG helps in loading and unloading of MR in all locos at a time. Normal position of EPG
toggle switch is ON and in case of MU in trailing loco it is in OFF position.
MR2 - It is located between fuel tank and front truck. MR2 air is used to operate different valves of brake
system. J-filter and its coc provided on MR2 outlet pipe.
Drain cocks are provided on MR1, MR2, J-filter, control reservoir to drain moisture.
Lubrication of compressor - Compressor sump has filled with 20 litters Lube oil, it has a positive
displacement type pump provided in the sump which is rotates through chain and sprocket. Compressor
shaft rotating pump starts work and distribute pressurized oil on following places.
1. Relief valve 2. Needle valve 3. Distribution ring.
From distribution ring following equipments are lubricate
1. Crank pin 2. Piston pin 3. Cylinder liner
Brass needle valve is provided to check the working of pump when engine in working condition. Due to oil
pressure needle valve spindle projected.
Compressor sump is connected breather valve sump.
Checking of Compressor oil- Spy glass and dipstick gauge are provided to check oil level in the sump.
While checking oil level through dipstick gauge, Engine to be shut down.
Brass Needle Valve Not Project Out - It is provided to check the working of pump when engine in
working condition. If it project out on Engine raise, note in Loco repair book. If it does not project out, loose
check nut on needle valve if oil comes from it, it means pump is working but needle valve defective book in
repair book. If oil does not comes out check the oil level in sump if oil level is satisfactory, it means pump is
defective, fail the loco. If oil level is below minimum mark then inform PCOR.
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MR pressure not buildup/dropping

Causes Remedies
Inter cooler safety valve blowing Tap it.

continuously
Inter cooler tube broken To maintain the MR pressure by

keeping engine in raise condition if
possible.
MR safety valve blowing Tap it.

continuously
MR1, MR2, J-filter and control Close the concern drain cock.
reservoir drain cock are in
opened condition.
Auto drain valve blowing Tap / isolate it.

continuously.
Leakage from MR/BC Close it properly.

equalizing COC or BP/FP angle
cock.
Leakage in the system. Try to arrest.
EPG is defective. Tap EP valve or switch off toggle

switch and close EP valve COC,
create slight leakage in MR1.
J-filter coc in closed condition Open it.
Air dyer unit defective By pass it.
MR safety valve blowing continuously

Causes Remedies
EPG defective Tap EP valve of EPG, if its switch

in OFF position ON it.
EPG pressure switch COC is Open it

closed
EPG, EP valve COC is closed Open it
MCB-1,2 in off condition ON it.
If not success create leakage in MR1 through drain cock

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MR pressure dropping on run – In this situation loco pilot will not leave control stand and keep sharp watch on
MR & BP pressure gauge, work the train and follow traffic rules. When MR pressure comes below 6 kg/cm 2
apply A9 to stop the train and keep A9 in emergency & SA9 in application position and also secure the train as
per requirement. Blow the whistle code to protect/secure the train from rear by Guard as per traffic rule. Further
do the trouble shooting.
EXPRESSER
In dual brake loco expresser is provided instead of compressor. The combination of exhauster and
compressor is called expresser; it is provided in the expresser room. The main function of expresser is to
provide compress air and vacuum for various purposes.
It has 6 cylinders, 3 for compressor and 3 for exhauster. Two crank pin provide on expresser crank shaft,
each pin has 3 connecting rods. Each cylinder head of exhauster has two inlets and exhaust valve, all inlet
valves of 3 cylinders are connected with inlet pipe and inlet pipe is connected with VA1B control valve, the
inlet pipe is called vacuum reservoir. Similarly exhaust valves are connected with exhaust pipe in under
truck.
When exhauster cylinder piston travel from TDC to BDC, inlet valve open and train pipe air entered into the
cylinder through VA1B control valve and vacuum reservoir. Piston travels from BDC to TDC, inlet valve
closed and exhaust valve opens due to air pressure, evacuated through exhaust pipe into atmosphere hence
vacuum created in train pipe.
To check the vacuum level in train pipe, vacuum gauge is providing on both control desk. Vacuum check
valve is connected with vacuum reservoir to maintain the certain level of vacuum in expresser sump.
Oil coming with smoke from expresser exhaust pipe
Causes Remedies
Oil level is more in sump Work the loco, as oil consumed, oil
throwing stops
Vacuum check valve is not fitted Fit it properly otherwise inform

properly
PCOR
Oil filling cap is loose. Fit it properly
Dip stick gauge not fitted properly Fit it properly
Above situation must be inform to PCOR

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EXHAUSTER
INLET CYLINDE
VALVE R
VACUUM
RESERVOIR
INLET
VALVE
EXHAUST PIPE
VA1B
6 7
TRAI EXHAUSTER
NPIPE EXHAUST
CYLIND VALV
ER E
INLET
VALVE EXHAUSTER
CYLINDE
R
9.ENGINE GOVERNOR
It is located on engine right side at power take off end. Its main work is to keep engine RPM stable as per
throttle notch position irrespective of load and road. It also work the following-
1. Controls fuel oil supply
2. Co-ordinate between main generator and diesel engine HP.
3. Brought engine speed to idle or shut down when any safety device operates.
4. Helps in engine starting and stopping
Three types of governor are used in Diesel locomotive.

