1.INTRODUCTION

Ghaziabad electric loco shed is a government organization.

Ghaziabad electric loco shed is situated in vijay nagar just behind of

the railway station of Ghaziabad. It is expanded over a area of

45000 square meter. The purpose of establishing this loco shed was

to minimize the traffic in Delhi for the maintenance of locos.

More than 1000 employees including government and non

government are are working here.

The work force is as following-

SHED OFFICERS

• Sr.DEE – 1

• DEE – 1 (Mr. K.K. Rastogi )

• ADEE - 2

SHED STORES DEPOT• SMM – 1

SUPERVISORS, ANCILLARY AND OTHER STAFF• ELS/GZB:- SS-992, OR-871

RSO:- SS-166, OR-172

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2.HISTORY Ghaziabad Elecric Loco Shed was established & inaugurated in

1976 by the hon’ble MR Shri Kamlapati Tripathi.It’s main purpose

is of maintenance of WAP1 WAP4, WAP5, WAP7, WAG5, WAM4

engines.

Ghaziabad electric loco shed serves the Delhi area. It houses and

maintains India's fastest locomotives which are mostly used in

Rajdhani, Shatabdi and Duronto Expresses. It holds 47 WAP-1

locos as of 2008. It also has WAM-4, WAP-4, WAP-5, WAP-7 and

WAG-5HA locos.

Ghaziabad (for Delhi) Electric WAM-4, WAP-1, WAP-4, WAP-5,

WAP-7 Built to cater to passenger traffic in the Delhi area.

Received the first WAP-1s. Some WAP-1 and WAP-4s were

transferred to Arrakonam shed. Retains 31 WAP-1 locos. Also the

home for the WAP-3 locos which have been converted back to a

WAP-1. Also homes WAP-4, WAP-5 and WAP-7 and one WAM-4

for departmental duties. Has largest fleet of 3 phase passenger

locos Or, in "WAP 5".

The initial cost of the establishment was 1.5 crore and in starting it

was serving for the total number of 34 locos but at present it has

ability of maintenance 184 locos.

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3.OVERVIEW OF TRAINING

I have attended the summer training programme held by loco shed

from 22nd june 2015 to 17th july 2015.

During a month of this programme I had gone through various

departments of loco shed and got precious knowledge.thereare

various departments such as M1,M2,M3,M5,M5HR etc.These

various departments are performing the activities as listed below-

M1: Wheel maintenance and material inspection

M2 : Body repairing

M3 : Pantograph installation and maintenance

M5 : Pnuematics and braking system

M5 HR : Compressors maintenance

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4.TYPES OF LOCOS HOLDING

• WAP1 (Traction motors:3900hp,18 coaches)

• WAP4 (Traction motors:5350hp,750V,26 coaches)

• WAP5(Traction motor: 3 phase squirrel cage induction motors)

5450hp,2180V

• WAP7(Traction motor: 3 phase squirrel cage induction motors)

6250hp,2180V

Excluding these locos it also take the maintenance work of WAM

and WAG type of locos. All these locos are either used for the

transportation of passengers, transportation of goods or

transportation of both goods and passengers depending upon the

specifications that they have and the name they have given. Each

alphabet of WAM, WAP and WAG has a specific and different

meaning that differentiate all locos from one another.

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5.SYNTAX USED IN LOCOS The first letter (gauge)

• W – Indian broad gauge (the "W" Stands for Wide Gauge -

5 ft 6 in)

• Y – metre gauge  (the "Y" stands for Yard Gauge - 3 ft or

1000mm)

• Z – narrow gauge(2 ft 6 in)

• N – narrow gauge (toy gauge) (2 ft)

The second letter (motive power)

• D – diesel

• C – DC electric (can run under DC overhead line only)

• A – AC electric (can run under AC overhead line only)

• CA – both DC and AC (can run under both AC and DC

overhead line); 'CA' is considered a single letter

• B – Battery electric locomotive (rare)

The third letter (job type)

• G – goods

• P – passenger

• M – mixed; both goods and passenger

• S – shunting (also known as switching engines or switchers in

the USA and some other countries)

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• U – electric multiple unit (used to carry commuters in city

suburbs)

• R – Railcars

• For example, in "WDM 3A":

• "W" means broad gauge

• "D" means diesel motive power

• "M" means suitable 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.

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6.TYPES OF INSPECTION AND THEIR PLACES

Inspection name Place

 Trip Inspection Outstation shed or homing loco shed as convenient

Monthly Inspection Homing or nominated Electric Loco Shed

Two-monthly Inspection Homing Electric Loco Shed

Four monthly Inspection Homing Electric Loco Shed

Annual overhaul Homing Electric Loco Shed

Intermediate overhaul Homing Electric Loco Shed or  Nominated Workshop.

