COURSE MODULE

Course No. CE 26: Initial SSE/JE

Duration: 26Weeks Effective Days:156
S. CM Subjects Periods
N. No.
1 26.1 Introduction to Railway Organization, P.Way and Track 68
Machines
2 26.2 Electrical & Electronics 148
3 26.3 Hydraulics, Pneumatics & Mechanical 148
4 26.4 I.C. Engine & Workshop Technology 148
5 26.5 Track Machines & Working Principles 148
6 26.6 Establishment, Stores, Accounts &Rajbhasha 54
7 26.7 Group Inter Personal Skill Development (GIPSD) 12
8 26.8 Computer 36
9 26.9 Technical Film Show 12
10 26.10 Library 22
11 26.11 Visit to CPOH & Track Machines Working Sites 50
12 26.12 Examination (Theory/Practical/Viva-voce) 36
13 26.13 Introduction& Valediction 2
Total 884
Note: A. 1. Eligibility: Directly Recruited SSE/JE and such Promoted SSE/JE
(Coming from other than Track Machine organization), who has no
exposure of track machines working.
2. Computer, Technical Film Show and Library periods shall be scheduled
during the afternoon session.
3. M&C Training shall be covered under Module No. 26.4. Faculty for M&C
Training may be drawn from M&C Directorate of RDSO.
4. Medical Awareness Programme shall be covered under Module No. 26.6.
Faculty for this programme may be drawn from Medical Department.
5. Faculty for GIPSD may be drawn from CBWE, Min. of Labour &
Employment or from Management Institutes.
6. To bridge the gap between theory and practical, every alternate week visit
to CPOH & Track Machines Working Sites shall be arranged for
demonstration and proper understanding of machine working.
7. Practical demonstration in Model rooms shall be given along with
theoretical sessions as and when required besides Practical sessions
specifically earmarked for Model Rooms.
B. Besides above training at IRTMTC, the zonal railways will arrange 3-4
week Initial Transportation training in Train working rules at their
ZTCs during the six months field training.
 SUB: ELECTRICAL & ELECTRONICS SYSTEM

Duration: 74 Sessions = 148 Periods

Sub-discipline:- Electrical System( Lessons: 03 Sessions:15)
Lesson-I: Fundamentals of Electricity Session-1: Symbols, Basic Concept of voltage
and current, Ohm’s law, Power law

ELECTRIC SYMBOLS
Name & Letter Symbol Name & Letter Symbol
Notation Notation

Resistor Fuse Si or e
R or r

Variable resistor
or Potentiometer Circuit Breaker e
P or f

Capacitor(Non-
Polarised) C or K Relay Re

Polarize
Capacitor or + - + - Solenoid or Shut
Electrolyte down coil
Capacitor C or K ( s)
Variable
Capacitor C Speaker

Inductor
L Galvanometer
(g)

Cell Ignition Switch

(b)

Battery Pressure Switch

(b) P

Earth OD(OA) Limit Switch

Ls
 GENERAL :
Electricity cannot be weighed on a scale or measured into a container. But, certain electrical "actions"
can be measured.These actions or "terms" are used to describe electricity; voltage, current,
resistance, and power.

VOLTAGE:
Voltage is electrical pressure, a potential force or difference in electrical charge between two
points. It can push electrical current through a wire, but not through its insulation.Voltage is measured
in volts. One volt can push a certain amount of current, two volts twice as much, and so on. A
voltmeter measures the difference in electrical pressure between two points in volts. A voltmeter
is used in parallel.

Voltage is pressure

CURRENT :
Current is electrical flow moving through a wire. Current flows in a wire pushed by voltage.
Current is measured in amperes, or amps, for short. An ammeter measures current flow in
amps. It is inserted into the path of current flow, or in series, in a circuit.
Current is flow.

A simple relationship exists between voltage, current, and resistance in electrical

circuits.Which can be explain with the help of Ohm’s Law.

OHM'S LAW
The current in a circuit is directly proportional to the applied voltage and inversely
proportional to the amount of resistance.
 This means that if the voltage goes up, the current flow will go up, and vice versa. Also, as
the resistance goes up, the current goes down, and vice versa.

ELECTRIC POWER AND WORK:

Voltage and current are not measurements of electric power and work. Power, in watts, is a
measure of electrical energy ... power (P) equals current in amps (1) times voltage in volts (E),
P = I x E. Work, in watt seconds or watt-hours, is a measure of the energy used in a period of
time ... work equals power in wafts (W) times time in seconds (s) or hours (h), W = P x time.
Electrical energy performs work when it is changed into thermal (heat) energy, radiant (light)
energy, audio(sound) energy, mechanical (motive) energy, and chemical energy. It can be
measured with a waft- hour meter.

Power is the amount of work performed. It depends on the amount of pressure and the
volume of flow.
 Sub-discipline:- Electrical System( Lessons: 03 Sessions:15)

Lesson–II: Electrical Components Session-2: Resistor: Definition, Unit,Symbol,

Types ,Power Rating, Tolerance,

RESISTANCE:
Resistance opposes current flow. It is like electrical "friction." This resistance slows the flow
of current. Every electrical component or circuit has resistance. And, this resistance changes
electrical energy into another form of energy - heat, light, motion. This property of the
component is called resistance, it’s unit is “Ohm” .
1 Kilo Ohms(K) = 1000 Ohms
1 Mega. Ohms(M) = 1,000,000 Ohms = 106 Ohms =1,000 K

Resistance opposes
flow.

Resistance is measured in ohms. A special meter, called an ohmmeter, can measure the
resistance of a device in ohms when no current is flowing.

R R
Symbol:
 TYPES OF RESISTOR

Fixed type resistor Variable type resistor

(Potentiometer)
value of Resistance can be varied

Carbon composition Resistor Wire wound resistor

The resistive material is of carbon-clay In wire wound resistor a length of resistance
composition. The leads are made of wire such as nichrome is used, which is wound on
tinned copper. Resistors of this types are to a round hollow porcelain core
readily available in values ranging from few The ends of winding are attached to there metal
ohms to about 22M pieces inserted in the core. These resistors are
available from 1 to 100 K with wattage rating
upto 200W

Properties of Resistor:

(1) Resistance is directly proportional to the length of conductor & inversely proportional
to cross-sectional area of conductor.
R  l/a or R = l/a
Where l = Length of conductor
a = Cross sectional area.
 = Resistivity.
(2) Resistance depends upon nature of material & rises with rise in temp. in case of
conductors & metals. In case of insulators, resistance decreases with the increase in
temp.
(3) Resistance has no polarity. It can be used in any direction.

POWER RATING :
The power rating of a resistor is given by the maximum wattage it can dissipate without
excessive heat. They are available in 1/8, 1/4 , 1/2, 1, 2, watt. The size of resistos varies with

wattage rating. The size of resistor increases as wattage rating increases.

P=I2R Where P = Power in Watt

I = Current in Amps
R = Resistance in Ohms
Resistor of appropriate wattage should be selected. Resistors of ¼ watt are widely used .

TOLERANCE:
The tolerance of resistor is a measure of the precision with which the resistor was made. It is
the value in percentage, which may be less or more than the manufactured value of resistor.
Resistors are available in following tolerances 0.1%, 1%, 2%, 5%, 10% and 20%. Generally
resistors of 5% tolerance are used. Where accuracy is required, resistors of .1% to 1% are
used.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–II: Electrical Components Session-3: Resistor: Colour coding, Combination,

Application, Faults &
Troubleshooting

COLOUR CODING OF RESISTORS:

To indicate value of resistors colour coding technique is used instead of printing value
directly on resistors which is followed by all manufacturers. In this technique bands of
colours are printed on resistors generally 4-band and 5-band techniques are used to indicate
value of resistors. 4-band colour coding is explain below.

4-band colour resistor 5-band colour resistor

1st Band 1st Band

2nd Band 3rd Band 4th Band 2nd Band 3rd Band 4th Band 5th
Band

4-Band colour code Table

Colour Ist & 2nd Band 3rd Band 4th Band

Digit Multiplier Tolerance

Black 0 100=1
Brown 1 101=10 1%
Red 2 102
Orange 3 103
Yellow 4 104
Green 5 105
Blue 6 106
Violet 7 107 .1%
Gray 8 108
White 9 109
Gold - 0.1 = 10-1  5%
Silver - 0.01 = 10-2  10%
No colour - -  20%

Mnemonics: As an aid to memory in remembering the sequence of colour codes given

above, the Trainees can remember the following sentence (all the capital letters stand
for colours):
(a) B. B. R O Y in Grate Britain has a Very Good Wife.
0 1 2 3 4 5 6 7 8 9

(b) Bill Brown Realized Only Yesterday Good Boys Value Good Work.
© Bye Bye Rosie Off You Go Bristol Via Great Western.
Examples :-

1st band 2nd band 3rd band 4th band

Yellow Violet Orange Gold
4 7 103 5% = 47 k  5%

1st band 2nd band 3rd band 4th band

Blue Gray Brown Gold
6 8 101  5% = 680  5%

In practical electronic circuits, the values of the resistors required may lie
within a very wide range (say, from few ohms to about 20 M ). In most of the circuits, it is
not necessary to use resistors of exact values. Even if a resistor in a circuit has a value which
differs from the desired (designed) value by as much as 20%, the circuit still works quite
satisfactorily. Therefore, it is not necessary to manufacture resistors of all the possible values.
A list of readily available standard values of resistors are given in Table .

Standard values of commercially available resistors:

Ohms (  ) Kilohms (k ) Megaohms(M )

1.0 10 100 1.0 10 100 1.0 10
1.2 12 120 1.2 12 120 1.2 12
1.5 15 150 1.5 15 150 1.5 15
1.8 18 180 1.8 18 180 1.8 18
2.2 22 220 2.2 22 220 2.2 22
2.7 27 270 2.7 27 270 2.7
3.3 33 330 3.3 33 330 3.3
3.9 39 390 3.9 39 390 3.9
4.7 47 470 4.7 47 470 4.7
5.6 56 560 5.6 56 560 5.6
6.8 68 680 6.8 68 680 6.8
8.2 82 820 8.2 82 820 8.2
COMBINATION OF RESISTORS :

a) Series Connection :-

A R1 R2 R3 Rn B

R total = R1 + R2 + R3 +………………..+ Rn

b) Parallel Connection :-

R1 R2 R3 Rn

1/Rt = 1/R1 + 1/R2 + 1/R3 + ………..+ 1/Rn

APPLICATION :
1. It apposes the current so it is used to reduce current in the circuit.
2. To drop the voltage (V = I.R.) and as potentiometer.
3. In timer circuit to set time (T=RC).
4. To set the gain of operational amplifiers.
5. In bulb and heaters.

TROUBLES:

General trouble in resistor is open circuit and it get short rarely.

How to check the Resistor in PCBs:

1. Select higher Ohmic(M ) range in Multi meter.

2. At least one terminal of the resistor should be taken out from PCB with the help of
desoldering.
3. If Multi meter indicates open or short, it is faulty. If it indicates printed value then
resistor is correct.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–II: Electrical Components Session-4: Capacitor: Definition, Unit, Symbol

Types, Combinations, Application, Faults and
Troubleshooting

CAPACITOR:
Capacitor is a passive component, which can store electrical energy in the form of charge
(Electrons) and release them whenever required .Capacitor’s ability to store electrical charge
is called Capacitance . It is represented by “C”and it’s unit is Farad(F) but practically its
small units are used like Micro farad(µF), Pico farad (pF) Nano Farad (nF).

1 Farad = 106 Micro farad(µF) 1 Micro farad(µF) = 10-6 Farad

1 Farad = 109 Nano farad(nF) 1 Nanofarad(nF = 10-9 Farad
1 Farad = 1012 Pico farad(pF) 1 Pico farad(pF) = 10-12 Farad

Construction :-Capacitor consists of two plates of conductive material separated by

insulating material which is called dielectric.
Conductive plates of area A

Insulator(dielectric) with Dielectric constant of €0

d Distance between plates Material Dielectric Constant €0

Air 1.0
Mica 4.2
Capacitance of capacitor C α A Paper 4.7
d Ceramic 80
C = €0. A
d
Capicitance of capacitor can be increased by increasing area of plates, decreasing distance
between plates.
Charging and discharging of capacitor :-The process of storing electrical charge(electrons)
is called charging of capacitor. When capacitor release stored energy it is called
discharging of capacitor.

Flow of Current

+ Flow + ++ + + +
Flow of

of Bulb electr
Electro ons
ns
--------

Charging of Capacitor Discharging of Capacitor

 TYPES:

Like resistors, capacitors are also fixed type and variable type. Fixed type capacitors are
again of two types, non – polarized(Non electrolytic) and polarized (Electrolytic) . Some of
the most commonly used non – polarized capacitors are mica, ceramic , paper capacitors .
Polarized capacitors are electrolytic and tantalum capacitors . Variable capacitors are air-
gang and trimmer capacitors .

Capacitor

Fixed type
Capacitance of these type Variable Type
capacitors cannot be varied Capacitance of
these type
capacitors can
be varied .

Non – polarized(Non-electrolytic) Polarized (Electrolytic)

These capacitors don’t have any
polarity consideration they can be These capacitors have +ve & -ve polarity
used in any direction . consideration and should be used accordingly.
+ --

Mica Capacitors Ceramic Paper Polyester

Capacitors Capacitors Capacitors

APPLICATIONS:
1. To store charge and discharge when required.
2. To pass A.C. signal and block D.C. signals.
3. To pass UN wanted signals.
4. In time delay circuits.
5. In tuned circuits.

COMBINATION OF CAPACITOR:

1.Series Combination :
 Suppose C1, C2, C3, Cn capacitors connected in series, then effective capacitance across the
combination will be-

A B
C1 C2 C3 Cn

1/C total = 1/C1 + 1/C2 + 1/C3 + ….. + 1/Cn

2.Parallel Combination :

C1 C2 C3 Cn
B

C total = C1 + C2 + C3 + …….. + Cn

APPLICATION:

(i) It is used in filter circuit.

(ii) It is used in timer circuit.
(iii) It is used as a memory.

TROUBLES IN CAPACITORS:
(1) Short circuiting
(2) Open circuiting
(3) Leakage
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–II: Electrical Components Session-5: Inductor: Definition, Unit, Symbol

Types, Combinations,
Application, Faults and Troubleshooting

INDUCTOR :
When current flows through a coil of conductor wire then it generates a magnetic
field. The magnetic field reacts so as to oppose the change in current. This reaction of
magnetic field is called inductance, and the force it develops is called induced emf, and
component producing inductance is called inductor. It is a fine length of wire wound on a
core, frame or air core. Unit of inductance is Henry .

Mili Henry mH = 10-3 Henry

Micro Henry µH = 10-6 Henry

Types of Inductor

Fixed type Inductor Variable Inductor

Variable inductors are used in

tuning circuits of radio frequencies.

AirCore Inductor: When IronCoreInductor:

a coil is wound on a When Coil is wound on
hollow insulting tube, this iron base, it is called
is called air core inductor. iron core inductor.These
These are used where are used where large
small inductance required inductance required.
.

APPLICATIONS: -

1.It is used as solenoid in hydraulic and pneumatic valves to shift spools.

2.In electromagnetic relay to change positions of contacts.

3.It is used as shut down coil in engines.

4.In filter circuits.

5.In oscillator circuits.

6.In tuning circuits.

7.In transformers to step down or step the A.C. voltage.

8.It is used as choke in florescent tubes.

9.It is used in motors and generators.

COMBINATION OF INDUCTORS:

a) Series Combination :

L t = L1 + L2 + L3 + …… + Ln

b) Parallel Combination :

1/L t = 1/L1 + 1/L2 + 1/L3 + …….+ 1/Ln

TROUBLES OF INDUCTOR :-

(1) Short circuit.

(2) Open circuit.

Session-6: Electronics Model Room for demonstration, checking of Resistor,

Capacitor and Inductor

In Electronic model room these components are shown and checked with the help of
Multimeters
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-7 : Battery: Definition of Cell & Battery,

Types, Construction, Specific Gravity, Rating

BATTERY :
The battery is the primary "source" of electrical energy on Automotives. It stores
chemicals, not electricity. Two different types of lead in an acid mixture react to produce
an electrical pressure. This electrochemical reaction changes chemical energy to
electrical energy. Battery is the Combination of cells .

CELL:
It converts chemical energy to electrical energy. In cell electrical energy is store in the form
of chemical energy. When battery is connected to any circuit then chemical energy is
converted to electrical energy current flows from +ve to –ve terminal.

Symbol Cell: + -

Battery + -

TYPES :
1. PRIMARY CELL: Non rechargeable cell is called Primary Cell.The chemical
reaction totally destroys one of the metals after a period of time. Small batteries for
Torch and radios are primary cells.
2. SECONDARY CELL: Rechargeable cell is called Secondary Cell .The metals and
acid mixture change as the battery supplies voltage. The metals become similar, the
acid strength weakens. This is called discharging. By applying current to the battery in
the opposite direction, the battery materials can be restored. This is called charging .
Automotive lead-acid batteries are secondary cells

CONSTRUCTION :

1.Case: Container which holds and protects all battery components and electrolyte, separates
cells, and provides space at the bottom for sediment (active materials washed off plates)
Translucent plastic cases allow checking .
2.Cover: Permanently sealed to the top of the case; provides outlets for terminal posts, vent
holes for venting of gases and for battery maintenance (checking electrolyte, adding water).
3.Plates: Positive and negative plates have a grid framework of antimony and lead alloy.
Active material is pasted to the grid ... brown-colored lead dioxide (Pb02) on positive
plates, gray- colored sponge lead (Pb) on negative plates. The number and size of the
plates determine current capability ... batteries with large plates or many plates produce
more current than batteries with small plates or few plates.

4. Separators: Thin, porous insulators (woven glass or plastic envelopes) are placed
between positive and negative plates. They allow passage of electrolyte, yet prevent the
plates from touching and shorting out.
5.Cells: An assembly of connected positive and negative plates with separators in
between is called a cell or element. When immersed in electrolyte, a cell produces
about 2.1 volts (regardless of the number or size of plates). Battery cells are
connected in series, so the number of cells determines the battery voltage. A"1 2 -
volt" battery has six cells.
6. Cell Connectors: Heavy, cast alloy metal straps are welded to the negative terminal
of one cell and the positive terminal of the adjoining cell until all six cells are
connected in series.
7. Cell Partitions: Part of the case, the partitions separate each cell.
8. Terminal Posts: Positive and negative posts(terminals) on the case top have thick,
heavy cables connected to them. These cables connect the battery to the
vehicle's electrical system (positive) and to ground (negative).
9. Vent Caps: Types include individual filler plugs, strip-type, or box-type. They allow
controlled release of hydrogen gas during charging (vehicle operation). Removed,
they permit checking electrolyte and, if necessary, adding water.
10. Electrolyte: A mixture of sulfuric acid (H2SO4) and water (H2O). It reacts chemically
with the active materials in the plates to create an electrical pressure (voltage).
And, it conducts the electrical current produced by that pressure from plate to plate.
A fully charged battery will have about 36% acid and 64% water.
SPECIFIC GRAVITY:-
Specific gravity means exact weight. The hydrometer compares the exact weight of
electrolyte with that of water. Strong electrolyte in a charged battery is heavier
than weak electrolyte in a discharged battery.
By weight, the electrolyte in a fully charged battery is about 36% acid and 64% water.
The specific gravity of water is 1.000. The acid is 1.835 times heavier than water, so
its specific gravity is 1.835. The electrolyte mixture of water and acid has a specific
gravity of 1.270 is usually stated as "twelve and seventy."By measuring the specific
gravity of the electrolyte, you can tell if the battery is fully charged, requires charging,
or must be replaced. It can tell you if the battery is charged enough for the capacity,
or heavy- load test.
CAPACITY RATINGS:
The battery must be capable of cranking the engine and providing adequate reserve
capacity. Its capacity is the amount of electrical energy the battery can deliver when
fully charged. Capacity is determined by the size and number of plates, the number of
cells, and the strength and volume of electrolyte.
AMP-HOURS (AH) RATING :
The battery must maintain active materials on its plates and adequate lasting power
under light-load conditions. This method of rating batteries is also called the 20-hour
discharge rating. Original equipment batteries are rated in amp-hours. The ratings of
these batteries are listed in the parts microfiche. The Amp-Hour Rating specifies, in
amp-hours, the current the battery can provide for 20 hours at 80˚F (26.7˚C) while
maintaining a voltage of at least 1.75 volts per cell (10.5 volts total for a 12- volt
battery). For example, a battery that can deliver 4 amps for 20 hours is rated at 80 amp-
hours (4 x 20 =80A).
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)
Lesson–III: Auto Electrical Session-8 : Working of Lead-acid Cell & Battery.
Maintenance, Testing by Hydrometer and Load tester
WORKING OF LEAD-ACID CELL & BATTERY :
A lead-acid cell works by a simple principle: when two different metals are immersed in an
acid solution, a chemical reaction creates an electrical pressure.One metal is brown-colored
lead dioxide (Pb02). It has a positive electrical charge. The other metal is gray colored
sponge lead (Pb). It has a negative electrical charge. The acid solution is a mixture of
sulfuric acid (H2SO4) and water (H20). It is called electrolyte.If a conductor and a load are
connected between the two metals, current will flow. This discharging will continue until
the metals become alike and the acid is used up. The action can be reversed by sending
current into the cell in the opposite direction. This charging will continue until the cell
materials are restored to their original condition.
ELECTROCHEMICAL REACTION:
A lead-acid storage battery
can be partially discharged
and recharged many times.
There are four stages in this
discharging/charging cycle.
1. Charged: A fully charged
battery contains a negative plate
of sponge lead (Pb), a positive
plate of lead dioxide (Pb02), and
electrolyte of sulfuric
acid(H2SO4) and water (H20).
2. Discharging : As the battery is
discharging, the electrolyte
becomes diluted and the plates
become sulfated. The electrolyte
divides into hydrogen (H2) and
sulfate(S04) . The hydrogen (H2)
combines with oxygen (0) from
the positive plate to form more
water(H20). The sulfate
combines with the lead (Pb) in
both plates to form lead sulfate
(PbS04)

3. Discharged: In a fully
discharged battery, both plates
are covered with lead sulfate
(PbSO4) and the electrolyte is
diluted to mostly water (H2O).

4. Charging: During charging,

the chemical action is reversed.
Sulfate (S04) leaves the plates
and combines with hydrogen
(H2) to become sulfuric acid
(H2SO4). Free oxygen (02)
combines with lead (Pb) on the
positive plate to form lead
dioxide (Pb02). Gassing occurs
as the battery nears full charge,
and hydrogen bubbles out at the
negative plates, oxygen at the
positive.
 TEST PROCEDURE BY HYDROMETER:
The following steps outline a typical procedure for performing a state-of-charge test:
1 . Remove vent caps or covers from the battery cells.
2. Squeeze the hydrometer bulb and insert the pickup tube into the cell closest to the
battery's positive (+) terminal.
3. Slowly release the bulb to draw in only enough electrolyte to cause the float to rise. Do
not remove the tube from the cell.
4. Read the specific gravity indicated on the float. Be sure the float is drifting free, not in
contact with the sides of top of the barrel. Bend down to read the hydrometer a eye level.
Disregard the slight curvature of liquid on the float.
5. Read the reading of the electrolyte.
6. Record your readings and repeat the procedure for the remaining cells.
LOAD TESTING :
While an open circuit voltage test determines the battery's state of charge, it does not
measure the battery's ability to deliver adequate cranking power.A capacity, or heavy-
load, test does. A Sun VAT-40 tester is used. If another type of tester is used, follow the
manufacturer's recommended procedure.
The following steps outline a typical procedure for load testing a battery:
1. Test the open circuit voltage. The battery must be at least half charged. If the open circuit
voltage is less than 12.4v, charge the battery.
2. Disconnect the battery cables, ground cable first
3. Prepare the tester:
• Rotate the Load Increase control to OFF.
• Check each meter's mechanical zero. Adjust, if necessary.
• Connect the tester Load Leads to the battery terminals; RED to positive, BLACK to
negative.
• Set Volt Selector to INT 18V. Tester voltmeter should indicate battery open-circuit
voltage.
• Set Test Selector to #2 CHARGING.
• Adjust ammeter to read ZERO using the electrical Zero Adjust control.
4. Connect the clamp-on Amps Pickup around either tester load cable (disregard
polarity).
5. Set the Test Selector Switch to #1 STARTING.
6. Load the battery by turning the Load Increase control until the ammeter reads 3
times the amp- hour (AH) rating or one-half the cold-cranking ampere (CCA)
rating.
7. Maintain the load for no more than 15 seconds and note the voltmeter reading.
8. Immediately turn the Load Increase control OFF.
9. If the voltmeter reading was 10.0 volts or more, the battery is good. If the reading is
9.6 to 9.9 volts, the battery is serviceable, but requires further testing. Charge and re-
test. If the reading was below 9.6 volts, the battery is either discharged or
defective.
NOTE: Test results will vary with temperature. Low temperatures will reduce the
reading. The battery should be at operating temperature.
MAINTENANCE OF BATTERY:
Maintenance of battery of battery is done in 50-hour schedule. Which is as under.
1. Check the electrolyte level in each cell of the battery (daily). The level should be 10-
15 mm above the plates. If not then top up with distilled water.
2. Check the specific gravity of each cell. It should be 1.180-1.280.
3. The connection should be tight and clean.
4. Put petroleum jelly on the terminal.
5. The vent hole should be cleaned.
6. The Voltage of battery should be checked by multi meter. It should be 2.1 volt in full
charge condition.
7. Clean the battery with water.
8. Check the rubber pad , if found damaged then replace it.
PRECAUTIONS:-
1. While removing the connections of battery remove the negative terminal first and then
the positive terminal.
2. Use proper tools.
3. Don’t take any lighted articles near to the battery.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-9 : Alternator, Regulator, Construction,

Working, Maintenance and Trouble-shooting

ALTERNATOR :
The Alternator converts mechanical energy into electrical energy when the engine is running.
This energy is needed to operate the loads in the vehicle's electrical system as well as charging
the Batteries., it sends current into the battery to maintain the battery's state of charge.
Mechanical energy is transferred from the engine to the alternator by a grooved drive belt on a
pulley arrangement. Through electromagnetic induction, the alternator changes this mechanical
energy into electrical energy. The alternating current generated is converted into direct current
by the rectifier, a set of diodes which allow current to pass in only one direction.
AC5R ALTERNATOR: AC5R alternators with inbuilt 440 Regulators are designed and
matched as battery charging systems for Road Vehicles, Marine and Stationary engines. All
models are basically the same but with minor variations to provide different voltages, cutting-
in-speeds, methods of mounting etc. to suit individual requirements. Special finish is given to
machines for Marine application.

General: The Alternator is a 3 phase machine of the revolving field and stationary
armature type. Its output from the stator windings is rectified by means of built-in-silicon
diodes in heat sinks mounted within the slip ring end shield. Output control is effected by
varying the rotor excitation. The machine is self limiting in terms of output current. Cooling
is provided by a radial fan mounted on the drive end of the rotor shaft. The standard machine
is insulated return version. The Regulator is housed in the Alternator itself.

Terminal Arrangement: The alternator has three terminals i.e. positive terminal,
negative terminal and warning lamp terminal ‘WL’.

Rectifier:The rectifier pack comprises of nine silicon diodes, six main out put diodes and
three field diodes mounted on suitable heat-sinks.

Rotor: Forged claw or pressed claw rotors are used. A pair of four fingered claws envelope
the field coil and when finally assembled to the main shaft from the 8 pole imbricated rotor.
The ends of the windings are brought out and connected to two slip rings at the end of the
rotor assembly. The rotor is supported by ball bearings housed on the two end brackets.

Stator:The stator assembly comprises of a pack of laminations housing a three phase

winding in the slots. The stator is held in position by the drive end (D.E.) and slip ring end
(SRE) shields.

In-built Regulator:This is a fully transistorized device with no moving parts, requiring no

service attention. The transistors, diodes and resistors are fixed on a printed circuit base and
then encapsulated. No cutout relay is necessary as the diodes in the alternator prevent reverse
currents from the battery flowing through the stator when the machine is stationary or when
generating less than the battery voltage. As the alternator is self limiting in current output the
regulator has only to control voltage which it does by regulating the alternator field
current.The regulator is housed in the Alternator in between SRE shield and cowl by means
of three studs.

OPERATION OF THE ALTERNATOR:

Initial excitation: When the ignition switch ( or equivalent control switch for diesel
engines) is switched ‘ON’ a small current flows from the battery through the warning lamp to
the rotor field winding. At this stage the warning light is illuminated and the rotor is partially
magnetized.When the engine is started and the partially magnetized rotor rotates within the
stator windings 3 phase alternating current (a.c.) and rapidly rising voltage is generated.
Self excitation:A portion of generated alternating current (A.C.) is rectified to direct current
(D.C.) by the three field diodes incorporated in the rectifier pack. Output current from the
field (auxiliary) diodes supplement the initial current flowing through the rotor field winding
from the battery, causing an increase in the magnetic influence of the rotor and resulting in
self excitation of the alternator. As the rotor speeds and generated until the Alternator
becomes fully excited.

Charge indication:During the rise in generated output voltage (reflected at WL terminal)

the warning lamp is extinguished as the generated voltage applied to one side of the warning
lamp rises above the battery voltage applied to the other side of warning lamp. This normally
indicates that the alternator is the developing its main battery-charging current.