1. Electro Hydraulic Governor (EH)
2. Wood Ward Governor (WW)
3. Microprocessor Control Based Governor (MCBG)
Electro Hydraulic Governor (EH) – Main parts are

Pilot valve assembly Speed coil
Stabilizing coil Slave piston no. 1
Slave piston no. 2 Clutch coil
Arm A Arm B
Reference spring main shaft
Output shaft Oil sump
Pressure relief valve Strainer
Fuel limit cam Load control rheostat
Stabilizing potentiometer two spy glass
Working system
Outside the governor body other then above equipment governor pump is provided in expresser room at
engine right side. The governor pump is driven by FPM. Governor sump is filled with 3.79 liter oil. When
pump starts working, it sucks oil from governor sump and builds 135 psi pressure and sends to governor
hydraulic system.
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Fuel rake control shaft is connected to governor output shaft (which is out side of governor body) through
linkage pin. Fuel rake of 16 cylinders is controlled by output shaft. Arm B is connected to output shaft in
side the governor. Main shaft is connected to arm A inside of governor body. Clutch coil is provided in
between arm A and arm B. Minimum 50V is required to energize the clutch coil, this supply is given by
battery/AG. Original position of arm A is full fuel position and arm B is no fuel position when engine is shut
down.
Speed pilot valve controls oil supply in governor hydraulic system, two forces works on this valve, reference
spring which pulls pilot valve upwards and stabilizing coil/speed coil which push the valve downwards. When
pilot valve lifted up, 135psi pressure oil goes to bottom of slave piston No.1. When balance current is 475 mA in
speed coil, speed pilot valve balanced and flow of oil to slave piston no.1 is stopped.
While engine starting - When FPB kept ON governor pump starts and stabilizing coil energize hence oil will
go on the top of slave piston no.1 and pressed it downward due to which main shaft rotate clock wise, arm A will
go on arm B and LCR change its position from 1 o’ Clock to 4 o’ Clock and SP from 3 O’ Clock to 6 O’ Clock.
Clutch coil energize when engine start button is pressed, arm A and B will magnetically locks and stabilizing coil
de-energize, pilot valve lifted up and oil goes to bottom of slave piston no.1. Main shaft rotate anti clockwise
hence arm A, arm B and out put shaft moves toward full fuel position. Governor linkage pressed downwards and
fuel racks opened. Fuel is injected in the cylinder, fuel combustion starts.
As fuel combustion starts in cylinder, main crank shaft speed increase, out put current of Tacho generator goes to
speed coil. When speed coil gets 475 milliamps current, reference spring brings speed pilot valve in balanced
position. This position occurs when main crank shaft rpm is 400, fuel rack stable and due to fixed fuel oil supply
engine achieved idle speed.
Increasing/decreasing of engine speed - when throttle notches opened, engine speed relay (ESR) picks up
according to notch position and add resistance in series of speed coil. Current in speed coil decreases below
475mA, reference spring pulls the pilot valve upwards. More oil will go in the bottom of slave piston no.1. Main
shaft rotate anti clockwise and arm A, arm B and out put shaft travel towards full fuel position, Engine racks
opens further hence fuel supply in the cylinder is increased.
Tacho generator out put increased due to increasing in engine speed as per notch and 475mA current goes to
speed coil even though resistance were added and fuel rack stabled.
When throttle notch decreases engine speed also decreases and reverse action takes place as per notch position.
To stop the engine - When stop button or MUSD pressed, stabilizing coil energize and pilot valve goes
downward, governor oil goes on top of slave piston no.1 and press piston downwards hence main shaft rotate
clockwise and arm A and arm B both comes on no fuel position. Engine shut down due to no fuel supply.
Engine shut down through safety device – Whenever any one of MFPB-1, 2, MB-1, 2, FPB circuit breakers
trips or OPS, SAR, LWS safety device operated that time clutch coil de energized, arm A & arm B separated.
Arm B comes to no Fuel position and engine stopped due to no fuel supply.
Working of LCR - It protect the engine from bough down. When train is running with excess load on up
gradient with full notch, main generator demands increases and same time engine rpm decreases. In this
situation balanced current decreases in speed coil due to decreasing speed of Tacho generator. More oil goes
in the bottom of slave piston no.1, maximum fuel rack (29.5mm) opened after that main shaft rotates more
in anti clockwise hence LCR comes in active zone (11 - 8 O’ Clock) which decreases main generator
excitation and main generator demands reduced hence load on engine decreases, engine rpm maintain as per
notch and engine safe guard from bough down.
Duties towards EH governor – 1. Check oil level in governor sump