Periodical overhaul Workshop nominated for the purpose

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7.WHEEL AND AXLE ASSEMBLYWheel and axle assembly is the main part of an loco it is the wheel

which takes the complete load of the loco and also makes a loco to

run. In this way we can say that this is also the main supporting part

of the traction system.

It basically consists of four main parts.

Wheel

Axle

Bearing and Housing

7.a.WHEEL Wheel is the member of wheel and axle assembly which takes the

complete load of the loco and rolls on the railway track to move the

whole locomotive. Wheel is generally made up of stainless steel and

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at its inner side a flange is provided which helps wheel to make in

proper contact with the track.

The method of production of wheels is casting but due to some

defects of casting such as inclusions, nonproper cooling and

solidification there are some chances of failure to avoid this there

should be use of forging as in case of metro wheels.

7.b.AXLE

Axle is the main long cylindrical bar on which wheels are fixed with

the help of bearings. This is also made of stainless steel as above.

Each axle contains 2 wheels, the brake cylinders are also attached

to it, braking discs are fixed on to the axle.

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7.c.COMPONENTS OF WHEEL AND AXLE ASSEMBLY

The components of wheel and axle assembly are given below

Two brake disks (4), diameter 640 mm and width 110 mm.

In built slack adjusting brake cylinder fitted

Two wheel discs

7.d.AXLE BEARING

A taper roller cartridge type bearing is used and it makes up a

preassembled unit. The axle bearings on the bogie are fitted with

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sensors for detecting speed (whose signal is elaborated by the ant

slipping system) and a current return device.

The ends of the control arms are fitted with centering devices for the

primary suspension spring assembly. The bearing lubricating plug is

fitted in the lower part.

7.e.SOME SPECIFICATIONS OF WHEEL AND AXLE

Width of wheel 65-27mm

Flange thickness 32-29.5mm and for WAP729

Distance between two wheels 1596 approx.

Flat thickness 6.5mm

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Root wear 4.0 -6.0m

8.BOGIE

Solid welded Bogie Frame made up of two longitudinal

components connected by two cross beams. The bogie frame

rests on the primary suspension spring units and supports the

vehicle body by means of Bolster beam. The Bolster beam is

connected to the bogie frame by secondary suspension.

Primary suspension consist of two steel coil springs

(internal/external) laid out on the Control Arm upper part.

Secondary suspension consists of two spring packs which

sustain the bolster beam over the bogie frame. Each spring

pack is made up by an internal and external spring. An Anti

roll bar fitted on the bogie frame realizes a constant, reduced

inclination coefficient during running. The bogie frame is linked

to the bolster beam through two vertical dampers, a lateral

damper, four safety cables and the traction rods. The bogie

frame is linked to the coach body through two yaw dampers.

Traction Centre - The traction Centre transmits traction and

braking forces between bogie frame and body by a traction

lever on the bolster beam pin and two rods.

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Disk Brakes – The FIAT bogie is fitted with pneumatic disk

brakes. The pneumatically operated brake cylinders are fitted

with automatic device for taking up the clearances.

Taper Roller Cartridge Bearing – Fiat Bogie is fitted with 130

mm Cartridge type roller bearings.

8.a.BOGIE FRAME

The bogie frame is a solid welded frame made by steel sheets and

forged or cast parts.

The frame is made up of two longitudinal components (1) connected

by two cross-beams (2) which also support the brake units. The

various supports which connect the different bogie components are

welded to the frame. The bogie frame rests on the primary

suspension spring units and supports the vehicle body by means of

a bolster beam. The bolster beam is connected to the bogie frame

by the secondary suspension.

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BOGIE FRAME

1.Bogie frame longitudinal component 2. Cross-beam

8.b.PRIMARY SUSPENSION

Primary suspension is implemented by two units of two steel coil

springs (internal (4) and external (5)) laid out on the control arm

upper part (13) by a centering disk (8) and adjustment shims, (if

required).

The suspension is also completed by the following components:

A control arm (13), fitted with twin-layer elastic joints (12),

connecting the axle bearing to the bogie frame and transmitting, not

stiffly, lateral, longitudinal and part of the vertical forces;

A vertical damper (14).

Rubber elements (2) separate the primary suspension from the

bogie to realize noise reduction.

Stops and protections are mounted on the bogie frame for the lifting.

1. Bogie frame

2. Rubber disks

3. Centering disk

4. Internal spring

5. External spring

6. Bump stop

7. Shim

8. Centering disk

9. Control Arm Lower Part

10. Plate

11. Block

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12. Rubber joint

13. Control Arm Upper Part

14. Damper

8.c.SECONDARY SUSPENSION

The secondary suspension enables lateral and vertical

displacements and bogie rotation with respect to body when running

through curves.

