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SOMANY INSTITUTE OF TECHNOLOGY

AND

MANAGEMENT

REWARI,(HARAYANA )

SUBMITTED BY:BIPUL BISWAS

AJAY KUMAR,AMOD KUMAR,

ARUN KUMAR,ASHISH KUMAR,ANIL KUMAR,

KAPIL ARORA,LALIT KUMAR,PRADEEP KUMAR

2010

hP

NORHERN RAILWAY;DIESEL SHED

SHAKURBASTI,NEW DELHI.

7!"!#$#

INDUSTRIAL TRAININGREPORT ON BRAKE SYSTEM

IN D.E.M.U


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ACKNOWLEDGEMENT

WE ARE VERY THANKFUL TO NORTHERN

RAILWAY FOR PROVIDING US THE 6 WEEKS

SUMMER TRAINING IN DIESEL

SHED,SHAKURBASTI .

SHRI D K BISWAS (SSE \HRB), S R PATHAK

(SE) , S.DHRAMVIR SINGH, VIRENDRA

KUMAR, HARINIWAS, LOKESH(TE!H. "1) .

HAS ASSISTED THE STUDENTS VERY WELL.

THEY !ONDU!TED !LASSES AND MADE

!LARIFI!ATION ON VARIOUS TOPI!S

REGARDING DIESEL LO!OS.

WE ARE ALSO VERY MU!H THANKFUL TO

THE OFFI!ERS, SUPERVISORS AND STAFF

MEMBERS FOR THEIR !O"OPERATIVE AND

HELPFUL SUPPORT .THEY SPENDED THEIR

PRE!IOUS TIME WITH US TO E#PLAINVARIOUS OB$E!TS.

THE PRO$E!T OF BRAKE SYSTEM IN

D.E.M.U HAS PROVED TO BE VERY

KNOWLEDGEABLE. IT HELPED US TO LEARN

THE VARIOUS TYPES OF BRAKE SYSTEM

WORKING IN INDIAN RAILWAYS,THEIRPERFE!T ME!HANISMS.THE KNOWLEDGE

WE HAVE GAINED HERE WOULD DEFINATELY

PROVED TO BE A STEPPING STONE INTO

OUR !AREER.THE TRAINING HAS BEEN

PROVED AS A BIG ADVANTAGE FOR US.


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PREFA!E

B"TE!H(ME!H ENGG) IS THE STEPPING"

STONE TO ENGINEERING !AREER. IN

ORDER TO A!HIEVE PRA!TI!AL,

POSITIVE AND !ON!RETE RESULT,THE

!LASSROOM LEARNING HAS TO BE

EFFE!TIVELY SUPPLEMENTED TORELATION OF SITUATION E#ISTING

OUTSIDE THE !LASSROOM FOR

DEVELOPING HEALTHY PRODU!TIVE

AND DESIGNING SKILLS IN PRO$E!T

DEPARTMENT.IT IS NE!ESSARY THAT

THE THEORETI!AL KNOWLEDGE MUST

BE SUPPLEMENTED WITH E#POSURE

TO THE REAL ENVIRONMENT.

THE REPORT !OMPRISES ALL THE

IMPORTANT ASPE!TS OF BRAKE

SYSTEM IN DEMU AND ALL THEASPE!TS HAS BEEN PRESENTED

UNDER DIFFERENT HEADING IN

FORTH!OMING PAGES.

I WOULD LIKE TO E#PRESS MY SIN!ERE

THANKS TO ENTIRE STAFF MEMBER OF


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NORTHERN RAILWAY%S DIESEL SHED

SHAKURBASTI WHO HELPED US IN ALL

ENDEVIOURS DURING THE TRAINING.