2. Tightness of empanel plug
3. There should not any leakage in governor hydraulic system
4. Governor linkage pin should be fitted properly
10.BRAKE SYSTEM
Braking: dissipation of amount of kinetic energy into heat energy so as to retard wheel motion is called breaking.
IRAB-1 brake system - Locomotive fitted with IRAB-1 brake system can work only on air brake stock.
Various valves and cocks are provided in IRAB1 brake system
A9 Valve - It is pressure reducing, pressure maintaining and self lapping valve. It is provided on both
control stands; it reduced main reservoir pressure 8-10 kg/cm² to 5 kg/cm² and has 4 ports 30, 5, 1 and
exhaust. Its handle has 5 positions - 1. Release
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2. Minimum reduction
3. Full service
4. Over reduction
5. Emergency
S. No Position BP dropping BP maintaining
1 Release 0 5 kg/cm²
2 Min reduction 0.5 kg/cm² 4.5 kg/cm²
3 Full service 1.5 kg/cm² 3.5 kg/cm²
4 Over reduction 2.5 kg/cm² 2.5 kg/cm²
5 Emergency 5 kg/cm² 0
SA9 Valve - It is pressure reducing, pressure maintaining and self lapping valve. It is provided on both
control stands; used for applying locomotive brakes and has two positions
1- Release 2- Application It has five ports 30, 20 and exhaust.
MU2B Valve - It is provided on air brake panel in Nose Compartment have 2 positions lead and trail/Dead.
It is provided for Loco brake operation, BP charging, F-1 selector valve. It has eight ports 2, 20, 3, 13, 63,
53, 30 and Exhaust. It should be kept in lead position in leading loco and in trail position on trailing loco in
MU operation.
The following ports are connected when it is in lead position port No. 220, 3-13, 63-53 and 30 with Exhaust
port and in trail position port No. 6330 and 53 with Exhaust.
24AD Check Valve - This valve is also called double acting check valve. It is used where possibility of two
different pressure coming to operate single valve.
C2 Relay Valve - This valve is provided on air brake panel in Nose Compartment. It is used to charge brake
cylinders and brake cylinder equalizing pipe. It has four ports 1, 2, 3 and Exhaust port.
Add C2 Relay Valve - This valve is provided on air brake panel in Nose Compartment. When A9 in release
position it charges the brake pipe. It has four ports 1, 2, 3 and Exhaust.
¾” COC - It is provided on air brake panel in Nose Compartment. It also called brake pipe isolating cock. In
single loco and leading loco of multiple units it should be in open position and closed in trailing loco. F1 Selector
Valve - This valve is provided on air brake panel in Nose Compartment. It is controlled by MU2B valve. It helps
in charging brake cylinder equalizing pipe and loco brake application in conjunction working.
When loco parts while working multiple unit light engine MR EQ. pressure dropped which makes F-1 selector
valve partially in lead position on trailing loco and loco brake applied in conjunction working.
This valve has nine ports 30,14,4,16,20,12,15,63,53.
Power cut off pressure switch - It is provided in nose compartment with COC. When ever BP pressure less then
2.8kg/cm2 due to any reason this pressure switch operates and de-energize DMR. This valve is provided in nose
compartment on brake panel.
D24B Feed Valve - This valve is provided on air brake panel in Nose Compartment. It is a pressure reducing self
lapping valve. It reduced MR1 pressure in to 6 kg/cm2 to charge feed pipe.
1 ¼ COC - It is provided on air brake panel in Nose Compartment. It is used to isolate D24B feed valve.
Duplex check valve - This valve is located near MR1. It works as a non return valve. When MR pressure is built
up more than 5kg/cm2, it operates and allows the pressure to charge MR equalizing pipe and feed pipe pressure.
D-1 Emergency Flap Valve – It is provided behind both driving seats. This valve is directly connected to brake
pipe. When this valve is lifted brake pipe pressure drops. It is used in emergency conditions.
N1 Limit Valve - It is provided on air brake panel in Nose Compartment.
It reduced MR pressure up to 1.8 kg /cm2.
C3W distributor valve- It is located in nose compartment. It controls conjunction working in IRAB-1
System. This valve having 4 ports viz. BP, MR, EX, SP. The BP chamber is connected to control chamber
through non return chock, chock allowed air from BP chamber to control chamber. It has one isolating handle
having two positions service and isolation. It has also ‘P’ & ‘G’ handle, while working passenger train this handle
should be on ‘P’ position and with goods train it should be on ‘G’ position. According to the position of handle
loco brake application and releasing time is fixed.
This valve has one manual release handle which is used to release loco brake manually in conjunction braking.
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Foot paddle switch- It is provided in front of both loco pilot driving seat ,used to release loco brake
during conjunction braking by pressing foot paddle switch.
Application and releasing of Loco brake