It is implemented by two spring packs which sustain the bolster

beam (1) over the bogie frame (6). Each spring pack is made up by

an internal (3) and an external spring (4), mounted and positioned

through the centering discs (5).

An anti-roll bar (2), fitted on the bogie frame (6), realizes a constant,

reduced inclination coefficient during running.

The bogie frame is linked to the bolster beam through two vertical

dampers (7), a lateral damper (8), four safety cables (9) and the

traction rods (10).

The bogie frame is also linked to the coach body through two yaw

dampers (11).

1. Bolster beam

2. Anti- roll bar

3. Internal spring

4. External spring

5. Centering disc

6. Bogie frame

7. Vertical damper

8. Lateral damper

9. Safety cables

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10. Traction rod

11. Yaw dampe

9.BODYBody is basically the coach itself without the braking mechanisms

and suspensions. It has the following constituents. They are

discussed below:

The Carriage is the main structure of the coach. This contains

a floor which is called Turf. There are Arch Levers which

maintain the weight distribution throughout the whole coach.

And then there is the roof which is of a typical aero dynamical

shape.

At the bottom of the carriage there are two kinds of bars made

of stainless steel which transfers the weight from the carriage

to the wheels.

The Sole Bar is throughout the whole body of the coach

vertically. These are at the bottommost position of the body.

The Cross Bar is the horizontally arranged bars across the

body. They get their support from the sole bar.

9.a.CENTER PIVOT ASSEMBLYCenter Pivot is welded to the upper bolster plank and passes

through the supporting frame which is rectangular in shape. This is a

pivoting system used in transportation of force through a

mechanically advantageous system of pivot. At the bottom of the

center pivot there is a traction lever. A traction rod is also connected

at the end of traction lever having its other end connected with the

cross bar.

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9.b.BOGIE BODY CONNECTIONIn coaches, there are a special kind of bolts called swing bolts,

which are four numbered in each trolley. These connect the body to

the bogie to the body. Each bolt is fastened with a pin which can

swing in the direction of the motion.

9.c.LOAD DISTRIBUTION SIDE BEARING

UPPER SPRING BEAM

SECONDARY SUSPENSION

SUSPENSION LINK

HANGER LINK

HANGER BLOCK

PRIMARY SPRING

AXLE BOX WING

JOURNAL

BEARING

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AXLE

WHEEL

10.PANTOGRAPH

A pantograph is a device that collects electric current from overhead

lines for electric trains or trams. It is spring loaded and pushes a

contact shoe up against the contact wire to draw the electricity

needed to run the train. Pantographs are typically operated by

compressed air from the vehicle's braking system, either to raise the

unit and hold it against the conductor.

Now a days all locos are running through Electricity with the help of

OHE line Pantograph is used to connect the loco with OHE line

Loco contains 2 Bogies, each Bogie consist of 6 wheels. So totally

loco consists of 12 wheels. Pantograph draws 25 KV of electricity

from OHE line, which is very high AC voltage.

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10.a.HOW DOES PANTOGRAPH WORK

A pantograph is operated by the compressed air of compessor

which is located nearby the compressed air cylinder of braking

system. when brakes are applied there is no need of the electricity

for running of the loco so the pantograph get down and after release

of break when need of tractive power arises then once again the

pantrograph get raised and collects the electricity .

Pantograph has some parts such as

Upper arm

Lower arm

Coupling rod

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Carbon strips (initially made up of mild steel)

Lifting mechanism

Collector panel

Frame

Guiding rod etc.

When the pantograph slides in contact with the OHE line then it

collects electricity and sends it to a collecting device where it is

stored and then it goes to the batteries and get stored there .there is

also a transformer which converts this dc into ac for the traction

purpose.

10.b.PANTOGRAPH SPECIFICATIONS

Maximum height = 2440-2460mm

Panto pan length= 1800mm

Width of pantopan= 240 mm

Length of carbon strip=1039-1038mm

Width of carbon strip= 24mm

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10.c.METHOD OF PANTOGRAPH TESTING

11.PNUEMATICS OR AIR BRAKE SYSTEM

In Air Brake system compressed air is used for operating the brake

system. The locomotive compressor charges the feed pipe and the

brake pipes throughout the length of the train. The feed pipe is

connected to the auxiliary reservoirs and the brake pipe is

connected to the brake cylinders through the distributor valve. Brake

application takes place by dropping the pressure in the brake pipe.

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The schematic arrangement of the brake equipment is shown as in

figure.