Output Control:The main battery charging current is rectified from a.c. to d.c. by the six
main output diodes in the rectifier pack which function as a full-wave bridge rectifier
circuit.The Alternator output is controlled by the in-built 440 regulator. The regulator
functions as an electronic control switch of the rotor field winding circuit switching the
circuit ‘OFF’ and ‘ON’ at a very high frequency to maintain the alternator output voltage
(and so the current ) at a predetermined and safe working limit.
MAINTENANCE:
i) General: Keep the alternator reasonably clean and ensure that ventilation slots or air
spaces are clear are unobstructed. Check mounting bolts for tightness.
ii) Belt: Ensure that the driving belt on the alternator is in good condition and is neither
too slack nor too tight. If necessary the fan belt tension should be adjusted to obtain
approximately 1|2”-3|4” deflection of the belt when pressed at midway of the longest point
between pulleys.
NOTE: A slack belt will rapidly wear and because of slip may not drive the alternator
at the required speed. Too tight a belt will impose severed side thrust on the bearings and
seriously shorten their life.
iii) Battery: Check with a hydrometer the specific gravity of the electrolyte in each of the
battery cells to ensure that the battery is in good condition. Check for the tightness of its
terminals. The specific gravity of the electrolyte should be uniform in all the cells. If the
battery is found to be discharged it should be independently recharged or substituted before
proceeding to further checks.
iv) Brush Gear: Check brushes once in 20000 kms. Renew the brush and spring
assemblies if the overall length of the brushes are worn to or less than 7.9 mm (0.312”). If
brushes are satisfactory but require cleaning use a petrol moistened cloth.
v) Rotor slip rings: The slip ring surfaces should be clean and smooth. If the rings are
burnt or unclean and require refinishing the surfaces may be cleaned with a piece of very fine
emery paper.
vi) Bearings: Check bearing for every 20,000 kms. And renew if worn.

PRECAUTIONS:
i) Ensure all connections are secure and clean.
ii) Ensure that no connection in the charging circuit, including battery, is broken
while the engine is running.
iii) Observe correct polarity when refitting the vehicle battery or when using a slave
battery to start the engine.
iv) Do not flash the alternator output leads to check its working
v) Disconnect all alternator terminals while carrying out any welding on the vehicle.
vi) Ensure that the alternator is not mounted close to the exhaust manifold without any
protection.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-10 : Self starter: Construction, Working,

Maintenance and Troubleshooting

SELF STARTER :
Starting the engine is possibly the most important function of the Machine's electrical system.
The starting system performs this function by changing electrical energy from the battery to
mechanical energy in the starting motor. This motor then transfers the mechanical energy,
through gears, to the flywheel on the engine's crankshaft. During cranking, the flywheel
rotates and the air-fuel mixture is drawn into the cylinders, compressed, and ignited to start the
engine. Most engines require a cranking speed of about 200 rpm.
Self starter are designed for use on the larger types of engine, where because of the high
inertia of flywheel and crankshaft, it is necessary for the starter pinion to engage the engine
flywheel before the starter develops full torque, thus avoiding heavy engagement shock and
excessive wear on gear teeth. Engagement between starter and engine is effected by an axial
movement of the complete armature assembly and it is from this movement that the term
‘Axial’ starter is derived.
Construction :
The field windings of the machines consist of a main series winding, an auxiliary
series winding and shunt winding. A solenoid operated two stage switch forms an integral
part of the starter and is used to control the starting cycle, so that only a small switch to
handle the solenoid current is required externally.
Working:
When starter switch is operated, the first stage contacts on the solenoid switch close and a
small current passes through the auxiliary field windings, causing the armature rotate slowly.
Simultaneously the complete armature assembly is drawn towards the driving end of the
machine by the magnetic field set up in the winding and the pinion is brought into mesh with
the engine flywheel gear. As the armature nears the end of its axial travel, a tripping disc
operates the trigger on the solenoid switch, causing the second stage contacts to close and
complete the circuit to the main series winding. The starter then exerts its full torque on the
engine. When the starter button is released, the armature is return to its disengaged position
by the coiled spring on the armature plunger.
The auxiliary shunt windings are arranged so as to hold the pinion in mesh until the
starter push button is released; this reduces the number of engagements used to start heavy
engines as the pinion will remain in mesh despite irregular engine firing. The starter is fitted
with an overload clutch interposed in the drive between armature and pinion. The clutch has a
slipping torque of about twice the lock torque of the starter but below the shearing strength of
the pinion teeth and is thus an effective safeguard against the teeth of the pinion being
sheared due to excessive load.Where required oil sealing precautions are taken comprising an
oil seal in the driving end shield and a rubber sealing ring inside the pinion.
Maintenance :
Examine starter to ensure that the mounting bolts are securely fastened and all electrical
connections are clean and tight. The cable should be examined for fractures particularly at the
point where the cables enter the terminal lugs. The cable insulations must be free from signs
of chafing and deterioration due to oil, etc.
Brush Gear- Check that the brush leads are clear of any obstruction likely to impede
movement and see that the brushes are free in their holders by first lifting brush spring and
gently pulling on the brush leads. If a brush is inclined to ‘stick’ clean the inside of the brush
holder with a clean cloth moistened in petrol. Be sure to replace the brush in its original
position so that the curvature of its contact surface conforms accurately with commutator
periphery.Always ensure that a minimum of .045” clearance is there between the brush
holder throughout. If necessary this can be achieved by rubbing down the brushes using 400
grade emery and a sheet of glass. However, it is emphasized that no attempt should be made
to file the brush boxes to obtain the recommended clearance.
 The brush should be well bedded i.e. worn to the commutator periphery over at
least 80 percent of their contact area. If not, lift each brush from commutator and wedge in
position with spring. Wrap a strip of very fine glass paper (do not use emery cloth) or
caborundum paper around the commutator with abrasive side outwards. Lower the brush (or
brushes) in one brush gear arm on to the glass paper and bed to the correct shape by drawing
the glass paper backwards and forwards over the commutator. Raise the finished brushes and
repeat the bedding procedure for the brushes on the other brush gear arms in turn. After
bedding, each brush must be removed from its holder and all traces of dust and abrasive
cleared away, preferably using compressed air or some form of hand bellows. Examine the
brushes to ensure that no particles of abrasive are embedded in their contact surfaces.The
brushes must be renewed if they are worn to approximately 13 m which is half of the original
length or to a point where springs no longer provide effective pressure. It is essential that
brushes are fitted in complete sets and under no circumstances should brushes of different
grade be used together. To be sure of obtaining the correct grade brush, always specify
Lucas-TVS Spares (Brush Part No. 9030-698A). This can be bought from any authorized
Lucas-TVS Agent. Replacement brushes must be always bedded before use as described
earlier.
Commutator
The commutator surface should be clean and entirely free from oil any trace of
which should be removed by pressing a dry clean fluff less cloth against the commutator
while the armature is hand rotated. On starters fitted to engines with wet flywheel an
excessive amount of oil may indicate a defective oil seal, in which case the starter must be
removed from the engine and completely overhauled.If the commutator is dirty or badly
discoloured, lift the brushes and wedge in position with their springs. Wrap a strip of very
fine glass paper around the commutator with the abrasive side inwards and draw the glass
paper backwards and forwards over the commutator while slowly rotating ar4mature until
surface is clean. Remove all traces of dust and abrasive using compressed air or hand
bellows.Finally, lower the brushes on the commutator and carefully replace the commutator
cover.
Lubrication
The drive end bearing is lubricated by oil (Telluse 33) from a large reservoir
contained in the drive end shield. Refilling can be done when the starter is dismantled during
overhaul periods. Lubrication of starter components which can be done at overhaul period is
as follows.
LOCATION LUBRICATION INSTRUCTION
DE Bearing Shell Tellus 33 Wick and felt pad saturate before
assy. Top up with 8 ccs. Oil.
Light oil.
Pinion Sleeve & Helix Shell Telluse 33 Light oil.
Mating inner race Shell Telluse 33 Saturate before assy.
Felt seal in trip plate Shell Telluse 33
Grease both sides of plates before
Clutch plate Caltex Marfax 3HD or assy.
Shell Nerita 3 Grease
Strongly grease the spring and
Return spring on armature smear the plunger shaft.
plunger assy Smear with grease.
Inner race fiber thrust Shell Retinax or Shell
washer Alvania 3 grease Lightly grease the surface.
DE shaft & pinion bore Smear with grease.
CE Brg. Bush, Pin and
thrust washer
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-11 : Relay: Definition, Construction &

Operation, Types, Pindiagrams, Testing

RELAY : - Relay is an electromagnetic device which operation is controlled by electrical

signal when relay operates it provides switching of other electrical & and electro-hydraulic
components i.e relay & solenoids. It works on electromagnetic induction principle ie when
current flows in a conductor in the form of coil it becomes magnet and when current stops it
demagnetizes .
Generally relay have multi contacts. Which are of two types NC (Normally close) and NO
(Normally Open) when relay is “OFF” some contacts are close which are called normally
closed(NC). Open contacts are called normally open (NO). When relay operates NC contacts
become open and NO contacts become close.
Different Types of Relays & their Pin Diagrams used in Machines :-
ELT - 663:
This relay is 8-Pin relay operated by 24V. This relay has two NC and two NO contacts. This
relay is used in Lining PCB, lifting PCB, Tamping Unit control PCB etc of CSM, Duomatic
& Unimat.
Pin Diagram

1 2 3 4

Coil

8 7 6 5

ELT - 1218:

This relay is 5-Pin relay operated by 24V. This relay has

one NC and one NO contact. This relay is used in
Lighting and horn circuit of CSM, Duomatic & Unimat.

Pin Diagram
5
4 3

Coil

2
1
ELT – 7045:
This relay is 8-Pin relay. There are two types of 7045 relays are available one operates on
24V and other on 12V. These relays have two NC and two NO contacts. These relay are used
in CSM , 09-3X and Unimat .

Pin Diagram
8 7 6 5

Coil

1 2 3 4

ELT – 7010:
This relay is 11 Pin relay operated by 24V. This relay has three NC contacts & three NO
contacts. This relay is used in Engine panel of CSM, Unimat & Duomatic.

5 6 7

4 8

2 10

1 11
Coil

ELT – 7002/S4:
This relay is 12 Pin relay operated by 24V. This relay has all NO contacts. This relay is used
as QL (Load relay) to operate solenoids in CSM, 09-3X , Unimat & DGS.
Pin Diagram
12 11 10 9 8 7

Not Used

1 2 3 4 5 6

ELT – 7002/S2:
This relay is 12-Pin relay operated by 24V. This relay has two NC contacts and two NO-
contacts. This relay is used in CSM & Unimat.

Pin Diagram

12 11 10 9 8 7

Not Used

1 23 4 5 6

ELT – 7002/S2-L2:
This relay is 12-Pin relay operated by 24V. This relay has two NC and two NO-contacts
opposite of contacts of ELT-7002/S2 . In This relay pin 6 & 7 are also used for Coil. It is
used in Overslew PCB in CSM & Unimat & Duomatic.

SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-12 : Electronics Model Room for

demonstration, checking and testing of Relays

In electronic model room different types of relays are shown to the trainees and relays are
checked with the help of multimeters.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-13: Engine Circuit: Description, Function and

Types

ENGINE CIRCUIT:
In the machine operation and safety of Engine is controlled through an electrical circuit
which is called engine circuit. Engine circuit is mainly consists of batteries, selfstarter,
shutdown coil alternator ,safety components(Pressure switch and temperature switch),stopper
switch. Engine starts when it is cranked by selfstarter with the help of batteries and fuel is
supplied by shutdowncoil. During running of engine lub oil pressure and tempreture are
ensured .

FUNCTIONS:
Functions of engine circuit are as under:-
a) To start the engine.
b) To shut down the engine.
c) To charge the battery.
d) Safety of engine from high water temperature and low lub. Oil pressure.

Operation to start the engine.

a) Cranking the engine.

b) Fuel supply system should be ON.

c) Safety of engine is to be ensured.

 Against low lube oil pressure (1.5 bar)

 Against high temperature.
 Emergency stop switch.
 If ZF switch is ON then engine will not start.

Types of engine circuit:

1. Latch type
2. Non latch type

Latch type:
In these circuits hold relays are used as a multi stage safety device. These circuits
gives better performance in terms of better safety.These circuits are provided in Unimat 2S
&3S,09-3X,DGS,WST,BCM.

Non-latch type:
The circuit other than latch circuit is known as Non-Latch circuit. These circuits are
provided in Unomatic, Duomatic and CSM
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-14: Working, Safety Components, Faults &

Troubleshooting

WORKING OF ENGINE CIRCUIT(CSM):-

1. For starting the engine 24V/180AH is required, two batteries of 12V/180Ah/25 plates
are connected in series. Self starter type B55-24/SL5-24 of 6 BHP is provided to crank
the engine.

2. After performing daily maintenance of engine battery main key should be ON.

3. Engine can be started from both the cabins starter switch are provided in both cabins
working(rear) cabin and front cabin but ignition key(5b9) is provided only in the
working cabin only, which should be ON.

4. Bypass switches no. 5b 58 or 11 b 22 has to be pressed while starting the engine .Before
pulling starter switch(5b8) for cranking bypass switch should be pressed to switch on
shutdown coil(1s6) for fuel supply. By pass switches No. 5b 58 or 11 b 22 has to be
pressed till the lub. oil pressure builds up to 1.5 Kg/cm2 & above after that it can be
released. If lub.oil pressure falls below this level engine will stop because electrical
supply of shutdown coil stops.

5. 7 nos. engine stopping switches are provided scattered all over the machine which cuts
off fuel supply. These can be used in emergency.

6. Two nos. alternators are provided with the engine each of 24V/ 40 Amp. These are used
to supply 24V DC to the indication & lighting system and charging of batteries. Also
these supply power to recorder and GVA.

Safety Components of engine

 Against low lube oil pressure switch is provided (1.5 bar)

 Against high temperature switch is provided

 Emergency stop switch.

 If ZF switch is ON then engine will not start by relay 5u5 .

 FAULTS & TROUBLESHOOTING :

S.no. Fault Probable Causes Remedial Actions

1. Engine does 1. Batteries 1. Check batteries : Terminals should be

not start tight and clean , Voltage& gravity .
Over-aged batteries should be replaced.
2.Selfstarter 2.Check connections and solenoid.
3. Emergency stop 3.All emergency stop switch should be in
switch is pressed. release position.
4. Shut down 4. Check the electrical supply at coil if it is
mechanism stuck ok, then lubricate the piston of shut down
coil mechanism with lub oil and operate
it manually. If still not working, then coil
may be defective. Replace it with new
one.
5. Misconnection of 5. Check starting switch and if any
starting switch. misconnection is noticed, rectify it.
2. Engine stops 1. Shut down circuit 6. 1 Check shutdown
fails. coil,relay13d1`fuse,emergency stopper
switch lub oil pressure switch,
temperature switch replace if found
defective.
 SUB-DISCIPLINE:- ELECTRICAL SYSTEM( LESSONS: 03 SESSIONS:15)

Lesson–III: Auto Electrical Session-15: Z.F. Circuit: Description, Working, Safety

Components, Sensors, Faults & Troubleshooting

ZF GEARBOX ELECTRICAL CIRCUIT:

ZF Gearbox is the hydrodynamic gearbox which is provided in CSM,09-
3X,Unimat2S&3S,DGS and WST machines. In this gearbox shifting of gears and safety
is controlled by electrical circuit.This circuit mainly consists of relays, shifter assembly,
lockup device and inductive transducer.
Shifter assembly:- It is brain of the gearbox.Hydraulic fluid is pressurised & supplied
from this unit.Four solenoid valves are provided for various clutch operation.Measuring
points are available for testing.

Gear Train

S.N. Clutches Speed Solen Position I/P

oid KR
1 KV Forward M1 On
KV
2 KR Reverse M4 On

3 K1-3 1st &3rd M2 On K1-3 K2-4

4 K2-4 2nd &4th M2 Off

5 KB FD Slower M3 On KI-II
6 KI-II FD Higher M3 Off KB

Working of ZF Circuit :
1. There are two main switches 5b34 an 11b24 which are responsible for selecting
direction of movement. 5b34 is provided in the rear cabin where as 11b24 is provided in
the front cabin. When we switch on one, it cuts off the other through relays 28d1 and
28d2.
2. Direction selector relays 28d1 and 28d2 get earth through relay28u2A. Which gets earth
through 1( Working pneumatic, 2) Satellite gear if engaged, 3) Machine working gear is
engaged, trailer gear engaged, 4) ZF filter is choked. 5) ZF temp. is more than 1000C
and 6) ZF pressure less than 10 from 1 to 4 all these action are indicated by LED if not
locked or engaged combined effect of these is indicated by indicator lamp 11 h3.
Mal functioning of any of above seven items will not allow driving which can be
achieved by pressing push button 5b26 or 11b26 which gives direct earth to direction
selecting relays 28d1 and 28d2.
3. When brake pressure of 3 Kg. or more is applied it acts through a pressure switch and
cuts off earth from gear solenoids M1 and M4. One of which is invariably used either in
forward or in reverse direction.
4. If any of the gear is engaged and engine is shut off, the engine can only be started after
taking out gear. This action is achieved by providing + from M1 & M4 through terminal
No. G-32 which is connected to starting relay.
5. Lock up position is achieved through RPM sensing transducer provided on turbine shaft
it is achieved when turbine achieves 80% of the engine speed.

FAULT AND TROUBLE SHOOTING:

S.no. Fault Probable Causes Remedial Actions

1. No drive 1.Electrical supply cut off 1.If pressure at 65 no. point is 12-14
Transmission bar, current will be checked with
in all speed the help of Pr.49 test kit -
i) If no current in above, 5 Amp
fuse may be damaged. Replace
the fuse.
ii) If fuse is Ok, then with the help
of Pr. 78 Test Kit, current on
switch output will be checked. If
no current is found, controller is
defective. Replace the controller.
iii) If current is found on switch,
output cable may be burst which
should be replaced
2. No function in 1.Cut off switch in 1. Cut off switch should not be in
1st & 2nd ‘ON’ position. operated condition
speed. 2.Current not supplied 2. Current at solenoids M1, M2, M3
on corresponding and M5 will be checked with
solenoid. Pr.49 Test Kit. Prescribed current
is 0.25 to 0.5 Amp.
2. 3.Control valve 3. If current input is OK, control
assembly gets valve assembly needs repairing.
defective.
4.Pressure switch of 4. If current on solenoids as per
brake circuit coding is not available, it indicate
defective. wrong coding, then pressure cut
off switch will be checked by
pressure 49. If there is no
reaction, pressure switch of brake
circuit is defective.
5. Solenoid defective. 5. If coding is OK but signal is not
coming, then change defective
solenoid.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-I: Fundamentals of Electronics Session-1:Electronics Symbols

and Nomenclatures

ELECTRONIC SYMBOLS
Name & Letter Symbol Name & Letter Symbol
Notation Notation

Diode Operational
D or n amplifier IC

LED NOT Gate

Photo Diode
AND Gate
Zener Diode
Zd or Tz
NAND Gate

N-P-N Transistor OR Gate

NOR Gate
P-N-P Transister

EXOR
Photo Transister

Opto Coupler EX-NOR

OC
NOMENCLATURES OF PCBS NOMINCLATURES OF DRAWINGS
EK Plug In Type PCB X Input To Programmer ( Yellow Led Indication)

ELT Connection Type PCB Q Out Put From Programmer (Red LEd Indication)

SV Power Supply PCB Q1 Time Delay Out Put Of Programmer

LV Analog Control PCB QL Load Relay Output

V Digital Control PCB ٧ OR

P Programmer PCB ٨ AND

A D.C. Motor Control PCB -- Not Allowed

MC Micro Controller PCB P Proportional Circuit(Tamping And Satellite

Circuit)
DV Data Sender And Receiveer PCB R Lining Control Circuit

E Relay PCB N Levelling Control Circuit (Niv)

00,0a, Modifications In PCB E Front Input Control Circuit

02

d,b,z Connectors of PCB D Driving Control Circuit

Z Hook Control Circuit

F Multicheck Address
ALC Automatic Guiding Computer
*ALC Connectors Of Computer ALC
GVA Geometric Value Adjustment
Tele Laser System
PCB Printed Circuit Board (U)
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-I: Fundamentals of Electronics Session-2: Fundamentals of Electronics and

Applications, Active components & Passive
components

Introduction to Electronics

(i) Electronics Engineering

Electronic engineering is the branch of engineering in which we study operation and

application of electronic components and devices.

Electronics = Electron + Mechanics

(ii) Electronic devices

A device in which conduction(flow of current) takes place due to movement of

electrons and holes through semiconductors.

Difference between Electrical and Electronics.

Electrical Electronics
1 Electrons are charge carriers. Current is 1 There are two charge carriers Electron
the flow of electrons. The direction of and Hole. Current flows due to
current is in opposite direction of flow movement of electrons and holes.
of electrons Electron is negative charged and the
hole is positive charged .
2 Medium isconductive materials .Current 2 Current flows through semi
flows through conductors like copper, conductors like Silicon and
aluminum etc. germanium etc.
3 Mainly A.C supply. is used Generally 3 Mainly D.C.supply is used. Generally
supply voltage is 220V,440V and in KV supply voltage is 1.5V to 24V D.C.
A.C.
4 The supply voltage are single phase, 4 The supply voltage are Positive or
multi phase or Polly phase. Negative.
5 The electrical equipment are bulky and 5 The Electronic equipment are light
heavy. and small in size.
Applications of Electronics
1. Communication & Entertainment
2. Consumer Electronics
3. Defence Applications
4. Industrial Application
5. Medical Sciences
6. Space Exploration

TYPES OF ELECTRONIC COMPONENTS:

There are various types of electronic components but they are divided into two categories.

ELECTRONIC COMPONENTS

Passive Components Active components

These components are not able to amplify These components can amplify and
Or process the electrical signal themselves process the electrical signal.
e.g. resistor, capacitor, inductor. Transistors, Diode, lc.. etc.

TYPES OF ELECTRONIC COMPONENTS:

There are various types of electronic components but they are divided into two categories.

ELECTRONIC COMPONENTS

Passive Components Active components

These components are not able to amplify These components can amplify and
Or process the electrical signal themselves process the electrical signal.
e.g. resistor, capacitor, inductor. Transistors, Diode, lc.. etc.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-II: Semiconductor Theory
Session-3: Difference between Conductor, Semiconductor & Insulator. Properties of
Semiconductor, Covalent Bonds, Energy Bands, Types of semiconductor, i.e. Intrinsic,
extrinsic, (P-Type, N-Type).

Difference between conductor, Insulator and Semi-Conductor

Conductor(Metal) Insulator Semi-Conductor

1 Conductors consist of large Insulators do not consist of Semi-Conductors have
numbers of free electrons. free electrons. It has a very numbers of free electrons
The free electrons move wide Energy gap (15eV or less than conductors and
randomly inside a solid, and more). Because of this, it is more than insulators. In this
can carry charge from one practically impossible for case, the forbidden energy
point to another. In fact, there an electron in the valence gap is not wide. It is of the
is no forbidden-energy gap band to jump the gap, to order of 1 eV (for
between the valence band and reach the conduction band. germanium, EG = 0.72 eV;
conduction bands. The two Only at very high and for silicon EG = 1.12
bands actually overlap. The temperatures or under very eV). The energy provided by
valence-band energies are the stressed (electrically) the heat at room temperature
same as the conduction-band conditions, can an electron is sufficient to lift electrons
energies in the metal. It is jump the gap. At room from the valence band to the
very easy for a valence temperature, an insulator conduction band. Some
electron to become a does not conduct because electrons do jump the gap
conduction (free) electron. there are no conduction and go into the conduction
Therefore, without supplying electrons in it. Therefore band. Therefore, at room
any additional energy such as electric current does not temperature, semiconductors
heat or light. A metal already pass through insulators. are capable of conducting
contains a large number of However, it may conduct if some electric current.
free electrons ,there fore they its temperature is very high
are good conductors of or if a high voltage is
electricity. applied across it. This is
termed as the breakdown of
the insulator.

2 Conductors have minimum Insulators have maximum Semi-Conductors have

resistance and positive resistance. There is no resistance more than
temperature co efficient ie effect of normal conductors and less than
resistance increases as temperature range. But at insulators. They have
temperature is increased. high temp they get break negative temperature co-
down. efficient. ie resistance
decreases as temperature is
increased.
3 Example: Gold, Silver, copper Example: Mica, Rubber, Example: Silicon &
& Aluminum. Asbestos, Porcelain & dry Germanium
wood.
SEMICONDUCTOR THEORY:
The most fundamental unit of metal is atom. An atom consists of protons, electrons and
neutrons. Protons and neutrons lie in a nucleus while electrons move around the nucleus in
elliptical orbit.Electrons have – Ve charge (-- 1.6 x 10-19 Culombs). Protons have same
positive charge. Neutrons have no charge, it is neutral. Properties of material depends upon
number of electrons and protons in atom. Electrons are arranged in orbital shell around
nucleus.
Atomic Structures of different materials
ENERGY LEVELS/ BANDS: Since we know that electrons revolve around the nucleus in
different orbits, these orbits have different energy levels, as per their position. Electrons near
to the nucleus have lower energy and tightly bound with nucleus in first shell. Electrons in
outermost orbit have greater energy and they can be easily knocked out of its orbit. Energy
Band Diagram is shown in fig.

Above valency band, there is another band which is called conduction band. In
semiconductors, normally electrons remain in valency band. When an external energy like
temp. & light given to atom, then electrons of valency band gain more energy or we can say
that they are excited. If this energy becomes more than Egenergy Gap (for silicon EG =
1.121eV, and germanium EG = 0.72ev) electron go to the conduction band. In this band,
electrons do not feel any attraction force of nucleus. They can move freely in Conduction
Band work as charge carriers and constitute electrical current. These electrons are
called free electrons. Larger the number of free electrons, larger is the conductivity of
that material.

Conduction Band

Nucleus

Electron
N
Valence Band

Free Electron
Semiconductors:- Semi-Conductors have four electrons in valence shell. In Semi-
conductors numbers of free electrons are less than conductors and more than insulators.
Because the forbidden energy gap is not wide. The energy provided by the heat at room
temperature is sufficient to lift electrons from the valence band to the conduction band. Semi-
Conductors have resistance more than conductors and less than insulators. They have
negative temperature co-efficient. ie resistance decreases as temperature is increased.
Example: Silicon (Si) & Germanium(Ge) are the semiconductor materials which are
used in electronic components ie diodes, transistors and Ics .

Covalent Bond in Semiconductors :

There should be eight electrons in outermost orbit of an atom. If it is not complete, then
outermost orbit is called valence shell and electrons are called valence electrons. Atoms have
tendency to complete the outermost orbit by sharing of electrons of other atoms of same
element or that of the other element. Atoms of Silicon(Si) and Germanium(Ge) have four
valence electrons in its valence shell. So to complete its outermost orbit, each atom shares
electron from four neighboring atoms and complete its last orbit and forms covalent bond.
Each co-valent bond consists of two electrons, one from each adjacent atom. Both electrons
are shared by two atoms.

Covalent Bonds in Silicon Atoms

 Covalent Bonds in Germanium Atoms
At absolute zero temp. (-2730C), all the valance electrons are tightly bound to the parent
atoms. No free electrons are available for electrical conduction. So semiconductor behaves as
a perfect insulator at absolute zero.

Types of Semiconductor Semiconductor

Intrinsic Semiconductor Extrinsic Semiconductor

N-Type semiconductor P-Type semiconductor

Intrinsic Semiconductor
Semi conductor materials Silicon & Germanium in its purest form are called intrinsic semi-
conductor.

CHARGE CARRIERS IN INTRINSIC SEMI CONDUCTOR:

At absolute zero temp. (-2730C), intrinsic semiconductors behave like insulators because all
electrons are tightly bound to atoms. So there are no free electrons. At room temp(250C),
electrons in valance band acquire sufficient energy to jump from valance band to conduction
band. Electrons move away from covalent bonds, thus a covalent bond is broken. When an
electron moves away from covalent bond then a vacancy is created which is called
‘Hole’.When a free electron is generated, a hole is also created which has +Ve charge equal
to that of electrons. In other words, holes & electrons are always generated in pairs. The
concentration of holes & free electrons will be equal in intrinsic semiconductors.
Movement of Hole and electron in Intrinsic Semiconductor

CONDUCTION IN INTRINSIC SEMICONDUCTOR

Semiconductors have two types of charge carriers electron & hole. Electron is –ve charge
particle and hole is +ve charge particle.When battery is connected across semiconductor
material i.e. silicon or germanium , the electrons experience attraction force towards the
positive terminal of battery and holes toward negative terminal of battery. The free electrons
move towards positive terminal and holes move towards –ve terminal of battery. The
electric current flows through the semiconductor in the same direction as in which the holes
are moving and opposite to the direction of electron movement.
 Total current I = Ie + Ih

Although two types of charge carriers move in opposite directions, but current due to hole Ih
& current due to electron. Ie are in same direction i.e. they add together and constitutes
current I .

EXTRINSIC SEMICONDUCTORS:When some other material is added with intrinsic

semiconductor as an impurity, then the semiconductor is called extrinsic semiconductor. The
process of deliberately adding the impurities to semiconductor is called doping. So doped
semiconductors are called Extrinsic Semiconductors.
There are two types of extrinsic semiconductors:
(1) N-Type Semiconductor (2) P-Type Semiconductor

(1) N-Type Semiconductor:-When elements of Vth group (Pentavelent elements i.e.

phosphorus(15), Arsenic(33),Antemony(51) ) are added or doped to semiconductors, then
they are called N-Type Semiconductors.
Since impurity added to semiconductor is very small. So each impurity atom is
surrounded by semiconductor atom . Suppose impurity of phosphorus is added to silicon,
which is shown in fig. atom of phosphorus is surrounded by four atoms of silicon.
Phosphorus has five electrons in its valency band. While silicon has four electrons in its
valency band. Four electrons of phosphorus atom form co-valent bonds with four
neighbouring electrons of silicon atoms. The fifth electron of phosphorus has no chance of
forming a covalent bond , it remains free. this electron acquire energy at normal room temp.
and becomes free from valency band & reaches to conduction band. In other words at room
temperature each impurity atom donates one electron to the conduction band that s why this
type of impurity js called Donar type impurity .
At room temp. electrons of covalent bond also get energy and they break covalent bonds,
pairs of free electrons and holes are generated. There fore nos of free electrons will be more
than the nos of holes . In N-Type semiconductors, electrons are in majority and holes are
in minority. Electrons are called majority charge carriers and holes are called minority
charge carries. It also consists of +ve immobile ions .

