TRAINING REPORT

ONFour Weeks Industrial In-Plant Training

Undertaken At

DIESEL LOCOMOTIVE WORKS, VARANASI

Submitted as a part of CURRICULUM for

The Degree OfB. Tech

(Mechanical and Automation Engineering)

BY

AMIT KUMAR PRAJAPATIAMITYSCHOOL OF ENGINEERING AND TECHNOLOGY

AMITY UNIVERSITYUTTAR PRADESH

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Project Profile

1. Name of the Student : Amit Kumar Prajapati

2. Name and Addressof the Organization

: DIESEL LOCOMOTIVE WORKSVaranasiUttar Pradesh

3. Division : Vehicle Division

4. Title of the Project : Study of1. Heavy Welding Shop2. Heavy Machine Shop3. Light Machine Shop4. CRP Shop

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ACKNOWLEDGEMENT

Industrial Training is an indispensable part of engineering curriculum. The four weeks of Industrial Training

is indeed the most important part of our curriculum at the Mechanical and Automation Engineering

Department of AMITY SCHOOL OF ENGINEERING AND TECHNOLOGY, Amity University, Uttar Pradesh. The

reasons as to why these four weeks are more than just a sabbatical from the college is self-evident. It

provides us students with an opportunity to gain experience on the practical application of our technical

knowledge. The work culture of the leading industrial establishments of the country enhances the person’s

overall Technical Aptitude and provides an ample opportunity to interact with senior engineers.

I express my gratitude to all the people at DLW who in spite of their busy schedules took personal interest

to ensure that the training period was a thorough learning process for me. I have no doubts now that my

choice of training was right and the exposure and experience gained at DLW has been unique. Training at

DIESEL LOCOMOTIVE WORKSHOP has not only been beneficial in the technical aspects but also

contributed immensely and actively towards growth in the personal capacity, as a more thinking, efficient,

organized, aware individual. The DLW family teaches strict self-discipline and a goal oriented approach.

I express my deepest gratitude to Mr. Rangappa and Mr.S.B.Singh for guiding me,and getting me

acquainted with the work ethics of this organization. I would also like to thank all the staff members of

DLW who have encouraged and inspired me to achieve higher goals.

One months industrial training gives us ample opportunity to develop a veritable and first hand

industrial experience not only towards technical but all round development also.

Amit Kumar PrajapatiA7605408001

MECHANICAL AND AUTOMATION ENGINEERING4

TABLE OF CONTENTS

1. Background of locomotives work in INDIA2. Locomotives3. Workshops4. Self sufficiency5. Locomotives6. Diesel Loco Works, Varanasi7. Organizational Structure8. DLW’s Quality Policy9. Environmental and Social Orientation10. Milestones11. Heavy Machine Shop12. Chrome Plating Shop13. DLW Divisions

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Background of Locomotive Works in India

Locomotives in India consist of electric and diesel locomotives. Steam locomotives are no longer used, except in heritage trains. Locomotives are also called locos or engines.

The Bengal Sappers of the Indian Army were the first to run a steam locomotive in India. The steam locomotive named ‘Thomason’ ran with two wagons for carrying earth from Roorkee to PiranKaliyar in 1851, two years before the first passenger train ran from Bombay to Thane in 1853. The steam engine is presently exhibited at Roorkee Railway Station.

LocomotivesChittaranjan Loco Works, Chittaranjan, West Bengal

Inaugurated on Jan. 26, 1950, CLW produced its first locomotive by Nov. 1, 1950 (a WG loco, #8401, named 'Deshbandhu' for DeshbandhuChittaranjan Das, an Indian freedom-fighter; incidentally it was his widow, Basanti Devi, who inaugurated the works). CLW, originally named just the Locomotive Manufacturing Works, was located near a village called Mihijam, which was shortly afterwards renamed Chittaranjan. It is said that originally the locomotive works, which were under planning even in the mid-1940s, were to be set up at Kalyani near Howrah, but a concern about losing such a strategic asset in the foreseen partition of British India resulted in the shift to Chittaranjan, on the border of West Bengal and Bihar (Chittaranjan railway station is in Bihar).

CLW became a major producer of steam locomotives, producing a large number of BG and MG steam locomotives through 1972 (total count – 2351). The last BG steam loco made in India, a WG (#10560, 'AntimSitara' ('The Last Star') was delivered by CLW on June 30, 1970, and the last steam loco made in India was the MG YG classloco (#3573), delivered on Feb. 5, 1972.

CLW started early on the manufacture of electric locos, building the WCM-5 series DC locos starting in 1961. The first one was named 'Lokamanya', and delivered on Oct. 14, 1961. A few years later it began production of AC electric locos, starting with 'Bidhan', a WAG-1 class loco delivered on Nov. 16, 1963, which was also notable as the first fully Indian-built electric locomotive. Since then CLW has manufactured ever more sophisticated generations of electric locomotives, most recently delivering the advanced WAP-5 and WAP-7 3-phase AC locomotives. It has a capacity of around 200 or so electric locomotives a year.

CLW has also manufactured many diesel locos, mainly diesel-hydraulic shunters such as the WDS-4 class (begun in 1967-1968, although large numbers were produced only in 1969). In the '70s and '80s it built

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some diesels in the ZDM series and some YDM-2 units (diesel-electrics). Total diesel loco count – over 660 BG diesel shunters, over 140 NG diesels, and over 40 BG mainline diesels.

Diesel Loco Works, Varanasi

DLW was set up in 1961 and rolled out its first locomotive on Jan. 3., 1964 – a WDM-2, assembled from an Alco kit. It has evolved into an integrated diesel locomotive manufacturing plant, capable of building all components of the locomotives in-house, including the engines, superstructures, fabricated bogies, and underframes.

With technology transfer arrangements from manufacturers such as GM-EMD, DLW today produces advanced diesels with high efficiency and low maintenance costs. DLW has supplied a large variety of diesel locomotives (mostly diesel-electrics) to IR and numerous public-sector concerns (steel plants, power plants, ports, etc.). DLW has also exported locomotives to other countries such as Tanzania, Vietnam, Sri Lanka, Bangladesh, and Malaysia. Recently [2004] it has also got orders for 1350hp Cape gauge locos for Sudan (3), 1350hp MG locos for Myanmar (11), 2300hp Cape gauge locos for Angola (6), etc. It has also branched out into manufacturing non-railway items such as 2.4MW diesel generator sets (based on the Alco 251 engine!) to offset a recent decline in orders from IR. (Although, simultaneously, it has helped DMW (see below) and Parel Workshops (see below) to gain expertise in assembling locomotives as it hasn't been able to keep up with the demand for some classes of locos, especially industrial shunters.) DLW's production capacity is around 240 locomotives a year.

