REPORT ON SUMMER TRAINING AT DLW, VARANASI

By: Himanshu Singh MIE 7th semester Dronacharaya college of engg.

INDIAN RAILWAYS: AT A GLANCE

Indian Railways (Hindi: Bhratya Rail), abbreviated as IR (Hindi: . .), is a departmental undertaking of Government of India, which owns and operates most of India's rail transport. It is overseen by the Ministry of Railways of the Government of India.

Indian Railways has 113,617 kilometres (70,598 mi). of total track over a route of 63,974 kilometres (39,752 mi) and 7,083 stations. It has the world's fourth largest railway network after those of the USA , Russia and China. The railways traverse the length and breadth of the country and carry over 30 million passengers and 2.8 million tons of freight daily . It is the world's second largest commercial or utility employer, with more than 1.36 million employees As for rolling stock, IR owns over 219,931 (freight) wagons, 51,030 coaches and 8,889 locomotives.

PRODUCTION UNITS

Indian Railways manufactures much of its rolling stock and heavy engineering components at its six manufacturing plants, called Production Units, which are managed directly by the Ministry. Popular rolling stock builders such as CLW and DLW for electric and diesel locomotives; ICF and RCF for passenger coaches are Production Units of Indian Railways. Over the years, Indian Railways has not only achieved self-sufficiency in production of rolling stock in the country but also exported rolling stock to other countries. Each of these six production units is headed by a General Manager, who also reports directly to the Railway Board. The six Production Units are:-

Sl. No

Name Chittaranjan Locomotive Works Diesel Locomotive Works Diesel-Loco Modernisation Works

Abbr.

Year Established 1947

Location

Main products Electric Locomotives Diesel-electric Locomotives Diesel-electric Locomotives

1.

CLW

Chittaranjan

2.

DLW

1961

Varanasi

3.

DLW

1981

Patiala

4. 5. 6.

Integral Coach Factory

Integral Coach Factory Rail Wheel Factory

ICF RCF RWF

1952 1986 1984

Chennai Kapurthala Bangalore

Passenger coaches
Passenger coaches Railway wheels and axles

DIESEL LOCOMOTIVE WORKS, VARANASI

Brief history
1961 DLW set up as a green field project in technical collaboration with ALCO, USA for manufacture of Diesel Electric Locomotives First Locomotive rolled out and dedicated to the Nation Entered Export market, first locomotive exported to Tanzania First Diesel Generating Set commissioned The Transfer of Technology agreement was signed The first indigenous EMD WDG4 freight loco manufactured

August

January January December October

1964 1976 1977 1995

March November
March

2002 2002
2003

3600 HP Engine produced

The first indigenous passenger version of EMD loco WDP4 manufactured

September 2006 November March April March

2003

Development of 16 cylinder 3300 HP Power upgraded DLW engine, WDM3D locomotive 5000th locomotive produced DLW manufactured first WDG4 locomotive equipped with IGBT based converter First WDP4 locomotive equipped with IGBT based converter DLW has successfully switched over to use of microprocessor based control system on all its locomotives. 257 locomotives manufactured in 2008-09, highest ever locomotive production 5690 locomotives upto 30th Nov'2009(including 348 EMD locos)

2006 2007 2007 2009

November

2009

ORGANIZATIONAL STRENGTH

A flagship production unit of Indian Railways offering complete range of products in its area of operation with annual turnover of over 2124 Crore. State of the art Design and Manufacturing facility to manufacture 200 locomotives per annum with wide range of related products viz. DG Sets, Loco components and sub-assemblies. Supply of spares required to maintain Diesel Locomotives and DG sets.

Unbeatable trail-blazing track record in providing costeffective, eco-friendly and reliable solutions to ever increasing transportation needs for over four decades. Fully geared to meet specific transportation needs by putting Price - Value - Technology equation perfectly right. A large base of delighted customers among many countries viz. Myanmar, Sri Lanka, Malaysia, Vietnam, Bangladesh, Tanzania, Angola, to name a few, bearing testimony to product leadership in its category.

TYPES OF LOCOMOTIVES PRODUCED AT DLW

1.

2. 3. 4. 1. 2. 3.

