EQUIPMENT AND POWER SOURCES:-

MIG/MAG Equipment consisting of the following:-

1. Power sources.

2. Wire feeder.

3. Welding cable and gun.

4. Consumables (shielding gas electrode/filler wire)

POWER SOURCES:-
The most suitable Power Source for MIG/MAG Welding is D.C.
Generator or Transformer rectifier which is producing constant potential (flat)
D.C. supply. The inverters are included in the static category. The polarity to
be used is the reverse polarity (DCRP) to get the following good results.

# Contribute better relation between voltage and current.

# Deeper penetration.

# Excellent cleaning action (due to electron emission from base metal)

The output voltage is ranging from 14-50V and ranges of current according
to the output of the unit (140 to 600).

#Submerged automatic welding machine:-

In the submerged automatic welding machine they are operated by
computer. In this machine mainly used:-

1. Flux

2. Electrode spool.

3. Welding filler wire.

In this machine using the arc voltage is based on the thickness of the plate.
The average speed of the machine is 20cm/min.
Welding filler wire (AUTOROD 13.14):-
In the present time we are using filler wire for welding. This wire contains
copper coated steel of length 1.20 mm.

PIG CUTTING MACHINE:-

In this cutting machine two gases are used:-

1. Dissolved C2H2 or LPG

2. Oxygen

It performs two types of cutting:-

1. Bevel cutting

2. Vertical cutting

# Another type cutting machine is:-

CNC-cutting machine (computer numeric

profile cutting machine):-
1. All types of profile are possible in CNC cutting machine.

2. Acetylene & Oxygen for cutting machine.

3. In this machine temperature generated is 34000c.

4. In CNC cutting tool machine the feed rate speed is 600-700

mm/min.

5. In the CNC machine its cuts the very small area (20 mm square)

6. This machine cuts the maximum thickness up to 264mm.

DIESEL POH SHOP

INTRODUCTION:-
In this shop overhauling of diesel locomotive is done. The diesel locomotive
is of type WDM2,

WDS526 and WDM4. This section deals with the study of internal
combustion.

Railway diesel locomotive works on the ideal diesel cycle. The diesel cycle
consists of two reversible isentropic processes. It is completed in
four stages:-

(1)Exhaust stroke.

(2)Compression stroke.

(3) Expansion stroke.

(4)Suction stroke.

GENERAL LOCOMOTIVE DATA:-

DESIGN DATA: Model no: - WDM2

TYPE-CO-CO

Its maximum speed is 120 kmph

GEAR RATIO-65/18

MAX. RADIUS-73.2mm of curvature

WHEEL BASE:- TOTAL LOCOMOTIVE-12833mm

MATCH TRUCK-3810mm

WHEEL DIA-1092mm

JOURNAL SIZE-150mm

TRACTION MOTOR-1676mm

BRAKE EQUIPMENT-VACCUM

MAX. OVERALL DIMENSION:-Height-4185mm.

 Width-3010mm.

Length-17120mm.

CAPACITY FUEL:-5000 liter.

COOLING WATER:-1210 liter

WATER EXPANSION-155

SAND-4mm

HORSE POWER-MAX.GEAR-17

EXCITES MAX-12

RADIATOR:-1000rpm.

APPEX.WT-LOCOMOTIVE WITH SUPPLIES-112795

TRUCK COMPLETE-2.3162

TRACTION MOTOR WITH PENSION-3340

WHEEL AND CIRCLE ASSEMBLY-1346

EQUALIZER-113.4

TRACTION MOTOR BLOWER-81.6

HOOD OVER DIA-2019

EXPRESSURE-1089

RADIATOR-708

ENGINE DATA
 12 16

CYLINDER CYLINDER

Bore & stroke 9”*10.5”

8”*10.5”

No. of cylinders 12 16

Displacement 8016
1068

Compression ratio

Concave crown style 12.5 to 1

12.5 to 1

Hat crown type 11.5 to 1 11.5

to 1

Valve no. per cylinder

Intake 02
02

Exhaust 02 02

Crank pin diameter (inches) 06

06

Main bearing journal

Diameter inches 8.5”

8.5”

No. of main bearing 07

09

Some Process which are completed in D.L.S for P.O.H works-

(a) Power pack & expresser removed dew heeling to be removed

stripping of bogies to start radiator.
 (b)Balance stripping to complete power pack expresser stripping to
begin.

(c) Washing to start wheel send to workshop TM & TG to be send.

(d)TG to be fitted, ECC radiator fan.