Diesel Modernization Works, Patiala

DMW, Patiala, formerly known as the Diesel Component Works(DCW) was set up in October 1981 for the manufacture of diesel and electric loco spare parts. DCW manufactures large components such as traction motors and locomotive power packs, rebuilds engine blocks, traction generators, etc. They have more recently been upgrading WDM-2 locos to WDM-2C class.

Parel Workshops, CR

Parel Workshops of CR have been manufacturing diesel shunters (WDS-6 class, mostly) using components produced by DCW and DLW, since 2006. The workshops are also a leading establishment for repairs and overhauls of locomotives. Established in 1879, they were engaged in steam locomotive repair and overhaul and since 1972 (after the decline of BG steam) switched to diesel locomotives. Today they also overhaul electric locomotives, and MG/NG locomotives and miscellaneous rolling stock such as cranes and

breakdown equipment, as well as rehabilitation and conversions of coaches, and manufacture of some small diesel components.

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Rolling Stock

Integral Coach Factory, Perambur

ICF was set up in 1955 with the collaboration of the Swiss Car and Elevator Manufacturing Co. of Schlieren, Switzerland. The factory was set up originally with a capacity to produce 350 coach shells annually. ICF over the decades became very successful in producing the signature integral design (underframes, sidewalls, and roof integrated to form a single tube structure) anti-telescopic coaches of IR, in many different configurations. It now has a capacity of over 1,300 coaches a year, and has thus far manufactured over 35,000 coaches for IR. ICF currently maintains production capability for 170 different kinds of coaches.

In addition to coaches ICF also produces diesel railcars, EMUs, DMUs, and special purpose rail vehicles such as track recording vehicles and overhead equipment monitoring vehicles.

It has also exported coaches to many countries ([6/03] 425 since 1971; 60 to Myanmar, 45 to South Africa, 113 (+100?) to Taiwan, some to Thailand, Tanzania, the Philippines, Vietnam, Sri Lankaetc.)

History

Indigenous manufacture of railway coaches had been contemplated for some time, with the first significant proposal being made in 1948 by N GopalaswamyAyyangar, then the Minister for Transport and Railways. Even earlier, however - in 1947 - interest had built up in the Schlierencompany following a visit there by B Venkataraman, a senior mechanical engineer in the railways who was attending the International Railway Congress in Europe. Venkataraman was extremely impressed by the Swiss firm and made arrangements for apprentices from Indian Railways to train at Schlieren and study the technology of coach-building. However, it took some time before Venkataraman's report to the Railway Board and the results of the apprenticeship program resulted in Swiss Car and Elevator being picked for the technology transfer project.

An initial agreement was signed on May 28, 1949. In 1951, a detailed proposal for a coach-building factory capable of producing 300 unfurnished coaches annually was laid out. (The capacity was eventually raised to 350 by the time ICF was inaugurated.) Supplemental agreements with Swiss Car and Elevator were concluded on June 27, 1953 and October 2, 1953. The production unit was inaugurated on October 2, 1955. The integral design of coaches this company made was radically different from that of the wooden-framed coaches that had been used in India until then. Accordingly, a Technical Training School was established at Perambur on March 20, 1954, with a capacity to train around 75 personnel annually on the new technology. Swiss trainers were in charge of the technology transfer until 1961, when the school was eventually shut down. By then over a thousand coaches had been produced by ICF. Manufacture of coaches started with the import of shells and other components for seven third-class coaches in February 1956.

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On August 14, 1956, the first all-indigenous coach was commissioned. From 1958 ICF started furnishing the coaches it produced; a separate furnishing unit was added to ICF on October 2, 1962. In 1966, ICF began producing air-conditioned coaches. EMU production begain in 1962 with EMU trailer coaches, and motor

units were produced from 1963. These were AC units. DC EMUs were manufactured starting in 1968. MG coaches were produced starting in 1963-64.

Note: Some sources (and ICF's own web site) say that production started with 12 coaches in 1955, while other sources say it started in 1956. It is thought that '1955' refers to the fiscal year for the production unit.

Rail Coach Factory, Kapurthala

RCF was set up in 1987 (although the proposal for it came up in 1985) to augment the supply of passenger coaches to IR. The first coaches from RCF were delivered on March 31, 1988. In 1991, RCF started producing air-braked coaches, and coaches with a newer air-conditioning design with roof-mounted AC units. In 1997, it began production of MEMUs.

It also undertook the design and development of new lightweight IRY coaches using the high-speed IR20 bogies. These have been used for some of the high-speed trains such as the Amritsar SwarnShatabdi, although it appears that more recently their development has been put on hold following the introduction of the new lightweight high-speed coaches from LHB Alstom. Having been set up with a capacity of 1000 coaches annually, RCF manufactured around 900 or so coaches a year in the 1990s and is now [6/10] manufacturing around 1,400 coaches annually.

Jessop & Co.

Jessop & Co. is a private-sector manufacturer, originally formed from a merger in 1820 of two concerns, Jessops of Great Britain (formerly Butterfly Co., estd. 1790) and Breen & Co. of Calcutta (estd. 1788). Jessop & Co. has manufactured a large variety of railway products including many kinds of wagons, carriages, etc. In addition they have also built bridges, ships, waterworks, and other civil engineering works. Jessop's has also built one steam locomotive, delivered to the Nawab of Oudh in the 19th century. Jessop's has also delivered many EMU units used in IR's suburban systems. Their main workshops are at Dum Dum.

[4/02] More recently, the company, which was nationalized in 1973 and made a subsidiary of the Bharat BhariUdyog Nigam Ltd., a public-sector holding company, is being considered for privatization.

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Burn & Co.

Burn & Co. was a private-sector manufacturer, with its origins in 1781 as an English firm. Their first Indian workshop was set up at Howrah in 1901 to manufacture carriages and wagons to Indian railway companies. Apart from wagons and coaches, Burn & Co. have built trolleys, special-purpose saloon cars and luxury carriages, permanent way fixtures, signaling equipment, locomotive turntables, bogies, and underframes.