4.

5.

The first letter (gauge) W-Indian broad gauge (The "W" Stands for Wide Gauge - 5 Feet) Y-metre gauge (The "Y" stands for Yard Gauge - 3 Feet) Z-narrow gauge(2 ft 6 in) N-narrow gauge (2 ft) The second letter (motive power) D-Diesel C-DC electric (can run under DC traction only) A-AC electric (can run under AC traction only) CA-Both DC and AC (can run under both AC and DC tractions), 'CA' is considered a single letter B-Battery electric locomotive (rare)

1.
2. 3. 4.

5.

The third letter (job type) G-goods P-passenger M-mixed; both goods and passenger S-Used for shunting (Also known as switching engines or switchers in United states and some other countries) U-Electric multiple units (used as commuters in city suburbs)
R-Railcars

6.

 1. 2. 3. 4. 1. 2.

3.
4.

For example, in "WDM 3A": "W" means broad gauge "D" means diesel motive power "M" means suitable for mixed(for both goods and passenger)service "3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A' denotes 100 hp more) Or, in "WAP 5": "W" means broad gauge "A" mean AC electric traction motive power "P" means suitable for Passenger service "5" denotes that this locomotive is chronologically the fifth electric locomotive model used by the railways for passenger service

DIESEL TRACTION
ASSEMBLY AT DLW

1. 2. 3. 4.

Following types of diesel loco are being produced in the DLW: WDM - Wide Diesel Mixed WDP - Wide Diesel Passenger WDG - Wide Diesel Goods WDS - Wide Diesel Shunter

WDM CLASS

SPECIFICATION OF WDM CLASS

Power type Builder Model Build date Total production UIC classification Gauge Wheel diameter Wheelbase Diesel Alco, DLW DL560C 1962 onwards 2700+ Co-Co 1,676 mm (5 ft 6 in) 1,092 mm (3 ft 7.0 in) 12.834 m (42 ft 1.3 in)

Length Width
Height Axle load

17.12 m (56 ft 2 in) 2.864 m (9 ft 4.8 in)

4.185 m (13 ft 8.8 in) 18,800 kg (41,000 lb)

Locomotive weight Fuel capacity Prime mover

112,800 kg (249,000 lb) 5,000 l (1,100 imp gal; 1,300 US gal) ALCO 251-B

Engine RPM range

Aspiration Cylinders Top speed Power output Factor of adhesion Disposition

400 - 1000 rpm

Turbo-supercharged 16 120 km/h (75 mph) 2,400 hp (1,800 kW) 0.27 active

PERFORMANCE

The class WDM-2 is Indian Railways' workhorse diesel locomotive. The first units were imported fully built from the American Locomotive Company (Alco) in 1962. Since 1964, it has been manufactured in India by the Diesel Locomotive Works (DLW), Varanasi. The model name stands for broad gauge (W), diesel (D), mixed traffic (M) engine. The WDM-2 is the most common diesel locomotive of Indian Railways. The WDM-2A is a variant of the original WDM-2. These units have been retro-fitted with air brakes, in addition to the original vacuum brakes. TheWDM-2B is a more recent locomotive, built with air brakes as original equipment. The WDM-2 locos have a maximum speed of 120 km/h (75 mph) , restricted to 100 km/h (62 mph) when run long hood forward - the gear ratio is 65:18.

WDG CLASS

SPECIFICATION OF WDG CLASS

Power type Builder Model Build date Total production AAR wheel arr. Gauge Trucks Bogies Diesel-electric EMD & DLW GT46PAC (EMD) 2001; (DLW) 2003Present (EMD) 10; (DLW) 80+ under license (in production) A1A-A1A 5 ft 6 in (1.68 m) HTSC Bo-1-1-Bo (WDP-4) Co-Co (WDP-4B and WDP-4D)

Fuel type

diesel

Fuel capacity Prime mover Engine type Aspiration Displacement Alternator Traction motors Cylinders Transmission Power output

6,000 liters 16-710G3B 2-stroke diesel turbocharged 11,360 in (186.2 liters) TA-17-CA6A AC V16 electric; AC alternator, 1 inverter per truck, AC traction motors 4,000 hp (WDP-4) 4500 hp (WDP-4B and WDP-4D)