SA9 valve is fitted for independent application and release of loco brakes in IRAB1 brake system. SA9 valve
has 2 positions.
Application - In this position loco brakes are applied.
Release - In this position loco brakes are released.
Loco brake application - When SA-9 valve handle is kept in application position its port no. 30 and 20
connected, adjusted pressure of 3.0 kg/cm2 by feed cock discharge from port no. 20 and goes to MU2B valve
port no. 2 through 24AD check valve. Since MU2B valve is in lead position, its port no. 2 is connected to
20, the pressure comes out from port no.20 and goes to C2 Relay valve port no.2 through 24AD check valve
and C2 relay valve operated. C2 Relay valve port no.1 and 3 connected, waiting pressure of MR2 on port
no. 1 will discharge from port no. 3 in proportionate to the pressure of port no. 2 which is 3.0 kg/cm 2 and
goes to following places
1. Through boogie cut out cock to brake cylinder and operates loco brakes.
2. To charge brake cylinder equalizing pipe through F1 selector valve port no. 30 and 14
Loco brake releasing - When SA-9 handle is kept in release position, its port no. 20 disconnected from
30 and gets connected to exhaust port. Air pressure in C2 relay valve port no. 2 will exhaust through MU2B
and SA9 valve exhaust port. As there is no pressure in C2 relay valve port no.2, its port no. 3 is disconnected
from 1 and gets connected to its exhaust port, brakes cylinder pressure exhaust from C2 relay valve exhaust
port and loco brake will released.
Note -
1. In some locos SA9 COC is provided in control stand, Working control stand COC
should be kept open and non working control stand in close position.
2. Brake cylinder pressure gauge is provided on both the control stand to show brake
cylinder pressure.
3. Boogie isolating cock is provided on loco right side in under frame for both boogies
to isolate loco brake.
4. Brake cylinder pressure gauge will not show if front boogie is isolated.
InstituteCode:0935
Procedure of brake cylinder pressure adjustment – 1. Ensure MR pressure should be 8 to 10

kg/cm2
2. Ensure MU2B on lead position
3. Both bogies isolating cock should be in open condition.
4. Both end brake cylinder equalizing pipe COC should be in close condition.
5. Keep SA9 handle of working control stand in application and adjust 3.0 kg/cm2 with
the help of its feed cock.
Loco brakes not applying
Reason Remedy
In sufficient MR Pressure Charge it upto 8 to 10 kg/cm2
MU2B is not in lead position Keep it on lead position.
C2 relay valve stuck up Tap it.
Brake cylinder equalizing pipe Close it.
COC is open
Bogie COC is closed Open it
Brake cylinder pressure is not Adjust it 3.0 kg/cm2 by SA-9 feed
adjusted cock
Brake pipe charging
Waiting MR2 pressure on port no. 30 of A9 valve goes to port no. 5 when A9 handle kept on release
position. Adjusted pressure of 5 kg/cm 2 by A9 feed cock will discharge from port no. 5 to MU2B valve port
no. 3 through A9 COC (when it is in open condition). Since MU2B valve in lead position hence its port no.
3 &13 are connected and pressure on port no. 3 will discharge from port no. 13 and will go to Add.C2 relay
valve port no.2, also charged the 110 cubic inch reservoir.
Add. C2 relay valve gets operated when air comes on its port no.2 hence its port no.1 & 3 are connected and
waiting pressure of MR2 will reduced proportionately and discharged from port no. 3 and charged BP
pressure 5.0 kg/cm2 when ¾” coc in open condition.
InstituteCode:0935
BP Discharging (dropping)
When A9 valve handle kept on application position, its port no.5 is disconnected from port no.30 and
connected to exhaust port hence Add C2 relay valve port no.2 air will return via same passage to exhaust
port, as per A9 handle position. Add C2 relay valve disturb from its lap position and port no.3 will connect
to exhaust port, BP pressure will exhaust and its pressure dropped.
Procedure of BP pressure adjusting-