It was merged with the Indian Standard Wagon Co. to form Burn Standard Co. Ltd. (BSCL), and taken over by the Indian government. It has manufacturing units at Howrah, Burnpur, and Jellingham, of which the first two are engaged in manufacturing railway rolling stock. It is now a subsidiary of the Bharat BhariUdyog Nigam Ltd., a public-sector holding company.

Braithwaite & Co.

Braithwaite was set up in 1913 by the English firm Braithwaite & Co. Engineers. In 1934 it started manufacturing railway wagons. In 1976 it was taken over by the Indian government. It is now a subsidiary of the Bharat BhariUdyog Nigam Ltd., a public-sector holding company.

Bharat Wagon & Engineering Co. (BEWL)

The Bharat Wagon & Engineering Co. Ltd. was set up in 1978 when the Indian government took over Arthur Butler & Co. and Britannia Engineering Co. Both those companies, located in Bihar (at Muzaffarpur and Mokameh) were manufacturing wagons and other engineering products from British times. (Dates uncertain). In 1986 the combined company became a subsidiary of the public-sector holding company Bharat BhariUdyog Nigam Ltd.

Titagarh Wagons Ltd.

Titagarh Wagons is one of the few private manufacturers of wagons (perhaps the only one currently [2/05]), manufacturing a wide range of freight wagons including the common types BOXN, BCNA, BOST, BOBRN, etc., the container flats BLCA/BLCB, and specialty wagons for industrial and defence use. Titagarh also manufactures Bailey Bridges, prefabricated shelters, and other such systems for the railways and for the defence sector.

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Axles & Wheels

Wheel and Axle Plant (now Rail Wheel Factory)

WAP was set up in 1984 at Yelahanka, in Bangalore, for the manufacture of wheels and axles, since other local manufacturers such as the Durgapur Steel Plant were unable to satisfy IR's needs, and imports were costly. WAP uses some advanced techniques such as pressure-moulding of wheels. A lot of WAP's products are made from scrap metal generated by IR itself.

WAP has a capacity of around 40,000 wheelsets, over 170,000 wheels and over 60,000 axles, annually.

Workshops

Jamalpur Workshop

This was the first full-fledged railway workshop facilities in India, set up on Feb. 8, 1862 by the East Indian Railway. (There was an earlier attempt to set up workshop facilities at Howrah, but it proved unsuccessful because of problems with procuring supplies and getting skilled labour.) The Jamalpur site was chosen for its proximity both to the Sahibganj loop (which was the main trunk route at the time), and to the communities of gunsmiths and other mechanical craftsmen in Bihar who would prove to be adept at picking up the skills required in a railway workshop.

Another, possibly apocryphal account, though, has it that one of the Agents of the EIR Mr D W Campbell, was annoyed that the fitters and workmen of the then Howrah workshop were spending too much time away from their work in places of recreation in Howrah, and resolved to move the workshop facilities to a place far away where there would be no such distractions.

At first the Jamalpur shops were merely repairing locomotives and also assembling locomotives from parts salvaged from other, damaged locomotives. By the turn of the century, however, they had progressed to producing their own locomotives. The first one, CA 764 'Lady Curzon', was produced in 1899.

Jamalpur has always had extensive workshop facilities. In 1893, the first railway foundry in India was set up there. It also had a boiler workshop for repairing and building boilers. Today it has foundry and metallurgical lab facilities, extensive machine tool facilities, etc., in addition a captive power plant of 5MVA, making it fairly self-contained. It used to have a rolling mill of its own (set up in 1870, now closed).

In addition to various repairs of wagons, coaches, cranes and tower cars, and locomotives, Jamalpur also undertakes repair and (small-scale) production of permanent-way fixtures. It also manufactures some

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tower cars (Mark II, Mark III) and break-down cranes of 10, 20, and 140 tonne capacities, besides various kinds of heavy-duty lifting jacks.

Finally, it also manufactures wheelsets for coaches and wagons. In the past it was a significant supplier of cast-iron sleepers as well. Starting in 1961 it produced several rail cranes. It has also produced electric arc furnaces, ticket printers and other ticket machines (slitting, counting, and chopping). The high-capacity synchronized lifting jacks known as 'Jamalpur Jacks' were also produced by this workshop.

The school attached to the Jamalpur workshops eventually became the IR Institute of Mechanical and Electrical Engineering.

Alambagh Workshop

The Alambagh workshop, near Lucknow, was set up in 1865 by the Oudh and RohilkhandRaiilway. It started off doing minor maintenance and periodic overhaul of coaches and wagons, and eventually became one of the top workshops engaged in overhaul, repair, and restoration of carriages and wagons. Today the workshop specializes in the new high-speed coaches (LHB Alstom, IR20/IRY, etc.), air-conditioned coaching stock, etc.

Charbagh Workshop

Construction for this workshop was started by the Oudh and Rohilkhand Rly. in 1867 to prepare for its needs of locomotive and carriage maintenance in the Lucknow area after it secured a contract to build a large BG railway system in the area north of the Ganga. 1867 was also the year that the company had finished construction of the light MG line between Lucknow and Kanpur.

Originally almost all the staff of the Charbagh workshop was from Great Britain, however within a few years a large number of Indians were also employed, including many from Bihar and also the Jamalpur workshop.

After Independence, the big locomotive overhauling facility in the north, at Moghulpura (belonging to the North-Western Railway), went to Pakistan. Charbagh workshops were therefore upgraded with manufacturing and major overhauling capabilities for locomotive. The workshop became the pre-eminent steam loco maintenance and overhauling workshop of NR through the 1960s and 1970s, but thereafter lost ground with the ascent of diesel and electric traction. The workshop switched to diesel loco maintenance in 1975, and to electric loco maintenance in 1985.

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In recent years, the workshop has found an additional niche in restoring steam locomotives for various special runs and for preservation, exhibitions, etc. For instance, the WP locomotives at the NRM being used for special excursions on the occasion of IR's 150th anniversary were completely overhauled at Charbagh.

Ajmer Workshop

Work on setting up the Ajmer workshops was begun in 1877 by the Rajputana-Malwa State Rly. The workshops were early on charged with a wide variety of repair and overhauling jobs, including permanent-way work. In 1895, the workshops achieved the distinction of building the first indigenous locomotive from India, an 'F' class 0-6-0 MG locomotive (#F-734).