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HISTORY OF INDIANRAILWAYS:

A PLAN FOR A RAIL SYSTEM IN INDIA WAS FIRST PUT

FORWARD IN 1&'2, BUT NO FURTHER STEPS WERE

TAKEN FOR MORE THAN A DE!ADE .IN 1& ,THE

GOVERNOR OF INDIA LORD HARDINGE ALLOWED

PRIVATE ENTREPENURES TO SET UP A RAIL SYSTEM IN

INDIA TWO NEW RAILWAY !OMPANIES WERE !REATED

AND THE EAST INDIA !OMPANY WAS ASKED TO ASSIST

THEM ,INTEREST FROM INVESTORS IN THE U.K LED TO

THE RAPID !REATION OF A RAIL SYSTEM OVER THE

NE#T FEW YEARS .THE FIRST TRAIN IN INDIA BE!AME

OPERATOINAL ON 22 DE!EMBER 1&1 ,AND WAS USED

FOR THE HAULING OF !ONSTRU!TIONAL MATERIAL IN

ROORKEY .A YEAR AND A HALF LATER ,ON 16 APRIL

1& THE FIRST PASSENGER TRAIN SERVI!E WAS

INAUGRATED BETWEEN BORI BUNDER ,BOMBAY AND

THANE.!OVERING A DISTAN!E OF ' *+ (21 +-/),ITWAS HAULED BY THREE LO!OMOTIVES .SAHIB ,SINDH

AND SULTAN.THIS WAS TH E BIRTH OF RAILWAYS IN

INDIA .


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THE BRITISH GOVT EN!OURAGED NEW RAILWAY

!OMPANIES BA!KED BY PRIVATE INVESTORS UNDER A

S!HEME THAT WOULD GURANTEE AN ANNUAL RETURN

OF DURING THE INITIAL YEARS OF OPERATIONS.

OMN!E ESTABLISHED ,THE !OMPANY WOULD BE

TRANSFERRED TO THE GOVT. WITH THE ORIGINA L

!OMPANY RETAINING OPERATIONAL !ONTROL . BY

1& ,ABOUT MILLION POUNDS WERE INVESTED BYBRITISH !OMPANIES IN INDIAN GUARANTEED

RAILWAYS.THE ROUTE MILEAGE OF THIS NETWORK WAS

ABOUT 100*+(000+-/)BY 1&&0 ,MOSTLY

RADIATING INWARD FROM THE THREE MA$OR PORT

!ITIES OF BOMBAY(MUMBAI),MADRAS(!HENNAI)AND

!AL!UTTA(KOLKATA). BY 1&, INDIA HAD STARTED

BUILDING IT%S OWN LO!OMOTIVES, AND IN 1&6 SENT

ENGINEERS AND LO!OMOTIVES TO HELP BUILD THEUGANDA RAILWAY.E#TENT OF GREAT INDIAN

PENINSULAR RAILWAY NETWORK IN 1&0 .THE G.I.P.R

WAS ONE OF THE LARGEST RAIL !OMPANIES AT THAT

TIME.

SOON VARIOUS INDEPENDENT KINGDOMS BUILT THEIR

OWN RAILWAY SYSTEMS AND THE NETWORK SPREAD TO

THE REGIONS THAT BE!AME THE MODERN DAY STATES

OF ASSAM ,RA$ASTHAN,AND ANDHRA PRADESH .A

RAILWAY BOARD WAS !ONSTITUTED IN 101, BUT

DE!ISION"MAKING POWER WAS RETAINED BY THRE

VI!EROY ,LORD !UR3ON .THE RAILWAY BOARD

OPERATED UNDER AEGIS OF THE DEPARTMENT OF

!OMMEREN!E AND INDUSTRY AND HAD THREE

MEMBERS 4A GOVT RAILWAY OFFI!IAL SERVING AS

!HAIRMAN ,A RAILWAY MANAGER FROM ENGLAND AN

AGENT OF ONE OF THE !OMPANY RAILWAYS .FOR THE

FIRST TIME IN IT%S HISTORY ,THE RAILWAYS BEGAN TO

MAKE A TIDY PROFIT .IN 10, ALMOST ALL THE RAIL

!OMPANIES WERE TAKEN OVER BY THE GOVT .

THE FOLOWING YEAR,THE FIRST ELE!TRI! LO!OMOTIVE

APPEARED .WITH THE ARRIVAL OF THE FIRST WORLD

WAR ,THE RAILWAYS HAD SUFFERED IMMENSELY AND

WERE IN A POOR STATE .THE GOVT. TOOK OVER THEMANAGEMENT OF THE RAILWAYS AND REMOVED THE

LINK BETWEEN THE FINAN!ING OF THE RAILWAYS AND

OTHER GOVT.REVENUES IN 120, A PRA!TI!E THAT


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!ONTINUES TO DATE WITH A SEPERATE RAILWAY

BUDGET.