Locomotive brakes
Train brakes

air
air

PERFORMANCE

The WDP-4 is capable of hauling 24 coach trains at 110-120 km/hour. It has also been used for speed trials where it has hauled 8 coach trains at 160 km/hour. The locomotives can be used in either direction, and frequently haul trains long hood forward, as in the picture. Newer editions with 4500hp have been produced which have been named with the sub class WDP-4B /WDP-4D which have different traction control with six traction motors and are Co-Co bogie equipped, unlike the original which has a Bo-1-1Bo arrangement with four traction motors. The loco is very fuel efficient and has minimal exhaust emissions due to its 2 stroke diesel engine. It is characterized by its loud horn, which can be heard for large distances around, and aircraft-like sound of its running engine.

TRAINING PERIOD

1. 2. 3. 4.

Following four workshop were assigned to me during my training period of four weeks: Heavy Welding Shop Heavy Machine Shop Truck Machine Shop Heat Treatment Shop

HEAVY WELDING SHOP

1. 2. 3.

In heavy welding shop steel sheets of about 75mm are welded together. To form engine block for both ALCO and GM engines. The conventional form of manufacturing engine blocks of such enormous size would have been very uneconomical. The three main type of welding are: Submerged Arc Welding (SAW) Shielded Metal Arc Welding (SMAW) Gas Metal Arc Welding (GMAW)

After welding the engine blocks are thoroughly inspected for under welding and over welding. Internal cracks are detected using NDT. The blocks are then passed to HMS for further machining and boring of holes for cylinders or Power Pack Assembly. Generally 12 to 16 holes are bored.

HEAVY MACHINE SHOP

As the name suggests in the heavy machine shop the finished engine blocks are then machined upon to produce holes for power pack assembly. The main machines in HMS are: 1. Angular boring machine (TAL / HMT) 2. CNC Portal milling ( Waldrich coburg) 3. Radial Drill (max. 25 ton) 4. Hydraulic press

HEAT TREATMENT SHOP

1. 2. 3. 4.

All the components used in an engine are heat treated before they are assembled. The main objective behind heat treatment is to improve the machinability and wear resistance of the components. Some of the heat treatment used are : Normalizing Quenching Carburizing Induction hardening

In the figure a normalizing furnace is shown.

NORMALIZING

NORMALIZING

1. 2. 3.

In this heat treatment process the material is kept at a temperature 40 to 50 above critical temperature. This done due to following reasons: To remove coarse grain structure To remove internal stresses To improve mechanical properties

In the figure quenching tank is used.

QUENCHING

QUENCHING

In quenching the material is heated to a temperature of about 815 to 900C and then it is rapidly cooled by a mixture of water and polystyrene glycol. The main advantage of quenching is to improve machinability, hardness and development of martensite structure. Generally all the components used in the locomotive are quenched before any other heat treatment process.

In the figure a carburizing furnace is shown

CARBURIZING

CARBURIZING OR CASE HARDENING

In this process a hard surface is produced on a low carbon steel of 0.15 percent carbon. In course of process the outer layer is converted into a high carbon steel with a carbon content ranging from 0.9 to 1.2 per cent of a carbon. The components in the carburizing process are kept in contact with carbonaceous compounds and energizer (BaCO3). Then they are kept together in a furnace for a given period of time.

The hardness depends upon the penetration of carbon, temperature and time up to which its is kept in furnace. An hour of heating produces 4000 to 5000 hardness.
The main components which are carburized in the HTS are main piston pin, rocker arm assembly, crab bolts etc.

INDUCTION HARDENING

Induction hardening process is the heat treatment process in which components of high carbon percentage are hardened using high frequency ac current. Generally a p.d. of 200kv to 130kv is used. In induction hardening process there is no change in chemical composition. The work piece is kept at a distance of 3-4 mm from the coils. The current produces a magnetic flux which produces eddy current resulting in heating. I.H. is generally done on crankshafts who have a high percentage of carbon say about .45 to .48 percent.

SUGGESTIONS
The workshop is not user friendly. Congestion and lack of space. Safety and Security.