N-Type Semiconductor
P-Type Semiconductor:When elements of IIIrd group (Trivalent elements
i.e.Boron(5), Aluminium(13),Gallium(31) Indium(49) ) are added as impurity to
semiconductors, such type of semiconductors are called P-type semiconductors.
Suppose impurity of Gallium is added to silicon. Atom of Gallium is surrounded by silicon
atoms. Gallium atom has three electrons in valency band. These electrons form covalent
bonds with neighbouring electrons of silicon atoms. The fourth covalent bond remains
incomplete because Gallium does not have fourth electron in valency band . So there is a
deficiency of electron in bond. The single electron in incomplete bond has the greater
tendency to snatch the electron from the neighbouring atom. This tendency is so great
that an electron from an adjacent bond having additional energy can jump to occupy vacant
position in incomplete bond.
When electrons jump to fill incomplete bond, A vacancy is created from where electron had
jumped, which has +Ve charge called Hole. The bond in which electron jump to fill vacant
position, it becomes –Ve charge ion which is immobile because it is held tightly in the
crystal structure by covalent bond.Since the Gallium atom accepts the electron to complete
covalent bond, so it is called acceptor impurity.
P-Type semiconductors have excess holes which are created due to the addition of acceptor
type impurity , in addition with electron – holes pair generated due to breaking of covalent
bonds. There fore nos of holes will be more than the electrons. So P-Type semiconductors
have holes in majority and electrons in minority. It also consists of -ve immobile
ions .

P- Type semiconductor
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-III: Semiconductor Diode Session-4 Semiconductor Diode: Construction

Working, Forward bias and Reverse bias, V-I Characteristics of P.N. Junction

SEMICONDUCTOR DIODE:
P-N junction diode:When we join a piece of P-type semiconductor to a piece of N-type
semiconductor with the help of special technique, A P-N junction is formed. Such a P-N
junction makes a very useful device. It is called a P-N junction Diode or Semiconductor
Diode. The most important characteristics of a P-N junction is its ability to conduct current in
one direction only. In other direction, it offers very high resistance. It is a unidirectional
device.
-ve Ions Holes Electron +veIons Electrons Holes

P- Type N-Type

P N
Anode Cathode

P-N Junction
P-N JUNCTION WITH NO EXTERNAL VOLTAGE:
A P.N.-Junction just immediately after it is formed is shown in fig. Its left half is P-type
and right half is N-type. The P- region has Holes in majority , Electrons in minority and
negatively charged immobile ions. The N- region has Electrons in majority , Holes in
minority and positively charged ions. Holes and electrons are the mobile charge carriers,
but the ions are immobile.
 As soon as the PN-junction is formed, the following processes are initiated:

(i) Due to difference in concentration of charge carriers in P and N regions , Holes near
the junction in P- region diffuse into the N region. Where they recombine with free
Electrons in the N- region near the junction.
(ii) Free Electrons from N- region near the junction diffuse into the P- region. These
Electrons recombine with the holes.
(iii) The diffusion of Holes (from P- region to N- region) and Electrons (from N region to
P- region) occurs for a very short time. After a few recombinations of Holes and
Electrons near the junction, a restraining force is set up automatically. This force is
called a Barrier. Further diffusion of holes and electrons from one side to the other is
stopped by this barrier. For a Silicon PN-junction, the barrier potential is about 0.7V,
whereas for a Germanium PN-junction it is approximately 0.3V.

PN-JUNCTION WITH FORWARD BIAS:When battery or DC supply is connected to

the PN-junction diode such a way that the positive terminal of the battery is connected to the
P-side (Anode) and the negative terminal to the N-side(Cathode) , as shown in (Fig…). In
this condition the PN-junction diode is said to be in forward-biased.

When the PN-junction is forward-biased, the holes are repelled from the positive
terminal of the battery and are compelled to move towards the junction. The electrons are
repelled from the negative terminal of the battery and drift towards the junction. Because
of their acquired energy, some of the holes and the free electrons penetrate the depletion
region. This reduces the potential barrier. The width of the depletion region reduces and
so does the barrier height. As a result of this, more majority carriers diffuse across the
junction. These carriers recombine and cause movement of charge carriers in the space-
charge region.
 For each recombination of free electron and hole that occurs, an electron from the
negative terminal of the battery enters the N-type material near the positive terminal of
the battery, an electron breaks a bond in the crystal and enters the positive terminal of the
battery. For each electron that breaks its bond, a hole is created. This hole drifts towards
the junction. Note that there is a continuous electron current in the external circuit. The
current in the P-type material is due to the movement of holes. The current in the N-type
material is due to the movement of electrons. The current continues as long as the battery
is in the circuit. If the battery voltage is increased, the barrier potential is further reduced.
More majority carriers diffuse across the junction. This results in an increased current
through the PN-junction.

PN-JUNCTION WITH REVERSE BIAS:When battery or DC supply is connected to

the PN-junction diode such a way that the positive terminal of the battery is connected to the
N-side (Cathode) and the negative terminal to the P-side(Anode) , as shown in Fig. In this
condition the PN-junction diode is said to be in reverse biased.The holes in the P region are
attracted towards the negative terminal of the battery. The electrons in the N region are
attracted to the positive terminal of the battery. Thus the majority carriers are drawn away
from the junction. This action widens the depletion region and increases the barrier potential .

The increased barrier potential makes it more difficult for the majority carriers to diffuse
across the junction. However, this barrier potential is helpful to the minority carriers in
crossing the junction. In fact, as soon as a minority carrier is generated, it is swept (or
drifted) across the junction because of the barrier potential. The rate of generation of
minority carriers depends upon temperature. If the temperature is fixed, the rate of
generation of minority carriers remains constant. Therefore, the current due to the flow of
minority carriers remains the same whether the battery voltage is low or high. For this
reason, this current is called reverse saturation current. This current is very small as the
number of minority carriers is small. It is of the order of nano-amperes in silicon diodes
and microamperes in germanium diodes.
Reverse Breakdown - We have seen that a PN-junction allows a very small current to
flow when it is reverse-biased. This current is due to the movement of minority carriers.
It is almost independent of the voltage applied. However, if the reverse bias is made too
high, the current through the PN-junction increases abruptly, the voltage at which this
phenomenon occurs is called breakdown voltage. At this voltage, the crystal structure
breaks down .In normal applications, this condition is avoided. The crystal structure will
return to normal when the excess reverse bias is removed, provided that overheating has
not permanently damaged the crystal.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-III: Semiconductor Diode Session-5: Application of P.N. Junction Diode as

Rectifier - Half wave & Full wave Rectifiers (Centre Tape and Bridge
Rectifier), Polarity Protection Device

RECTIFIERS: Since Diode is an unidirectional device it operates or conducts only in one

direction so it is used to convert AC to DC. AC to DC converters using diodes are called
rectifiers. Almost all rectifiers comprise a number of diodes in a
specific arrangement for more efficiently converting AC to DC . Rectifiers are of following
types.

Rectifier

Half wave Rectifier Full wave rectifier

CenterTape Rectifier Bridge Rectifier

Half wave Rectifer:

In this type of Rectifier only one diode is used, which converts only half cycle of DC, so it is
called Half Wave Rectifier.
As shown in figure during positive half cycle diode D is forward biased. It operates and
passes the positive half cycle in the output. During negative half cycle the diode is in reverse
bias. It does not operate and does not pass negative half cycle to the output.
The diode in this rectifier passes the positive half cycle (only half cycle)or rectify only
halfcycle , so it is called half wave rectifier.It’s efficiency is 40.6%.

To get smooth D.C. in output electrolyte capacitor can be connected in parallel as a filter in
the output.

Full wave rectifier: Center Tape Rectifier:

In this rectifier center tape transfer and two diodes D1 & D2 are used. As shown in figure in
positive half cycle diode D1 is in forward bias and diode D2 is in reverse bias. At this time
D1 operates and D2 does not operate. Positive half cycle is passed on in the output.

During negative half cycle diode D2 is in forward bias and diode D1 is in reverse bias, D2
operates and D1 does not operate. Therefore diode D2 rectify the negative half cycle. By
connecting a capacitor as filter in out put we get smooth D.C.
Efficiency = 81.2%.
Bridge Rectifier:
This rectifier consists of
four diodes D1,D2,D3 and
D4 as shown in figure .
During positive half cycle
diode D2 and D4 are in
forward bias , D1 and D3
are in reverse bias. So diode
D2 and D4 operate and pass
positive half cycle in the
out put.
During negative half cycle
diode D1 and D3 are in
forward bias and D2 and
D4 are in reverse bias. So
diode D1 and D3 operate
and pass the negative half
cycle in the out put. By
connecting a capacitor as
filter in the output we get
smooth D.C.Efficiency is
81.2%
Use of rectifiers:
Use of rectifiers

1. Half wave - For general purpose.

2. Center tape - For high current use.
3. Bridge rectifier - For Audio Vidio use.

Polarity Protection Device

Since diode is unidirectional
device so it is use as polarity
protection device in analog
meters ,relays and
solenoids,
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-III: Semiconductor Diode Session-6:Types of Diodes, Construction,
Working Symbol and Application of Zener Diode, LED, Photo Diode, Opto-
coupler.

Types of diode: -
1.Zener Diode:
Zener diode is a special kind of diode which is made to work
in reverse bias without damage. It is heavily doped to
working in reverse bias.
. In reverse bias, it is made to conduct at certain voltage VZ
called reverse breakdown voltage. When reverse voltage
reaches to Vz, zener diode conducts. Before this voltage, it
does not conduct. The breakdown occurs due to zener effect,
and avalanche effect. When reverse bias is When reverse bias
is increased, the electric field at the junction also increases.
High electric field causes covalent bonds to break. Thus a
large number of carriers are generated. This causes a large
current to flow. This mechanism of breakdown is called zener
breakdown.
In case of avalanche breakdown, the increased electric field a
uses increase in the velocities of minority carriers. These high
energy carriers break covalent bonds, thereby generating
more carriers. Again, these generated carriers are accelerated
by the electric field. They break more covalent bonds during
their travel. A chain reaction is thus established, creating a
large number of carriers. This gives rise to a high reverse
current. This mechanism of breakdown is called avalanche
breakdown.
Characteristics are same as the characteristics of diode in
reverse bias.

The most common application of a zener diode is in voltage

stabiliser or regulator circuit.
2.Light Emitting Diode (LED) :
This is a special kind of diode. When it is
operated it emits light. It is used in forward
bias. In LEDs photo conductive materials such
as gallium phosphate (GaP), gallium Arsenate
(GaAs), Gallium Arsenate Phosphate (GaAsP)
etc are used to emit lights of different colours
suchoperating
The as Red, Green,
voltageyellow,
of LEDsOrange, Blue to
is 1 Volt and3
Infrared
Volt etc.
and maximum current rating is 5 to 10 mA.
These are used as indicators, calculators, and
watches and intercom.
LED’s have a number of advantages over
ordinary incandescent lamps. They work on low
voltages and currents and thus consumers less
power. They require no heating, no warm up
time and hence are very fast in action. Small in
size & light in weight.
3.Photo Diodes:-

This is a special kind of diodes, which are made of

photoconductive material (Cadmium sulfide). It
operates when light falls on its junction. It is used in
reverse bias. In reverse bias connection in the
absence of light it does not operate but when light
falls on its junction it starts conduction till the light
falls on its junction. Photo diode is used in alarm
system (Fire alarm, Burglar alarm etc).

Opto Isolator (Opto- Coupler:-

This is the combination of LED and Photo

diode or photo transistor.When LED glows
,it’s light falls on junction of photo diode or
photo transistor then it also operates it is
used for isolation of analog and digital
circuit.

Identification and testing of diode.

A K

A K

A K

A K

Note: The marked side of diode is always Cathode side.

Checking of Diode:

Connect the diode to a multi tester in the Ohms Range. The following reading should be
observed.
Forward Bias - Low resistance
Reverse Bias - High resistance

If the above condition is satisfied then the diode is in good condition otherwise
change that.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-IV: Transistor Session-7: Transistor, Construction,
Description of Terminals, NPN & PNP-
Transistor

TRANSISTOR:When a third doped element is added to PN junction in such a way that two
PN junction are formed, the resulting device is known as transistor.A transistor has three
sections of doped semiconductors. The section on one side is emitter, middle section is base
and 3rd section is collector. These three sections form two junction emitter-base junction and
collector-base junction.

1. EMITTER:Emitter is heavily doped

than base and collector. It is heavily
doped so that it can supply large no. of
holes and electrons. It’s area is kept
between that of base and collector.

2 BASE:Base is very lightly doped than

emitter and collector. Its area is also less
than that of emitter and collector.

3. COLLECTOR: Doping of collector

is kept larger than base and less than
emitter but its area is larger than base and
emitter. The junction is always reverse
bias with respect to base.

TRANSISTOR WORKING:
- NPN Transistor is shown in figure with electrical connection.
- Emitter base junction is forward biased by battery VE and collector base junction is
reverse biased by battery VC.
- Since emitter-base junction is forward biased, so electron from emitter junction diffuse
towards base and holes diffuse towards emitter.
- Suppose 100 electrons enter from emitter to base. These electrons constitutes emitter
current.
- Since base is very thin and very lightly doped so assume that only two electrons
recombines with holes.
- To compensate deficiency of two holes in base, new two holes electrons pair generate due
to battery VE
- Two electrons come out from base terminal towards +ve terminal of VE battery and
constitute IE current.
- 98 electrons diffuse from base to collector. These electrons experience an attractive force
due to positive terminal of battery Vc.
- They travel out of the collector terminal and reach the +ve terminal of battery Vc- and
thus constitute collector current. Ic

I E = IB + Ic

 = Ic
IE
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-IV: Transistor Session-8: Mode of Connections, Amplifying

function, Applications as Switch and Amplifier, Testing

THREE CONFIGURATION OF TRANSISTOR:

There are three modes of connections of transistor to use in the circuit.
(1) Common Base Configuration (C.B)
(2) Common Emitter Configuration (C.E)
(3) Common Collector Configuration (C.C)
1. COMMON BASE CONFIGURATION (C.B):

In this configuration base terminal is made common between emitter and collector. Input
signal is applied between emitter-base terminal and output is taken across collector-base
terminal.
Input resistance = very low (20Ω)
Output resistance = very high (1MΩ)
Gain =  = Ic = Less than 1
IE
USE: Voltage & power amplifier.

2. COMMON EMITTER CONFIGURATION (C.E):

In this configuration emitter terminal is made common between base and collector. Input
signal is applied between base and emitter terminal and output is taken across collector
emitter terminal.
Input Resistance = 1 KΩ (approx.)
Output Resistance = approx 10 KΩ
Gain  = Ic = approx 100
IB
Use: A good amplifier.
 3. COMMON COLLECTOR CONFIGURATION (C.C):

In this configuration collector is made common between base and emitted input signal is
applied between base and collector terminal and output is taken across emitter and collector
terminal.
Input Resistance = approx 150KΩ
Output Resistance = approx 800Ω
Gain  = 1E = less than 1
1B
Use: In impedance matching and buffers.

TRANSISTOR AS AN AMMPLIFIER IN CE CONFIGURATION:

Transistor as an amplifier in C.E. configuration is shown in Fig… Input signal Vs is applied

between base and emitter, output is taken across load resistor RL. During (+) ve half cycle of
the signal the forward voltage across the emitter base junction is increased. Therefore more
electrons flow from emitter to the collector via base. This cause increase in collector current.
This collector current cause greater voltage drop across load resistor RL
During (-) ve half cycle of the signal the forward bias voltage across the emitter-base junction
decreases. Which cause collector current decrease. This results in the decreased output
voltage. Hence an amplified output is obtained across load.

APPLICATION OF TRANSISTOR:
1. As an amplifier to amplify weak signal.
2. It is used in oscillator circuit.
3. It is used as a switch
SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-IV: Transistor Session-9: Electronics Model Room for

demonstration, checking and testing of
Diodes and Transistors.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-V: Transducer Session-10: Definition, Principle, Classification,

Types, Tamping Depth Transducer, Function and
Calibration

Transducer:
• Transducer is a device which converts mechanical energy into electrical energy.
 In Track Machines Transducers are used to convert track parameters (Cross Level,
Long. level, versine) and Mechanical linear displacement (Tamping Unit, Satellites,
Hook etc.) to electrical signal.

• In machines transducers are potentiometer type which is basically a variable

resistance which shaft is rotated by mechanical arrangement and it generates electrical
signal as per deflection.

TAMPING DEPTH TRANSUDCER:Tamping depth transducer converts displacement of

taping unit to electrical signal at the rate of 19mv/mm. Output signal of this transducer is –ve
if fork is above centre mark of the transducer and it will be +ve if fork is below centre mark.
Multicheck address of transducers are F14 (for LH side ) and F15 (for RH side ). By using
these address we can check output of LH or RH transducer.

Main Pulley
Potentiometer
Box

Guide Rod

Fork

Screws

Potentiometer
(5K)

Idle Pulley Electrical

Connector
CALIBRATION OF TAMPING DEPTH TRANSDUCER:During working when
transducer chord wire breaks we have to replace the chord wire. Detach transducer from
machine replace the wire. After replacing wire check stroke of fork it should be equal both
side of center mark of transducer .
Now keep fork of transducer at center mark of
transducer for calibration. Then measure
resistance between 1 & 2 or 2 & 3 terminal of
potentiometer with the help of multimeter. It
should be 2.5 KΩ (half of full value 5 KΩ ). If
resistance is not 2.5 KΩ then loose the screw of
potentiometer and rotate potentiometer to get the
2.5KΩ resistance or value should be equal
between 1 & 2 or 2 & 3 terminals of
potentiometer.

If value 2.5KΩ is obtained. Tighten the screw of potentiometer keeping precautions that
terminals of potentiometer should not touch with screws.

If value 2.5 KΩ is not obtained by rotating the

potentiometer. Then loose the other three screws of potentiometer
base plate and pullout potentiometer with gear. Now rotate the
gear until same resistance is obtained between 1 & 2 and 2 & 3.
After adjustment fit the potentiometer with base and tightened
the screws.

NOTE: Three core cable is used for Transducers which

has three wires Red(+10V), Blue(-10V) and
yellow (output).
There is a 2KΩ resistance near potentiometer which
comes in series with output 2nd terminal
(centre) of potentiometer that should be properly
connected in connector. It should not by pass.
CALIBRATION OF PORTABLE TAMPING DEPTRH TRANSDUCER

After Replacement of wire fit the transducer in the machine , tamping unit should be locked .
Multi check address should be selected (F14 or F15 ),Tamping unit circuit should be on.
In this position output voltage of transducer should be -7.5V, if it is not loose the three screws
of potentiometer ,turn it to get required voltage .after adjustment tight the screws and fit the
cover .

CALIBRATION OF PORTABLE TAMPING DEPTRH TRANSDUCER IN CSM-3X

In CSM-3X output voltage of transducer in lock condition should be –4.6 Volt, if it is not
loose the three screws of potentiometer ,turn it to get required voltage .after adjustment tight
the screws and fit the cover .

Note:- Before calibration of transducers, supply to potentiometers +10V and –

10V from PCB EK813SV should be checked with the help of multi position
selector switch It’s output voltage should be +15V , –15V, + 10V and –10V . If
there is variation in +10V, it should be adjusted by potentiometer P1 and -10V can
be adjusted by P2 in same PCB.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-V: Transducer Session-11:Lining and Measuring Transducer,

Satellite Transducer, Hook Transducer.

LINING TRANSDUCER:
Lining Transducer measures H1 value of versine and converts it to electrical signal at the rate
of 23.1 mv/mm –ve if fork is deflected to right side & +ve if fork is deflected to left
side. It is mounted on lining trolley . It’s multicheck address is F01.

Fork

CALIBRATION OF LINING TRANSDUCER:

For calibration of lining transducer fix the fork of lining transducer at zero lock position,
select multicheck address F01 in multicheck PCB then display of multicheck should show
0v, if it is not showing zero volt then loose three screws of potentiometer and turn it to get
zero volt . After adjustment tight the screws of potentiometer.
Before calibration of transducer voltage of potentiometer should be checked .It should be
+10V and –10V. If there is any variation, then adjust +10v and –10v in EK813SV of lining
circuit.
MEASURING TRANSDUCER:

Measuring transducer measures H2 value of versine and convert it to electrical signal at the
rate of 23.1 mv/mm + ve if fork is deflected to right side and -ve if fork is deflected to
left side. It is mounted on measuring trolley .It’s multicheck address is F02.It is used in 4-pt.
lining.

CALIBRATION OF MEASURING TRANSDUCER:

Measuring transducer converts H2 value of versine to electrical signal at the rate of 23.1
mv/mm +ve for RH side and –ve for LH side.

Calibration procedure of measuring transducer is same as lining transducer but for calibration
of measuring transducer,4-pt lining and multicheck address F02 should be selected.

SATELLITE TRANSDUCER:

Satellite transducer converts displacement of satellite to electrical signal at the rate of

11mv/mm.
This transducer is used in CSM and CSM-3X .Output of this transducer goes to satellite
control PCB EK24V(in CSM) and EK202V(09-3X) at 6d terminal of these PCBs.
CALIBRATION OF SATELLITE TRANSDUCER IN CSM:

For calibration of Satellite Transducer. Put Machine in working mode, lock the satellite unit
in front zero position. Measure output voltage of transducer or at 6d terminal of EK24V, it
should be +8.2V.If it is not +8.2v, then open the cover of transducer and loose three screws
of potentiometer and adjust it to get +8.2V . After adjustment tight the screws and fit the
cover of transducer and release the satellite from front zero position.
Calibration of Satellite Transducer in CSM-3X

For calibration of satellite transducer in CSM-3X Satellite should be locked in rear position ,
in this position output voltage of transducer should be -8.6 V. If it is not then open the cover
of transducer and loose the screw of potentiometer and adjust potentiometer to get -
8.6V at 6d terminal of EK 202V.

HOOK DEPTH TRANSDUCER:

This transducer is provided in points and crossing

machines Unimate-2S &3S in hook control circuit.
This transducer converts displacement of hook to
electrical signal at the rate of 23mv/mm .Multicheck
address of hook Transducers are F18(L)and F19(R).

CALIBRATION OF HOOK DEPTH TRANSDUCER

For calibration of hook transducer hook should be in up position ,select multicheck address of
hook transducer F18 or F19, in this position output voltage of hook transducer should be -2.2
Volt. If output is not -2.2 V then open the cover of transducer and loose three screws of
potentiometer and adjust it to get -2.2 V.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-V: Transducer Session-12: Pendulum, Height Transducer, Encoder.

PENDULUM:
Pendulum is a transducer which converts cross level error to electrical signal at the rate of 25
mv/mm –ve for LH rail high and +ve for RH rail high .
Pendulum consists of a potentiometer which shaft is attached with pendulum weight .
Pendulum weight swings as per cross level difference therefore potentiometer’s shaft also
rotates and potentiometer generates electrical signal . Pendulum also consists of PCB.
Potentiometer generates electrical signal at the rate of 2mv/mm
then PCB amplifies it at the rate of 25mv/mm This PCB consists of adjustment
potentiometers P1 , P2 and P3 .

P1 --- Rigtht Side Cant Adjustment .

P2 -- Left Side Cant Adjustment.

P3 -- Zero Adjustment .

There are three pendulums used in CSM and CSM -3X , in other tamping machines only
two pendulums are used .
Front Pendulum:This pendulum is mounted on front trolley . It measures cross level of front
area before tamping.
Middle Pendulum:This pendulum is mounted on middle feeler rod . It measures cross level
of tamping area .
Rear Pendulum:This pendulum is mounted on measuring trolley . It measures cross level
after tamping .This pendulum participates in twist correction.
CALIBRATION OF FRONT PENDULUM:
Mechanical Adjustment:Lower the front trolley on track where cross level should be zero.
Now check spirit level it should be on zero, if it is not zero then adjust check nut of front
pendulum to get spirit level on zero.

Electrical Zero Adjustment:After mechanical adjustment check output of pendulum at 12b

terminal of front input PCB EK345LV with the help of multimeter if output of pendulum is
not zero then adjust potentiometer P3 in pendulum PCB to get zero volt at 12b.

Right Side Cant Adjustment:Place 100mm thick shim (Iron piece or wooden piece) under
RH wheel of front trolley. Now measure voltage at 12b with respect to 32 db with the help of
multimeter . It should be +2.5V, if it is not +2.5V then adjust P1 in pendulum PCB. After
adjustment remove 100mm shim from wheel.

Left Side Cant Adjustment:Now place 100mm thick shim under LH wheel of front trolley.
Measure voltage at 12b with respect to 32 db(OA) with the help of multimeter. It should be –
2.5V. If it is not –2.5V then adjust P2 in pendulum PCB.

CALIBRATION OF MIDDLE PENDULUM:

Mechanical Adjustment:Lower the middle feeler rod on track where cross level is zero,
check the spirit level of pendulum it should be on zero. If it is not in zero position then adjust
check nut of middle pendulum to bring spirit level in zero position .

Electrical Zero Adjustment:Select Multicheck address F07, selector switch should be on 2nd
position. Display should show zero volt ,if it is not zero volt then adjust potentiometer P3 in
pendulum PCB to get zero volt on display.

Right Side Cant Adjustment:Place 100mm shim under RH side feeler rod and check output
of pendulum on display . It should be +2.5V, if it is not +2.5V then adjust potentiometer P1
in pendulum PCB to get +2.5V.After adjustment remove shim.
Left Side Cant Adjustment:Place 100mm shim under LH feeler rod and check output of
pendulum on display . It should be –2.5V, if it is not –2.5V then adjust potentiometer P2
in pendulum PCB to get –2.5V.

Rear Pendulum:Rear pendulum is fitted on rear feeler rod (Measuring trolley). It measures
cross level after tamping and converts it to electrical signal at the rate of 25mv/mm(-ve if
Left rail high).
Mechanical Zero Adjustment of Rear Pendulum:Lower the measuring trolley on track
where cross level is zero. Check spirit level of rear pendulum. It should be in centre(zero
position). if it is not in centre then adjust check nut of mounting of rear pendulum to bring
spirit level at centre.
Electrical Zero Adjustment:After mechanical adjustment electrical output voltage of
pendulum should be checked. Select multicheck address FO9 , check voltage on display ,it
should be zero volt on zero track, if it is not zero volt then adjust potentiometer P3 in
pendulum PCB to get zero volt on display.
Right Side Cant Adjustment:Place 100mm shim under RH side wheel of measuring trolley
and select multicheck address F09. Output of pendulum should be +2.5V if it is not +2.5V
(less or more) then adjust potentiometer P1 in pendulum PCB to get +2.5V. After adjustment
remove shim.
Left Side Cant Adjustment:Now place 100mm shim under LH side wheel of measuring
trolley and check output voltage of pendulum it should be -2.5V if not adjust potentiometer
P2 in pendulum PCB.

HEIGHT TRANSDUCER:
Height transducer converts longitudinal level
to electrical signal at the rate of 90mv/mm +ve
for lifting .There are two height transducers
used in tamping machines one for left side and
other for right side rail. Height transducers are
mounted on middle feeler rod. Multicheck
address of Height Transducers are F0D(LH)
and F0E(RH)

CALIBRATION OF HEIGHT TRANSDUCER:

Arrange to make at least 30m track longitudinal & cross level free and provide shim if
necessary to get zero longitudinal level track under all three feeler rods (Front, middle and
rear.

- Switch on lifting circuit.

- Keep all input potentiometers (General lift,Cant and Cross level correction
potentiometer etc.) at zero.
- Satellite should be in zero position.
- Apply levelling chord tension.
- select multicheck address of height transducers F0D or F0E
Arm of height transducer should be parallel to track in horizontal and output signal
should be 0V, pointer of lift indicator should in midlle position.
- If arm is not horizontal then adjust height transducer mechanically UP or DN as
required.
- If arm is parallel to track and electrical signal is not zero then adjust potentiometer of height transducer by loosing screw. Signal
should be checked on F0D for Left height transducer and on F0E for Right height transducer.

ENCODER:

mounted on front trolley.

This transducer is used in CSM, 09-3X, and
DGS. This transducer converts displacement of
machine to Digital signal at the rate of 1000
Pulse/meter. This is
 PART NO. OF TRANSDUCERS AND POTENTIOMETERS USED IN CSM

SNO. Name of Transducers PART NO.

1. Lining Transducer ELT-609.00

2. Measuring Transducer ELT-609.00
3. Front Pendulum ELT 2021.00A
4. Middle Pendulum ELT-2036.00A
5. Rear Pendulum ELT-2036.00A
6. Height Transducer ELT-2013.00
7. Tamping Depth Transducer ELT-1330.00/ ELT-750.00
8 Satellite Transducer ELT-1041.00
9. Distance Measuring wheel ELT-7055/700AF

POTENTIOMETERS

1. Slew Potentiometer ELT-1044

2. Versine Potentiometer ELT-1044
3. Over Slew Potentiometer 20 KΏ +10 SKALA/200G
4. Zero Adjustment Potentiometer 20KΏ +5 S KALA/200G
5. Super Elevation Potentiometer ELT-1044
6. General Lift Potentiometer ELT-1044
8. ±5mm correction Potentiometer ELT-5140
9. ± 10mm Correction Potentiometer ELT-1044
10. Depth Selector Potentiometer ELT-5016

PART NO. OF TRANSDUCERS AND POTENTIOMETERS USED IN DUOMATIC

SNO. Name of Transducers PART NO.

1. Lining Transducer ELT-609.00

2. Measuring Transducer ELT-609.00
3. Pendulum ELT 133.00
4. Height Transducer ELT-213.00
5. Tamping Depth Transducer ELT-1330.00

POTENTIOMETERS

1. Slew Potentiometer ELT-1044

2. Versine Potentiometer ELT-1044
3. Over Slew Potentiometer 20 KΏ +10 SKALA/200G
4. Zero Adjustment Potentiometer 20KΏ +5 SKALA/200G
5. Super Elevation Potentiometer ELT-1044
6. General Lift Potentiometer ELT-1062

PART NO. OF TRANSDUCERS AND POTENTIOMETERS USED IN

UNIMAT2S&3S

Sl.NO. TRANSDUCER PART NO.