THE SE!OND WORLD WAR SEVERELY !RIPPLED THE

RAILWAYS AS ROLLING STO!K WAS DIVERTED TO THE

MIDDLE EAST, AND THE RAILWAY WORKSHOPS WERE

!ONVERTED INTO MINITION WORKSHOPS.AT THE TIMEOF INDEPENDEN!E IN 1 ,ABOUT 0OF THE

RAILWAYS THEN WENT TO NEWLY !REATED NATION OF

PAKISTAN .A TOTAL OF FORTY 5TWO SEPERATE

RAILWAYS SYSTEMS IN!LUDING '2 LINES OWNED BY

THE FORMER INDIAN PRIN!ELY STATES,WERE

AMALGAMATED AS A SINGLE UNIT WHI!H WAS

!HRISTENED AS THE INDIAN RAILWAYS.

THE E#ISTING RAIL NETWORKS WERE ABANDONED IN

FAVOUR OF 3ONES IN 11 AND A TOTAL OF SI# 3ONES

!AME INTO BEING IN 12. AS THE E!ONOMY OF INDIA

IMPROVED,ALMOST ALL RAILWAY PRODU!TION UNITS

WEREINDEGENISED (PRODUSED IN INDIA). BY 1&,

STEAM LO!OMOTIVES WERE PHASED OUT IN FAVOUR OF

DIESEL AND ELE!TRI! LO!OMOTIVES.THE ENTIRERAILWAY RESERVATION SYSTEM WAS STREAMLINED

WITH !OMPUTERI3ATION BETWEEN 1& AND 1.

INDIAN RAILWAYS IS ONE OF THE LARGEST EMPLOYERS

IN THE WORLD.


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DIESEL SHED SHAKURBASTI:-

ESTABLISHED ON THAPRIL 1.THE TOTAL SHED AREA 111

S7M.TOTAL !OVERED AREA 11

S7MTOTAL STAFF 5SS8& OR86&BERTHING !APA!ITYRUNNING " & LO!OS(WDS)

HRB " LO!OS(WDS)


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WB " 6

LO!OS(WDS)NEW REPAIR BAY"

LO!OS(WDM2)HOLDING OF WDS"6 NOSTOTAL WORKING LO!O" & NOSLO!O UNDER !ONDEMNATION 5

0&NOSLO!O UNDER GRS AT ASR "

0'NOS

WORKING POINTS OF WDS"LO!O

DLI DIV " 22LO!OSUMBDIV " 0'LO!OSMB DIV " 0LO!OS

LKO DIV " 02 LO!OSF3R DIV 5 01 LO!OHOLDING OF BG DEMU "10 SETS


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HISTORY OFN.RLY. DSL SHED

SHAKURBASTI

164"6NOS METER G9:; 9? ; (I?-9C) 9/ @-C@

? D-"?"L9


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T/ -=/ -9?< @ SURI ?


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1&4"F


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DP! 9@ T!


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H; H


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F:- =/:+? /


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T


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1D.P.!. 2 T.!. 1D.T.!.) OR

1 D.P.!. 6 T.!. 1

D.P.!.

T


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A--


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1. 2 V D! 2 V-? D.!.

2. LLOP 5 L L: O- P


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'. E/?+9?@ /


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&. P< ?


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LEADING PARTI!ULARS OF 100 H.P. DEMU

POWER !AR (D.P.!)

1. L;? < 9@"@C 8

211 ++

2. D/?9= ? ; =?


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&. H;?


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2 2ndnotch 1000

3 3rdnotch 1200

4 4thnotch 1300

5 5thnotch 1400

6 6thnotch 1500

7 7thnotch 1600

8 8thnotch 1800

IMPORTANT PARAMETRS OF 100

H.P. DEMU/

S.No. Description Capacity

1 Engine oil capacity per DPC 230 Litres approx.

2 Hyra!lic oil capacity per DPC 330 Litres approx

3 "ir co#pressor oil capacity per DPC 0$ Litres approx.