1. Ensure MR pressure should be 8 to 10 kg/cm2
2. Working control stand A9 COC should be in open condition and None working
in closed
3. Ensure MU2B on lead position
4. Ensure ¾ inch coc in open condition
5. Ensure both end of BP angle cock of loco is in closed condition
6. Ensure both emergency flap valve in closed condition
7. Keep A9 handle of working control stand in release position and adjust 5.0 kg/cm 2 by
feed cock.
BP pressure not builds up-
Reason Remedy
1. Inadequate amount of Charge the MR up to 8-10 kg/cm2
MR pressure
2. Both control stand A9 coc are in Open on working control stand
closed condition
3. Both control stand A9 handle not Kept in release
in release position
4. MU2B valve is not in lead position Keep it in lead position
5. ¾ inch COC is close Open it
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6. BP angle cut out cock is open Close it

7. Add C2 relay valve is stuck up Tap it gently
8. One of the emergency valve is Close it
open
9. BP pressure not adjusted properly Adjust it by A9 feed cock
10. In MU ¾” COC opened in trailing Close it
loco
11. A9 valve stuck up in emergency Operate it from release to
position emergency position till reset
or tap it
BP pressure not dropping by A9 -In this condition stop the train by using emergency flap valve and trouble
shoot the following
Reason Remedy
1. Both control stand A9 coc are in Closed on non working control
open condition stand
2. ¾ inch coc of banker loco is in Closed it
open condition
3. In multiple unit, wrong position Ensure in trailing loco both A9 and
of coc/valve in trailing loco ¾ “ coc is closed, MU2B on trail
Conjunction braking- When BP pressure is 5.0kg/cm2 that time BP chamber and control chamber of
C3W valve also charged with 5.0kg/cm2, in this position distributor valve is in balance position and loco
brake are in released position.
Application position - when train brakes applied through A9, BP chamber of C3W drop and distributor
valve is operated hence MR port is connected to SP port. Air from SP port goes to N1 limit valve which is
set on maximum 1.8kg/cm2 pressure. From here air goes to C2 relay valve port no.2 through D1 pilot valve,
F1 selector valve port no. 4 -16 and loco brake applied.
Release position - When A9 handle kept on releases position to release train brake that time C3W
distributor valve BP chamber and control chamber charged with 5.0kg/cm 2 pressure and valve comes in
balanced position. Hence air of C2 relay valve port no.2 will exhaust from C3W distributor valve exhaust
port through same passage and loco brake also released.
Note- During dynamic brake application or on pressing foot paddle switch D1 pilot valve gets energize and
air from C2 relay valve port no.2 will exhaust from D1 pilot valve exhaust port hence applied loco brake in
conjunction braking get released.
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Feed Pipe Charging

Twin pipe brake system is developed to increase the efficiency of air brake system it include FP along with the
BP. Feed pipe is charged with
6.0kg/cm2 pressure, all auxiliary reservoir of wagon/coaches are charged by feed pipe in twin pipe brake system.
In loco feed pipe is charged by 6.0kg/cm 2 from MR1 through duplex check valve, 1 1/4 inch, D24B feed valve and
both end FP angle cock should be in close position.
FP ANGLE
COC FP ANGLE COC
FEED PIPE
MR EQUALISING PIPE
COC 1¼ COC COC
D24B FEED
DUPLEX VALVE
VALVE
MR 1
TO MR 2
Feed pipe pressure is not build up
Reason Remedy
1. MR pressure is less than 8 1. Maintain MR pressure up to 8-
kg/cm2 10 kg/cm2
2. 1 ¼ “ COC is close 2. Open it
3. Feed pipe pressure is less than 3. Adjust it by D24B Feed valve
6kg/cm2 OR Close the 1 ¼ “ COC and work
the train with single pipe
Loco Brakes are not releasing by A9 & SA9
Reason Remedy
InstituteCode:0935
1. In adequate BP pressure Trouble shoot accordingly