1. Lining Transducer ELT-609.00

2. Measuring Transducer ELT-609.00
3. Pendulum ELT 2036.00
4. Height Transducer ELT-2044.00
5. Tamping Depth Transducer ELT01330.00/ELT-750.00
6. Hook depth Transducer ELT-750.00

POTENTIOMETERS

1. Slew Potentiometer ELT-1044

2. Versine Potentiometer ELT-1044
3. Over Slew Potentiometer 20 KΏ +10 SKALA/200G
4. Zero Adjustment Potentiometer 20KΏ +5 SKALA/200G
5. Super Elevation Potentiometer ELT-1044
6. General Lift Potentiometer ELT-1044

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-V: Transducer Session-13: Electronics model room for demonstration

of checking and calibration of
Transducers..
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VI: Operational Amplifier Session-14: Definition of Operational

Amplifier, Symbol, Function of each terminal, Open loop, Close loop, +ve feed back,–ve
feed back, Characteristics

OPERATIONAL AMPLIFIER:
Operational amplifier is a direct coupled high gain amplifier usually consists of one or more
stage of differential amplifier. It can amplify AC as well as DC input signals. Operational
amplifier also can do mathematical operations such as addition ,subtraction ,multiplication ,
integration and differentiation etc. Commonly it is abbreviated to Op- amp .

SCHEMATIC SYMBOL:

The basic operational amplifier has two input and one output terminal input terminals are
called inverting terminal and non-inverting terminal.

+V(+15Volt)

Inverting
Terminal 

Output terminal
Non- Inverting +
Terminal

-V(-15Volt)
Characteristics Of Ideal Operational Amplifier:
Input impedance = Infinite
Output impedance = Zero (0)
Gain = Infinite
Band width = Flat

Characteristics Of Practical Operational Apmlifier:

Practical operational amplifier has following characteristics:

 Input impedance = 106 (MΩ )

 Output impedance = 75Ω
 Gain = 106
 Band width = Almost flat
 Modes of Connections of Operational Amplifier

Open Loop Connection Close Loop Connection

Negative feedback Positive feedback

This Feedback is provided from Output This Feedback is provided from Output
terminal to inverting terminal . This terminal to non- inverting terminal . This
feedback is used in amplifiers. feedback is used in switching application..

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VI: Operational Amplifier Session-15: Application of Operational
Amplifier as Buffer, Inverter, Non Inverter, Adder, Sub-tractor, Integrator etc.

1.Buffer Amp :- It is an unity gain Amplifier, which output is equal to Input. This Op-Amp
is used for isolation and impedance matching. In PCBs output of transducers are received
through this amplifier

Vo = Vi
Vi

2.Inverting Amp :-This Amplifier Inverts the polarity of the input signaland amplifies as per
formula given below. Rf
Vo = - (Rf ) .Vi
Ri
Ri

Vi
Vo = - Rf . Vi
Ri
Ri = Input Resistor
Rf= Feedback Resistor
Vi = Input voltage
Vo = Output voltage
Ex: (i) If Rf = 100KΩ
R = 10 KΩ
ei = 1V

e0 = - 1 x (100) = -10V
10
(ii) Rf = 4KΩ
 R = 2KΩ
ei = -3V
C0 = -(-3) x (4 ) = - (-3) x 2 = 6V
2
3. Non-Inverting Amp :-This Amplifier does not Inverts the polarity of the input signals
and amplifies as per formula given below.
Vo= (1+Rf ).Vi
Ri
Rf

Ri

Vo= (1+Rf ).Vi

Vi Ri
Ex. (1) If Rf = 10 KΩ Ri = Input Resistor
R = 5KΩ Rf= Feedback Resistor
ei = + 2V Vi = Input voltage
Vo = Output voltage
e0 = +2 (1 + 10) = + 6V
5

(2) Rf = 200KΩ
R1 = 100KΩ
ei = -4V

e0 = - 4 ( 1+ 200) = -12V
100
4.Summing Amp :-This Amplifier add the input signals and amplifies as per formula given
below.

Vo = - ( Rf .V1 + Rf .V2)
R1 R2
Rf
R1

V1

V2 Vo = - ( Rf .V1 + Rf .V2)
R2 R1 R2
R1&R2 = Input Resistor
Rf = Feedback Resistor
V1&V2 = Input voltage
Vo = Output voltage
: (1) Rf = 10KΩ
R1 = 5KΩ
R2 = 5KΩ
e1 = 1V,C2 = 2V

eo = -RF(e1 + e2) = - 10(1+2)

R 5
= - 30 = -6V
5
 5.Subtractor :-This Amplifier subtracts the input signals and amplifies as per formula
given below.
Vo = - R4 .(V1 - V2) (R1 = R2 : R4=R3 )
R1

R4

R2

V2
Vo = - R4 .(V1 - V2)
R1
V1 R1&R2 = Input Resistor
R1 R4 = Feedback
Resistor
R3 V1&V2 = Input voltage
Vo = Output voltage

6 INTEGRATOR:

Output of this amplifier is integral of input voltage .This amplifier is also called ramp
generator. This amplifier is used in signal generators to convert square wave to triangle
wave or ramp signal .

7 DIFFERENTIATOR:

This amplifier perform the differentiation operation . Output of this amplifier is

derivative of input signal . This amplifier is used in signal generators to convert triangle
wave or ramp signal to square wave .
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-VI: Operational Amplifier Session-16: Operational Amplifier ICs used in
different PCBs in machines and their Pin diagrams
OPERATIONAL AMPLIFIER ICs USED IN DIFFERENT PCB’s OF MACHINES
SINGLE OP – AMP:
OP02
741
OP50
LH0041 C G

PIN DIAGRAM OF OP – AMP – 02:

8 7 6 5 PIN-1 → For null adjustment

PIN-2 → For Inverting terminal
PIN-3 → Non Inverting terminal
PIN-4 → For Negative Supply
PIN-5 → Null adjustment
PIN-6 → For Output
PIN-7 → For +Ve supply
and PIN-8 → No connection

1 2 3 4

OP-AMP ICs USED IN DIFFERENT PCBs OF MACHINES

DUAL OPERATIONAL AMPLIFIER
OP04
747
Pin Diagram of OP04

14 13 12 11 10 9 8

- -
+ +

1 2 3 4 5 6 7
PIN – 1 →& 2 Input for Op Amp. –‘A’
PIN – 3 →Null Adjustment of ‘A’
PIN – 4 →VE supply
PIN – 5 →Null Adjustment of ‘B’
PIN - 6 & 7 →Input For ‘B’
PIN – 8 →Null Adjustment of ‘B’
PIN – 9 →X Ve Supply
PIN – 10→ Output of ‘B’
 PIN – 11→ No connection.
PIN – 12→ Output For ‘A
PIN – 13 →X Ve supply
And PIN – 14 →Null Adjustment for ‘A’
OPERATIONAL AMPLIFIER ICs USED IN DIFFERENT PCB’s OF MACHINE
SINGLE OP – AMP:
OP 02
741
OP50
LH0041 CG
PIN DIAGRAM OF OP – AMP – 02:
- VE
14 13 12 11 10 9 8

1 2 3
4 5 6 7
+VE
PIN – 1→ OUTPUT OF ‘A’
PIN – 2 → INPUT OF ‘A’
PIN – 3 → + VE supply
PIN – 5& 6 → INPUT OF ‘B’
PIN - 7 → OUTPUT OF ‘B’
PIN – 8 → OUTPUT OF ‘C’
PIN – 9 & 10 → INPUT OF ‘C’
PIN – 11→ VE SUPPLY
PIN – 12 & 13 → INPUT OF ‘D’
And PIN – 14 → OUTPUT OF ‘D’

Session-17: Electronics Model Room for demonstration of working of Operational

Amplifiers in different applications
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VII: Digital Electronics Session-18: Number system i.e. Binary,

Decimal, Hexadecimal,Logic Gates and
Flip-Flop

Digital Electronics

Number Systems: There are four system which are often used in digital circuits. These
systems are-
1. Decimal – It has a base (or radix) of 10 i.e. It uses 10 different symbols to represent
numbers (0,1,2,3,4,5,6,7,8,9)

2. Binary – It has a base of 2 i.e. It uses only two different symbols – (0,1)

3. Octal – It has a base of 8 i.e. It was 8 different symbols – (0,1,2,3,4,5,6,7)

4. Hexadecimal – It has a base of 16 i.e. It uses sixteen different symbols –

(0,1,2,3,4,5,6,7,8,9, A, B, C, D, E, F)

Binary system is extensively used by digital system like digital computer.

Hexa decimal number system is particularly suited for Micro Computer/Microprocessor
based system.

LOGIC CIRCUITS

Logic Gates. Are logic circuits which process two or more signals logically. In essence,
they are switches. Depending on the input voltage, the gate or switch will be either on
or off. Inputs and output have only two stage “o”(Off) or “1”(On).
The first thing to learn about the different gates is their symbols. A logic gate symbol
is simply a shorthand way of representing an electronic circuit that operates in a
certain way. Understanding the logic symbols can make understanding the operation
of a circuit much quicker and easier than if the circuit were represented by showing
all the transistors, diodes and resistors .

Name of Gate:-
1. OR GATE.
2. AND GATE
3. NOT GATE
4. EX-OR GATE
5. NOR GATE
6. NAND GATE
1. OR GATE:- It has two or more than two inputs and one outputs. If any input is high (1) the
output is high.
SYMBOL TRUTH TABLE
A A B Y
Y 0 0 0
0 1 1
B 1 0 1
1 1 1

2.AND GATE:- It has two or more than two inputs and one out puts. If both the input are high then
only the out put is high.
A
Y
B
A B Y
0 0 0
0 1 0
1 0 0
1 1 1

3. NOT GATE: - It has only one input and only one out put. If the input is high then the out put is
low and vise versa.

SYMBOL:- TRUTH TABLE

A Y
0 1
A
Y=A 1 0

4EX-OR GATE: It has two in put and only one out put. If input is different then output is high.

SYMBOL: TRUTH TABLE

A B Y
A 0 0 0
B Y 0 1 1
1 0 1
1 1 0

5. NOR GATE: - It has two or more then two inputs and one out put. If any input or all input
is high then out put is low.

SYMBOL TRUTH TABLE

A A B Y

Y 0 0 1
B 0 1 0
1 0 0
1 1 0

6. NAND GATE: - It has two or more than two in puts and one out put. If any or all the input
are low then output is high.

SYMBOL TRUTH TABLE

A B Y
0 0 1
A 0 1 1
1 0 1
Y 1 1 0
B
Flip-Flop: A flip-flop is a binary storage device. It can store binary bit either 0 or 1. It has
two stable states: high and low i.e. 1 and 0. It has the property to remain in one state
indefinitely until it is directed by an input signal to switch over to the other state. It is a basic
memory element.
S-R Flip-flop: +5V

RC RC

Q
Q

T1 RB RB T2

Truth Table

R S Q Comment
0 0 NC No change
0 1 1 Set
1 0 1 ReSet
1 1 - Racing

In this ckt only of transistor is saturated and other is cut-off-suppose that transistor T1 is
saturated and hence its collector voltage is approximately 0 volt. Now there is no base drive
for transistor T2 so T2 is cut off and its collector voltage is approx +5V. The high collector
voltage of T2 produces sufficient base current for T1 therefore T1 remains in saturation. The
output is equal to +5V. Thus the circuit stores a binary bit. Similarly when T2 is saturate and
T1 is cut off. The output is approx OV. In this condition the circuit stores a binary bit 0.

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VII: Digital Electronics Session-19: Electronics model room for

demonstration of working of Logic Gates
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VII: Digital Electronics Session-20: Basic Idea of Microprocessor,

Semiconductor memories, Multiplexer

MICROPROCESSOR :-

A CPU built into single chip is called a micro processor. It is latest development in the yield
of computer technology. Digital computer whose CPU is microprocessor is called
microcomputer. A microprocessor combined with memorial input out put devices forms a
micro computer. The micro indicates its physical size, not its computing power.

INPUT DEVICE MICROPROCESSOR OUT PUT DEVICE

MEMORY

The first microprocessor was introduced in 1971 by INTEL CO. USA. It was a 4bit
microprocessor. 4 bit microprocessor means that the processor makes processing of 4bit
data in parallel at a time. The first INDIAN microprocessor is SCL 6502. it is an 8bit
Microprocessor Manufactured by Semiconductor Complex Ltd. The Number of bit that a
digital computer can process in parallel at a time is called its word length. The Memory
addressing capacity of Microprocessor depends on the width of its address Bus. If a
Microprocessor has n-bit wide address bus it can directly address 2n memory locations.
Example of Microprocessor such that 8085, 8086, 80186,80286,80486, PENTIUM.
Memory:
The function of memories is to store program data and results. There are two kinds of
memory:

1. Semiconductor memories
2. Magnetic Memory
Semiconductor memories are faster, smaller, lighter and consume less power.
Semiconductor memories are used as the main memory of a computer.
Magnetic memories are slow but they are cheaper than semiconductor memories.
Magnetic memories are used as secondary memory of computer for bulk storage data
and information.

1. Semiconductor Memory:

(i) RAM: The read and write memory of a computer is popularly known as RAM.
It is also called R/W memory. Information’s can be read from and written into
it during normal operation. It has random access property. RAM stands for
random access memory. The RAM is a volatile memory i.e.. It is contents are
lost when supply is interrupted.

(ii) ROM: It is a read only memory. It is non volatiles. It is used for permanent
storage. It has also a random access property. The contents of ROM are decided
by manufacturer. Contents are permanently stored in a ROM at the time of
manufacturing.

(iii) PROM: It is programmable ROM. The contents of PROM are decided by the
user. A special equipment for the programming of PROM is called PROM
programmer.
 (iv) EPROM: It is an erasable PROM. The contents are erased by exposing EPROM
to high intensity short were ultra violet light for 10 to 20 minutes. The user can
not erase the content of a single memory location. The entire contents are
erased.

(v) E2PROM: It is electrically erasable PROM. They need not to be removed from
Microcomputer board for erasing. A single byte of data or the entire device can
not be erased in about 10MS. Erasing and Programming of E2PROM is much
easier.

2. Magnetic Memory:
Magnetic memories are non volatile. They are slower than semiconductor memory.
They are used in computer system mostly for bulk storage. The important types of
magnetic memories are: Magnetic Tape, floppy disc, hard disc and magnetic bubble
type memory.

DIGITAL MULTIPLEXER/DATA SELECTORS:- A digital Multiplexer has N

inputs and only one output. It selects one out of N inputs and makes it available at the out
put. It also called data selectors. There are a select logic which decides which input is to
be selected.

D0 DIGITAL
INPUTS D1 MULTIPLEXER DATA OUT PUT

Dn

SELECT LINES
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-VIII: Electronic Circuits and PCBs: Session-21: Discrete Circuit &

Integrated Circuit, Advantage & Disadvantage ,PCBs used in different machines,
Description, Name Quantity and their Functions

CIRCUITS:- There are two types of circuits :-

(i) Discrete circuit.

(ii) Integrated circuit.

DESCRET CIRCUIT:- In this circuit Electronic Components like resistor, capacitor, diode
and Transistors are connected with conductor plate (track) on Printed Plates by soldering.
Advantages:-
(i) Rectification of fault is easy.
(ii) Power rating of ckt is high.
(iii) Manufacturing is easy.
Dis-advantages:-
(i)Costlier than I.C.
(ii)Bulky
(iii)Occupied more space.
(iv) Soldering problem may arise (dry solder).
2. INTREGRATED CIRCUIT:- In this circuit all the electronic component except
Inductor is connected(constructed) on a silicon chip. The size of component is very
small, so this is done with the help of magnifying lens and computer.
Advantages:-
(i) Cheaper than Discrete circuits
(ii) Light weight.
(iii) Occupied very less space.
(iv) No problem of dry soldering.
Dis advantages:
(i) it is non repairable.
(ii) If any component of an I.C is damaged then I.C has to be replaced.
(iii) Less power carrying capacity.
I.C PAKAGING:
(I) dip type( Dual in line pakage) used in our Machine.
(ii) TO TYPE(Top-Hat)
(iii) FLAT TYPE.

(1) (2) (3)

I.C SYMBOL: There are consists of either a triangle or a rectangle.

1 12
2 11
3 10
4 9
5 8
6 7

TERMINAL NUMBERING:-
Anticlockwise from mark position , grooved or nose.
 PCBs used in Unomatic/Duomatic

Sl. PCB Part Function of PCB

No. NO. Quantity Location
Panel Box
No.
1. EK813 SV00 DC to DC convertor 4 Nos B4 B7 B2
Power supply 1 2 1
24V15 & 10V
2. EK 16 V 00 Tamping unit UP/DN 2 Nos B2
control.
3. EK277 LV00 Middle pendulum control 1 No. B7

4. EK229 LV00 Track lifting 2 Nos. B7

5. EK 79 V00 3- stage lifting Regulator 1 No B7

6. EK255 LV00 Auto levelling 1 No B4

7. EK217 LV00 Front pendulum control 1 No. B4

8. EK 708 A00 DC Marli Motor control 2Nos. B4

or For levelling Control
EK 715 A00
9. EK335 LV00 Lining control 1 No. B7

10. EK290 LV00 Over slew control 1 No B7

11. EK 80 LV00 3-stage lining Regulator 1 No. B7

12. EK275 LV00 Design lining 1 No. B4

13. ELT 631 00 Inter com. 1No. B4

14. ELT 1116.00 Semi-auto work 1 No. B2

P.C.Bs used in 09– CSM

Sl. PCB Part No. Function of PCB Quantity Location

No. Panel Box No.

1. EK812 SV00 DC to DC convertor 1 No. B20

27V 24V and 12V

2. EK 813SV00 DC to DC Convertor 5 Nos. B4, B6, B10

Power Supply 1 2 2
24V   15V & 10V
3. EK 851SV00 DC to DC converter 1 No. B 19
24V 12 V and 5 V
4. EK 16 V00 Tamping unit UP /DN control 2 Nos. B10

5. EK 24 V00 Satellite control 1No B10

6. EK 28 LV00 Multiplexer 1 No. B6

7. EK 99V00 Distance simulator 1 No. B19

8. EK 100 V00 Auto Positioning 1 No. B10

9. EK110 LV00 Pendulum Compensation 1 No. B6

10. EK290 LV00 Over slew Control 1No. B10

11. EK 319 LV00 Work drive control 1No. B6

12. EK 345LV00 Front input 1 No. B4

13. EK346 LV00 Pendulum control 1 No. B6

14. EK347 LV00 Track lifting 2 Nos. B6

15. EK348 LV00 Satellite compensation 1 No. B10

16. EK349 LV00 Lining control 1 No. B10

17. EK 501 P00 Programmer PCB 1 No. B20

18. EK 552 P00 Time Delay 1 No. B20

19. EK 553 P00 Programmer input/output 9 Nos. B20

20 EL-T 631.00 Intercom 1No B40

21. VT 3005 Work drive amplifier 1No On Chasis

LIST OF PCBs USED IN CSM-3X

Sl. PCB Part No. Function Quantity Location

No. Panel Box No.
1. EK 805 SV00 DC to DC Convertor 1 No B20
24V  +5V
2. EK812SV00 DC to DC Convertor 1 No B 10
27V +24V & +12 V
3. EK 813SV00 DC to DC Convertor 2 Nos B6 B10
24V   15V,10V 1 1
4. EK 816SV00 DC to DC Convertor 4 Nos. B4, B6, B10, B20
24V   15V,10V & +5V 1 1 1 1
5. EL-T7155 DC to DC Convertor 1 No. B7
24V  +16V
6. EK2343LV00 Front input 1 No. B4
7. EK 2361 LV00 Lining input 1 No. B10

8. EK 2140 LV00 Lining output and Over slew 1No. B10

9. EK 3069LV00 Track lifting 2 Nos. B6

10. EK 2351LV00 Pendulum Control 2 Nos. B6

11. EK 526MC00 Micro controller for Satellite 2 Nos B10 B6

compensation 1 1
12. EK 1AP7 Tamping Unit Control 4 Nos B6

13. EK 140V00 Squeezing Control 1 No. B10

14. EK 202V Proportional satellite control 1No B10

15. EK2360L00 Drive pump control 1 No B10

16. EK 2349LV00 Drive speed display of 1 No . B10

machine
17. EK 193V Drive control 1No. B10

18. EK 207V00 Multiplexer 2 No. B10

9. EK 650 P00 Programmer 1 No B20

20 EK 651P00 Subroutine 5 No. B20

21 EK 652 P00 Time Delay 6 No. B20

22 EK 653 P00 Programmer input/output 28Nos B30 B31

16 12
17
23 EK654P00 QL (Load Relay) 2Nos B20

24 EK 658P00 Watch Dog 1 No. B20

25. EK 602E 00 Relay Plate 3Nos B6 B10

2 1

26 EK150V00 Auto Positioning 65cm 1No B6

sleeper

27 EK 2324 LV00 Satellite Lateral Movement 1 No. B10

PCBs used in Unimat-2S

Sl. PCB Part No. Function Quantity Location

No. Panel Box No.

1. EK 812 SV00 DC to DC Convertor 1 No. B20

 24V  + 24V and + 12V
2. EK 813 SV00 DC to DC Convertor 4 Nos B4 B6 B10
24V   15V&,10V 1 1 2

3. EK 132 LV00 Tamping unit UP/DN 2 Nos B6

control
4. EK 2072 LV00 Front input 1 No. B4

5. EK 2038 LV00 Lining control 1 No. B10

6. EK 719 A00 D.C Motor Control for 1 No. B10

Lining chord follow up
7. EK 144 LV00 Hook and 3-stage lining & 1 No. B6
lifting control
8. EK 2041 LV00 Track lifting (Leveling 2 No. B6
control)
9. EK 2042 LV00 Pendulum control 1No. B6

10. EK 28 LV00 Multiplexer 1 No. B6

11. EK 290 LV00 Over-slew Control 1 No. B10

12. EK 502 P00 Programmer 1 No. B20

13. EK 552 P00 Time Delay 1 No. B20

14. EK 553 P00 Input/Output of Programmer 12 No. B20

15. EK 554 P00 QL-Relay 5 Nos. B10

16. EL-T 631.00 Intercom 1 No. B40

PCB’s used in Unimat - 3S

Sl. PCB Part No. Function Quantity Location

No Panel Box No
.
1. EK 813 SV 00 DC to DC Convertor 4 Nos B4, B6, B10
24V  15 V and  10V 1 2 1
2. EK 812 SV00 DC to DC Convertor 1 No. B20
24V +24V and + 12V

3. EK 2072 LV00 Front input 1 No. B4

4. EK 2173 LV00 Lining Inputs control 1 No. B10

5. EK 2140 LV00 Lining Output& Over Slew 1 No. B10

control
6. EK 2041 LV00 Track lifting 2 Nos. B6

7. EK 2042 LV00 Pendulum control 1 No. B6

8. EK 120 V00 Hook Control 1 No B6

9. EK 140 A00 Proportional squeezing 1 No. B6

10. EK 132 V02 Tamping Unit UP/DN 2 Nos. B6

control
11. EK 28 V02 Multiplexer 1 No. B6

12. EK 502 P00 Programmer PCB 1 No. B20

13. EK 552 P00 Time Delay 1 No. B20

14. EK 553 P00 Programmer Input/output 13 Nos. B20

15. EK 554 P00 QL-relay 5 Nos. B10

16. EL-T 631.00 Inter com. 1 No. B40
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-IX: Power Supply: Session-22: Need of Power supply, Types of

power supply, DC to DC Converter & Regulator

POWER SUPPLY PCBs:

Power supply source on machine are batteries . Battery give 12 volt output .By connecting
two batteries in series we get 24 volt .This 24v is used for starting of engine , to operate the
solenoids, to operate the relay, for programmer .These batteries are not capable to supply
voltage to all above circuit at same time for longer period . Battery get discharge in short
period .It need charging during working for that purpose alternators are provided in
machines.
Besides 24volt , ±15V, ±10V,+12V,+5V are also used .
±15V need for operational amplifier supply and calibration potentiometers in PCBs .
±10V is used for transducers and potentiometers in panel box .
+12V is used in programmer PCB .
+5V is used for digital display .
It is not possible to provide separate battery and it’ charging arrangement for each supply
voltage .

So 24 volt is converted to ±15V , +12v and +5v by DC to DC converters

.DC to DC converters which are used in machine are regulated power supply PCBs .

POWER SUPPLY PCBs USED IN DIFFERENT MACHINES

• PCB EK813SV :This PCB converts 24v to ±15v &±10v. This PCB is used in
Uno/Duo. CSM, Unimat2S/3S,09-3X machines.
• EK816SV :This PCB converts 24v to ±15v, ±10v &5v.This PCB is used only in 09-
3X machine.

• EK812SV :This PCB converts 24v to24v &12v.This is used in CSM/UNIMAT/09-

3X/DGS etc.

• EK851SV :This PCB converts 24v to 12v & 5v.This PCB is used in CSM.

• EK805SV : This PCB converts 24v to 5v.This PCB is used in 09-3X.

 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-IX: Power Supply: Session-23: Functional description of Power supply PCBs

EK813SV, EK816SV, EK851SV, Calibration, Testing & Troubleshooting

1. EK813SV: This PCB converts +24V DC to ±15V DC and ±10V DC. ± 15V is used
for operational amplifier supply and calibration potentiometers in PCBs . ±10V is
used for transducers and potentiometers .This PCB mainly consists of a power pack
which converts +24v to ± 15v .Then + 15v is converted to 10v by regulator Ic REF
01.Output of REF 01 Ic has less current capacity ie 15mA . So to increase this current
to 40 mA current booster circuit is used which has output of +10 v with current
capacity of 40mA. Output of REF 01 Ic is converted to --10v(40mA) by
inverter and current booster .This PCB consists of two adjustment potentiometers P1
and P2. P1is used to adjust +10v and P2 is used to adjust -10v.There are no
arrangement for adjustment of +15v and -15v .
Note --- As per plasser variation in output of EK813SV is permissible upto ± 150mv
.

24V 4db 2d +15V

EK813 SV
2z -15V
OD 6db

8db +10V(40 mA)

20db -10V(40 mA)

32dbz
OA

Nos of power supply PCB EK813SV used in CSM

In lining control circuit --- ------------------------1no
In leveling control circuit --------------------------1no
In front input circuit ---------------------------1no
In tamping unit and satellite control circuit ---- 1no
In work drive control circuit ---------------------- 1no
Total---------------------- 5nos

EK813SV used in CSM-3X ---2nos

EK813SV used in Duomatic----4 nos
EK813SV used in Unimate ----4nos
 2. EK 816 SV: This PCB converts +24V DC to ±15V, ±10V, and +5V. Difference
between EK 816 SV and EK 813 SV is that EK 816 SV has an additional output of
+ 5V for that two power pack are provided in this PCB one power pack converts
+24V to ±15V, other power pack converts +24V to +5V . This PCB also has same
circuit as in EK813SV.There are also two adjustment potentiometers P1 and P2 in this
PCB.P1 for +10v adjustment and P2 for -10v adjustment .There are no adjustment for
+15v and -15v.

There are four EK816 SV in CSM-3X.

(1) 20U15 → In Driving control circuit .

(2) 6U1 → In Leveling + pendulum control circuit .
(3) 10U3 → In Lining control circuit.
(4) 4U1 → In Front Input circuit

2db +15V To PCB for op Amp.

24v 4dbz supply
EK816SV 32dbz OA

2z, 18dbz -15V

8dbz +10V To Transducers &

OD 6dbz Potentiometers
20dbz -10V

16dbz +5V → To display

24dbz OD

EK 812 SV:This PCB converts + 24V dc to 24V & +12V. This PCB is used for programmer
in CSM, Unimat, & DGS. This circuit, supplies the power to Microprocessor at a constant
rate of 24V and 12V.The main supply of battery ranges between 24V to 27V, of DC.When
battery is fully charged its voltaged goes up to 27V. Also this battery is connected to
Alternator when RPM of alternator is 2000, then its output is 27V.But Microprocessor
requires + 24V DC at constant rate. The fluctuation in voltage can cause damage to
microprocessor IC and other IC’s also get affected, for the function of microprocessor +12V
is supplied for microprocessor/input/output circuit. This is also done by DC to DC
convertor.This circuit is different from EK813SV00 EK851SV00 etc.
Its drawings have not been supplied by the manufacturer.

+24V
4db 32db +24v

EK812 SV +12v
OD
12db,22db
EK 851 SV:
This PCB converts + 24V dc to +12 & +5V this PCB is used in CSM and unimate.
EK851SV00. This PCB is also DC-TO-DC converter to 12V and 5V. 12V is used for
Recorder circuit and 5V is used for digital display. The circuit design of this PCB is different
from EK 813SV00. When P type and N type layer is formed in a chip of semiconductor, they
form a barrier potential of 0.7v for Si and .3v for Ge. When an external power supply is
applied in forward bias then this chip of semiconductor (diode) conducts only when applied
voltage overcome this barier voltage. This barrier potential acts as a resistance to drop .7v
or.3v depending on semi conductor material. This draw back of PN junction is used to our
advantage, in the D.C. to D.C conversion. Because each crystal diode drops .7v (Si). So
adding a No. of diodes back to back we can drop the applied voltage to our required voltage.
This EK 851SV00 is designed on this principle. In put voltage is 24V DC to 27V DC.
IC’s 7812 &7805 are voltage Regulator (+Ve voltage regulator). These IC’s keeps the output
a constant rated voltage. The input for these IC’s 7812 &7805 is max.Volt of 1.5 x rated
voltage. Suppose IC No. is 7812,it means, that output of this IC is + 12V.Then input for this
IC shout not exceed 12 ×1.5 = 18V. This 18V.input for 7812. + 18V is achieved by
dropping the battery voltage by means of connecting back to back of silicon diodes.