(e) Notch up testing, preload box testing & VBA testing.

(f) Load box & repair.

(g)VBA testing

(h)Dispatch.

(i) Linear fitting of engine block, hydraulic testing component over

hauling to be started.

MAIN PARTS OF LOCOMOTIVES:-

Engine base:- the engine base is a welded structure of steel which
provides a mounting surface for a cylinder block, lubricated oil pump, & for
engine mounting load. Addition to this, it serves as a lubricating oil reservoir.

Crank-shaft: - the crank-shaft for the 12 & 16 cylinder V-type engines are
made of 1 piece of the forged steel alloy. Crank-shaft wheel are welded at
intermittent location for balancing.

Cam-shaft: - the cam shaft on V-type engines is located on either side of

cylinder block externally on the entire length of the engine.

Cylinder block: - it is a major part of engine cylinder or linear. All parts

are fitted in cylinder blocks.

Cylinder head: - it is fitted on the cylinder block with metal to metal

feet. Each linear has a collar on its upper end which resides in a counter base
in the cylinder block. It contains inlet and outlet valves.

Traction Generator: - the traction generator driven by the diesel

engine furnishes low ear to the locomotive traction motor.

Expresser: - it is a device which creates vacuum for breaking purpose

regardless of the effort being made in the proper repairing or rebuilding a
compressor exhausts and applied good workmanship.
 B.L.C
The present activities of Wagon Organization are:

FUTURE PLANNING- POH of BOX/BOX’N’ Wagons:

There is a heavy uprising of unloadable wagons on the Eastern Railway. In
addition Liluah Workshop is carrying out POH of BOX/BOX’N’ wagons. Liluah
shops have to increase their capacity for POH/ Repair of coaching stock, and
hence there is an urgent need to find an alternative place for undertaking
POH of Goods stock. Jamalpur shops have the infrastructure to accept such
an activity. It also has trained manpower conversant with
rebuilding/POH/ROH/repair of wagons and is fairly well located for handling
additional workload of POH of Goods stock. Space is not a constraint as there
are a number of old shops that are no longer required or are economically
viable to be operated e.g. the Rolling mill, Boiler Structure Shop etc… These
can be dismantled for setting up facilities for undertaking additional
workload. Only minor support facilities would be required as considerable
amount of help would be available from the existing ancillary shops.
Jamalpur is also fairly well located to undertake this additional workload as it
is close to the coal-loading belt where the bulk of BOX/BCX (N) wagons are
examined and isolated for repairs. Keeping these factors in view, a detailed
proposal was send to Railway Board, which has since been approved. In the
first phase POH of 500 FWU BOXN wagons has to be started in Jamalpur
workshop. We expect this activity to be fully established by the year 2001.
It is also anticipated that by the year 2001 Indian Railways will be switched
away in a big way to composite brake blocks in place of cast iron brake
blocks. With this change over, the workload on the foundries in Jamalpur
would start reducing. At present 1333 staff is engaged in foundry activities.

Special features of BLC wagons:-

These wagons are designed to carry ISO containers with a height of 2896mm
as NON-OCD load.
These two wagons are manufactured in the multiple units. Each multiple
units consists of two A-CARS.
The buffer height of outer end of A-CAR is 1105mm and it is the inner end is
845mm.
Both the ends of B-CARS are having a buffer height of 845mm.
The outer end of A-CAR is provided with AAR CBC coupler and the inner end
is provided with slackness couplers.
Both the ends of B-CARS provided with slack less coupler.
The overall slack in slackness couplers between the two wagons is only 11/2,
when the compare to a slack of 71/2 in the standard AAR CBCs between the
two wagons.
The maximum permissible wheel diameter for both the wagons is 840mm.
The condemning diameter is 780 mm.
These wagons are provided with two stage load sensing device which admits
a maximum pressure of 2.2 Kg/sq.cm when the gross load is less than 40
tons and 3.8 Kg/sq.cm when the gross load exceed 40 tons automatically.
These wagons are provided with casnub 22 HS bogies. The spring loaded
side bearers are used on these bogies. The load is designed to take 90% of
load in their condition.
The floor height of these wagons are from the rail level is decrease to 1009
mm from the standard of 1269 mm.
The maximum permissible speed is 100 KMPH.
A formation can be formed with 9 multiple units with 45 wagons. The length
of each unit is 69 meters approximately.
These wagons are provided with new hybrid design of the bogie frame and
bolster. In order to bring down the plate of height.