One notable feature of this workshop is the existence of a network of about 5km of 18"-gauge tram lines for transport of material among the various facilities.

Liluah Workshops

When the first EIR workshops at Howrah were found to be inadequate for locomotive maintenance, the bulk of its facilities were moved to Jamalpur as noted above. The remainder of the facilities at Howrah continued to perform carriage and wagon repair after 1863 and eventually were moved to Liluah, about 7km from Howrah.

The workshop manufactured many kinds of rolling stock. Wagons were manufactured until about 1947, and coaches were manufactured until about 1972 (total coach count – over 3000). During World War II, the workshops also contributed to the Allied war effort by manufacturing road vehicles (ambulances, water cars, armoured vehicles, trucks, etc.) and machinery.

Liluah workshops now form IR's biggest carriage and wagon workshops. They are engaged in periodic overhaul of all kinds of coaches and wagons, conversion of coaches to DMUs, and repair and overhaul of components such as alternators, transformers, motors, and generator sets. They have also undertaken one-off jobs such as building tourist rakes (Great Indian Rover, Buddha Parikrama) or other special trains (Exhibition-on-Wheels, etc.).

Golden Rock Workshops

The South Indian Railway Co. set up its major workshops at Nagapattinam, on the east coast. When new and expanded facilities were required, these workshops were moved to Golden Rock near Tiruchirapalli in

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1928. The workshops here are equipped to deal with locomotives and carriages, carrying out overhaul, repair, and restoration work.

They are today IR's premier workshops for restoration and rebuilding work for locomotives that are severely damaged in accidents. Many public-sector concerns also send their works shunters to Golden Rock for overhauling from locations all across India (10-15 locos annually).

Carrying on with the experience from steam days, Golden Rock also carry out the periodic overhaul of the 'X' class locos of the Nilgiri Mountain Railway. They have also been working on developing the new oil-fired replacements for the 'X' class locos. Two such locos have been turned out so far.

Golden Rock also built some DMU rakes from old coaches. They have also repaired and (since 1962) built various wagons (BLBN/BLAN, BCCN (double-decker automobile carriers), box and covered wagons, special-purpose multi-axled heavy wagons, and many others), and performed conversion of wagon types (BOXC to BKH, etc.). In recent years they have taken on expanded manufacturing of BLCA / BLCB container flat wagons for CONCOR.

Golden Rock has also restored YDM-4 MG diesel locos for export to places such as Myanmar, Malaysia, etc. More recently it has been working on regauging some YDM-4 locos to Cape gauge for export to Sudan.

Kharagpur Workshops

Kharagpur is the largest integrated workshop on IR with facilities to service all types of rolling stock and locomotives.

The Bengal and Nagpur Railway had sanctioned the building of the workshop in 1900. The workshop began to operate from 1904. It took over all the BG maintenance work from Motibagh Workshop at Nagpur.

The workshop is spread over an area of 610,000 square meters, 260,000 of which are covered, the workshop handles POH for Diesel-Electric and Electric locomotives, EMU trailer and Motor coaches, freight wagons, coaches and even Diesel cranes. Besides this, it carries out rewinding of traction motors and traction generators and a lot of other related work. The massive workshop underwent massive modernization in 1979 and again in 1985 with a combined outlay of around 400 million rupees.

The Workshop went to SER after division of SER into SER, SECR and ECOR.

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Motibagh Workshop, Nagpur

This workshop was originally set up by the Nagpur Chhattisgarh Railway in 1879 to service its metre gauge stock. It was later taken over by the Bengal Nagpur Railway in 1887. When conversion of the Nagpur - Rajnandgaon MG line to BG was completed in 1888, the workshop was altered to cater to BG stock requirements in the area. From 1887 to 1908, Motibagh Workshop was the prime workshop facility of the Bengal Nagpur Railway.

The Nagpur Chattisgarh Railway company would get locomotive kits at Mumbai port and then ship them to Motibagh via the GIPR route from Bombay to Nagpur. These locomotives would then be assembled and

commissioned at the Motibagh Workshop. BNR used a similar system in the initial years of its formation. After the Nagpur - Asansol BG line was completed, the locomotive kits would be brought in to the Damodar rail head by river. At a makeshift workshop there, the shell was assembled and wheeled so that it could be moved on its own wheels. This skeleton would then be moved to Motibagh via the BNR route for full assembly and commissioning. This practice continued till the extension of the Nagpur - Asansol line to Howrah and completion of facilities at Shalimar terminus for unloading ships. When the NG Satpura lines were built, Motibagh Workshop regauged two BG locomotives to NG for working on the Satpura lines.

The importance of Motibagh diminished soon after establishment of the Kharagpur Workshop in 1904 as BNR decided to shift all BG work to Kharagpur and Motibagh continued to handle only the NG locomotives and stock. However, Motibagh is known to have done some BG work intermittently since then. The workshop still has BG-NG dual gauge track leading inside.

Today, Motibagh Workshop overhauls NG locomotives and rolling stock from all over Central India and even from several other lines.

Tindharia Workshop

This is the workshop catering to the steam locomotives of the Darjeeling Himalayan Railway. The extreme resourcefulness and ingenuity demonstrated by the staff of this workshop has kept the 'B' class locos of the DHR working today despite their age. The workshop was set up towards the end of the 19th century, but moved to its current location in 1913.

Coonoor Steam Shed

Coonor, Rewari and Tindharia of the DHR, are the only active steam sheds of IR. This shed caters to the maintenance of the 'X' class rack steam locos of the Nilgiri Mountain Railway.

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Self - Sufficiency

The cost of stores imported by IR is only 2.75 of the total stores purchased. Table below shows the cost of stores imported during the last three years:

Strategy for Self-Sufficiency:

Capacity has been developed for manufacturing a range of components in workshops owned by IR as well as in public/private sector units with indigenous designs and competence. All the Production Units of IR have achieved the prestigious ISO:9001/9002 certification with the objective of improving quality of the products.

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Locomotives:

Locomotives are manufactured by Chittaranjan Locomotive Works (CLW), Chittaranjan and Diesel Locomotive Works (DLW), Varanasi. During 2005-06, CLW manufactured 129 BG electric locos including 25 state-of-the-art 3 phase 6000 HP locos. DLW produced 148 BG diesel locos including 22 indigenous high power 4,000 HP GM locomotives. In addition, 3 diesel locomotives were supplied by DLW to non-railway customers and 14 were exported to Sudan and Myanmar.