EK 805 SV: This PCB converts +24V DC to +5V. This PCB is used in programmer circuit of
CSM-3X. There is only one EK 805SV used in CSM-3X .

4dbz
2dbz 26dbz-32dbz
24V
+5V
10dbz 16dbz-22dbz
12dbz
OD
EK 805 SV
(20U14)
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-IX: Power Supply: Session-24: Electronics Model Room for

demonstration, checking and calibration of PCB
EK813SV

There is a 24 position selector switch (18b4) provided along with digital display
(18g4). By selecting different position we can do different measurement.
Detail of different positions of selector switch are given below:

Position 1 →DISPL → To use display as volt meter.

With the help of this display we can measure upto ±15V. We can
check signals in
side the PCB using test prob.

Position 2 →Multiplex→ If we want to use multiplexer PCB EK28V to check output of

transducers, input and output of PCBs then selector
switch should be on 2nd position.

Position 3 →N51 (-15V)

Position 4 →N50 (+15V) Output of power supply PCB EK813SV of Position 5 →N53
(-10V) leveling circuit.
Position 6 →N52 (+10V)

Position 7 →D51 (-15V)

Position 8 →D50 (+15V) Output of power supply PCB EK813SV of
Position 9 →D53 (-10V) driving circuit.
Position 10 →D52 (+10V)

Position 11→ R51 (-15V)

Position 12 →R50 (+15V) Output of power supply PCB EK813SV of
Position 13 →R53 (-10V) lining circuit.
Position 14 →R52 (+10V)

Position 15 →P51 (-15V)

Position 16 →P50 (+15V) Output of power supply PCB EK813SV of Position 17
→P53 (-10V) Tamping control circuit.
Position 18 →P52 (+10V)

Position 19 to 24 → Spare
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-X: Programmer unit and Logic Plan. Session-25: Function and Description of
Programmer Unit, Description of different PCBs of Programmer Unit i.e. EK 501P,
EK553P

Programmer Unit :
Programmer Unit is the microprocessor based system
which is provided in 09-series machines & Unimat,
DGS for measuring the various electrical signals and
monitoring input and output of microprocessor.
• This unit controls functions of machines.
• This unit consists of Programmer PCB which has
Processor & Memory(EPROM). Program of
machine is stored in memory
• This PCB receives inputs X(yellow LED),when
inputs are same as in Program then outputs
command Q(Red LED) are generated to allow
the functions.

With the help of multi-check we can do-

(i) Monitoring of power supplies of different units.

(ii) Measuring analogue electrical signals coming from different transducers and PCBs.

(iii) Indication of all inputs and outputs of microprocessor in the form of coloured LEDs.

It consists of the following parts: 1. Logic controller or Programmer PCB :

This PCB consists of Processor & EPROM
(memory IC). Program of particular machine as per
functions is stored in EPROM, this program is
different for different machine i.e CSM, CSM-3X,
Unimat, DGS,
• Programmer PCBs used in different machines
CSM Unimat DGS CSM-3X
EK501P EK502P EK503P EK650P

This programmer is EK 501(CSM) P/EK 502P

(UNIMAT) or control unit in the machine which is
programmed as per machine functions. It receives
input signals and generates output signals as per
conditions of Input signal. It consists of mainly
microprocessor and EPROM.
 Input output PCB (I/0 PCB) EK553P:
EK553P PCB is Input-Output PCB.
X Q This PCB indicates Inputs & Outputs of
Processor. I/0 PCB has yellow LEDs
O O 0 with X mark which indicates input to
O O 1 Processor and red LED with Q mark
O O 2 which indicates output from Processor.
O O 3 Each PCB consists of 16 nos. of yellow
O O 4 & Red LEDs (0 to F).When any input
O O 5 goes to Processor from switch, pedal
O O 6 switch , relay ,sensor, limit switch,
O O 7 transistor then concerning yellow LED
O O 8 glows. When output comes from
O O 9 Processor then red LED glows.
O O A
O O B
O O C
O O D
O O E
O O F
SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-X: Programmer unit and Logic Plan. Session-26: Description of EK554P,

EK552P, Different Parts of Logic Plan

QL Relay PCB EK554P:-

O O The outputs of I/0 PCB EK553P are only
O O 0 capable to operate small loads i.e. transistors,
O O 1 LEDs. EK553P can not operate solenoids
O O 2 directly.To operate solenoid load relays(QL
O O 3 relay) are used which are provided on PCBs.
O O 4 These PCBs are called QL PCBs EK554P.
O O 5 Output of EK553P operates QL relay in
O O 6 EK554P and QL relay operates solenoids .
O O 7 Each PCB consists of 16 Nos. of load relays (0
O O 8 to F) and 8 fuses. Two relays are connected
O O 9 with one fuse. QL PCB also consists of yellow
O O A & red LEDs. In normal condition when relay is
O O B de-energized then red LED will glow, yellow
1. OQL PCB
O EK
C 554: LED remain off. When relay is energized then
O O D yellow LED will glow, red LED becomes OFF.
O O E If solenoid connections are open or no
O O F connection to QL relay then both yellow and
Q QI red LED will glow simultaneously.
O O O0
Time Delay PCB EK 552 P
O O O1 In the machine in different functions (tamping
O O O2 cycle) certain time delay is required which are
O O O3 provided by time delay PCB EK552P .
Time delay outputs are denoted by Q1 . This PCB
O O O4 has Eight nos of yellow & red LEDs.
O O O5 When time starts yellow LED glows, and when
O O O6 time is over then red LED glows. This PCB
consists of 8 nos of potentiometers by which time
O O O7 can be adjusted .
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-X: Programmer unit and Logic Plan. Session-27: Electronics Model Room
for demonstration, checking and testing of Programmer unit

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-X: Programmer unit and Logic Plan. Session-28: Reading of Logic Plan and
Input & Output of Programmer with the help of Logic
Plan

MEANING OF MARKS PRINT ON LOGIC PLAN:

X - INPUT TO MICROPROCESSOR ( YELLOW LED INDICATION)
Q - OUT PUT FROM MICROPROCESSOR (RED LED INDICATION)
Q1 -
TIME DELAY OUT PUT OF MICROPROCESSOR
QL - LOAD RELAY OUTPUT

٧ - OR

٨ - AND
__ - NOT ALLOWED

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-X: Programmer unit and Logic Plan. Session-29: Electronics Model Room
for demonstration of Logic Plan .
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XI: Multi-check/ Multiplexer PCB. Session-30: Description of Multi-check

PCB EK28V, Different measurements taken by Multi- check PCB.

MULTIPLEXER/Multicheck PCB EK28V:

This PCB is used to check, signals of transducers, potentiometers, inputs and outputs of
PCBs. This PCBs receives around 28 measuring signals. But this PCB is connected with only
one digital display (18g4). Each signal has it’s address by feeding address in this PCB we can
see that signal in digital voltmeter. For feeding address this PCB consists of three red switch
designated as 0, 1, 2. 1 and 2 switch have red LED indication. It also consists 16 small blue
switch with yellow LEDs designated as 0 to 9 and A to F.
Signals which are connected with multiplexer PCBs are designated by “F”
METHOD OF USE OF MULTIPLEXER PCB:
If we want to use the multiplexer PCB EK28V to check signal of transducer or PCB.
Multiposition selector switch (18b4) should be on 2nd position, display should be “ON”.

Suppose we want to check the signal of lining transducer which address is F01.

F 0 1
Station selection.
blue “1” switch
F indicates this is should be pressed
measuring Signal Pre selection
connected to “0” Red switch
Multiplexer PCB should be pressed.

(i) First press “0” red switch

(ii) Now press “1” blue switch.
Now signal of lining transducer will appear in digital voltmeter.

MULTICHECK ADDRESS OF DIFFERENT SIGNALS IN CSM

Measuring Point (Connected to multiplexer)

Pre-selection (Red switch 0,1,2,)

Station (Blue switch O to F)

F O I

For using multi check, keep selector switch in Panel No. 18 on 2nd position and then feed the
address of Transducer signal then signal will display on digital indicator.

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XI: Multi-check/ Multiplexer PCB. Session-31: Electronics Model

Room for demonstration of
Multi-check PCB.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XII: Tamping Unit Control Circuit UNO/DUO/ CSM/3X /Unimat

Session-32: Functional Description of Tamping Unit Control Circuit, Function and
Calibration of Depth Selector and Depth Transducer

Functions of tamping Unit Control Circuit :

 This circuit controls the UP/DN movement of tamping unit.
 It controls the lowering & lifting speed of tamping unit.
 It controls the target depth of tamping tools.
 It controls the squeezing time.
Tamping Unit Control PCBs in Different Machines
 In UNO/DUO/CSM :-EK 16 V 00.
 In UNIMAT2S/3S :-EK 132V00.
 In 09-3X :-EK 1AP700.
 In New Duo/MPT :-EK 176V00
DEPTH SELECTOR:Before tamping proper tamping depth should be selected. This depth
depends upon types of sleepers and rail. Tamping depth is fed in depth selector. Depth
selector converts depth to electrical signal at the rate of 25mv/m. This depth selector consists
of small PCB. There are three potentiometers in depth selector PCB.P1.P2 and P3. Signal of
depth selector can be checked at multicheck address F13.
DEPTH SELECTOR CALIBRATION: (1) Select Zero depth in depth selector i.e. all three
digit should be set to zero. Now select
multicheck address F13 in multiplex PCB and
keep selector switch in 2nd position Now
display should read OV. If it is showing some
value then adjust potentiometer P3 to get zero
volt.

(2) Now select 300 MM depth in depth selector

then. Output of selector will be –7.5V if it is
not6 showing –7.5V, then adjust P1.

(3) Now select 399m depth in depth selector output of depth selector in
display should be –9.975V if it is not, adjust potentiometer P2.

TAMPING DEPTH TRANSUDCER:Tamping depth transducer converts displacement of

taping unit to electrical signal at the rate of 19mv/mm. Output signal of this transducer will
be –ve if fork is above centre mark of the transducer and it will be +ve if fork is below centre
mark. Multicheck address of transducer is F14 (for LH side ) and F15 (for RH side ). By
using these address we can check output of LH or RH transducer.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XII: Tamping Unit Control Circuit UNO/DUO/ CSM/09-3X

/Unimat2S&3S
Session-33: Different Positions of Tamping Unit & their Description, Current of
Proportional valve

Different Positions of Tamping Unit :-

uppercut-off position tamping unit stops in

this position after tamping(P9)

Upper position, forwar drive start,green LED

glows, Re6 operates, X13(L), X14(R), P11
center position of tranducer

middle position, lifting and lining start, yellow

LED glows,Re3 operates X15(L), X16(R), P4

lower position 30mm before target depth,

squeezing starts, Red LED glows,Re4
operates X17(L), X18(R), P10

1.Upper Working Position:

The upper break point should be set at approximately 40mm before the upper working
position (120mm above the zero point), which and be adjusted by P11 if necessary. At
this point, the comparator OP5B switches from high to low illuminating the green LED
and energizing relay Re6.

2. Middle Position:
When the tamping banks reaches approximately 100mm below the zero point, the
comparator OP10 switches from high to 1cw, energizing relay Re3 and illuminating the
yellow L.E.D. contact Re3/2 closes, connecting an earth to input x15 (x16 for the r.h.s.)
which can be used to initiate lift and lining.
The point where Re3 energizes can be adjusted by P4, which allows adjustment of ±
260mm about the zero point.

3. Lower Position:
When the tamping banks reach approximately 30mm before the lower position (top of
tamping tools 15mm below sleeper), the comparator OP5A switches from low to high
illuminating the red L.E.D. and energizing relay Re4. This point can be adjusted by P10.
Contact Re4/2 closes connecting an earth to input x17 (x18 for the r.h.s.) This input is
used for automatic squeeze.
Current of Proportional Valve:
To monitor the current drawn by the tamping bank solenoids, there is a gauge fitted with a
switch on box 18. By turning the switch 18b3 to position 1, the left hand tamping bank
solenoid current is displayed on gauge 18g3. By turning the switch to position 2 the right
hand side in monitored position 3 monitors the, satellite proportional current.
by turning switch 18b3 to position 1 or 2, connects the gauge to terminal 10bof 10u6 or 10u7;
the other side of the gauge connects to earth. This places the gauge across a 1 ohm resistor
(R76) which is measured by the gauge 18g3 which is a voltmeter. Therefore with 750 mA
following through the resistor, there will be a volt drop of 750 mV across if which is
displayed as a percentage on the gauge 18g3, i.e. 750 mV = 750 mA = 100%.

Current of Proportional Valve in Different Machines

Machines Lowering Current Lifting Current Basic Current
Duomatic/WST/CSM 650mA 600mA 250mA
Uno/Unimat/09-3X/MPT 600mA 550mA 250mA
Calibration Potentiometer P7 P12 P8
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XII: Tamping Unit Control Circuit UNO/DUO/ CSM/09-3X

/Unimat2S&3S
Session-34: Functional Description of Tamping Unit control PCBs EK16V, EK132V

TAMPING UNIT (PROPORTIONAL) CONTROL CIRCUIT OF CSM

PRINTED CIRCUIT BOARDS:
10u5 - power supply board - EK 813 SV 002
10u6 - proportional control 1.h.s. - EK 16V-00 (02)
10u7 - Proportional control r.h.s. - EK-16V-00 (02)
TRANSDUCERS:
1f14 - Depth transducer 1.h.s.
1f15 - Depth transducer r.h.s.
Switches:
1x10 Tamping bank lowering pedal.
1x11 Working drive pedal
2x19 Tamping system ON
2x1A Penetration assist OFF
2x27 Auto cycle 1 x position.
2x28 Auto cycle 2 x position.
2b43 Both tamping units manual lift.
51x1D Only left hand tamping unit.
51x1E Only right hand handing unit.
FUNCTIONAL DESCRIPTION OF TAMPING UNIT CONTROL PCBS EK16V/ EK132V
The control of the tamping unit with proportional valves should result in:
a) a smooth start of lifting and lowering and
b) an accurate and smooth positioning at the pre-selected top and bottom end position.
1. Description of the Proportional Valve:The valve is variable between approx. 250-750
mA. 750 mA means a full deflection, at approx. 250 mA the valve main piston moves to
the overlapping zone and the flow becomes zero.
2. Zero Adjustment: For the basic adjustment a preset current is set with the
potentiometer “P8” which deflects the valve over the overlapping zone a little (approx.
250 mA). With the instruction “tamping and lowering” this full current is immediately
available. The returning of the proportional valve to zero (approx. 250 mA)
always takes place immediately from any position of the piston when the pre-selected
theoretical value is achieved.
3. Tamping Unit Lowering: The “theoretical value – tamping depth” is selected with
a preset-potentiometer (2f13). A voltage is applied at connection “8b” which
corresponds with the required depth. This voltage is also available at output “28z” for a
digital instrument.The tamping depth is specified in “mm” below DRL. The zero point
is located approx. 1mm below DRL.The signal of the “actual value of the tamping
depth transducer” is adjusted with potentiometer “P13” in such a way, that at the output
of the amplifier “OP1B(10)” the same voltage (reversed polarity) as at the operational
amplifier “OP2B(10)” depth preset (theoretical value) is apparent if the pre-selected
depth is reached. 10V represents generally “425mm”. The relays Re1, Re2 and Re3 on
the printed circuit are always energized if the instruction “tamping unit lowering” (Q11)
is received. Because the relay “Re5” is now energized, the theoretical pre-selected
depth value is applied to the input of the “OP3B” via “OP2B(10)”. Because the tamping
unit and therefore the signal “actual value” of the depth transducer corresponds with the
top position, a different signal is available at the input of the “OP3B” (R32, R34).This
difference signal is transferred to “OP4B” and amplified according to the resistor
wiring. By bridging the resistor “R40” the amplification can be changed to the second
stage by an external activation (Connection “8d”).(First stage, short of the braking
reduction of approx. 110mm before 0)
 (Second stage, short of the braking reduction of approx. 80 mm before 0)
Therefore a voltage of approx. “-14V” (full deflection) is available at “OP4B(10)”, if
the instruction “tamping unit lowering” Q11 is received, which drops linear to zero if it
approximates the pre-selected depth.
Ramping in:If the proportional valve is de-energized (limit is reached or exceeded) the
OP-amplifier “OP6A(12)” is at + 13V. Therefore the amplifier OP7B(10) is at +12V.
Together with the instruction “tamping unit lowering” the OP6A(12) is swept back to
approx. -14V. Via OP7A acting as a time delay, (time adjustment with P3) there is still a
positive voltage (+12V) available at OP7B(10) which is counteracting to the “tamping
unit lowering voltage” (-14V) at OP4B(10). Therefore there is no voltage available at the
output of OP8A(12) if the instruction “tamping unit lowering” is given… Via OP7A
delayed, the counteracting voltage at OP7B is gradually reduced to zero.
In the same way the signal at OP8A(12) is increasing (start of the ramp)
As the preset pre-conduction current, which is adjusted by P8 has already pulled the
valve out of the overlapping zone, and increases the deflection of OP8B via the shorting
ramp OP8A to maximum.The deflection voltage is converted into a corresponding
current via the OP8B(10) and the transistor T1.For this, the current measuring resistor
R76 is used. Because this resistor has 1 OHM, the measured voltage corresponds
accurately with the according current 0,75V = 0,75A = 750 mA.
Via the relay contact Re2 (energized when “lowering”) the current output signal is
supplied to the corresponding solenoid valve via the output 28d, tamping banks down.
4. “Tamping Unit Lowering” Cut Off:Approaching the pre-selected theoretical depth
value, the voltage at OP4B(10) is decreasing gradually and reaches “zero” if the
theoretical value and the actual value are balanced. Exactly at zero the OP6A(12)
sweeps to positive.
5. Tamping Unit Lifting: The procedure when “Lifting” is analogue to the procedure
when “Lowering”. Instead of the externally adjustable theoretical value (input 6b), a
fixed top end theoretical value is preset with the potentiometer P9 at the operational
amplifier OP3A(12). At the end of the instruction “Lowering” (=”lifting” start) the relay
Re5 releases again and transfers the theoretical value for “lifting” to the input of OP3B.
Again, the resulting difference voltage to the actual value is amplified at OP4A and in
the same way as with lowering transferred to transistor T1. Also the starting ramp is
released again.
But now the proportional valve “lifting” is supplied via the released relay Re2 and
connection 28b. The diodes D16 and D17 are damping the peak voltages which occur
when the proportional valve is deenergized.
6. General Notes: The signal at the output of the OP8(12) is transferred via P7 when
lowering, but when lifting via P12. Therefore the maximum deflection during lifting
and lowering can be specified individually and individually adjusted.
Also, by bridging the resistor Re64 during lowering, a second maximum speed can be
selected with switch “2b41”.The amplification (specification of the start in the
decreasing of the speed near the end position) is specified separately by the resistor
wiring of the OP4A or OP4B respectively. (B = lowering, A= lifting)
The adjusting sequence of the starting ramp (integration circuit OP7A) is already
carried out in a basic adjustment in the E-workshop, but is also described on the
corresponding functional diagram. For this adjustment the toggle switch b1 is required.
The ramp at the start of “lifting” or “lowering” is preset generally to “200ms” with the
potentiometer P3, but it can be adapted to the individual circumstances at any time on
the machine. The lifting and lowering of the tamping units should take place smoothly.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XII: Tamping Unit Control Circuit UNO/DUO/ CSM/09-3X

/Unimat2S&3S
Session-35: Functional Description of Tamping Unit Control PCBs EK1AP7/EK176V,

TAMPING UNIT CONTROL CIRCUIT OF 09-3X:CSM-3X can tamp 3-sleeper at a

time. CSM-3X is equipped with four tamping units. Two for LH side, two for RH side
Movement of tamping unit is controlled through electronic PCB and proportional valve for
smooth lowering and lifting of tamping unit and to achieve required target depth . PCB
EK1AP7 is provided for each tamping unit. It’s mean there are four tamping unit control PCB
EK1AP7 and four tamping depth transducer . But there is only one target depth selector
which provide target depth to each PCB.Each tamping unit consists of 12 tamping tools so
there are 48 Tamping tools in this machine. Tamping unit is mounted in satellite unit .In
working mode the machine move continuously whereas satellite unit move in cyclic manner
by way of hydraulic travel mechanism of the satellite frame axle bogie. Tamping can be
done either fully automatic , semiautomatic or through an operator .When working in curves
the tamping units are automatically centred over the rails .
Although there are 4 tamping unit which can tamp. 3-sleepers at a time but we can
also tamp one sleeper at a time by stopping movement of two tamping units .There is also a
selection for tamping cycle 1X , 2X and 3X(triple tamping in one cycle) .

PCB USED IN TAMPING UNIT CONTROL CIRCUIT.

Tamping unit control PCB - EK1AP7 - 4 nos (6u8 to 6u11)

Squeezing Pressure control PCB - EK 140V - 1no (10u12)

Power Supply PCB - EK 813 SV – 1no (6u12)

TAMPING DEPTH TRANSDUCER: Tamping depth transducer converts displacement of

tamping unit to electrical signal at the rate of 11.5mv/mm. This signal will be –ve if tamping
unit is above centre position and +ve if tamping unit is below centre position of this
transducer . When tamping unit is lock the output of tamping depth transducer at
multicheck address should be –4 v.

There are four tamping depth transducers one for each tamping Unit.

(i) For LH front tamping unit – 1f14 - Multicheck address F14

(ii) For LH rear tamping unit – 1f15 - Multicheck address F15
(iii)For RH front tamping unit – 1f16 - Multicheck address F16
(iv) For RH rear tamping unit – 1f17 - Multicheck address F17
.
TAMPING DEPTH SELECTOR : 2 f 10
Prior to work target tamping depth is selected which depend on rail height and
sleeper height . This target depth is fed in depth selector which converts it to electrical signal
at the rate of 25mv/mm(-ve).
Multicheck address of depth selector is F13 where we can check output of depth
selector.
PROPORTIONAL VALVE :There are four tamping unit in CSM-3X .One protional valve
is used for one tamping unit UP and Down control. So there are four proportional valves used
for tamping unit movement . One proportional valve is used for squeezing .
TAMPING UNIT CONTROL PCB IN CS-3X: In CSM-3X for tamping depth control
PCB EK 1AP7 is provided. Since there are four tamping units in CSM-3X so for each
tamping unit separate PCB and transducer is provided This PCB has different circuit from
PCB EK16V(CSM) and EK132V(Unimat).
This PCB is used for smooth lowering and lifting of tamping units and to achieve
desired target depth of tamping tools . When target depth is selected and tamping unit is
lowered then top of tool blade should go 10-12mm below bottom of PRC sleeper .
Tamping Unit control PCB EK 1AP7 – 4 Nos. (6u8 to 6 u 11)
6u8 – LH Front 6u 9- LH Rear
6u 10- RH Front 6 u 11- RH Rear
FUNCTIONAL DESCRIPTION OF TAMPING UNIT CONTROL PCB EK 1AP7:
This PCB consists of different circuit s which are explain below.
INPUTS TO PCB:-
Tamping depth transducer:This PCB receive signal from tamping depth transducer at 6d
terminal at the rate of 11.5mv/mm. This signal will be –ve if tamping unit is above zero
position and +ve if tamping unit is below centre position. This signal goes to operational
amplifier OP1-A (3) via resistance R1. OP1-A is a buffer, output of OPIA (1) will be same as
input. Output of OPI-A(1) is going to OPI-B(6) via R3. OP1-B is the inverting amplifier with
gain 2. It will amplify input signal two time. So out put of OP1-B(7) will be at the rate of
23mv/mm.
Output of OP1-B(7) is going to OP1-C (10), which is buffer so output will be same as
input. Output of OP1-C(8) is going to OP1-D(13) via R7. OP1-D is inverting amplifier with
gain one OP1-D only inverts the polarity of input signal .Output of OP1-D(14) is applied to
OP2-A(2) via R10. OP2-A is inverting amplifier which amplify the input signal at the rate of
25 mv/mm. P13 is used to adjust the gain of this amplifier by which we can adjust output of
this amplifier at the rate of 25mv/mm. This is the main input amplifier which gain is adjusted
to get target depth of tamping tools. P1 is for zero adjustment by which we can adjust zero
depth position. So output of OP2-A(1) will be at the rate of 25mv/mm, +ve if tamping unit is
above zero position of transducer and –ve if tamping unit is below zero position .Output of
OP2A(1) is going to different position circuits and to lowering and lifting control circuit of
tamping unit. This output is also connected to 6z for display of depth of tamping unit.
Depth selector: Depth selector converts selected depth to electrical signal at the rate of
25mv/mm(-ve).Output of depth selector is applied at 6b terminal of EK 1AP7. From 6b
terminal this signal goes to Op3-A via potentiometer P21 and resistance R34 .OP3-A is the
inverting amplifier with gain one, gain is adjusted by P21. If 300mm depth is selected in
depth selector then Output of depth selector will be – 7.5V which will apply at 6b. Then
output of OP3 -A (1) should be + 7.5V if it is not then it should be adjusted by P21. Output
of OP3-A goes to adder OP3-D via resistance R36, relay contact 8&4 of Re8 and resistance
R40.Relay Re8 operates during lowering of tamping unit.
THREE POSITIONS OF TAMPING UNIT:During lowering of tamping unit PCB sense
three position of it.These three positions are explain below .

Upper working position : After tamping when tamping unit move upwards then it stops at
upper working position .There are two upper working position in CSM-3X .Psition-1 and
position –2 which are selected by toggle switch .Position –1 is set at 150mm and position-2
is set at 80 mm above zero position of transducer . In PCB OP3-B is used for upper working
position.OP3-B is the inverting amplifier . Output of this amplifier is set to -3.75v for
position-1 by potentiometer P22 . –3.75v is equivalent of 150mm at the rate of 25mv/mm.
Output of this amplifier is set to –2v for position-2 by potentiometer P23. –2v is equivalent
of 80 mm at the rate of 25mv/mm .Normally P22 is connected to OP3-B through contact
10 &7 of relay Re9 .When toggle switch is shifted to position –2 then microprocessor
generate output Q11F which ground the 24d terminal thus Re9 operates ,now contact 7
connects to 12 there for P23 is connected to OP3-B. Output of this amplifier is applied to
adder OP3-D via resistance R37 ,contact 6&4 of relay Re8 and resistanceR40.

Upper position indication :Although tamping unit stops at upper working position but PCB
sense upper position at 60mm above centre position of transducer .In this position PCB give
input to microprocessor for upper position which means that tamping unit has reach in upper
position now next tamping cycle should start. A green LED glows in this position in PCB
EK1AP7 . This circuit consists of OP2-D, transistor TA-2 and green LED.OP2-D is a
comparater
Summing(adder) amplifier :Operational amplifier OP3-D is summing amplifier .During
lowering of tamping unit it add signal of tamping depth transducer and signal of depth
selector. During lifting of tamping it add signal of transducer and output of OP3-B for upper
working position .This is the inverting adder. Output of this adder is going to OP5-D which
is the non– inverting amplifier .Gain of this amplifier is adjusted by P18 for lowering speed
and gain is adjusted by P19 for lifting speed . Selection of these potentiometers is done by
Re8 which operate during lowering of tamping unit in this case P18 will be connected to
OP5-D through 9 &13 contact. During lifting of tamping unit Re8 will off then P19 is
connected to OP5-D through 11 &13 contact .
There is five speed selection provided by selector switch on panel B2 .This switch is
connected to different resistance(PCB EL-T6109 2u5) by selecting these resistance which
are connected to 8d terminal of this PCB we are changing the gain of OP5-D . When
tamping unit is lowered then Output of OP5-D will go to ramp circuit (OP4-A,OP4- B and
OP4-C) through 12 &7 contact of Relay Re5 which operate during lowering . During lifting
of tamping unit output of OP5-D goes to ramp circuit through OP3-C and contact 4 &8 of
relay Re4 which operate during lifting of tamping unit .OP3-C is the inverting amplifier with
gain one .
Electrical ramp circuit :For smooth lowering and lifting of tamping unit an electrical ramp
generator circuit is provided in this PCB which generate electrical ramp of 200ms in starting
of lowering and lifting of tamping unit .In PCB OP4-A ,OP4-B and OP4-C form the ramp
circuit .OP4-B is the integrator circuit which has capacitor K14 and two zenor diode ZD1 and
ZD2 in feedback. Charging and discharging of K14 form the electrical ramp .Zenor diode
ZD1 and ZD2 limit the output of OP4-B(7) to ±10.6v .When tamping unit is in upper
working position before starting of lowering of tamping unit , output of OP4-A(1) will be
+Vsat(+14v). Integrater OP4-B will be charge it’s output voltage will be –10.6v and output
voltage of OP4-C(8) will be + 12.2V(set by P5).
When tamping unit lowering command is given by microprocessor then relay Re1,Re3 ,Re5,
Re7 and Re8 operate which set lowering circuit in PCB .When PCB receive lowering
command then output of OP5-D will be –14v which is available at input of OP4-D(13) and
counteracts with the output voltage of OP4-C(8) which is +12.2V. Output of OP4-D (14) is
set to zero volt with help of P6 initially when lowering command is given .Therefore initially
no voltage is available at the output of OP5-A(1) and OP5-B(7) to operate the transistor
T1.Same time output of OP4-A (1) is reversed to –Vsat(-14v) there for integratorOP4-B
start discharging(time is set

by P3) and output of OP4-C (+12.2 v) start reducing gradually and output of OP4-D(14)
start increasing in same manner . When 12.2v become zero volt then output of OP4-D(14)
will be +14v . Reducing time of +12.2 v to 0v is called the ramp which time is set by P3.
Output voltage of OP4-D(14) is applied to OP5-B via OP5-A(Inv. Amplifier) and contact
4&8 of Re7 ,R58,R60 and P7.Voltage to OP5-B(6) is converted to appropriate current via
transistor by means of current measuring resistor R68. Sice this resistor has a value of 1 Ω
,the voltage measured across it will be equal to current . .75v =.75A =750 mA.