11.a.COMPONENTS OF AIR BRAKE SYSTEM

Brake Container (Brake Equipment Panel)

Distributor valve

Pressure Tanks (125 litres, 75 litres, 6 litres)

Indicators

B.P./F.P. Couplings and Hoses

Emergency Brake Pull Box

Emergency Brake valve

Bogie Brake Equipment, consisting of-

Brake Discs

Brake Caliper Units (consisting of Brake Cylinder,

Brake Calipers, Brake Pads)

Wheel Slide Control System, consisting of-

Microprocessor Control Unit

Speed Sensor/Pulse Generator

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11.b.BRAKE CONTAINER PANEL

The Brake Container (Brake equipment panel) consists of a

Manifold on which various devices like the Distributor Valve, Cocks,

Test fittings etc. are mounted. It also consists of the reservoirs

required for the Brake system. The container is mounted under the

car body and different lines (Feed pipe, Brake pipe, etc.) are

connected to it.

11.c.BRAKE APPLICATION

The driver lowers the BP pressure by engaging the A-9 valve

in the engine.

This loss in pressure is transmitted from one bogey to the

next.

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Since CR pressure remains same, the main diaphragm

(above the CR) moves up in response to the pressure drop in

DV.

As a result the ‘three pressure valve’ opens the AR-BC port

Thus the AR pressure of 6 kg/cm^2 flows into the BC through

pressure limiters which reduces BC pressure to 3.8.

11.d.BRAKE RELEASE

BP pressure is again increased to 5 kg/cm2.

Consequently, main diaphragm move down and the ‘three

pressure valve’ closes the AR-BC port and opens the BC-

atm port.

BC pressure is released and the brake caliper is

disengaged.

11.e.BOGIE BRAKE EQUIPMENT

The Bogie Brake equipment consists of:

Brake Caliper Units

Brake Cylinder

Brake Discs

Brake Shoes

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Each axle is equipped with two grey cast iron brake discs. The

brake energy is dissipated only at the axle mounted brake discs, so

the wheel set is only stressed by the weight of the coach. The

advantage of this arrangement is that the superposition of the

thermal stresses and mechanical stresses is avoided.

The braking force is generated for each disc by a brake caliper unit,

which consists of a brake cylinder and the brake caliper, amplifying

braking cylinder force depending on the lever ratio.

11.e.1.BRAKE CALIPER UNITS

The brake caliper units are ready–to-use combinations of a brake

caliper and brake–cylinder, providing automatic slack adjustment for

wear (abrasion) on brake pads and brake discs. Consequently, the

clearance required between the disc and pads for smooth running

remains practically constant while the brakes are released. Brake

Caliper units consist essentially of the brake cylinder, the brake

caliper, and the brake shoes d1 and d2 with snap lock gates. The

brake caliper units are held in the vehicle bogies by a three – point-

mounting arrangement.

11.e.1.1.WORKING PRINCIPLE

Applying the service brake charges the brake cylinder and presses

the brake pads against the brake disc. Brake force is built up when

the pads are applied. Venting the brake cylinder releases the

service brake. The return spring in the brake cylinder moves the

caliper levers to the release position.

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The handbrake lever is moved mechanically. The piston is pushed

forward, and the brake pads are applied to the disc. When the

parking brake is released, the caliper levers are drawn to the

release position by the return spring in the brake cylinder.

11.e.2.BRAKE CYLINDERS

U-series brake cylinders with automatic slack adjustment are used

to operate the friction brakes in rail vehicles. U-series brake

cylinders are essentially distinguished by their integral, force

controlled slack adjustment mechanism which is designed as a

single acting clearance adjuster. The working of this mechanism is

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not influenced in any way by the elastic brake rigging deflection,

which varies according to the brake force. In the course of braking,

the slack adjuster quickly and automatically corrects the increasing

brake pad or brake block clearance due to wear.

11.e.3.BRAKE DISCS

The axle –mounted brake disc consists of a gray cast iron friction

ring and a cast steel hub, connected by means of radially arranged

elastic resilient sleeves which are secured in the hub by means of

hexagon screws. The friction ring is manufactured as a solid

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component or in a split version. In the latter case, the two halves are

held together by two tight –fit screws.

Axle Mounted Brake Discs Wheel Mounted Brake Discs

11.e.4.BRAKE SHOE

The brake shoe is provided with a brake pad holder carrying

replaceable pads. The brake shoe consists of the brake pad holder,

the vertical pins and the brake pad. The brake pad holder is

provided with a dovetail guide into which the pad is slipped. The pad

is held in place by a captive gate, which is pivoted at the pad holder.

To lock the gate a locking spring of spring steel has been provided

which is pre-tensioned such that in one position it secures the gate

in the pad holder and in the other (released) position it holds the

gate open. For each brake disc a right and a left hand brake shoe

are required.

12.CONCLUSION

In this way I have learnt a lot of things at loco shed Ghaziabad

during my summer training which would be very much useful in my

future. There I have learnt the advantages of electric locomotives

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such that they can save fossil fuels which are limited in amount and

the pollution induced due to them also reduced by using a neat and

clean resource electricity as the power source for locomotives.

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