Import content in the locos manufactured at the Railway Production Units expressed as percentage of total production cost (excluding proforma charges) was as follow

Diesel Loco Modernisation Works:

Diesel Loco Modernisation Works (DMW) at Patiala, successfully upgraded 73 diesel electric locomotives (WDM 2 class) from 2,600 HP to 3,100 HP, thus increasing the hauling capacity to the extent of 3 to 4 additional coaches. DMW also exported spares worth Rs. 53.34 lakh to various countries. Passenger Service Vehicles:

During the year, Integral Coach Factory (ICF), Chennai manufactured 1,175 coaches including 155 Electric Multiple Units (EMUs). Rail Coach Factory (RCF), Kapurthala manufactured 1,263 coaches including 51 light weight LHB coaches.

Wagons:

The Bulk of wagon requirement of IR is met by wagon manufacturing units both in public and private sectors supplemented by Railway workshops. During the year, 18,681 wagons in terms of four wheeler units (FWUs) were produced out of which, 2,216 FWUs (including 122690 wagons from GOC for CONCOR)

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were manufactured by Railway workshops. The balance 16,465 FWUs were manufactured by thewagon industry which included 1182.5 FWUs manufactured under Wagon Investment Scheme.

Wheels and Axles:

Rail Wheel Factory (RWF), Bangalore, produced 37,798 wheel-sets during 2005-06. It also manufactured 117,425 wheels and 50,569 axles. Besides, products worth Rs. 2.22 crores were exported, earning a profit of about Rs. 27 lakhs.

Signalling:

Railway signalling installations use a number of specialised equipment for smooth and safe running of trains. With upgradation in technology and shift towards electrical/electronic system of signalling, the demand for these equipments has suddenly gone up. To attain self sufficiency in meeting this increased demand, IR’s signal workshops at Podanur on Southern Railway, Metaguda on SouthCentral Railay, Gorakhpur on North Eastern Railway and Howrah on Eastern Railway, Ghaziabad on Northern Railway and Byculla on Central Railway have been manufacturing items like axle-counters, electric point machines, various types of relays, tokenless block instrument, etc. The quantity of important items produced by these workshops during 2004-05 and 2005-06 is as under:

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Traction Motor Shops:

Traction motors being the prime movers of electric locomotives, play a vital role in generating tractive effort to haul trains and therefore, special attention is required for their upkeep and maintenance. IR has in-house facility for rewinding, repairing and reshafting of traction motors at its workshops at Nasik Road, Kanpur, Tatanagar and Kanchrapara. The workshop at Nasik Road and Kanpur have since obtained ISO:9002 series certifications of quality. The Nasik Road workshop is equipped with state-of-the-art facilities for repairing and rewinding three phase traction motors. The quantum of important jobs undertaken by these shops are as under:

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Rolling Stock

New rolling stock placed on line during the year is given in the following table

The following stock was condemned during the year:

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Diesel Locomotive Works, Varanasi

Diesel Locomotive Works, Varanasi is one of the major production units governed by the Indian Railways. In the year 1961, this production unit came into existence as a green field project in technical alliance with ALCO, USA to produce all the Diesel Electric Locomotives. The first locomotive was manufactured in the year 1964 and it was dedicated to the nation.

Diesel Locomotive Works, Varanasi manufactures only Diesel Electric locomotives and spare parts of locomotives. Though it is an Indian company but it has supplied locomotives to many other foreign countries like Bangladesh, Sri Lanka, Angola, Malaysia, Myanmar, Vietnam and Tanzania.

As a flagship locomotive production unit of Indian Railways, Diesel Locomotive Works produces a wide range of products related to locomotive and its annual turnover is more than 1151 Crore. According to survey reports, it is revealed that, annually this production unit manufactures total 200 locomotives and several other related products.

With its cost-effective and eco-friendly solutions to the increasing demand for transportation, this production unit has gained great popularity across the nation and abroad.

The locomotive manufacturing process in diesel Locomotive Works, Varanasi is divided into three major divisions, which include Engine division, Vehicle division and Block division. The component machining department of Engine division manufactures more than 2000 components that include lubricating oil pumps, cylinder heads, connecting rods, ALCO turbo superchargers, cam shafts, chrome plated cylinder liners and many other gears.

On the other hand, the Vehicle division of this production unit works on diverse fields like Component Fabrication, Under frame Fabrication, Locomotive Assembly, and Bogie Manufacturing.

Presently, Diesel Locomotive Works, Varanasi manufactures locomotives and DG sets. In locomotives, it manufactures two kinds of products, one is EMD and another is ALCO.

EMD is broad gauge freight traffic Co-Co diesel electric locomotive. It is 16 cylinders 4000 HP engine along with microprocessor operated propulsion; AC-AC transmission.

ALCO offers a wide selection of locomotives that include 1350 Hp Cape Gauge Locomotive, 2300 Hp Meter Gauge Locomotive, 2300 Hp Cape Gauge Locomotive, 3000 Hp Cape Gauge Locomotive, 1350 Hp Meter Gauge Locomotive, Broad Gauge Main Line Freight Locomotive, Broad Gauge Main Line Mixed Service Locomotive, and Broad Gauge Shunting Locomotive.

There are several esteemed customers of DG Sets of Diesel Locomotive Works, Varanasi, which are Nuclear Power Corporation of India Limited, Railway establishments and Heavy Industries.

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ORGANIZATIONAL STRUCTURE

DLW has a design and development office responsible for all engineering functions related to diesel locomotives. Equipped with extensive designing tools, this office provides servicesupport to Zonal Railways / Diesel Locomotive Maintenance Sheds and LocomotiveOverhauling Workshops. This office is also responsible for product development, vendordevelopment and vendor approval. It also performs technical advisory functions andcoordination with RDSO/Railway Board on technical matters.Chief Design Engineer heads this office and is assisted by a team of technical experts.

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DLW’s Quality Policy

Quality, Environment, Health & Safety Policy

�Diesel Locomotive Works is a Production Unit of Indian Railways, manufacturing Diesel-electric Locomotives, Diesel Generating sets and their spares for Indian Railways, Non-Railway Customers and exports.�

We are committed to achieve excellence by:

Continual improvement of the Quality, Environmental and Health & Safety - at- work - place

performance.

Preventing pollution by all means including minimizing resource consumption and waste

generation using cleaner technologies, material substitution and process changes.