2. Brakes applied in conjunction Keep SA9 on quick release or
working are not releasing operate foot pedal switch
3. C2 Relay valve stuck up. Tap it
4. C3W valve defective. Tap it, pull C3W release handle.
5. SA9 of other control stand is Release it
in application
6. Any one of brake cylinder not Isolate the same.
releasing
Still loco brakes are not Close bogie coc. If loco brake
releasing released work further.
Note-do not work light engine when bogie is isolated and inform
PCOR
IRAVB1 (DUAL BRAKE)
IRAVB1 brake system is provided in some WDG3A locos. IRAVB1 brake system fitted loco can work with
both air and vacuum brake trains. VA1B Control Valve - It is provided in nose compartment. It helps in
vacuum creation and destruction. It connects train pipe with exhauster or atmosphere as required. It has one
dumble, when it is in balance position train pipe is connected to the exhauster and in unbalanced position
connected to atmosphere. It has nine ports 3, 6, 7, 8, 2, 1, 11, 13 and exhaust.
HS4 Valve - It is provided in nose compartment. MR2 pressure is reduced by its feed cock to 24±1 psi
which goes at the bottom of VA1B valve to balance dumble. This pressure is called vacuum control air
pressure.
GD8OD & GD80E Filter - These filters are located in Nose compartment to clean atmosphere and train pipe air.
Check Valve - It is located in Nose compartment. It allows atmospheric air into the train pipe but not vice
versa. It is also called non return valve. Banking cock (ghat cock) - It is located in nose compartment. In
normal working it should be in open position and closed in banking/ dead loco. D1 Pilot Valve - It is
provided in nose compartment. It is electropneumatic valve, during dynamic braking it gets energies and
keeps the loco brake in release position in conjunction working. It has four ports IN, OUT, MR and
Exhaust.
HB5 Valve - It is located in nose compartment. While working vacuum brake train when vacuum drops up
to 35cm without dropping BP pressure, it operates PCS. This valve has six ports 9, 10, 11, 12, 13 and
Exhaust.
PCS 1– It is located in nose compartment, it is operated by HB-5 valve. When it operates DMR de-energize.
A1 Differential Pilot Valve - It is located in nose compartment. Its working is
1. While working multiple unit, trailing loco helps in vacuum creation for short time after
releasing A-9.
2. It avoids operating HB-5 valve after releasing A-9.
D-1 Emergency Flap Valve – It is provided behind both driving seats. This valve is directly connected
to train pipe and brake pipe. When this valve is lifted up to 45º train pipe vacuum drops and on 90 º brake
pipe pressure drops. It is used in emergency conditions.
Vacuum adjustment –
1. Ensure BP pressure is 5.0 kg/cm2
2. Banking coc should be open.
3. Emergency flap valve should be close.
4. Both hosepipes should be on dummy.
InstituteCode:0935
5. Adjust HS4 pressure 24 +_1 psi by its feed cock.
Vacuum creation in train pipe-

When A9 handle is kept in release position, BP pressure (5.0 kg/cm 2) will go to VA1B valve port no.3 i.e. on the
top diaphragm and from HS4 valve 24±1 psi pressure goes to port no.1 i.e. under the bottom diaphragm hence
VA1B valve comes in balance position. In this condition port no.6 of VA1B valve is connected to 7. VA1B valve
port no.6 is connected to train pipe and port no.7 to exhauster through vacuum reservoir.
Exhauster sucks air of train pipe through banking cock, VA1 release valve, GD80E filter, VA1B control valve,
vacuum reservoir and throw it to atmosphere through exhaust pipe due to this vacuum create in train pipe, amount
of vacuum can be seen in gauge on both control stands. Note – Two pressures operates VA1 release valve, one is
from port no.53 of MU2B valve when it is in lead position and/ from A1 differential valve.
Destruction of vacuum of train pipe- When A9 handle kept in application position, BP pressure drops.
Due to reduction in BP pressure, pressure reduced on VA1B control valve top diaphragm hence valve gets
unbalance and its port no.6 gets connected to 8. Atmosphere air enters from GD80D filter, VA1B control
valve, vacuum check valve, banking coc and destroy the vacuum in train pipe.
Recreation of vacuum in train pipe- After application of brake when A9 kept on release position to
release the train brakes, BP pressure will charge again 5.0 kg/cm 2 and VA1B control valve comes in balance
condition. Recreation of vacuum will start in train pipe
HB5 Valve -
While working vacuum brake, A9 in release position and train parts / vacuum hose pipe uncouples /
emergency flap valve open / brake applied by guard then atmospheric air enters in train pipe , air comes in
VA1B control valve port no.2 and press the bottom diaphragm downward. In this condition VA1B control
valve port no.1 is connected to port no.11 and 24 psi pressure goes to HB5 port no.10 through port HB5
valve operates due to which its port no.12 is connected to 11. On MR Pressure waiting of port no.12 goes to
PCS through 24AD check valve and operates PCS hence DMR de-energize and changes takes on loco-
1. Electric brake warning lamp (PCS) will glow on both control stands.
InstituteCode:0935
2. Engine speed comes to idle.