The current output signal is then fed to proportional valve for lowering via relay contact 13
&9 of Re3 , and to proportional for lifting via relay contact 9 & 13 of Re2 during lifting of
tamping unit .
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XII: Tamping Unit Control Circuit UNO/DUO/ CSM/09-3X
/Unimat2S&3S
Session-36: Calibration, Testing and Troubleshooting

Calibration/Adjustment Potentiometers in PCB EK16V & EK132V

P1 → Zero depth Adjustment
P4 → Middle position adjustment
P7 → Lowering speed adjustment (Max. lowering current adjustment)
P8 → Basic current adjustment (33% = 250mA)
P9 → Upper cut off point adjustment
P10→ Lower position adjustment
P11→ Upper position adjustment
P12→ Max lifting current adjustment (Lifting speed adjustment)
P13→ Target depth adjustment
Note: P3, P5, P6 potentiometers are used in ramp generator circuit to adjust the ramp.
These potentiometers should not be adjusted at site.

Adjustment Potentiometers in PCB EK1AP7 /EK176V

P1 - Zero depth adjustment potentiometer .
P4 - Middle position adjustment (Starting of lifting and lining).
P7 – Maximum current(600mA) adjustment of proportional valve for lowering (Lowering
speed adjustment of tamping unit) .
P8 – Minimum current (250mA) adjustment of proportional valve for lowering of tamping
unit.
P10 –Lower position adjustment (starting of Squeezing ).
P11 – Upper position indication adjustment .
P12 - Maximum current(550mA) adjustment of proportional valve for lifting(Lifting speed
adjustment of tamping unit) .
P13 – Target depth adjustment .
P17 - Minimum current (250mA) adjustment of proportional valve for lifting of tamping
unit.
P18 – Amplification for tamping unit lowering .
P19 – Amplification for tamping unit lifting .
P21 –Target depth value adjustment .
P22 – Tamping unit upper working position –1 (150mm) adjustment .
P23 - Tamping unit upper working position –2 (80mm) adjustment .

Calibration Procedure Of tamping Unit Circuit of CSM :

For calibration of tamping depth control circuit PCB EK16V. Bring machine on good
track. Put machine in working mode i.e. apply Hyd. Pressure, switch on working system.
- Lower the Tamping Unit, and release hydraulic pressure let the Tamping Unit remain
in lower position.
- Release the fork of transducer from Tamping Unit.
NOTE: This procedure refers to calibration of the RH Tamping Unit, for LH Tamping Unit

same procedure should be adopted.

Basic Current Adjustment:

This current of proportional valve is set at 33% of
full scale deflection current i.e. 250mA.

Select 200 mm depth in depth selector select the

proportional valve current indicator for RH side
tamping unit

Keep the Taping Unit lowering pedal press

Move fork of Transducer top to down side and

watch the deflection of pointer of current
indicator. Pointer of proportional current
indicator will ove fro Max. to Min. This pointer
should drop suddenly at 33% of full scale
deflection i.e. 250mA.

If pointer of current indicator is a not dropping

suddenly at 33% then adjust P8 in EK 16V.
- .

Maximum Taping Unit Lowering Current (Lowering Speed Adjustment:

Maximum current of Proportional valve for Tamping Unit Lowering is set at 67mA or 90%
of full scale deflection current.

- Select depth 300mm in depth selector.

- Set toggle switch (High speed) to

position.2.

- Keep fork of Tamping depth Transducer

fully up.

- Keep lowering pedal press. And watch

deflection of current indicator.

- Pointer of current indicator should be at

90% of full deflection.

- If pointer of current indicator is not at

90% then bring pointer at 90% (67mA)
by adjusting potentiometer P7 in PCB
EK 16V.

- Release Tamping Unit pedal.

- Shift toggle switch to position-I

Maximum Tamping Unit Lifting Current (Lifting Speed) Adjustment:

- Maximum current of proportional valve

for Tamping Unit lifting is set at
600mAor 80% of full scale deflection
current.

- Tamping pedal should be released (not

pressed)

- Keep fork fully down. Watch deflection

of current indicator.

- Pointer of current indicator should be at

80% (600mA) of full scale deflection.

- If pointer of current indicator is not at

80% (600mA) then adjust P12 in PCB
EK16 to bring pointer at 80% of scale.

Zero Depth Adjustment:For zero depth adjustment, attach fork with tamping unit. Apply
hydraulic pressure. Select zero depth in selector. Press tamping unit lowering pedal, lower the
tamping unit and measure the tool depth. Top of tool blade should go 10mm to 12mm below
rail head as shown in fig. If tool blade is not going at such depth then adjust potentiometer P1
to get 10mm to 12 mm depth. Adjust P1 anticlockwise if tools are too high and clockwise if
tools are too low. Repeat this procedure until proper zero depth is achieved.
Target Depth Adjustment:Before tamping, target depth should be Selected. It depends upon
type of sleeper and rail. Total depth is calculated by adding rail height, sleeper height and
rubber packing. Suppose 60kg. Rail is used where machine is placed for calibration. Total
target depth will be 392mm {rail height (176mm)+sleeper height (210mm)+rubber packing
(6mm)}.

Select 392mm depth in depth selector.

Remove the ballast from sides of sleeper up to bottom.

Lower the tamping Unit by pressing the tamping pedal. Keep it press.

Measure the tool depth below bottom of sleeper. Top of tool blade should go 10mm to 12mm
below sleeper bottom as shown in figure. If tool blade is not going at such depth then release
the tamping pedal. Adjust potentiometer P13 in PCB EK 16V clockwise if tool blade is too
high and adjust P13 anticlockwise if tool blade is too low from sleeper bottom. Again press
the tamping pedal and measure the tool depth, repeat this procedure until proper depth is
achieved.
Upper Position “Cut Off” Point Adjustment:

Upper “Cut Off” point is set 100mm above

centre position. After Tamping when Tamping
Unit comes up it should stop 100mm above
centre position of Transducer.

- Mark 100mm above centre position of

transducer.

o Press the tamping unit Lowering pedal,

lower the tamping unit, when tamping
unit Comes up after taping cycle fork
should stop at 100mm mark.

o If fork does not stop at 100mm mark

then adjust potentiometer P9 in EK16V.
Upper Position Indication Adjustment:Although upper “Cut Off” point is set 100mm
above centre position, but PCB EK16V senses upper position of Tamping Unit 60mm above
centre position. In this position green LED glows in PCB EK 16V. For calibration of upper
position indication, mark 60mm above centre mark of transducer. Release fork from
transducer.

- Pedal should be released.

- Move fork of transducer fro centre

position to up side when fork reach at
60mm, green LED in PCB EK16V
should glow. If it is glowing before or
after 60mm then adjust it by
potentiometer P11 in PCB Ek16V.

Middle Position Adjustment:This position is set 100mm below centre position. In the
position yellow LED glows in PCB EK16V and microprocessor allow lifting and lining. For
calibration of this position mark 100mm below centre of transducer.
- Select 300mm depth in depth selector.
- Tamping pedal should be released.
- Move fork of transducer centre position
to
down side as fork reach at 100mm below
centre position then yellow LED should
glow in PCB EK 16V.
 - If yellow LED is glowing before

or after 100mm centre position then

adjust potentiometer P4 in PCB EK16V.

Lower Position Adjustment:This position is set 30mm before target depth. In this position

Red LED glows in PCB EK16V and Microprocessor allows squeezing in this position.

- For calibration of this position select

390mm depth in depth selector and mark
360mm on transducer below centre
position.
- Tamping pedal should be released.

- Move fork of transducer fro centre position to down side as

fork reach at 360mm, red LED should glow in PCB EK 16V,
if Red LED glows before or after 360mm then adjust P10 in
PCB EK 16 to glow Red LED at 360mm.

After doing above calibration fix fork of Transducer with Tamping Unit.

Calibration of Depth Display:There is a depth display in panel No. 19 in which we can see
the depth achieved by Tamping Unit. This display consists of five position selector switch.
Selecting 3rd position depth of left hand tamping unit can be seen and on 4th position depth of
RH Tamping Unit can be seen.
Selector switch PCB consists of adjustment potentiometer by which we can adjust the display
to indicate proper depth.
Adjustment of Depth Display at Zero Depth: For calibration of depth display, Apply
hydraulic pressure, select zero depth in depth selector.
- Select 4th position of depth display (for RH tamping unit).
- Lower the tamping unit by pressing the tamping pedal.
- Watch the depth display.
- Display should show zero depth. If it is showing some value then adjust P7 (in
depth selector PCB) for RH tamping unit.
- For calibration of depth display for LH tamping unit potentiometer P8 should be
adjusted in same PCB.
Adjustment of Depth Display at Target Depth: Select 300mm depth in depth selector.
Lower the tamping unit by pressing the tamping pedal and watch display. It should show
300mm. If depth display is not showing 300mm then adjust potentiometer P2 (For RH
tamping unit) in depth selector PCB. Potentiometer P3 should be adjusted in same PCB for
LH tamping unit.

- Release the Tamping pedal.

After Calibration:

After calibration of RH tamping unit, movement of both tamping unit should be checked
during tamping (lowering and lifting of both tamping unit simultaneously). Since there
are separate circuit for each tamping unit so it is very difficult that both tamping unit will
behave in same manner. So we try to synchronize lowering and lifting movement of
both tamping unit as near as possible.
TROUBLE SHOOTING FLOW CHART OF TAMPING UNIT CONTROL CIRCUIT
OF CSM.

In starting when tamping cycle 1X is selected and pressing tamping pedal both tamping unit are not
going down.

Check lowering command of tamping unit Q10 for (LH) and Q11for (RH) in programmer coming
or not when pressing pedal.

Q10 and Q11 are not coming.

Q 10 and Q11 are coming

Check hydraulic system pressure. Check circuit breaker (18e3) of tamping

unit circuit .check 24v. check power
supply pcb EK813SV it’s voltage ±15v
and ±10v . If output voltage are not
coming then check fuse in this pcb
Select proportional valve current indicator in replace if blown . if fuse is ok , out put
panel B18 for LH or RH side and press the voltage are not coming then replace this
pedal if there is no deflection in current PCB .
indicator then check fuse 2A in EK16V
replace it if blown . If fuse is ok then check
relay Re-1, Re-2 & Re-5 and replace one by
one. Relay Re 2 should be replaced first. Check X19 should come in programmer
it is tamping system “ON” input .If
switch 2X19 is ON but X19 is not
coming then this switch may be defective
replace it switch.
Check voltage +24V at coupler of proportional
valve. If there is no +24V on proportional
valve then check resistance 7r3 (LH) and 7r4
for RH side. Check coupler of transducer and
slipping of wire replace if broken and
calibrate the transducer.

If +24V is coming on proportional valve now

operate proportional valve manually then T Check 2kΩ resistance in transducer
/Unit should go down if it is not going down then replace it if defective .
prop. Valve is defective repair or replace it.

Check X10 while pressing the pedal,

if X10 is not coming then check
pedal switch replace if defective.
Transistor(BDW 63) in PCB may be defective If
this transistor is in spare replace it other wise
replace PCB EK16V.

B
B

Check X3E should not come in programmer.

It is lining without tamping switch . 2X3E should
not “ON”
Check X5A and X5B should not come.These are
Tamping Unit lock indication if coming then check
limit switch of tamping unit lock , these should be
repaired/replaced.

Check X13 for LH side and X14 for RH side coming

or not these are upper position indication, if not
coming then calibrate upper position in PCB EK16V
by potentiometer P11.If no effect of calibration then
replace relay Re6 in same PCB

Check X22 should not come in programmer.

This is the satellite rear position indication, if it
is coming even satellite in front position then
repair or replace rear position limit switch.

Check X1B, this is satellite middle position

indication .If it is not coming then calibrate it at
340mm by potentiometer P4 in EK24V. If noeffect
of calibration then replace relay Re3 in same PCB

If Q10 and Q11 are still not coming then see Logic
plan in detail and check all condition of lowering
of tamping unit.
 During Tamping , Tamping Unit remain in lower position.

Check QOD in programmer , this is tamping cycle complete out put .

NO Is YES
QOD
Coming

Check supply +24v, circuit breaker 18e3 Operate proportional valve

output voltage of EK813SV ±15V and manually if tamping unit is not
±10V . If output voltage of this PCB are going Up then check piston rod
not coming then check fuse in PCB may broken, Proportional valve
replace if it is blown. If it is ok Replace may defective.
PCB EK813SV .

Check chord wire slipped or broken replace

it if broken or slipped. If tamping unit is going up manually
, Check fuse (2A) in EK16V.
Replace if it is blown check +24V
Check X 17 & X18 in programmer, these are on proportional valve if there is no
lower position indication . If not coming +24V on proportional valve then
check , you are working on hard bed check resistance 7r3(LH) and 7r4
tamping tools are not going at target depth (RH) , if it is defective replace it.
and tamping cycle is not complete.

If it is not hard bed and lower position

indication X17for LH side or X18 for RH are
not coming then calibrate lower position by
potentiometer P10. If no effect of calibration Check relay Re1, Re2 & Re5 , replace
then replace relay Re4 in EK16V them one by one. Re2 should be replaced
first

Check Q69 in programmer it is squeezing

time complete output. If not coming then
Still tamping unit is in lower position then
squeezing time selector or squeezing time
PCB may be defective replace it. replace PCB EK 16V.

If QOD still is not coming then see logic plan

in detail for other conditions of tamping
cycle complete.
 No squeezing during tamping.

Check Q01 is coming or not. When tamping

reach in lower position

NO Is YES
QO1
coming

Check you are working on hard

bed. Tamping tool are not going at
target depth there for X 17 and Check QL 22 relay and fuse for small Sq. LH side.
X 18 are not coming. Check QL 23 relay and fuse for small Sq. RH side
Check QL 5C relay and fuse for Big Sq. LH side
Check QL 5D relay and fuse for Big Sq. RH side

If there is no hard bed still X 17 or X

18 is not coming then calibrate lower
position by P4 , X 17 or X 18 should
come 30 mm before target depth. If
no effect of adjustment then replace
relay Re4.

FAULT CAUSES REMIDIAL SECTION

Tamping tools are not going Calibration out. Calibrate depth transducer
at proper depth. calibrate PCB EK16V for
zero depth by P1 and for
target depth by P13.

Lowering speed slow Check current of proportional Calibrate lowering current of

valve for lowering, it should proportional valve by P7 in
be 650mA. PCB EK16V.

Slow lifting speed. Check current of proportional Calibrate lifting current of

valve for lifting, it should be proportional valve by P12 in
600mA. PCB EK 16V.

Session-37: Electronics Model Room for demonstration, testing and calibration of Tamping
unit PCB
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XIII: Lining Control Circuit, UNO/DUO/ CSM/3X /Unimat

Session-38: Functional Description of Lining Control Circuit and Input Potentiometer (Slew
& Versine)

LINING CONTROL PCBs OF DIFFERENT MACHINES

PCBs which are used in lining control circuit in different machines are given below:

CSM: UNIMATE 2S:

Lining PCB - EK 349 LV Lining PCB - EK 2038 LV
Front Input PCB - EK 345 LV Over slew - EK 290 LV
Over slew PCB - EK 290 LV Front input - EK 2072LV
Power supply PCB - EK 813 SV 3-stage Lining - EK 144V
Satellite compensation PCB - EK348 LV Power supply - EK 813 SV
CSM-3X: UNIMATE-3S:
Lining input PCB - EK 2361 LV Input Lining PCB - EK 2173LV
Lining Output - EK 2140LV Output & overslew PCB- EK 2140 LV
& Overslew PCB Front input PCB - EK 2072 LV
Front Input PCB - EK 2343 LV Power supply - EK 813 SV
Satellite compensation PCB - EK 526 MC UNIMAT COMPACT:
Power supply PCB - EK 816SV Input Lining PCB - EK 1.1/17 LV
DUOMATIC: Output & over slew PCB- EK 2140 LV
Lining PCB - EK 335 LV Front input PCB - EK 3049 LV
Overslew PCB - EK 290 LV Power supply - EK 813 SV
Front input - EK 275 LV
3-stage Lining - EK 80V
Power Supply - EK 813 SV

(i)VERSINE POTENTIOMETER:
This potentiometer is provided in front cabin in
panel B4 .This potentiometer is used to feed
versine value in 3-pt lining and Vm value in 4-
pt lining . This potentiometer converts versine
value to electrical signal at the rate of 50
mv/mm, + vc for RH side, -ve for LH side.

(ii)SLEW POTENTIOMETER :

This potentiometer is also provided in front

cabin in panel B4 .This potentiometer is used to
feed slew value . It converts slew(Offset value
in design lining) value into electrical signal at
the rate of 50 mv/mm +ve for RH side and –ve
for LH side.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIII: Lining Control Circuit, UNO/DUO/ CSM/3X /Unimat
Session-39: Functional Description of Lining PCB EK349LV, EK335LV, Basic concept of 3
Point Regulator / 3 Stage Regulator

LINING SYSTEM of CSM

Printed Circuit Boards:
4u5 ........ Front Input PCB ........ EK-345LV-00-(02)
10u1 ........ Satellite Compensation PCB ........ EK-348LV-00(02)
10u2 ........ Lining Control PCB ........ EK-349LV-00(02)
10u3 ........ Overslew Control PCB ........ EK-290LV-00 (02a)
10u4 ........ Power Supply PCB ........ EK-813SV-002
Transducers:
1f01 ........ Lining Transducers
1f02 ........ Measuring Transducers
Potentiometers:
2f05 ........ Overslew value ........ 20k Ohms
2f24 ........ 0 Point Correction ........ 20k Ohms
4f1 ........ Versine Adjustment ........ 10k Ohms
4f4 ........ Slew ........ 10k Ohms
Switches:
2b10 ........................ Overslew ON-OFF
2b12 ........................ 2 Step Lining
2x39 ........................ 3 Point Lining ON
2x3B/3C ........................ Manual Lining – Left or Right.
2x4E/4F ........................ Datum Left or Rights
4b4 ........................ Positive or Negative for Versine Correction.

Description of Lining Control PCB EK-349LV 02:

The inputs from the front system and the transducers on the measuring and lining
trolleys are passed to the lining control board 10u2.
Inputs:
Input 1. Satellite Compensation: Due to the machine constantly moving, the relationship
between the trolleys will vary and therefore a satellite compensation signal is required. The
output of the compensation card at 50 mV/mm (negative for right hand adjustment) from
terminal 6z, is fed to 10u2 on terminal 30z (a more detailed explanation is provided later).
This signal at 50 mV/mm is passed to the summing line via R14, R18 and P2C.
Input 2. Lining Versine: Not used in 4 point lining, therefore Ov at terminal 20d.
Input 3. Zero Adjustment : In order to correct minor errors in the lining system, a
potentiometer 2f24 is provided. The potentiometer is supplied with + and –10 volts from R52
and R53, the signal from the potentiometer is at 2V/mm (negative to the right) can be
checked on multiplex F24. This pot is used to do a daily check before work takes place.
The signal passes to 10u2 on terminal 20z to amplifier OP1B (buffer) onto the
summing line via P16, R60 and R59.
Input 4. Front Cord Displacement (3 Point):Not used in 4 point, therefore input at terminal
22z – 0v.
Input 5. Front Cord Displacement (4 Point):As previously explained, the offset in the
tower by potentiometer 4f4 is fed into P.C.B. 4u5 and onto the compensation board 10u1 on
terminal 28b which links to 10u2on terminal 24b. The signal at –50mV (to the right) passes
to OP1D (buffer) and onto the summing line via P18 and R56.
Input 6. Curve Correction: When the machine is on a curve, the lining cord is offset
downhill due to mechanical forces and therefore needs to the corrected. On a curve with
150mm difference between the high and low rail, the cord is offset by 2mm.
The rear pendulum 1f09, feeds in a signal of 25 mV/mm negative left hand high rail)
to P.C.E. 6u5 on terminal 30z which is amplified by OP1D to – 50 mV/mm at terminal 30b.
This signal passes to 10u2 on terminal 26d, therefore on a curve of 150mm with left hand rail
high, there will be 50 mV x 150 mm = 7.5 volts = 2mm offset correction, which can be
checked on multiplex F1E. The signal at 26d passes to OP2A(2) where it is inverted and
attenuated by 0.035, and onto the summing line via P19 and R45.
Input 7. Measuring Transducer: The measuring transducer 1fo2 feeds in a signal at
terminal 28b of 10u2 at 23.1 mV/mm (positive for movement to the right) which can be
checked on multiplex F02. The signal passes to OP2B and OP3A.
With a positive at 28b, the signal passes to OP2B(5) and once the summing line via D13, R37
and P14.With a negative at 28b (movement to the left), the signal passes to OP3A and onto
the summing line via 09, R16 and P13.
Input 8. Lining Transducer:The lining transducer 1f01 feeds in a signal at terminal 28d of
10u2 at 23.1mV/mm (negative for movement to the right), which can be checked on
multiplex F01. be checked on multiplex F01. The signal passes to OP2D (buffer) and onto
OP3C and OP3D. With a positive at terminal 28d (to the left) passes to OP3C and onto
the summing line, via D6, R15 and P10. With a negative at terminal 28d, passes to
OP3D, and onto the summing line via D5, R20, and P9.
Summing Line:The various signals are adjusted due to the differing value of resistors, and
are added together at the summing line. The summing line forms an input to amplifier OP4C
(inverting adder) on pin 9. If the track alignment is correct, no slew is required, the signals
balance out and the input voltage is zero. Therefore the output voltage from amplifier OP4C
is zero.Due to slight errors in the mechanical components in the system, the input signals
could contain errors. Therefore two additional signals are connected to the summing line.
1) + 15 volt signal to the summing line via R6 and R7.
2) – 15-volt signal which is adjusted by a fixed resistor and a potentiometer depending
on left or right hand pre-load. This is controlled by relay Re3 as follows:
Mode Relay Re1 Pre-Load
4 Point De-energized Left
4 Point De-energized Right
Relay Re3 Resistor/POT
De-energized R13/P8
Energized R5/P7
The appropriate potentiometer is used to trim the summing line to zero in the
respective direction of pre-load to balance the +15 volt signal. This is known as the Dynamic
Zero.
Output of OP4C:When the machine moves onto mis-aligned track there will be an input to
amplifier OP4C on pin 9 via the summing line. The output of amplifier OP4C pin 8 at 0.5
V/mm (positive for sew to the right) passes to terminal 12d and enters the over slew board
10-u3 (EK-290LV-00) on terminal 30dbz. The signal is inverted and kept at the same
magnitude by amplifier OP4B, leaving 10u3 at terminal 4dbz and re-entering 10u2 on
terminal 10z. (See recent modes at rear of book).The signal at –0;5 V/mm (for slew to the
right), passes to earth via R9(14K) and contact earth via R9(14k) and contact Re4/2. this
prevents the signal from passing to the lining servo circuit until it is required, i.e. at start
lining signal.
The output of amplifier OP4C at +0.5 V/mm on pin 8, also passes to OP4D(13) which
inverts the signal to- 0.5 V/mm (slew to the right) which passes to the galvo 9g2 via R26,
R27 and terminal 4z, which indicates the required slew.

Daily Check: The daily check is now carried out, and adjustments made using the 0 point
correction pot 2f24 until an even deflection either way on the galvonometer is obtained. The
machine is ready to line the track.
Automatic Lining: To start automatic lining, an output Q0A is required which needs the
following to be complete:
05^3D[(24^25)vs2F)^(4Ev4F)].
05 = Lifting & Lining enable (20^OB)v(30^OB^15)v(30^OB^16)
3D = Auto Lining on, and
24^25 = Sensors on, or
2F = Sensors off, and
4Ev4F = Pre-load to the left, or right.
If all of these inputs are made, the program will be complete for output QOA which
earths terminals 28dbz and 16d on the overlsew board 10u3 (EK-290LV-02a).
With the machine selected to line every sleeper, the earth at terminal 28dbz does not
affect this circuit. The earth at terminal 16d passes to terminal 18d via the closed contact
Re3/1, which links to terminal 16d of the lining control card 10u2. The earth at this terminal
connects to the coil of relay Re4, which has a positive supply via terminal 14z, and therefore
energizes.
Contact Re4/1 reverses, completing an earth path to relay Rez, which has a positive
supply via terminal 4d, causing Re7 to energies. Contact Re7/1 closes, passing the 24 volt
supply from terminal 4d volt supply from terminal 4d to terminal 4b which connects to tank
bypass solenoid 1s56. Solenoid 1s56 energizes moving the tank bypass valve to the blocked
port position hydraulically. The second contact of relay Re4 opens, removing the earth
between resistors R9 and R17, allowing the lining signal to pass to the servo valve. The lining
signal at 0.5v/mm (negative for slew to the right) is inverted by amplifier OP4B (1:1) and the
output passed to the servo amplifier OP4A via the combination of R39 and R32 in parallel
with D11 and R33. The signal at +0.5V/mm (for slew to the right), is inverted by OP4A
and amplified by approximately 7:1. The output of pin 1 is passed to a potential divider
network, which consists of”- P1 (20K), R42 (16K), R52 and due to Re4 being energized R53
(Re4/2 open).
When the slew required is 4m or more, the output of OP4A will be –14 volts (i.e.
saturated), which results in –3 volts at pin 2 of OP5. The output of OP5 at pin 5 is
approximately – 6 volts which results in a current of 15mA’s flowing through the circuit of
R44 (100µ), 1s15 (100µ) and returning through R68 (200µ). With 15 mA flowing through the
servo valve, the valve allows maximum flow of oil to the lining cylinders which moves the
track to the right. As the track moves, the lining trolley which is pre-loaded to the rail, moves
with it, reducing the input from the lining transducer. The signal at the summing line reduces
and when under 4mm of track movement is required, amplifier OP4A comes out of
saturation. Therefore the current through the servo valve 1s15 reduces.Due to the current
reducing in the servo valve, the oil to the lining rams is reduced, slowing down the movement
of the track.
When the track has been slewed to the correct position, the summing line will be
balanced, resulting in no current flowing through the servo valve. The valve is now, in the
null position, i.e. blocked, trapping oil between the servo valve and the lining rams. This
maintains the track in the correct position as seen on the lining galvo 9g2, which shows zero
slew.
When squeeze has finished, output QOD breaks the program of QOE which in turn
breaks the program of QOE which in turn breaks the program of QOB. The loss of output
QOB results in breaking the program of QOA. Due to the loss of output QOA, the earth is
removed from 10u3, terminals 16d and 28dbz. Therefore removing the earth at terminal 18d,
which connects to 10u2.
The loss of the earth at terminal 16d, causes relay Re4 to de-energies, causing relay
Re7 to de-energize, ad the tank valve solenoid to de-energize, moving the valve to the
parallel port position. With Re4/2 returning to the de-energized position, an earth is placed
again between R9 and R17, blocking any signal from passing to the servo circuit.
SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIII: Lining Control Circuit, UNO/DUO/ CSM/3X /Unimat
Session-40: Functional Description of EK2038, EK2173 and Over-slew PCB EK290LV