Preventing all injuries and loss of property including environmental performance through

continuous safety inspections.

Striving for compliance with all applicable Environmental and Health & Safety legislations.

Striving for "Right first time" and safe working practice through system improvement and

training.

Enhancing Customer Satisfaction through improvement in reliability and performance of

products.

Preventing all employees from occupational diseases and health hazards.

We shall:

Set objectives & targets and periodically monitor their progress through internal audit and management review.

 Communicate Quality, Environment and Health & Safety policy to the employees and to make it available to the public on demand.

 Periodically review our Quality, Environment and Health & Safety policy and management

systems for continuing suitability, adequacy and effectiveness.

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Environmental and Social Orientation

Environmental Management 

A healthy and congenial environment alone can produce and promote healthy citizens � we firmly believe. In order to have a clean and green DLW, we have a well defined integrated environmental policy. This promotes an ever motivated work-force, giving rise to products of International standard. Environmental Objectives:

Reduction in Resource consumption Reduction in Fire Emergencies -10% every year Improvement in Emergency preparedness Monitoring of water & ambient air periodically

Sewage Treatment Plant:  

STP is mainly concerned with the treatment of domestic and industrial sewage. The treated water is used for irrigation purpose up to nearby Lohta farm and kitchen gardening at DLW premises.The digested sludge is sent to sludge drying beds, later to be used as manure. Methane gas mainly produced from the digester is collected in the gas holder and supplied to the canteen. 

Industrial Effluent Treatment Plant:

IETP does the job of treatment of industrial effluent which mainly contains oil and grease . The treated water is sent to nearby villages for farming and kitchen gardening at DLW.

Chromium Treatment Plant:

CTP deals with the treatment of effluents from CRP shop (Chrome Plating Shop). This has varying concentration of hexavalent chromium. This hexavalent chromium is converted into trivalent chromium in acidic condition and is precipitated. This sludge, after drying in the form of cakes,  is stored in a covered tank made of concrete. Water after treatment is used for irrigation in nearby villages.

iii) Occupational Health & Safety Management:

DLW is OHSAS-18001 certified since September, 2005. OHSAS formulates the work-procedures, defines hazards, assesses the risks involved therein and generates awareness regarding use of personal

protective equipments at workplace. This enhances safety at work-place, reduces chances of accidents and makes workers more confident leading to increase in productivity.

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OHS Objectives: Reduction in HOD cases -10% every year Improvement in use of PPEs (100%) Recharging of Ground water

Monitoring of water & ambient air periodically.

Milestones26

DLW- achievements of previous year and forthcoming challenges

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For Diesel Locomotive Works, 2009 was a historic year, as during financial year 2008-09, DLW has produced maximum number of 257 locomotives, which is 07 more than the target of 250 locomotives set by the Railway Board. DLW is now manufacturing high Horse Power state-of-the-art EMD locomotives and the number of producing this type of locomotives has fastly increased. In 2006-07 as many as 39 such type of locomotives were manufactured, while the number had gone to 59 during the year 2007-08 and 80 during the year 2008-09. The most interesting thing is that the DLW has achieved this remarkable growth despite gradually decline in number of employees following their retirement. The employees had recorded such growth without claiming any overtime. For this year also DLW has received the target of manufacturing 150 EMD locomotives out of 250 locomotives from Railway Board. This leading Railway Production Unit is all set to achieve the target.

In the field of marketing, DLW has also recorded remarkable growth. During the current financial year DLW had already received orders of 12 locomotives worth Rs. 103.85 crores from Non Railway Customers. Till December this year it had already supplied 21 locomotives to Non Railway Customers and earned revenue of Rs. 145 crores. At present it has secured orders of 31 locomotives and 03 DG Sets worth Rs. 258.76 crores from Non Railway Customers. For the first time DLW has supplied microprocessor controlled WDS6 locomotives equipped with creep control and microprocessor governor to Rashtriya Ispat Nigam, Vishakhapattanm in November last.

Absolutely, these outstanding achievements are most important. But, for this year also DLW is having new challenges. This year, DLW has to put up highest ever production of 150 EMD locomotives out of 250 locos production target. Besides, it has to ensure the production of big number of locomotives for Non Railway Customers and their timely supply to them. DLW is sure, about the capability and efficiency of DLW employees that they will accepted the challenges and add a new chapter in the annals of DLW.  

HEAVY MACHINE SHOP

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An operation that changes the shape, surface finish, or mechanical properties of a material by the application of special tools and equipment. Machining almost always is a process where a cutting tool removes material to effect the desired change in the work piece. Typically, powered machinery is required to operate the cutting tools.

Although various machining operations may appear to be very different, most are very similar: they make chips. These chips vary in size from the long continuous ribbons produced on a lathe to the microfine sludge produced by lapping or grinding. These chips are formed by shearing away the work piece material by the action of a cutting tool. Cylindrical holes can be produced in a work piece by drilling, milling, reaming, turning, and electric discharge machining. Rectangular (or no around) holes and slots may be produced by broaching, electric discharge machining, milling, grinding, and nibbling. Cylinders may be produced on lathes and grinders. Special geometries, such as threads and gears, are produced with special tooling and equipment utilizing the turning and grinding processes mentioned above. Polishing, lapping, and buffing are variants of grinding where a very small amount of stock is removed from the work piece to produce a high-quality surface.

In almost every case, machining accuracy, economics, and production rates are controlled by the careful evaluation and selection of tooling and equipment. Speed of cut, depth of cut, cutting-tool material selection, and machine-tool selection have a tremendous impact on machining. In general, the more rigid and vibration-free a machining tool is, the better it will perform. Jigs and fixtures are often used to support the work-piece. Since it relies on the plastic deformation and shearing of the work piece by the cutting tool, machining generates heat that must be dissipated before it damages the work piece or tooling. Coolants, which also act as lubricants, are often used.

To increase the life and speed of cutting tools, they are often coated with a thin layer of extremely hard material such as titanium nitride or zirconium nitride. These materials, which are applied over the cutting edges, provide excellent wear resistance. They are also brittle, so they rely on the toughness of the underlying cutting tool to support them. Coated tools are more expensive than conventional tools, but they can often cut at much higher rates and last significantly longer. When used properly on sufficiently rigid machine tools, they are far more economical than conventional tooling.