3. If dynamic brakes were in applied condition it will cut off.
4. If throttle handle on notches first notch current will go to TM. After necessary trouble shooting
when vacuum recreate in train pipe HB5 valve reset and air exhaust from VA1B control chock. Since
HB5 valve reset its port no.11 disconnected from port no.12 and connected to exhaust port hence
PCS will reset. One isolating cock is provided to isolate this valve.
A1 differential valve:-This valve is fitted in nose compartment; one reservoir is connected to it through
COC. When COC is in open condition its port no.1 is connected to BP and port no.2 is connected to - 1.
VA1 Release valve through 24AD check valve
2. Port no.13 of HB5
3. Port no.12 of VA1B control valve
When A9 is in release position, then port no.1 of A1 differential pilot valve and its reservoir is charged by BP
pressure.
Whenever A9 handle kept on release position after application that time its port no.1 &2 is connected till
reservoir is recharged up to 5.0kg/cm2, in between following action will take place –
1. In multiple unit loco, MU2B of trailing loco is in trail/dead position hence VA1 release valve
does not operate due to any air, where as VA1B valve in balance position but not creating vacuum.
When A9 handle kept on release position after application, A1 Differential pilot valve operates and send
air to VA1 release valve hence trailing loco helps in creating vacuum for some time.
2. When vacuum drops in train pipe through A9 and further A9 kept on release position that time
circumstances arise to operates HB5 but in this situation HB5 does not operates since on its port no.13
air comes from A1 differential pilot valve.
Above all action will take place till the A1 differential pilot valve reservoir is charged by 5kg/cm2
When reservoir is charged port no.1 &2 are disconnected and pressure of port no.2 is exhaust through VA1B
control valve chock.
Vacuum is not creating in train pipe
Reason Remedy
1. Brake pipe pressure is less Charge BP upto 5 kg/cm2
than 5 kg/cm2
2. Vacuum control pressure is Adjust it by HS4 valve
more than 24 ± 1 PSI
3. Vacuum hose pipe is not on Put it on dummy
dummy
4. Banking COC is close Open it
5. Leakage from emergency Try to arrest the leakage
flap valve
6. VA1B control valve or VA1 Tap it
release valve stuck up
Vacuum comes too fast

Reason Remedy
1. Obstruction in train pipe Test the blockage on Loco and
inform the power controller
2. Vacuum control pressure is Adjust it by HS4 feed cock
less
3. Banker loco banking coc in Close it
open condition
Various test of brake system
Vacuum test
InstituteCode:0935
Purpose - To check the vacuum creation capacity of the Exhauster Apparatus - Test plate of 8mm dia leak hole.
Procedure -
1. Ensure the BP pressure; it should be 5kg/cm2.
2. Ensure vacuum control pressure; it should be 24±1psi.
3. Keep both side hose pipe on dummy and ensure that vacuum in train pipe is 58 cm.
4. Keep A9 handle in emergency position.
5. Remove the hose pipe in rear and put 8mm dia hole test plate on it.
6. Keep A9 handle in release position
7. After keeping A9 handle in release position 53 cm vacuum should be created in 45 sec
8. If 53cm vacuum is not created with in 45 seconds, then the loco to be considered fail for vacuum brake
train.
Orifice test
Purpose - To check the capacity of compressor.
Instrument - Dummy palm with 7.5mm leak hole.
Procedure -
1. MR pressure should be 8-10 kg/cm2
2. BP Pressure should be 5kg/cm2
3. Open BP angle cock slightly of one end to drain moisture and close it.
4. Fit the Orifice test Instrument on BP palm and open its angle cock.
5. In Auto flasher unit fitted loco after opening angle cock,
a. With pressing SP-1/SP-2, BP pressure drops up to 0.6 kg/cm2 in 1minutes.
b. With out pressing SP-1/SP-2, BP pressure drops 1.5 to 2.5 kg/cm2 in 1minutes.
Note :- With out auto flasher unit fitted loco, after opening angle cock BP pressure should not drop more than 1
kg/cm2 in one minute.
Leak off test

Purpose: To check the leakage of Brake pipe in the loco Procedure:
1. MR pressure should be 8-10 kg/cm2
2. BP pressure should be 5kg/cm2
3. Drop BP pressure up to 1 kg/cm2 by A9 handle and let it be stable.
4. Close the ¾ “COC, BP pressure should not be drop more than0.7 kg/cm 2 in 5 minutes after closing the
COC.
6. If the BP pressure drops more than 0.7kg/cm2 then this loco is considered fail for air brake train.
Hand brake
It is provided in loco Pilot cab. It is used to apply on stable loco, dead loco, on down gradient etc to avoid roll
down. It has two handles -
Operating handle - It is used to apply hand brake, handle to be operate to up-down direction till the chain is
tide on R1 brake cylinder piston, piston will came out and three brake blocks of R 1 & R 2 operated. Release
Handle - It is in small size, to release hand brake it required to pull the handle in one stroke.
Note-1. Before starting the train or loco ensures hand brakes are in release condition.
2. In some loco modified hand brake provided with wheel handle for operation of hand brake.
InstituteCode:0935
10.Safety Fittings
1. Head light (with proper focus)