08-275 POINTs AND CROSSING TAMPING MACHINE

LINING SYSTEM:PCBs:
10u1 Power Supply EK-813SV-002
10u2 Analogue Circuit EK-2039LV-00(02)
10u3 Overslew Circuit EK-290LV-00a(02a)
10u4 Rear Cord Follow Up K-719A-00(02)
4u5 Front Input Interface EK-2039-LV-00(02)
4u7 Laser Lining Control EK-715A-00(02)
Switches:
22b1 Overslew On-Iff
22x10 Lining System on & Automatic Start
23x2F Manual lining to left
23x30 Manual lining to right
22x4B 2 step lining on
22x11 3 point lining on
4b4 Lining versine director
INPUTS:
1f21 Lining versine transducer
1f22 Measuring versine transducer
1f1 Rear cord follow up transducer
22f4 O-correction potentiometer (±5mm)
4f1 Lining adjusting value
4f4 Front cord displacement
22f05 Overslew value
Circuit Description:When the working main switch is turned on terminal 2 is fed at 24 volts.
Via circuit breaker 18e2 and terminal R2 printed circuit 10u1 is fed with 24 volts at terminal
4db. The output terminals of 10u1 will be at the following voltages:
8db(R52) + 10 volts
20db(R53) – 10 volts
2d + 15 volts
2z - 15 volts
32db OA earth
From these five terminals the printed circuits 10u2, 10u3 & 10u4, transducers 1f1, 1f21 &
1f22 and potentiometer 22f24 are fed with the correct voltage.
Six analogue inputs are fed into the analogue control circuit 10u2:
1. Lining Versine:The signal from the lining transducer 1f21 is fed in via terminal 28d
at 23mV/mm of displacement, the signal is negative when the transducer is deflected to the
right. The voltage can be checked using Multi check F01. From terminal 28d the signal is
taken to OP2D(12) via R51, OP2D is wired as a high impedance buffer of gain 1, the signal
leaves the output OP2D(14) and passes to amplifiers OP3C(10) and OP3D(12). Due to the
use of diodes D5 & D6 OP3C will only accept positive signals and OP3D negative signals.
The output from OP3C(10) passes via R5 and P10 to the summing line. The output from
OP3D(14) passes via R20 and P9 to the summing line. P9 is used to calibrate the signal to the
summing line when the transducer is deflected to the right and P10 when deflected to the lift.
 The output from OP2D(14) via terminal 23z is taken to printed circuit 10u4 to control
the automatic follow up of the lining cord.
Switch S2 on printed circuit 1pu3 can be used to connect terminal 30b to earth
effectively feeding a “zero” into OP2D for calibration purposes.
2. Measuring Versine:The signal from the measuring transducer 1f22 is fed in
via terminal 28b at 23mV/mm of displacement, the signal is positive when the
transducer is deflected to the right. The voltage can be checked using Multi check
F02. From terminal 28b the signal is fed via R49 to OP2B(5) and OP3A(3). Due to
the use of diodes D7 & D10 OP2B will only accept negative signals and OP3A
positive signals. The output from OP2B(7) passes via R37 and P14 to the summing
line. The output from OP3A(1) passes via R16 and P13 to the summing line.When the
4 lining trolleys are in perfect alignment on either straight or curved track and all
other inputs are at zero the signals from OP2B and OP3D or OP3A and OP3C balance
each other out at the summing line. However, due to the relationship of the trolleys
the signal from the measuring trolley will always be smaller than the signal from the
measuring trolley will always be smaller than the signal from the lining trolley.
Therefore P13 is used to calibrate the correct ratio when the transducers are deflated
to the left and P14 when they are deflected to the right.
3. Compensation Input:In order to keep the lining cord in the centre of the
machine (see cord follow up) a compensation transducer is fitted to the rear lightening
trolley to compensate for the reduced input signal from the lining transducer when the
cord has been displaced at the rear.The signal from the compensation transducer 1f1 is
fed in via terminal 26z at 23mVm/mm (negative when displaced to right). The voltage
can be checked using multicheck F03. The terminal 26z the signal is fed via R50 to
OP2C(10) and OP3B(5). Due to the use of diodes D7 & D10 OP2C will only accept
positive signals and OP3B negative signals.The output OP2C(8) passes to the
summing line via R8 and P12 whilst the output OP3B(7) passes via R19 & P11. P11
is used to calibrate the signal whilst deflected to the right and P12 when deflected to
the left.When 3 point lining is selected Re2 will be energized and the inputs to OP2C
and OP3B earthed.
4. Zero Correction:Due to the possibility of slight inaccuracies in the lining system a
zero correction potentiometer 22f4 is fitted. This can adjust the input signals by upto
±5mm.
The signal from the potentiometer is fed into printed circuit 10u2 at terminal 20z. The
signal then goes via R71 to OP1B(5). The output OP1B(7) is fed into the summing
line via P16, R60 and R59.Potentiometer P16 is used to calibrate the signal to the
summing line.
5. Digital Versine Value:When the machine is sued in the 3 points Lining mode
the inputs from the measuring transducer and compensation transducer are grounded
by connecting OP2B(5) and OP2C(10) to earth via contacts Re2/1 and Re2/2 which
are now closed. The signal from the lining transducer is compared directly with
required versine, set by potentiometer 4f1 (see description of front tower).
The signal is fed into printed circuit 102 at terminal 20d at 50mV/mm and can be
measured using multicheck F00.From terminal 20d the signal passes to OP1A(3) via
R70. The output OP1A(1) goes to the summing line via R63.
6. Front Card Displacement:Unlike previous machines the front end of the lining cord
is fixed. Fixed point slews are still made in the same manner but the signal is fed into
printed circuit 10u2 directly.For4-point lining the displacement signal at terminal E48
is fed into the printed circuit at terminal 24b via the normally closed contact of relay
7u1/B. From terminal 24b the signal passes through R58 to OP1D(12). The output
OP1D(14) goes via P18 & R56 to the summing line.
Due to a difference reduction factor for 3 point lining the signal from terminal E48 is fed into
printed circuit 10u2 at terminal 22z via the normally open contact of relay 7u1/B (which is
energized when 3 point lining is selected).The output OP1C(8) passes via P17 and R55 to the
summing line.The values of P18 & R56 (4 point lining) and P17 and R55 (3 point lining) are
difference and alter the input of 50mV/m to 311. 5mV/mm (4 point lining) and 159 mV/mm
(3 point lining) at the summing line.
Summing Line:The six inputs previously described are connected together at the summing
line which forms the input to OP4C(9) which is wired as an “inverting adder”.If the track is
correctly aligned and no slew is required the inputs balance out and the input voltage is zero.
Therefore the output voltage OP4C(8) will be zero.The system can be worked in 3 point or 4
point modes with the trollies preloaded to left or right. Slight errors in the mechanical system
will mean that input signals could contain slight errors. Therefore an additional input is fed
into the summing line via the contact of Relay Re1. Relay Re1 is energized from program
output Q18 when 3 point lining is selected. When right hand preload is selected relay Re3 is
energized.
A-15 volt signal is fed to the summing line via the resistors shown in the table below.
Mode Relay Re1 Preload Relay Re3 Resistors
3 Point Energized Left De-energized P6, R3
4 Point De-energized Right Energized P7, R5
3 Point Energized Right De-energized P5, R4
4 Point De-energized Left De-energized P8, E13

The potentiometers are used to trim the summing line to zero in the respective mode. The
signal is balanced by a +15 volt signal via R6 & R7.
Output Stage:The output OP4C(8) is taken to terminal 12d and OP4D(13). The signal is
now 0.5V/mm (set with P21). The output of oP4D(14) passes through resistors R26 & R2 to
terminal 4z and finally to the lining indicators. This signal is negative for a slew to the right.
From terminal 12d the output signal at 0.5mV/mm (slew to right positive) enters the overslew
printed circuit 10u3 at terminal 30d. From terminal 30d the signal passes via R33 to
OP4B(7). The overslew value enters 10u3 at terminal 6d and via R31 to OP4B(7). If
overslew is not selected terminal 6d is connected to earth via switch 22b2. The signal is
inverted and the output OP4B(10) is connected to terminal 4d. This terminal is connected to
terminal 10z on printed circuit 10u2. This terminal is connected to terminal 10z on printed
circuit 10u2. The signal (now negative for slew to right) passes to E9. Unless automatic
lining has been selected and the machine is in the correct stage of the working cycle Re4 will
be de-energized and the junction of R9 and R17 connected to earth via Re4/2.
If automatic lining has been selected and the machine is in the correct stage of the working
cycle program output QOA will be fed to terminals 28d and 16d of 10u3. For normal slew
every cycle QPA at terminal 16d passes via the normally contact of Re3 to terminal 18d. This
terminal is connected to terminal 16d of 10u2, thus providing an earth path for relay Re4
which no energies contact Re4/2 opens removing the earth from R9/R17.
The signal now passes to OP4B(6) where the signal is inverted again (1:1 ratio slew to right
positive). The output OP4B(7) goes via R38 to R39, R32 to OP4A(2). Each side of R38 is
connected to terminals 10d & 10b and can be shorted out by switch 22b/1 in order to increase
the gain of OP4A. The output OP4A(1) is taken via P1 & R42 to OP5 which is the output
amplifier The servo value Is15 is connected in the feed back loop via terminals 6z and 8z.
Terminal 6z is negative for a slew to the right.Contact Re4/1 changes over and switches R53
into circuit to increase the servo value current for automatic lining.
Manual Slew to Left:Switch 2x30 is closed, connecting terminal 14d to earth. Relay Re5
now energizes and its contacts reverse. Re5/2 connects a-15 volt signal via Re34 to OP4B(6).
The output path from OP4B(7) is the same as for automatic slew.
Lining By Pass Value:The lining by pass value is operated directly from the programme
output QL20 which is available providing the conditions for track slew are met.
Over Slew PCB EK290LV:The input to the overslew printed circuit 10u3 at terminal 30d
additional charges capacitor K8 via normally closed contact Re5/4. The voltage on K8 is
equal to the input voltage (including polarity).
The output voltage at terminal 4d is also used as an input voltage for the two comparators
OP3A & OP3B. The reference voltage is determined by R21, R22, R25 and R26 and is
approximately – 0.65v for OP3A and + 0.65v for OP3B (approx 1mm of slew required).
Should the output from OP4B(10) lie outside – 0.65v and + 0.65v either OP3A or OP3B will
switch to an output of +15 volts and in turn will switch TI on.When the automatic lining
signal QOA is received at terminal 28d the earth to Re6 will be completed and Re6 will
energize and its contact close.
A 24 volt feed is now passed to Re4 coil and contact Re4/1. Due to capacitor K11 Re4 does
not energize immediately and Re4/1 stays closed long enough for Re5 to energize – contact
Re5/1 closes and retains Re5.The charge on K8 is now connected to OP4A(2) via Re5/3. The
output OP4A(12) is connected to terminal 8d. If the overslew is switched on terminal 8d is
switched on terminal 8d is connected to terminal 6d via 22f05 and 22b2. When the lining
indicator shows zero the overslew value from K8 and OP4A is still present at OP4B(7) . The
track is therefore slewed past the zero point until the new signal at 30db cancels the overslew
value at 6d and output OP4B(10) is zero.
When the output OP4B(10) approaches zero the comparator OP3A or OP3B switches to –15
volts. Therefore T1 is switched off and Re5 deenergises. OP4A(2) is now fed at zero voltage
and hence the input is now zero. Because the track has been overslewed the input 30d is
reversed polarity. This causes OP4B(10) to be reversed polarity and the track is slewed back
to the zero point.
Two step Lining:The machine has the facility for lining every second working cycle. To
enable the machine to line every second cycle switch 22 x 4B must be turned on. The output
from the programmer Q19 is made every cycle. When Q19 is on terminal 20d is earthed and
relays Re2 & Re3 are energized. At each automatic start signal “Q19” relay Re6 energises
(see overslew) and the 24V is also taken to Re1 (1 & 6) and SB1(3). SB1 operates as a flip
flap on the first pulse Re1 coil (1 & 12) energises and all contacts reverse. The signal Q19
passes via Re1/3 to terminal 18b. Automatic lining now takes place. As the state of SB1 has
now changed the next signal QOA allows Re1 coil (6 & 7) to energise which reverts all
contacts to the original state. As Re1/3 is now open QOA signal cannot pass to terminal 22d
and automatic lining does not take place. On the next cycle Re1 coil (1 & 12) energises again.
Front Tower Lining:
Digital Input:The direction switch 4b4 has to be correctly set for the direction of the curve.
For right hand curves 4b4 connects the digital potentiometer 4f1 to the +10 volt supply and
the –10 volt supply for left hand curves. A signal of 50mV/mm (positive for right hand
curves) is taken from 4f1 to terminal 8b of 4u5. The signal passes via R72 to OP6C(10). The
output OP6C(8) is taken via R31 to OP4D(13) where the inverted signal from OP4D(14)
passes to terminal 30d. This terminal is connected to the lining display (4u2) to show the set
versine and 10u2 terminal 20d to feed the desired versine into the lining control board.
If the GVA computer is used the output versine from the computer is fed to terminal 20z of
4u5 and via R22 to OP3A(3). The output OP3A(1) passes via R23 to inverter OP3B(6). The
zero point of this inverter is set by P7 and the gain by P8. The output OP3B(7) passes via R73
and P21 to OP4D(13) where it is added to the signal from 4f1.

Front Cord Displacement:The front cord displacement is carried out electrically on these
machines either by the manual potentiometer 4f4 or the laser potentiometer 1f27. (Laser
equipment is not completely fitted but the machine are wired for laser equipment.
The manual signal from 4f4 (50mV/mm positive for displacement to right) is fed into printed
circuit 4u5 at terminal 6b via R54 the signal goes to OP5A(3). The output OP5A(1) is taken
to terminal 8, and display 4u2(1) to show manual displacement and via R55 to OP5B(6).
The laser input from, 1f27 (23, 1mV/mm, negative for displacement to right) is fed into
terminal 10d and via R64 to OP6A(3). The output OP6A(1) is taken via R65 to OP6B(6)
where the signal is amplified and inverted to 50mV/mm positive for displacement to right.
The gain is set by P16 and the zero point by P15. If the laser lining is switched on a 24 volt
feed via 4b1 is connected to terminal 2b and energizes Re3. The contact Re3/1 closes and
connects output OP6B(7) to input OP5B(6) via R56 thus adding the manual and laser
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIII: Lining Control Circuit, UNO/DUO/ CSM/3X /Unimat
Session-41: Calibration of Servo Valve, Transducers & Input Potentiometer.

Calibration of Servo Valve:Put machine in working mode.For null adjustment of servo

valve remove coupler of servo valve used in lining circuit . Then operate manual lining
switch to LH side. In this condition there should be no movement in lining cylinder i.e. lining
cylinder should not operate if there is any movement in lining cylinder it’s mean null of servo
valve is disturb.
To calibrate the servo adjust Allen bolt of servo until movement of cylinder stops.
Now operate the manual lining switch RH side and watch movement of lining cylinder and
there should be no movement if there is movement then adjust Allen bolt of servo valve until
movement stops.
After null adjustment fit the coupler of servo valve.
Electrical Null adjustment of Servovalve: Put machine in working mode and keep
deflection of lining galvanometer on zero keeping fork of lining transducer and measuring
transducer at zero lining potentiometer and slew potentiometer should be at zero now operate
lining without tamping by pedal switch and watch movement of lining cylinder there should
be no movement if there is any movement then adjust P3 in EK349LV until movement stop.
Calibration of Lining Transducer:Lining transducer converts actual versine H1 of track to
electrical signal at the rate of 23.1 mv/mm –ve if cord is deflected to RH side and +ve for
LH side.

For calibration of lining transducer keep fork of lining transducer at zero lock select F01 in
multicheck then display of multicheck should show 0v, if it is not showing zero volt then
loosen the screw of potentiometer and rotate potentiometer to get zero volt . After adjustment
tightened the screws of potentiometer.
Before calibration of transducer voltage applied to potentiometer should be checked .It
should be +10V and –10V. If there is any variation, then adjust +10v and –10v in EK813SV.
Calibration of Measuring Transducer:Measuring transducer converts H2 value of versine
to electrical signal at the rate of 23.1 mv/mm +ve for RH side and –ve for LH side.
Calibration procedure of measuring transducer is same as lining transducer but for checking
of signal of measuring transducer, multicheck address F02 should be selected and 4 Pt. lining
should be ON.
Calibration of Versine Potentiometer(4f1): This potentiometer converts versine value to
electrical signal at the rate of 50mv/mm +ve for RH side and –ve for LH side.
For calibration of versine potentiometer select Multicheck address F00. Select “0” value in
versine potentiometer then output voltage of versine potentiometer should be zero on display.
If not , loose the screw of digital counter and take out the counter and now rotate shaft of
potentiometer to get zero volt on display. Now set all digits to zero of counter then fit counter
on shaft of potentiometer.When voltage of versine potentiometer is checked at multicheck
address F00 then polarity will be –ve for RH and +ve for LH side.
Before starting calibration +10V & -10V to this potentiometer should be checked and
adjusted by potentiometer P1 & P2 in EK 813SV of front input .
Calibration of Slew Potentiometer(4f4):This potentiometer is provided in front cabin on
panel B4.This potentiometer converts slew value to electrical signal at the rate of 50mv/mm
+ve for RH side and –ve for LH side. For calibration of this potentiometer , keep slew
potentiometer at zero position then output voltage should be zero, if not then take out the
knob of potentiometer then rotate the shaft of potentiometer to get zero volt. Then by
matching the knob at zero position fit on shaft of potentiometer. When voltage of slew
potentiometer is checked at multichecked address F06 then polarity will be –ve for RH and
+ve for LH side.
Before starting calibration +10V and –10V should be checked . If there is any variation then
adjust by P1 & P2 in EK813SV of front input .
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIII: Lining Control Circuit, UNO/DUO/ CSM/3X /Unimat
Session-42: Calibration of Lining PCB, Troubleshooting & Fault finding

CALIBRATION OF LINING PCB EK349LV:

The calibration procedure of EK349LV is explained below:

- Before starting calibration inputs in front cabin slew and versine potentiometer
should be kept on zero.
- Zero adjustment potentiometer should keep on zero.
- Satellite should be locked at front zero position.
- Datum potentiometers P5 to P8 should keep at center.

1. LINING TRANSDUCER VALUE ADJUSTMENT (LH SIDE):

3-point lining should be ON.Set 180 mm Value in versine potentiometer and turn
toggle switch to RH side in front cabin.Now keep the fork of lining transducer at 180mm in
LH direction. Deflection of lining galvanometer should be zero if not then adjust
potentiometer P10 to get pointer of galvanometer at center(zero).

2. LINING TRANSDUCER VALUE ADJUSTMENT (RH SIDE):

Now turn direction of toggle switch of versine potentiometer towards LH side. Keep
fork at 180mm in RH direction then deflection of pointer should be zero if pointer is not
at zero then adjust by P9 to get deflection of pointer at center(zero)

3. VERSINE RATIO ADJUSTMENT (LH SIDE):

Lining Transducer
 Measuring Transducer

Select 4- point lining.

- Move fork of measuring transducer LH
side and keep at 200mm
- (H2 = 200mm)
- Now keep fork of lining transducer at
242mm in same direction .
- (H1 = ixH2)
- (H1 = 1,21 x 200 = 242mm)
- In this condition deflection of
galvanometer should be at center, if it is
not at center then adjust P13 .

VERSINE RATIO ADJUSTMENT (RH SIDE):

242mm

- Move fork of measuring transducer RH side and keep at 200mm.

- Now move fork of lining transducer and keep at 242mm in same direction.
- In this condition deflection of galvanometer should be at center, if not adjust P14
to get deflection at center.
 ZERO ADJUSTMENT POTENTIOMETER CALIBRATION:For calibration of zero
adjustment potentiometer (2f24) turn it anti clock wise (Red zone) upto 5mm. Now feed 5mm
in versine potentiometer and turn toggle switch to left side. Lining galvanometer should
indicate zero. If pointer is not at center then adjust P16. Untill galvanometer indicate zero.

LINING GALVANOMETER POINTER DEFLECTION ADJUSTMENT:

Feed 1.5mm in versine digital

potentiometer and turn toggle
switch to LH direction. Now adjust
potentiometer P4 to move pointer to
the end of the right side red zone.

DATUM ADJUSTMENT:

After above all calibration datum

adjustment should be done. In which
we compensate the small error due to
wear & tear of wheels of different
trolleys, i.e. lining trolley measuring
trolley etc.
During working datum has to be
applied LH side or RH side. So both
side datum adjustment should be done
one by one in 3- point and 4 -point
lining.

LH DATUM ADJUSTMENT:For datum adjustment machine should be bring on good

track put machine in working mode in 4- point lining and apply LH side datum and move
machine forward and watch deflection of lining galvanometers. Pointer of galvanometer
should be deflect around zero. If there is only one side deflection then potentiometer P8
in PCB EK 349LV should be adjusted to get proper deflection of pointer around zero.
Now select 3- point lining in same datum and move machine then in this case pointer
should deflect around zero if it is one side deflection then adjust P6 to get proper
deflection of pointer around zero.
 RH DATUM ADJUSTMENT:Now apply RH datum and select 4 point lining. Now
move machine and watch deflection of pointer. It should deflect l around zero if not
adjust P7 to get proper deflection around zero.Now select 3-point lining. Now move
machine and watch deflection of pointer. It should deflect around zero if not adjust P5 to
get proper deflection around zero.
CURVE CORRECTION:For curve correction adjustment machine should be bring on
high cant curve i.e. 150mm. (LH high) select-3-point lining. Apply Datum accordingly
and feed value in versine potentiometer to get zero deflection of lining galvanometer .
Now feed 2mm in zero adjustment potentiometer anti clock wise (Red zero) in this case
pointer of lining galvanometer will deflect. Now bring it to zero by adjusting
potentiometer P19 in EK349LV.
MECHANICAL ADJUSTMENT OF BOGIES:
08-series and 09-series Machines are equipped with single cord lining system. Machine can
work in 3-point mode and 4 point mode.
In CSM and 08-series machines in 3-point lining. three trolleys are used and in 4 -point
lining 4 trolleys are used.
DISTANCE BETWEEN DIFFERENT TROLLIES OF CSM:

CSM:

AD = 20.75M1 CD = 10.15M

AC = 10.5M BC = 4M

AB = 6M BD = 14.75M

H1 = AC X CD
2R
H2 = AB X BD
2R

Versine Ratio i = H1 AC X CD = 10.6 X 10.15

H2 AB X BD 6 X 14.75

i = 1.2157
Versine ratio depends upon distance between bogies since these.
Distance are different for different machine therefore versine ratio is also different for
different machines.
UNOMATIC/DUOMATIC: i = 1.33

UNIMAT 2S: i = 1.33

UNIMAT – 3S : i = 1.6
CSM-3X: i = 1.49
DISTANCE BETWEEN FLANGES OF WHEELS OF BOGIES:
Distance between flanges should be gauge-75mm since broad gauge is 1676mm. Therefore
distance between flanges of bogies Should be 1601 (1676-75mm).

1601

Since distance between flanges of bogies

Should is1601 (So Centre of these bogies
should be at 800.5mm .

So in front bogie and rear bogie lining

chord should be fix at 800.1mm from
flange . Centre position of lining
transducer and measuring transducer
should be at 800.5mm from flange of
bogies .

If there is variation in distance (1601)mm

between flange of wheels then shim
should be provided in wheels two
maintain this distance.

This distance should be maintain in all

bogies.

.
 MECHANICAL ADJUSTMENT OF LINING TRANSDUCER AND MEASURING
TRANSDUCER: Transducers should be mounted in such way that centre position clamp of
transducer should be at centre(800.5mm). There is a scale in mm mounted on lining
transducer and measuring transducer which has range 400mm-0-400mm. This scale should be
fitted in such a way that it’s 0-mark should be at centre of distance between flange of wheel
i.e at (800.5mm). If transducer is not at centre then loose the mounting bolts of transducers
and shift until correct distance is achieved from flange, tighten the screw after adjustment. If
scale also is not at centre then loose the bolt of scale and shift to achieve correct centre
position.

TROUBLE SHOOTING FLOW CHART OF LINING CONTROL

CIRCUIT OF CSM
NO Lining during tamping

Check Q0A,Automatic lining

command coming or not during
tamping.

Is Q0A
coming
NO YES

Check X3D should come in programmer

.Automatic lining switch Check manual lining LH or RH side is
2X3D switch should be ON.If it is ON still working or not If manual lining is working
X3D is not coming then check this switch
then check automatic lining ON relay Re4
,replace if it is defective . in EK349LV, replace if defective.

Check +24v of lining circuit ,Circuit If manual lining LH or RH is also not working then
breaker ,Power supply PCB EK813SV if check fuse in power supply PCB EK 813SV of lining
±15v and ±10v are not coming then check circuit. If fuse is Ok but ± 15v and ±10 v are not
fuse in this PCB if it is ok then replace this coming then replace this PCB .
PCB.

Check bypass valve fuse and bypass valve relay

Check X24 and X25 from track sensors Re7 in EK349LV
should come or these sensors should by
pass in this condition X2F should come.

Check coupler of servo valve and bypass valve

Check X30 should come. This is from switch

2X30 which enable lining and leveling in Check deflection in servo indicator if pointer is not
middle position of tamping unit. deflecting during tamping then PCB EK349LV
may be defective replace it. If pointer is deflecting
but no lining then servo valve may be defective
 Check X4E or X4F left side datum or
right side datum should applied.

1. Manual lining Lh side is not working 4 . Right side datum not working .

Check X3B in programmer when operating manual Check X4F in programmer if not coming then check
lining switch, if not coming then replace this datum switch , replace if defective .
switch

Check manual lining LH relay Re5 in Ek349LV

replace if defective If X4F is coming then check Relay QL39 and fuse
,replace which is defective

2. Manual lining RH side is not working

If Relay QL39(7002/S4) and fuse is OK then check
coupler of datum pneumatic solenoid (1s271), if
coupler is ok then check solenoid , repair/replace if
defective .
Check X3C in programmer when operating manual
lining switch, if not coming then replace this
switch
5. No deflection in lining galvanometer when switch

ON the lining system and giving deflection to lining

Check manual lining LH relay Re6 in Ek349LV
replace if defective
Check +24v of lining circuit ,Circuit breaker Power
supply PCB EK813SV if ±15v and ±10v
3 . Left side datum not working . are not coming then check fuse in this PCB if it is ok
then replace this PCB.

Check X4E in programmer if not coming then

check datum switch , replace if defective . Check somebody has shifted the position of switch
S1in the PCB EK349LV which is used to isolate the
output circuit from input .
If X4E is coming then check Relay QL38 and fuse
,replace which is defective
Check somebody has shifted position of switch S1 in
over slew PCB EK290LV, which is used to ground
If Relay QL38(7002/S4) and fuse is OK then the signal of lining transducer .
check coupler of datum pneumatic solenoid
(1s270), if coupler is ok then check solenoid ,
repair/replace if defective .
Check connection of lining galvanometer if it is OK
then lining galvanometer may be defective replace it.
6. In 3-pt. and 4pt. Lining machine is not doing lining

Calibration of lining circuit may be disturb. Check and calibrate all

inputs to lining circuit one by one i.e lining transducer , measuring
transducer slew potentiometer ,versine potentiometer , zero
adjustment potentiometer ,satellite compensation value.

Datum adjustment may be disturb .Calibrate LH side and RH side

datum in 3-pt and 4pt lining

In 4-pt lining versine ratio may be disturb .Calibrate it for LH side

and RH side.

Servo valve may be disturb .Check and Calibrate mechanical and

electrical NULL of servo valve.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIV: Front Input Circuit: UNO/DUO/ CSM/3X /Unimat
Session-43: Functional Description of Front Input Circuit, Front Input Potentiometer, Slew,
Versine, General Lift etc.

Front Input Circuit :-This circuit receive inputs from front cabin and transmits to lining
& levelling circuit.The parts of front input circuits are as under:-
 Input potentiometers :-Versine,Slew,General lift potentiometers.
 Front Pendulum.
 Front Input PCB.
 Laser lining.
 Computer(ALC, GVA)
Front-input PCBs :
 UNO/DUO/ :-EK 17/255/275LV00
 CSM :-EK 345LV00.
 UNIMAT2S/3S :-EK 2072LV00
 09-3X :-EK 2343LV00

Versine potentiometer Front Input

PCB
Slew Potentiometer

General Lift
Potentiometer

Front Pendulum

Laser & Computer

INPUT POTENTIOMETERS IN FRONT INPUT CIRCUIT:

(i)VERSINE POTENTIOMETER:
This potentiometer is provided in front cabin in
panel B4 .This potentiometer is used to feed
versine value in 3-pt lining and Vm value in 4-
pt lining . This potentiometer converts versine
value to electrical signal at the rate of 50
mv/mm, + vc for RH side, -ve for LH side.
(ii)SLEW POTENTIOMETER :

This potentiometer is also provided in front

cabin in panel B4 .This potentiometer is used to
feed slew value . It converts slew(Offset value
in design lining) value into electrical signal at
the rate of 50 mv/mm +ve for RH side and –ve
for LH side.

(iii) GENERAL LIFT POTENTIOMETER:

This potentiometer is provided in front

cabin in panel B4. It is used to feed genral
lift value. It converts general lift value to
electrical signal at the rate of 50 mv/mm
+ve for lifting.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIV: Front Input Circuit: UNO/DUO/ CSM/3X /Unimat
Session-44: Basic idea of ALC, GVA and Laser Lining

ALC:INTRODUCTION:-
Win ALC is the next generation of the well proven Plasser “ALC” track alignment
computers. Since the first Plasser PC MSDOS based “ALC” was introduced in 1992
approximately 300 units have been fitted to machines world wide. The program is not tailor
made for one specific country but contains all the main elements for world wide applications.
The program for the “ALC” has constantly been updated from the first edition with new
features being added as an ongoing situation. The PC based “ALC” program had been taken
to the limit of the MASDOS operating system so it is a natural progression to change the
operating environment to WINDOWS 95, this removing the restrictions of the MSDOS
memory limitations and enabling a multi tasking environment that will be already familiar to
the majority of people today.
The “Win ALC” system is designed as an addition to enhance and improve the existing
PLASSER tamping machines lining and lifting systems. It can be fitted as a bolt on to an
older machine or normally is fitted when the machine is built.
TECHNICAL DESCRIPTION OF SYSTEM:
The WIN-ALC system comprises of 4 distinct main parts:
1. The Computer or PC
2. The Display or Monitor
3. The keyboard (also fitted with the pointing device, the mouse)
4. The distance measuring wheel or encoder
Technical data:
System unit
PLASSER Built Dedicated PC :Intel Pentium 100 MHZ
16 Mbytes Memory
70 Ns Starting time
3 ½’1.44MB Floppy Disc drive
959 MB IDE-BUS

WORKING IN GEOMETRY, MEASURING RUN.

The “ALC” has two methods of enhancing the tampers track alignment systems. “Geometry”
method and the “Measuring and compensation” method. In the geometry method the target
track geometry is entered into the computer along with design data. For this method of
working the exact design and geometry information must be known. A measuring run is not
carried out as the computer will automatically input the correct lining and lift information
calculated from the data entered.
The “Measuring” method is used where the track data is not known.The data for the track is
obtained via a measurement run using the machines measuring system prior to working.
During or after the measurement any data that is known can be entered e.g. fixed points, cant,
radii, etc. After computation by the “ALC” computer the tamper is set to work with the
“ALC” automatically entering the computed lift and line data.

ALC Geometry Method:The geometry method of operating the “ALC” is used when all of
the target data for a section of track is known. The data is loaded into the computer at any
time prior to work. A measuring run is not used in calculations as all data has been entered,
although measuring runs can be made before and after work as a benchmark.
Sequence of Operation

BEFORE ARRIVING AT WORK SITE

(preferable)
Obtain site details, geometry, location etc.
Enter site geometry into a computer running the
Win ALC program
Save the file
A measuring run can be made prior
to working and saved for
Tamping machine arrives on work site (Either end comparison at a later date.
of site)
Computer is turned on, ALC program started
Machine set up in the normal way A measuring run can be made after
working and saved for comparison
Previously saved track Geometry called into the
ALC program at a later date.
Tamping carried out using the inputs from the
ALC Measuring
computer to operateMethod:
the lift and line

THE “MEASURING” METHOD : The measuring method is used where the track
data is not known. The data for the track is obtained via measurement run using the machines
measuring system prior to working. During or after the measurement any data that is known
can be entered e.g. fixed points, cant, radius, etc. After computation by the “ALC” the tamper
is set to work with the “ALC” automatically entering the computed lift and line data.

Sequence of Operation:The machine can either measure in the working direction or in the
reverse. If the track is measured in the working direction, the tamping machine must reverse
back to the start of the work site before commencing tamping. There is a “fast measuring
drive” key switch on the front and rear driving desks. These enable the machine to use the
second gear of the main drive to make the measuring run.