CHROME PLATING SHOP

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Chrome plating, often referred to simply as chrome, is a technique of electroplating a thin layer of chromium onto a metal object. The chromed layer can be decorative, provide corrosion resistance, ease cleaning procedures, or increase surface hardness.

Process

A component to be chrome plated will generally go through these different stages:

Degreasing to remove heavy soiling; Manual cleaning to remove all residual traces of dirt and surface impurities; Various pretreatments depending on the substrate; Placement into the chrome plating vat, where it is allowed to warm to solution temperature; and Application of plating current, under which the component is left for the required time to attain

thickness.

There are many variations to this process depending on the type of substrate being plated upon. Different etching solutions are used for different substrates. Hydrochloric, hydrofluoric, and sulfuric acids can be used. Ferric chloride is also popular for the etching of Nimonic alloys. Sometimes the component will enter the chrome plating vat electrically live. Sometimes the component will have a conforming anode either made from lead/tin or platinized titanium. A typical hard chrome vat will plate at about 25 micrometres (0.00098 in) per hour.

Various Linishing and Buffing processes are used in preparing components for decorative chrome plating. The overall appearance of decorative chrome plating is only as good as the preparation of the component.[1]

The chrome plating chemicals are very toxic. Disposal of chemicals is regulated in most countries.

Hexavalent chromium

Hexavalent chromium plating, also known as hex-chrome, Cr+6, and chrome (VI) plating, uses chromic anhydride, also known as chromium trioxide, as the main ingredient. Hexavalent chromium plating solution is used for decorative and hard plating, along with bright dipping of copper alloys, chromic acid anodizing, and chromate conversion coating.[2]

A typical hexavalent chromium plating process is: (1) activation bath, (2) chromium bath, (3) rinse, and (4) rinse. The activation bath is typically a tank of chromic acid with a reverse current run through it; this etches the workpiece surface and removes any scale. In some cases the activation step is done in the chromium bath. The chromium bath is a mixture of chromic acid (CrO3) and sulphate (SO4); the ratio of which varies greatly between 75:1 to 250:1 by weight. This results in an extremely acidic bath (pH 0). The temperature and current density in the bath affect the brightness and final coverage. For decorative coating the

temperature ranges from 95 to 115 °F (35 to 46 °C), but for hard coating it ranges from 120 to 150 °F (49 to 66 °C). A temperature is also dependent on the current density, because a higher current density requires a

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higher temperature. Finally, the whole bath is agitated to keep temperature steady and increase a uniform deposition.[2]

Disadvantages

One functional disadvantage of hexavalent chromium plating is low cathode efficiency, which results in bad throwing power. This means it leaves a non-uniform coating, with more on edges and less in inside corners

and holes. To overcome this problem the part may be over-plated and ground to size, or auxiliary anodes are used around the hard-to-plate areas.[2]

From a health standpoint, hexavalent chromium is the most toxic form of chromium. In the U.S. it is heavily regulated by the Environmental Protection Agency (EPA); the EPA lists it as a hazardous air pollutant because it is a human carcinogen, a "priority pollutant" under the Clean Water Act, and a "hazardous constituent" under the Resource Conservation and Recovery Act. Due to the low cathodic efficiency and high solution viscosity a mist of water and hexavalent chromium is released from the bath, which is toxic. To control these emissions wet scrubbers are used. The discharge from the wet scrubbers is then treated to precipitate the chromium from the solution, because it cannot be discarded in the waste water.[2]

Maintaining a bath surface tension less than 35 dynes/cm requires frequent cycle of treating the bath by a wetting agent and confirming the effect on surface tension.[3] Traditionally surface tension is measured by a stalagmometer. This method is, however, tedious and suffers from inaccuracy (errors up 22 dynes/cm has been reported), and is dependent on user's experience and capabilities.[4]

Additional toxic waste that is created from hexavalent chromium baths include lead chromates which form in the bath because lead anodes are used. Barium is also used to control the sulphate concentration, which leads to the formation of barium sulphate, a hazardous waste.[2]

Trivalent chromium

Trivalent chromium plating, also known as tri-chrome, Cr+3, and chrome (III) plating, uses chromium sulphate or chromium chloride as the main ingredient. Trivalent chromium plating is an alternative to hexavalent chromium in certain applications and thicknesses (e.g. decorative plating).[2]

A trivalent chromium plating process is similar to the hexavalent chromium plating process except for the bath chemistry and anode composition. There are three main types of trivalent chromium bath configurations:[2]

A chloride- or sulfate-based electrolyte bath using graphite or composite anodes, plus additives to prevent the oxidation of trivalent chromium to the anodes.

A sulfate-based bath that uses lead anodes that are surrounded by boxes filled with sulfuric acid (known as shielded anodes), which keeps the trivalent chromium from oxidizing at the anodes.

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A sulfate-based bath that uses insoluble catalytic anodes, which maintains an electrode potential that

prevents oxidation.

The trivalent chromium plating process plates work pieces at a similar temperature, rate and hardness, as compared to hexavalent chromium. Plating thickness range from 0.005 to 0.050 mil (0.00013 to 0.0013 mm).[2]

Advantages and disadvantages

The functional advantages of trivalent chromium are higher cathode efficiency and better throwing power. The better throwing power means production rates are greater. Less energy is required because of the lower current densities required. The process is more robust than hexavalent chromium because it can withstand current interruptions.[2]

From a health standpoint trivalent chromium is intrinsically less toxic then hexavalent chromium. Because of the lower toxicity it is not regulated as toughly, which reduces overhead costs. There are other secondary health advantages:[2]

Higher cathode efficiencies lead to less chromium emitted into the air Lower concentration levels result in less chromium waste The anodes do not discompose

One of the disadvantages when the process was first introduced was that decorative customers disapproved of the colordifferences, however additives are now used to adjust the color. In hard coating applications, the corrosion resistance of thicker coatings is not quite as good as hexavalent chromium. The cost of the chemicals is greater, however this is usually offset by greater production rates and lower overhead costs. In general, the process must be controlled more closely than in hexavalent chromium plating, especially with respect to metallic impurities. This means processes that are hard to control, such as barrel plating, are must more difficult using a trivalent chromium bath.[2]

Types

Decorative

Decorative chrome is designed to be aesthetically pleasing and durable. Thicknesses range from 0.002 to 0.020 mil (0.00005–0.0005 mm), however they are usually between 0.005 and 0.010 mil (0.00013 and 0.00025 mm). The chromium plating is usually applied over a bright nickel plating. Typical base materials include steel, aluminium, plastic, copper alloys, and zinc alloys.[2]

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DLW DIVISIONS

Vehicle Division

 Component Fabrication

Precision cutting and forming of sheet metal is utilised for manufacture of superstructures including drivers cab, engine hoods, and compartments for housing electrical equipment. All activities connected with pipes like pickling, bending, cutting, forming and threading of pipes of various sizes are undertaken in another well-equipped work area.