$ Cooling %ater capacity per DPC &$0 Litres approx.

' (!el oil capacity per DPC 2'00 ) 3000 Litres

approx.

E; -: -


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!-; 9?< ?+.


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Dh-= '* +

C-%/C-%/ ++ B0%1 % 2 '*B0%1 % 2 '*

IOC + S03 *'% + ?

BPC + Bh0= U%'3*

HPC + Y%=0*>?

F4* '* >H; /@ D/- " IS 16041"

A+@+?"2 (F"1)

G0 20 R**0 0'%& +

M9* 9


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Th 8-*= 180'-='% 2 E.P. 0@ /= '

E*8=0>-%4='8 0@ /=. I% =h' 0@

/=, 0@ 0 --*'1 0*1 '=h0 /

4'%& '0 0 / *8=0'8'=/. Wh% 0@ 0 --*'1

/ 4'%& *8=0'8'=/, '= ' 8**1 E.P. 0@

--*'8='%. I% =h' --*'8='% (E.P. --*'8='%)

0@ 0 --*'10*1 '4*=%4*/ '% **

88h, =h4 &'3 0 0@ -90 '%

8-0'% = =h0 0@ /=. R*'%& %1

--*'8='% =' 2 E.P. B0@ ' * 30/ h0=.

Th' 0@ /= ' 30/ '-* %1 8='3.

Th '%=%%8 8= 2 =h' 0@ /= '

8-0='3*/ *9. Wh% '0 ' 41 20 0@

--*'8='% '% =h' /=, '= ' 8**1 4= 0@

--*'8='%. F**9'%& 0 '% 8-%%= 2 =h'

/=:>

1. M@:-9< B


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Th' 14*0 0@ 8%=0**0 80= BP -040 (6

@&8!) 41 '% =0'%.

2. E. P. B20 2 88h %190@ '% 8%4%8='% 2 14*0 0@ 8%=0**0. I=

--*' E.P. 0 4= '0 0@ 8801'%& = h%1*

-'='% 2 M14*0 B0@ C%=0**0.


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'. M.R. 9@ B.P.


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. MR 9@ A:-9


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TC/


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' . E+


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. G:9


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I= ' *8=0'8**/ 8%=0**1 '%1-%1%= 0@. I% =h'

0@ --*'8='%, MR -040 ' 41. P0@'%& 0@

90@ = =h -040 2 6 K&8!. Wh% --*'8='%

9'=8h 2 -0@'%& 0@ ' -01, '= ' 8='3=1 %1

'0 -040 '% &4& 8 0. F0 0*'%&

-0@'%& 0@, -0 = 0* 4==%, =h% -0@'%&0@ &4& 9'** h9 6 K&8!-040 &'% %1

=h' 0@ 9'** 0*. Th' 0@ ' 41 = =- =0'%

0**'%& 9h% '= ' =='%1. Th' 0@ 90@ %*/ '%

DPC.

NOTE4"

I P9


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W


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I% =h' /= 0@ 0 --*'1 / h%1* 2 M14*0

B0@ C%=0**0. Wh% =h' h%1* ' -0=1 20 %

-'='% = %=h0 -'='%, =9 &%='8 3*3 ==1 %

EP 0@ 4%'= 0 8='3=1. F'0=*/ h*1'%& &%='8 3*3

' 8='3=1 %1 8*1 = =h 0* -0= 2 EP 0@ 4%'=

=h% --*'8='% &%='8 3*3 ' 8='3=1 %1 -% =

--*'8='% -0= 2 EP 0@ 4%'=, 04*='%& MR -040

%=01 '%= =h EP 0@ 4%'=, 20 =h0 '= ' 01481 =

1'01 -040 2 ".! K&8!. Th' '0 -040 2 ".!

K&8! %=01 '% 0@ 8/*'%10 =h04&h -'-*'%

04*='%& 0@ 0 --*'1 '% 88h =0'%. Wh% h%1*

'% 0==1 '% 0* -'='%, =h &%='8 3*3 0

18='3=1 %1 0@ 0 0*1 = =h -03'4

8%1'='%.

E/:


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$. M.R. -040 4= ?7 @&8!.

B.P. -040 4= 6.# @&8!.