(2) Different size of containers:-

Description Length Breadth Heigth
ISO containers for 20 feet 2438mm 2593mm
inland (8’-9’’)
movements
ISO containers for 20 feet 2438mm 2896mm
international (9’-6’’)
movements
ISO containers for 40 feet 2438mm 2896mm
international
movements

(3) Necessity for the introduction: - BLC Wagons:

 (a) If the ISO containers are loaded on the BFKI wagons, the overall
dimensions exceeds the standard moving dimension in X class engine by 244
mm at the top. In such case the load has to be moved as ODC with speed
restrictions. This in turn decreases the speedy movement of containers.

(b) If the same containers are loaded on the specially made well
wagons, the load can be moved as NON-ODC, but at either ends of the
wagons 1.5 meters of lengths are necessary to accommodate the CBC
couplers. Consequently of the length of the wagons is increased by 3 meters
(3000 mm). This in turn reduces the number of wagons on a loop line from
42 for the existing BFKI wagons to 38, resulting in loss of earning capacity.

So, to overcome the above two shortcomings, the BLC wagons are
developed with the intension to move the ISO containers as NON-ODC load
with high speed as well as with more number of wagons for a given length of
formation.

These wagons are manufactured in multiple units with low floor height at the
centre to accommodate the ISO containers and rise at the end to vacillate
the coupling of this unit with the loco van and break van.

(4) Purpose of providing two stage vertical suspension:-

These wagons have two stage vertical suspensions. These suspensions
are necessary for providing softer suspension under tare condition and stiffer
suspension under loaded condition.

The two stage vertical suspension is necessary to provide higher static

deflection in no load condition, so that the springs off loading in the no load
condition lies within limits. Vertical suspension is stiffer on the account of the
space between the bolster and the bogie frame. The softer suspension is
provided between the body and stiffer suspension is provided between the
bolster and the bogie frame.
(5) Necessity for providing the slack free couplers:-
We know that the buffer height of A-CAR at raised end is 1105 mm and
for B-CAR is 845 mm. Due to the difference between the buffer heights
between the raised end of the A-CAR and the B-CAR, the draft force
transmission does not lie in the same line. Because of the eccentricity in the
draft line between these wagons, there is a possibility of loading of wheel
whenever the attractive force is applied suddenly.
 This sudden load is mainly caused by the excessive slack available in
the standard AAR couplers. The stock load acting in the couplers can be
prevented by reducing the slacks between the couplers.

So to overcome the above shortcoming, the slack less/free couplers

are introduced for the BLC Wagons at one end of the A-CAR and both ends of
B-CAR.

(6) Comparison between the AAR and the slack free

couplers in the coupled condition:-

Description AAR CBC Slack free coulers

Draft gear travel of the 31/4 inches ¾ inches
first adjacent wagon

Draft gear travel of 31/4 inches ¾ inches

adjacent wagon

Slack between two 1 inches No knucklers. Straight

knuckles draw bar is provided

Total slack 71/2 inches 11/2 inches

(7) Different parts of slack free couplers:-

The slack free drawn bar system consists of,
(1)Key Stone
(2)Mini Draft gear
(3)Straight draw bar
(4)Striker
Precautions to be taken during the examination of these
wagons:-
(1)All the under frame fittings including break gear, draw & buffing gear,
running gear should be examined and kept in sound condition.

(2)Wheel must be check to detect loose fittings or cracked wheel.

(3)The wheel profile should be checked with type defect gauge.

(4) Maintain control A dimension to 72 with (+0,-2mm) tolerance.

(5)Maintain the break power to 100%.

(6)The general condition of under frame, bogies with load, side beerier
assembly should be examined and repaired.

(7) Check all the safety fittings, safety brackets etc… for defects.

(8)Check the hand break for its proper functioning.

(9)Maintain a clearance of 21 mm within the tolerance of +/- 1mm

between load sensing device and the stopper.

Salient features at a glance:-

Bogie: High speed three cast steel
bogie

Floor height: 1009 mm which is 266 mm

less than

Axle Load: 20.32 ton

Carrying Capacity: 61T (two 20-‘O’ or one 40-‘O’

ISO container on each)

Maximum Operating Speed: 100kmph

Unit: Each unit consists of 5

wagons, two ‘A’ cars at the
ends and three ‘B’ cars in the
middle

Rake: Rack consists of 45 wagons

in the form of 9 units.

Coupling: Outer ends of TMA cars are

fitted with standard Centre
Buffer couplers (CBC at the
inner ends of A car and both
ends of B car is fitted with
slack less drawer.