All electrical equipment is assembled in the fabricated control compartments and drivers control stands is done in another work area.

 Under frame Fabrication

Under-frames are fabricated with due care to ensure designed weld strength. Requisite camber to the under-frame is provided during fabrication itself. Critical Welds areas are tested radio-graphically. Welder training and their technical competence are periodically reviewed. EMD under-frame is fabricated using heavy fixtures, positioners to ensure down hand welding.

Fixtures are used to ensure proper fitting of components and quality welding in subsequent stages.

 

BOGIE MANUFACTURING

Special purpose machines are utilised for machining cast and fabricated bogie frames. Axle and wheel disc machining is undertaken on sophisticated CNC machines. Inner diameter of wheel discs are matched with the outer diameter of axles and assembled on wheel press. The complete truck (bogie), including bogie frames, wheels and axles, brake rigging and traction motors are assembled which is ready for application to locomotive.

LOCOMOTIVE ASSEMBLY

Tested engines are received from Engine Division. Similarly under-frames are received from Loco frame Shop and Assembled trucks from Truck Machine Shop. Superstructures and contractor compartments are received from respective manufacturing and assembly shops of Vehicle Division. Important alignments like crank shaft deflection, compressor alignment and Eddy Current clutch/radiator fan alignment are done during assembly stage. Electrical control equipments are fitted and control cable harnessing is

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undertaken. The complete locomotive is thus assembled before being sent

onwards for final testing and painting.all locomotive systems are rigorous tested as per laid down test procedures before the locomotive is taken up for final painting and dispatch.

Block Division

Flame Cutting of Components

Steel plates are ultrasonically tested before being precision cut by numerically controlled flame cutting machines, Plasma Cutting Machine. Components are straightened and machined prior to fitting & tacking on fixture designed especially for engine block fabrication to ensure close tolerance on engine block.

Fabrication of Engine Block

Components after flame cutting and various machining operations are fit and tack welded before taking on rollovers. Heavy Argon-CO2 welding is done on these rollovers. High quality of welding is done by qualified welders. Weld joints are subjected to various tests like ultrasonic, X-rays, Visual etc.

Down-hand welding is ensured using specially designed positioners.

Fabrication of engine block is completed by submerged arc welding using semi-automatic welding machines. Special fixtures are used for making down-hand welding possible in inaccessible areas. Critical welds are subjected to radiographic examination. All welders are periodically tested and re-qualified for the assigned.

After complete welding weldment is stress relieved and marking is done for subsequent machining. 

Portal Milling Machine

Engine block machining is done on Portal Milling Machine which is a 5 axis CNC machine with SIEMENs 840-D state of art system control with dedicated tool management system. This machine performs milling, drilling, tapping and boring operations in single setting.

The machine accuracy of 10 micron enables adhering to the tolerance required on engine block.

Angular Boring Machine

Angular boring "V" boring is done of special purpose machine. This special purpose machine has two high precision angular boring bars.

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The cutting inserts are arranged on boring bars to achieve evenly distributed cutting load during boring operation. This contributes to accuracy while machining.

Boring bars are mounted on high precision bearings which provide control on size during angular boring. The machine is capable of boring and drilling to different sizes.

Engine Division

 COMPONENT MACHINING

Over 2000 components are manufactured in-house at DLW. These include ALCO turbo superchargers, lubricating oil pumps, cam shafts, cylinder heads, chrome plated cylinder liners, connecting rods and various gears. Our well-equipped Machine Shops have dedicated lines for operations like turning, milling, gear hobbling, drilling, grinding and

planning etc.

In addition, DLW is equipped with a variety of special purpose machines and a large number of state-of-the-art CNC machines to ensure quality and precision.

Associated manufacturing processes like heat treatment and induction hardening are also carried out in-house.

A completely new Chrome Plating Shop for Cylinder Liners has been set up with modern infrastructure like fume extraction system and Programmable Logic Controlled material movement system.

Engine Assembly & Testing

Pre-inspected engine block, crankshaft, camshafts, cylinder liners, pistons, connecting rods, cylinder heads, exhaust manifold, turbo-supercharger and all related piping is used in assembly of engine. Electrical machines like traction alternator, auxiliary generator and exciter are thereafter coupled on the engine.

The complete power pack with electrics are tested on Computerised Engine Test Beds to verify horsepower output. Vital parameters of engine are checked to assure the quality of product.

Only after the engine parameters are found perfect the power packs are cleared for application on locomotives.

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Hard

Hard chrome plating

Hard chrome, also known as industrial chrome or engineered chrome, is used to reduce friction, add wear resistance, or increase corrosion resistance.[5] It is very hard, measuring between 66 to 70 HRC. Hard

chrome tends to be thicker than the decorative treatment, typically ranging from 0.075 to 0.25 millimetre (0.0030 to 0.0098 in), but can range from 0.005 to 0.01 mil (0.00013 to 0.00025 mm).[2] Surface defects and roughness are amplified, because hard chrome does not have a leveling effect.[6] Hard chromium plating is subject to different types of quality requirements depending on the application, for instance, the plating on hydraulic piston rods are tested for corrosion resistance with a salt spray test.

Automotive use

Formerly most decorative items affixed to cars were referred to as "chrome", by which phrase was actually meant steel that had undergone several plating processes to endure the temperature changes and weather that a car was subject to outdoors. The most expensive and durable process involved plating the steel first with copper, and then nickel, before the chromium plating was applied.

Prior to the application of chrome in the 1920s, nickel was used. In the US for the short production run prior to the entry into the Second World War, plating was banned to save chromium and the decorative pieces were painted in a complementary colour. In the last years of the Korean War, the banning of chrome was contemplated and several cheaper processes (such as plating with zinc and then coating with shiny plastic) were considered.

In 2007, a Restriction of Hazardous Substances Directive (RoHS) was issued banning several toxic substances for use in the automotive industry in Europe, including hexavalent chromium, which is used in chrome plating.

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