!. H%1 -0=1 '*='% 88@ 2 *1'%& DPC 4=

'% O-%-'='% %1 '% C*-'='% 2 ** =0'*'%&

DPC.

".

E.P. 0@ MCB 4= '% ON-'='%.

5. E.P. 9'=8h ==1 % D.C.S 4= '% ON

-'='%.

6. E%40 -0@'%& 0@ 0 24**/ 0*1 20

3'%& =0'%.


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VERY IMPORTANT / MUST DO

Check train brake power by conducting 'E.P. brake test'

before moving train to destination.

P/?/ EP B


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W


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. M3 =0'% 9h% 0@ 8/*'%10 -040 ' 24**/

1'8h0&1 (0).

E/:


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!. S9'=8h OFF E.P. 0@ MCB %1 E.P. 9'=8h ==1 %

DCS .

". ''Very Important'' Ch8@ =0'% 0@ -90 20

3'%& = 1='%='% / 8%148='%& A4= B0@T= = 3'1 %/ '>h--%'%&.

E.P. B


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. !-/ ? M.R. /-9? ==* E.P.


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C%0 MR, BP, P0@'%& B0@ -040 %1 0@ 8/*'%10

-040 20 &401 2 =0'*'%& DPCDTC %1 '%='%1 '=

'% *1'%& %1 =0'*'%& DPCDTC. E3% =h% EP 0@

' %= 90@'%& =h% 90@ % =0'% 9'=h 4= 0@ (F**9

4= 0@ '%=048='%) %1 '%20 = h h1 8%=0*

8.

2. E.P. B


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0@ 0 %= 0*1 =h% =h0 ' % *8=0'8* 24*= '%

0@ /=. I% =h' 8%1'='% 9'=8h OFF EP 0@

9'=8h %1 --*/ = A4=P0@'%& 0@ %1 0* =

=0'% =h% 90@ % 4= 0@ %1 '%20 = h h1

8%=0* 8. E%40 =h= -0@'%& 0@ 0 0*1

20 3'%& = 1='%='%.

. S+ =9=/ 9

$. Ch8@ ** BP %&* 88@ %1 %40 =h= =h

0 '% 24**/ -% -'='%.

!. I2 %/ BP %&* 88@ ' 8*1 =h% -% = '=.

". Ch8@ BPFP -'- 20 '0 *@&, '2 =h0 ' %/

*@& =0/ = 08='2/ '=. I2 BP -040 ' 0 '% &401 '1%1 6 K&8!'% 10'30 '1 =h% '= '%1'8= %/ =8*

'% BP -'- *'% 0 BP %&* 88@ 2 %/ 88h ' '% 8*1

-'='%. I% =h' 8%1'='% -% = h%1 -0=1 '*='%&

88@ 2 &401 '1 DPC = 21 BP -040 20 =0'*'%&

DPC. B0@ 9'** 0* 2=0 '%='%'%& BP -040 = 6

K&8!. N9 8%148= = E.P. 0@ == %1 90@ %

=0'%.


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6. A /;- =9= / J9+ A:?E.P.


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A--*/ 0&%8/ 0@ !" =' %1 =0/ = 0*

0@. I2 0@ 0 %= 0*1 =h% 8h8@ = MRBP

-040. I2 =h0 ' %/ '0 *@& '% 0@ /= =h%

08='2/ = '=. E3% =h% 24*= 0'% =h% '%201

= h h1 8%=0* 8.

. B


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I2 /, =h% 8h8@ = EP 0@ 4%'= 20 %/ '0

*@&. I2 =h0 ' %/ '0 *@& '% EP 0@ 4%'=

=h% '*= = =h' 88h %1 90@ % =0'%.

12. MR


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AIR

BRAKE

SYSTEMON

DEMU


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AIR BRAKE SYSTEM

AIM4"

TO STUDY AIR BRAKE SYSTEMTO STUDY OVERHAULING PRA!TI!E OF

PNEUMATI! VALVES.!OMPARATIVE ADVANTAGES OF E.P

BRAKE SYSTEM OVER !ONVENTIONAL

BRAKE SYSTEM IN DEMU.

INTRODU!TION4"

L=


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