2. Flasher light
3. Marker light (with red glass)
4. Rail Guard
5. Cattle Guard
6. Foundation bolts of Buffer.
7. CBC locking pin
8. Horns
9. Wipers
10. Sanders (with pipe fitment)
11. Speedometer (with speed recorder)
12. Equalizing beam (Equalizer) and beam plate bolts.
13. Brake blocks hanger pins and its retaining bolts.
14. Safety strips of Pull Rod and slack adjuster.
15. Safety chain of brake cross tie bar.
16. Axle box stay plate and its bolts.
17. Traction motor gear case foundation bolts.
18. Traction motor Gear case ‘C’ clamp and its flange bolts.
19. Suspension bearing housing bolts.
20. Traction motor nose suspension guide bolts.
21. D-Shackle pin.
22. Shock absorber retaining bolts.
23. Hand brake.
SAFETY ITEMS
Following safety items are provided on loco & with loco pilot
1. Fire Extinguisher (04 Nos.)
2. Wooden wedge (04 Nos.)
3. Spare hose pipe, brake pipe, feed pipe
4. ‘L’ rod
5. Spare head light and dome light bulb
6. Spare VRR fuse
7. Portable field telephone set
8. Tri colour torch
9. Two red, one green flag
10. Spare screw coupling
11. Detonators
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VighnaharataTrust’s

“_Diesal Loco Shed Kalyan Central Railway

NameoftheIndustry:___Diesel Loco Shead Kalyan,

Sr. Enrollment Nameof student Marks PAMarks by PAMarks Total

3. Genral Data Of WDG-3A locomotive

5. Air Intake System

Indian Railway is the state-owned railway company of India, which

1.INDIAN RAILWAY HISTORY

On September 22nd,1842,British civil engineer C.B. Vignoles, FRS, submitted a Report on a

New Railway stations

What is diesel shed

It is a place where repair and maintenance work of diesel locomotives

. Diesel Loco Shed Kalyan

They are of two types

Different between two stroke and four stroke engine

The cycle of operation is completed The cycle of operation is

Every revolution of crankshaft have One power stroke is obtained into

Engine working capacity is less. Engine working capacity is more.

It is light in weight. It is heavy in weight

Compression ratio is less. Compression ratio is more

Thermal efficiency of engine is less. Thermal efficiency of engine is

It requires less space. It requires more space.

Less vibration. More vibration.

Its design is simple Its design is complicated.

3. Genral Data Of WDG-3A locomotive

General Data of Various Locomotives

Service Goods Mixed Mixed Goods Passenger

Engine HP 3100 2600 3100 4000 4000

Loco HP 2900 2400 2900 3939 3939

Weight (T) 123 112.8 112.8 126 119.5

Axle load (T) 20.50 18.80 18.80 21 20

Co-Co Co-Co Co-Co Co-Co Bo-1- 1-Bo

adhesion 30% 27% 27% 43% 35%

Transmission AC-DC DC-DC AC-DC AC-AC AC-AC

Tractive effort 37.8 30.5 30.5 540 KN 270 KN

Gear ratio 18:74 18:65 18:65 17:90 17:77

Max speed 105(km/h) 120(km/h) 120(km/h) 120(km/h) 160(km/h)

Length (mm) 17850 17120 17120 21244 21244

OSTA setting 1180 ± 20 1130 ± 20 1180 ± 20 960-1045 960-1045

EH/ EH/ EH/

28LAV1/ 28LAV1/ KNORR KNORR

1. Loco Series 13, 14500 and above

2. Loco horse power 2900 HP

4. Track gauge 1676 mm

5. Wheel diameter 1092 mm

9. Maximum speed 105 km/hr

10. Gear ratio 18:74

11. Wheel arrangement Co-Co

12. Bogie High Adhesion

13. Traction motor 06 DC Series

14. Axle load 20.5 T

15. Number of wheels 12

16. Number of axles 06

17. Number of axle boxes 12

18. Brake system IRAB1/Dual brake

19. Number of batteries 8

20. Main generators voltage 1130 V DC

21. Type of diesel engine 251B Up rated

22. Engine horse power 3100 HP