Performing a Measuring Run:The machine is set up for normal working, although this is
not necessary to have the tamping banks running. The tamping banks slew switch on the B2
panel should be set to automatic. If it is on manual the fast measuring function will be
disabled. It is advisable to drive the machine for a short distance using the normal working
drive. Thus checking that the lifting and lining system is in working order before the start of
the measuring run by avoiding errors at the start of the measuring run, due to poor bogie
alignment or incorrect pre-loading. It is important to select the correct float rail. If the wrong
rail is selected, the design for the lift will not be correct. It is also a good idea to mark the
position of the machine on the rail before the start of the measuring run, so that the machine
can be repositioned accurately at the start position after the measuring run has been
completed (Forward measuring run). The lining system has to be set to 3-point. Use the can
switch to select the datum rail for the longitudinal height recording. The reference rail for the
versine recording is selected by turning on the lining system and selecting the required pre-
load.

End of Measuring Run:At the end of the measuring run return the key switch to the normal
position. The computer will automatically produce a “run in from” the old track geometry to
the new target geometry at the beginning and end of the measuring run. The measuring run
should therefore only cover the length of rail on which the work has to be carried out.
Sequence of Operation

AT WORK SITE
Position machine at end, where tamping is to finish.
Switch on ALC computer.
Set up machine in normal manner. (With tamping If site was previously
banks on auto lateral movement) measured by another
Select measure from ALC computer machine.
Mark the position on the track of the machine
Using the Driver Measuring key, drive the machine at
10kmph
Enter positions of known changes of geometry.
At end of measuring run stop, compute the measured
run and save data.

The data that was saved could be used by another

machine of the same type running Win ALC.

Using the measurement that was

:just made
:made on a previous day
:made by another machine
Start tamping the ALC inputs the lift and line values.

At the end of tamping a new measuring run can be

LASER LINING SYSTEM:
made for comparison at a later date.

Laser Lining System in CSM & 09-3X:

09-3X machine is provided with a laser lining system that can be used to extend the
measuring system on straight track. Laser lining is used on straight track in 3-Pt mode to
remove long misalignment or false curve. The laser system consists of laser gun and laser
receiver. The laser trolley which consists of laser gun is placed in front of the machine up to
300 meter(200m in CSM) away. The receiver on the machine is adjustable so that it follows
the laser beam and the position is detected by a transducer that provides an input to the lining
system equivalent to the off set of the front end of the cord. As the machine is working it
moves up to the laser trolley until the distance is a minimum of 20 meters away
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIV: Front Input Circuit: UNO/DUO/ CSM/3X /Unimat
Session-45: Functional description of Front Input PCB EK345LV, EK2072LV etc.
Calibration, Troubleshooting & Fault finding

PCB EK345LV: Lining Cord Displacement:The lining cord on this machine is fixed at the
front and rear tightening trolleys. To simulate the movement of the cord, a potentiometer 4f4
(IOK) is fitted, which is operated by a knob mounted on a disc. The potentiometer is supplied
with + 10 volts (E52) on terminal 1. Turning 4f4 to the right, simulates movement of the
cord to the right feeding in a signal of +50 mV/mm (-50 mV/mm for the left) into P.C.B. 4u5
on terminal 6b. The input is buffered by amplifier OP5A, and is passed to terminal 8z at +50
mV/mm (for the right) which passes to P.C.B. 4u2 on terminal B. Moving the switch to
position 4, passes the signal to gauge 4g2 where it is displayed. The output of OP5A also
passes to OP5B (inverter), the output of which at – 50 mV/mm (to the right) passes to the
input of OP5C(9). The output of OP5C(8) at + 50 mV/mm is fed to OP5D(13) which inverts
the signal to –50 mV/mm (to the right) which connects to terminal 8b. Terminal 8b connects
two ways:
1) To terminal E of 4u5, which is displayed on 4g2 with the switch in position 1.
2) To terminal E48, which can be seen on the multiplex F06, From E48, the signal at –
50 V/mm (to the right) passes to the satellite compensation card 10u1 (EK-3.48-LV-
00) on terminal 28b which passes to terminal 28z via Re3/1 contact. Terminal 28z of
10u1 is connected to the lining analogue control P.C.B. 10u2 on terminal 24b.
Cross Level and General lift Setting:Terminal E26 connects to the front analogue input
interface 4u5 on terminal 16z (EK-345LV-02) which passes the +50 mV/mm signal to OP8B
which inverts it to –50 mV/mm. The output of OP8B(7) passes to terminal 28d, and onto E23
which connects to PCB 33u1; by turning the switch to position 2, the signal is passed to
display 33g5 which shows the theoretical cross level.The output of OP8B(7) at –50 mV/mm
also passes to OP8C(9) and to the contact of Re5. As switch 2b32 is set to the left hand high
rail position, the 24 supply at N13 connects to terminal 18z of 4u5; relays Re5 and Re4 are
energized. Therefore the contact Re5/2 contact is closed and Re5/1 is open, and so the –50
mV/mm output of OP8D(7) passes to OP8D(13) via Re5/2 contact.The front pendulum 1f13
feed in a signal of –25 mV/mm (left hand high rail) to PCB 4u5 on terminal 12b, which is
inverted by OP6D and amplified, to +50 mV/mm. The signal passes to OP8D(13) where it
joins the signal from the cross level digital, which is –50 mV/mm. Therefore if the theoretical
cross level set by the digital is the same as the cross level under the tower, the two inputs
cancel each other out.The output of OP8D(14) will depend on the input; if the inputs cancel
each other out the output is 0 volts, which passes to the display via terminal 16d, -E28 – 33u1
position 1 – to 33g5.The output of OP8D(14) also passes to pin 4 of relay Re4, which is
energized, and therefore passes through Re4/2 to OP4B, which is negative if the rail is too
high. OP4B inverts the signal and passes it to amplifier OP4A which inverts it again. The
output of OP4A(1) connects to terminal 28z, and then onto the left hand levelling PCB 6u2
via terminal E47.As the machine is set up, terminal 28z is negative, i.e. in the no lift position
as shown on the lift gauge 19g3 and 33g2, ready to run in the lift for the left hand side
(floating rail).The basic lift is set using potentiometer 4f3 which feeds in a signal of
50mv/mm into PCB 4u5 (EK-345LV-02). This signal is positive for lift, and as the previous
shift the lift would have been run out, to bring the lift gauge towards the centre, the
potentiometer is turned passing a more positive signal into the PCB.This signal passes to
OP1A (buffer) and to OP13, where it is inverted and passed to OP1C where it is inverted
back to 50 mV/mm. The output of OP1C(8) connects to terminal 22b which connects to
terminal E55; this terminal connects to both lifting PCB i.. 6u2 for the left (floating rail) and
6u3 for the right (datum rail).
The tower end is now set, with the lift gauges just past the centre in the no lift position ready
to run in the lift.
PCB EK2072 LV-02: Cross Level:

Pendulum:
The cross level at the front tower is measured by the pendulum 1f13 and the signal at
25mV/mm of cross level (negative for left hand high rail) is fed into printed circuit 4u5 at
terminal 12b and is taken via R42 to OP6D(13) and added to the offset from P25 (used for
zero calibration) and R41. The output OP6D(14) is inverted and the signal increased to
50mV/mm of cross level (left hand high rail now positive). The output OP6D(14) is taken via
terminal 12z to the display 33u1 and via R45 to OP8D(13).
Required Cross Level:The required cross level is set with potentiometer 4f5 and the signal
of 50mV/mm (positive for positive cant) is fed into 4u5 at terminal 14b and viaR53 to
OP8A(3). The output OP8A(1) signal passes via P22 and R52 to OP8B(6) where it is added
to the signal from the GVA output via terminal 16z, R51 and P24 (normally only one is
used). The input OP8B(6) can be zeroed using P23.The output OP8B(7) is inverted and fed to
display 33u1 via terminal 28d, R35/2 and OP8C(9) via R48.If switch 23b3 is set to left hand
high rail terminal 18z will be connected to 24V and Re5 energized. Therefore Re5/2 is closed
and the output from OP8B is taken directly to OP8D(13) via R46 (signal strength 50mV/mm
negative for position cant).
Cross Level Error:At OP8D the signals from the pendulum and required cross level are
added together.If the actual cant and required cant are equal the two signals will be of the
same voltage but of different polarity. Therefore the output will be zero.
Should the actual cant and required cant be different (cross level error) there will be an output
at OP8D(14) of signal strength 50mV/mm (negative if the left rail is too high) and this is
displayed on 33u1 via terminal 16d.The output also passes to Re4/1 and Re4/2.
Basic Lift Setting:Unlike previous machines the front end of the front end of the card is
fixed and basic lift is applied proportionally to the lift transducer.The basic lift set on
potentiometer 4f3 is fed into 4u5 at terminal 20d (50mV/mm, positive for lift) and via R1 to
OP1A(3) the output OP1A(1) is taken to display 4u1 via terminal 20b (where the manual lift
can be displayed) and OP1B(7) is inverted and is taken to display 4u1 via terminal 22d to
display manual and laser lift, at a strength of 50mV/mm negative for lift, and via R6 to
OP1C(9).
At this point the GVA lift from terminal 24d R5 and P2 is added to the output of OP1B. P1
can be used to zero the input of OP1C. The output OP1C(8) is inverted (now 50mV/mm
positive for lift) and is taken via terminal 22b to 4u1 to indicate complete lift and via R10 to
OP1D(13). Output OP1D(14) is again inverted and the signal taken to terminal 22z, which is
connected to terminals 28b and 32z.From terminal 28b this signal passes via R30 to
OP4A(2). If left hand high rail is selected Re4 will be energized and the cross level error
signal from OP8D(14) will pass via Re4/2, and Re5 to OP4B where the signal is inverted.
The output passes via R33 to OP4A(2) where it is added to the basic lift signal. The inverted
output OP4A(1) is taken via terminal 28z to the left hand lift circuit 10u6 at 50mV/mm
positive for lift.
The signal from terminal 32z is taken via R36 to OP4C(9). The output OP4C(8) is inverted.
Because Re4/1 is open the cross level error does not affect this signal. The output passes via
terminal 30z to the right hand lift circuit10u7. Basic lift is therefore put onto the opposite rail
to that selected as the high rail and the cross level error appears on the high rail.
If right hand high rail is selected Re4 will be de-energized and the cross level error is taken
via Re4/1 and R39 to OP4C and is added to the basic lift. The output is taken to the right
hand lift circuit. The signal to the left hand lift circuit is not affected by the cross level error.
Front Tower Lining:Digital Input:
The direction switch 4b4 has to be correctly set for the direction of the curve. For right hand
curves 4b4 connects the digital potentiometer 4f1 to the +10 volt supply and the –10 volt
supply for left hand curves. A signal of 50mV/mm (positive for right hand curves) is taken
from 4f1 to terminal 8b of 4u5. The signal passes via R72 to OP6C(10). The output OP6C(8)
is taken via R31 to OP4D(13) where the inverted signal from OP4D(14) passes to terminal
30d. This terminal is connected to the lining display (4u2) to show the set versine and 10u2
terminal 20d to feed the desired versine into the lining control board.
If the GVA computer is used the output versine from the computer is fed to terminal 20z of
4u5 and via R22 to OP3A(3). The output OP3A(1) passes via R23 to inverter OP3B(6). The
zero point of this inverter is set by P7 and the gain by P8. The output OP3B(7) passes via R73
and P21 to OP4D(13) where it is added to the signal from 4f1.
Front Cord Displacement:The front cord displacement is carried out electrically on these
machines either by the manual potentiometer 4f4 or the laser potentiometer 1f27. (Laser
equipment is not completely fitted but the machine are wired for laser equipment.
The manual signal from 4f4 (50mV/mm positive for displacement to right) is fed into printed
circuit 4u5 at terminal 6b via R54 the signal goes to OP5A(3). The output OP5A(1) is taken
to terminal 8, and display 4u2(1) to show manual displacement and via R55 to OP5B(6).

The laser input from, 1f27 (23, 1mV/mm, negative for displacement to right) is fed into
terminal 10d and via R64 to OP6A(3). The output OP6A(1) is taken via R65 to OP6B(6)
where the signal is amplified and inverted to 50mV/mm positive for displacement to right.
The gain is set by P16 and the zero point by P15. If the laser lining is switched on a 24 volt
feed via 4b1 is connected to terminal 2b and energizes Re3. The contact Re3/1 closes and
connects output OP6B(7) to input OP5B(6) via R56 thus adding the manual and laser inputs
together
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XV :Leveling & Lifting Control Circuit of UNO/DUO/ CSM/3X /Unimat
Session-46: Functional Description of Leveling Control Circuit, Transducers and Input
Potentiometers

LEVELLING SYSTEM
PCBs which are used in leveling circuit of different machine are given below:
CSM: UNIMAT – 2S:
Lifting PCB - EK 347 LV Lifting PCB - EK 2041 LV
Front input PCB - EK 345 LV Front input PCB - EK 2072 LV
Pendulum Control PCB- EK 346 LV Pendulum Control PCB- EK 2042 LV
Satellite compensation PCB- EK 348 LV 3-Stage Lifting - EK 144 V
Power supply PCB - EK 813 SV Power supply PCB - EK 813 SV
CSM-3X: UNIMAT – 3S:
Lifting PCB - EK 3069 LV Lifting PCB - EK 2041 LV
Front input PCB - EK 2343 LV Pendulum Control PCB- EK 2042 LV
Pendulum Control PCB- EK 2351 LV Front input PCB - EK 2072 LV
Satellite compensation PCB- EK 526 MC Power supply PCB - EK 813 SV
Power supply PCB - EK 816SV UNIMAT COMPACT:
DUOMATIC: Lifting PCB - EK 2041 LV
Lifting PCB - EK 229 LV Front input PCB - EK 3049 LV
Front input PCB - EK 255 LV Pendulum Control PCB- EK 2042 LV
Front pendulum PCB - EK 217 LV Power supply PCB - EK 813 SV
Middle pendulum PCB- EK 277 LV
3-Stage lifting PCB - EK 79 V
Power supply PCB - EK 813 SV

Transducers used in leveling control circuit:

PENDULUM:Pendulum is a transducer which converts cross level error to electrical signal

at the rate of 25 mv/mm –ve for LH rail high and +ve for RH rail high .There are three
pendulums are used in CSM ,unimat 2Sand 09-3X.In other tampingmachines only two
pendulums are used
Front Pendulum:This pendulum is mounted on front trolley . It measures cross level of front
area before tamping.
Middle Pendulum:This pendulum is mounted on middle feeler rod . It measures cross level
of tamping area .
Rear Pendulum:This pendulum is mounted on measuring trolley . It measures cross level
after tamping .This pendulum participates in twist correction.
GENERAL LIFT POTENTIOMETER (4F3):This potentiometer is provided in panel no.
B4 in front cabin. This potentiometer converts given general lift value to electrical signal at
the rate of 50MV/MM output of this potentiometer can be checked at multicheck address F.
For calibration of this potentiometer keep general lift potentiometer on zero and check output
of this potentiometer with the help of multi meter it should be OV. If there is some signal on
zero position first take out knob of potentiometer now rotate shaft of potentiometer to get
zero volt. Now fit knob on shaft by matching zero position.
Now feed 100mm general lift now output of this potentiometer should be +5V if it is more
than +SV then supply voltage to this potentiometer should be checked it should be +10V if it
is not +10V (less or more) than adjust P1 potentiometer in EK 813 in panel No. B4.
SUPER ELEVATION POTENTIOMETER:This potentiometer is provided in B2 panel in
working cabin this potentiometer is used do provide SE. Values on curves. This converts cant
values to electrical signal at the rate of 50MV/mm.output of this potentiometer can be
checked at multicheck address F08.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XV :Leveling & Lifting Control Circuit of UNO/DUO/ CSM/3X /Unimat
Session-47: Functional Description of PCB EK347LV& PCB EK346LV

Leveling & Lifting Control Circuit of CSM:

PRINTED CIRCUIT BOARDS:
1u48 - Distance Measuring – Encoder - EL–T5034.002
4u1 - Board for Lift Indication (To 4g1) - EL–T5103.00(02)
4u4 - Power Supply for the Tower - EK-813SV-002
4u5 - Front Analogue Input Interface - EK-345LV-00(02)
6u2 - L.H. Levelling Control - EK-347LV-00(02)a
6u3 - R.H. Levelling Control - EK-347LV-00(02)a
6u4 - Power Supply, Main cab - EK-813SV-002
6u5 - Pendulum Control - EK-346LV-(02)b
6u6 - Distance Shift - EK-110V-00(02)a
10u1 - Compensation Card - EK-348V-00(02)
19u2 - Encoder Power Supply - EK-851SV-002
19u3 - Distance Measuring - EK-99V-002
33u1 - Board for Cross Level Indication (33g5) - EL-T5105.00(02)a
TRANSDUCERS:
1fOD - Levelling Transducer L.H.S. - 5 k ohms
1fOE - Levelling Transducer R.H.S. - 5 k ohms
POTENTIOMETERS:
1f07 - Middle Pendulum
1f09 - Rear Pendulum
1f13 - Front Pendulum
4f3 - Basic Lift Setting
4f5 - Cross Level Adjustment – Tower
19f31 - Settlement Compensation
88f1 - Cross Level Digital
Levelling Control Board 6u2 or 6u3 (EK-347LV-02a)
On the levelling control boards 6u2 and 6u3 are seven inputs to a summing line. The
following description is for the left hand side (6u2).
Input-1. Proportional Levelling Transducer:The levelling transducer 1FOD is supplied
with + and –10 volts on terminals N52 and N53 (see power supply circuits 6u4). The signal
from the transducer at 90 mV/mm is fed into 6u2 on terminal 26b (positive for lift), and can
be checked using multiplex 7OD. The signal is passed to the summing line via amplifier
OP1A (buffer), P1 and R7, remaining positive.
Input-2. Lift Correction:The 11 position switch on 51u1 (ED-T)= 5140.022) can be used to
correct cross level errors, but only on one side (floating rail) at a time. This switch can be
used to apply up to 5mm of lift in 1m steps, which connects to 6u2 on terminal 30b. This
signal of 2 v/mm can be checked on multiplex F11. The signal passes to the summing line via
amplifier OP13 (buffer), P3 and R8, remaining positive.
Input-3. Cross Level Error:Any difference between the pendulum at the tower, and the
cross level digital, produces a signal from 4u5 terminal 28z (E47) which connects to 6u2 on
terminal 26d which can be checked on multiplex F21. This will be positive for lift, which
passes to amplifier OP2A and onto the summing line via f5 and R9.
Input-4. Satellite Displacement Compensation:On the 09 machine, the centre reference
point is attached to the satellite; as this is the only part of the machine that stops during the
tamping cycle, the relationship between the front, rear and centre reference point varies
dependent on the satellite position. Therefore errors will occur in the longitudinal level.
To compensate for the satellite position, PCB 10u1 (EK-348LV-03) is fitted. The
satellite length transducer1f1D feeds in a signal to 10u1 on terminal 20d, which is –10.2 volts
in the 0 position, which passes to OP1A (buffer) The output of OP1B(7) is zero. This passes
through OP2A and OP2D so that the input to the multiplier MUL4 on pin 7= 0. Therefore the
output at terminal 22z is 0 volts. Terminal 22z connects to PCB 6u2 and 6u3 on terminal 24z
which can be checked on multiplex FOC.With the machine moving and the satellite
stationary, the input from the length transducer becomes less negative so that pin 6 of OP13
becomes more positive. Therefore the output of OP1B(7) is negative at a maximum of –1.5
volts/m. This is inverted by OP2A to +1.6 volts/m and amplified to +8 volts, i.e. gain = 1 +
R36/R35 x V in 5 x 1.5 = 8 volts.
With +8 volts on pin 7 of MUL4 and 10 volts on pin 13 (200mm max. lift x 50 mV =
10 volts)] the output of MUL4 on pins 1 and 2 = Input 13 x Input 7/10. This equals 10 x 8/10
= 8 volts, which connects to terminal 22z. Terminal 22z connects to terminal 24z of levelling
PCB’s 6u2 and 6u3 to compensate for the satellite position at –187 mV/mm of lift, which
passes to the summing, line via o2B, P4 and R10.
Note:200mm = max lift and 1 metre max distance of satellite therefore 1.6 v/m and –3.12
volts are maximum values.
Input 5. Cross Level Error Rear:The input of the digital 88f1 and the input of the rear
pendulum 1f09 are compared by pendulum PCB 6u5 [EK-346LV-(02)] and with the left hand
rail as the high rail, the error signal is passed to terminal 24z. This terminal connects to
terminal 8z on levelling board 6u2; the signal at 200 mV/mm (negative for L.H. rail too low)
is passed onto the summing line via the inverter OP3A P6 and R11. Therefore this signal is
now positive.
Note:This will only occur if the rear automatic cross level correction switch 19b1 is in the
“outer position, i.e. not lit (site operator’s manual page 41, item7). If this switch is in the 24
volt supply to terminal 26d of 6u5 is removed, de-energizing Re4 and Re5, connecting 24z
and 24b to earth. This prevents any cross level correction.
Input 6. Settlement Compensation:The lifting value for the L.H.S. from 6u2 and the lifting
valve for the R.H.S. from 6u3 are compared and displayed. A potentiometer is fitted to select
a percentage of the difference from 0 to 100% and a signal is passed to the side requiring the
most lift, i.e. to 6u2 or 6u3.The signal at terminal 6z at 6u2 is 2V/mm, negative for lift, is
inverted by OP3B and passes to the summing line via P7 and R12. (This will be explained
further under settlement compensation).
Input 7. Basic Lift Setting:The basic lift is set by 4f3 which produces a signal from 4u5 at
terminal 22b to terminal E55 (tower end). This connects to 6u2 and 6u3 on terminal 4z; the
signal at 50mV/mm is positive for lift, and passes onto the summing line via P11 and R13.
Summing Line:At the summing line, the various signals are added together, and adjusted
due to their differing value of resistors. The final signal is passed to amplifier OP4A
(inverting adder), the output will be negative for lift. At this time as the machine is ready to
run in the lift, the output will be negative for lift. At this time as the machine is ready to run
in the lift, the output will be positive.
Lift Indication: Amplifier OP4A(12) feeds the positive signal to OP5A and OP4B. At
OP5A, the positive signal of 1 v/m is inverted and doubled by OP5A which connects to
terminal 10b, and passes to the lift gauges 19g3 and 33g2 (19g4 and 33g3 for R.H.S.) This
causes the gauges to deflect to the right i.e. no lift.At OP4B (Comparator), the output is low,
therefore Re1 remains de-energized.
Starting to Work:Before work takes place the rear cross level circuit has to be reset, as the
machine’s memory circuit provides incorrect indication on the rear galvo 19g2. To correct the
indication, press the green start button 19b13, (see operator’s manual page 40, item 1), press
and hold the yellow simulation button 19b15, untill the display 19g2 reads ub excess if 80.
The red stop button is then depressed, 19b14. (This will be explained under rear cross level,
distance measuring)

The lifting method is now selected using either the “lining down” switch 2x20 or the
“lining and levelling start with tamping units middle position” 2x30. In this case 2x20 is
operated.
Automatic Lift:
To obtain automatic lift, an output Q06 for the left hand side and Q07 for the right
hand side.To achieve an output for the left hand side Q06, the program needs to be complete,
i.e. 2E^05^6E^32^48^49^(24v2F)^02^93^94.
2E = Auto levelling on using switch 2x2E.
05 = 20^OB, e.g. 2x20 made and tamping down signal.
6E = Right hand bank not latched.
32 = Left hand over lift transistor not on.
48 = Front trolley not in the upper position.
49 = Rear trolley not in the upper position.
24v2F = Track sensor L.H.S. made, or track sensors switched off.
02 = Left clamp lift and stop not made.
93 = Levelling transducer not in the upper position.
94 = Satellite not in the travel position.
With the tamping system on (19) and the drive (11) and tamping pedals (10)
depressed the machine now drives, and due to the output QOB the tamping banks descend.
Output QOB completes the program of QO5 (20^OB), which in turn completes the program
of QO6 and QO7.
Outputs Q06 or Q07 complete the program of Q4C which connects to PCB 1-0u1 on
terminal 24z energizing relay Re5. Relay R energizing results in 1 contact changing over
removing the input from terminal 10z which is the value from the cross level digital
theoretical value) via terminal 4z of 5u5. With the contacts of Re5 having changed over,
connects the capacitor K20, which had been charged to the value set by the digital, to
amplifier OP5B. The capacitor discharges via OP5B and OP5D, ensuring that the value at
terminal 14b remains the same as before tamping. Terminal 14b links to terminal 6b of PCB
6u5 ensuring the cross level indication remains a true reflection at that point, even though the
machine has continued to move.Output Q06 and Q07 complete the programs of QL2E(06)
and QL2F (07) and due their positive outputs, energize 1s3 and 1s4 which are the lifting
solenoids, moving the C.S.V’s into the lift position.Output Q06 completes an earth path to
terminal 16b of 5u2 and Q07 completes an earth path to terminal 16b of 6u3. The earth at 1sb
passes to the coil of Re2 (automatic lift relay) via Re4/1 contact, Re3/2 contact and DIL. As
terminal 14d is connected to PR (+24 volts), relay Re2 energizes reversing its two contacts.
Re2/1 contact changing over doesn’t affect the over lift of T1 circuit due to the link between
earth and R33, i.e. shorting out Re2/1 contact. By changing over, however, the earth is
removed between R40 and R41 which had previously blocked the output from OP4A(12)
passing to the servo circuit.
Servo Circuit:As the machine has started to work, the basic lift has been increased by 4f3 in
the tower to run in the lift. Therefore terminal 4z of 6u2 and 6u3, each mm of lift applied
increases the signal by +180 mV. The summing line now becomes positive resulting in the
output of OP4A turning negative at –1 V/mm of lift. This output signal is inverted and
doubled to 2 v/mm by OP5A which connects 10b, indicating lift, i.e. deflecting to the left.The
output of OP4A passes to OP6A where it is inverted to +1 V/mm and passes on to amplifier
OP6B where it is inverted and amplified 5:1 up to a maximum of 14 volts, (negative for lift).
The output of OP6B passes to terminal 22b which links to terminal 20b. As R63 is now in
circuit, with –14 volts at terminal 20b, there will be –3 volts a pin 6 of OP7, which results in
an output of approximately –4.5 volts at pin 10 of OP7.Connected in the feedback loop is the
servo valve, which form a potential divider circuit with R65(200Ω). If the servo valve
resistance is taken as a nominal figure of 100Ω, the voltage across it = 100/300 vin = 1/3 of –
4.5 volts, i.e. –1.5 volts. By Ohms Law, the current through the servo valve = 1.5 V/100Ω =
15 mA.
The servo gauge 18g2 is connected to terminal 22d, with switch 18b2 in position 1 for
6u2 (L.H.S.) and earth (see drawing E1-09-1.929-0). Therefore the gauge will read 100% due
to measuring the –3volts across R65, i.e. –4.5 volts – the volt drop across the servo valve (-
1.5 volts) = -3 volts (15 mAs). With 15 mAs flowing through the servo valves, oil is passed
to the clamp frame lift/lower cylinders via the C.S.V.’s and lift takes place both sides. As the
rail lifts, the centre feeler rods lift with it, changing the input from the levelling transducer
towards the zero position. Therefore the lifting signal on the summing line becomes less
positive, resulting in the output of OP4A(12) becoming less negative.When the lifting signal
is less than 3mm, amplifier OP6B comes out of saturation, reducing the voltage at terminal
22b to below –14 volts and therefore the current through the servo valve coils drops below 15
mA. The flow of oil to the lift/lower cylinder decreases, reducing the speed of lift.When the
inputs on the summing line are balanced, the output of OP4A being zero, results in the servo
valve moving to the null position trapping the oil between it and the cylinder, i.e. maintaining
the lift.
As the output of OP4A is zero the input and output of OP5A has reduced to O which
can be seen on the lift gauges which are connected to terminal 10b. The gauges having been
in the lift position (to the left) move towards the centre of the gauge, and when the output is
zero from OP5A, the pointer of the gauge will be in the centre, i.e. lift achieved position.
Lift Light:When the output of OP4A is negative (for lift to take place) by 0.5 volt, the output
of comparator OP4B swaps to + 14 volts. Therefore relay Re1 energizes, reversing its
contact, which passes the 24 volt supply at terminal R6 to 12z. Terminal 12z connects to the
lift light 19h4 (19h5 for the right), which illuminates, showing lift is required.
When lift is achieved, the output of OP4A is below 0.5v, therefore comparator OP4B
switches to low (-14 volts) de-energizing Re1. Therefore the lift light goes out.
Lift Correction:As explained on the levelling board write up, the lift correction switch
mounted on panel 51 (left hand armrest) can correct errors in the lifting circuit. The switch
can be used to increase the lift by 5mm in 1 mm steps on the floating rail only. Therefore in
this example of L.H. high rail (floating), if the working cross level gauge pointer does not
reach the centre position and hangs to the left, more lift is required on the left hand rail.
Therefore the switch is used to correct the lift by feeding in a signal of +2/MA volts which
increases the summing line voltage and therefore the output signal.To check the input from
the switch on 51u1, the multiplex F11 for the L.H.S. ad F12 for the R.H.S. can be used.
Overlift: Should a fault cause the track to be overliefted by 4mm, the summing line turns
negative, resulting in the output OP4A turning positive. The output of OP4A passes to OP5A
which inverts and doubles the signal to –2V/mm which passes to the lift gauges via terminal
10b, and comparator OP5B. This reduces the input at pin 7 of OP5B below pin 6 and
therefore the output switches high (+15 volts), turning “On” the base of transistor T1. The
transistor connects the earth at terminal 6db to terminal 8d which connects an input to the
PLC x 32 for the L.H.S. and x 33 for the R.H.S.Input X32 breaks the program of Q06, which
removes, the lifting circuit for the L.H.S. and makes the lowering circuit, i.e. Q16 and QL2B.
Input x33 breaks the program of Q07 , removing the lifting circuit for the R.H.S. end
completes the program for lowering i.e. Q17 and QL2C.
Lift and Hold:With the machine set for double tamping, i.e. 2 x position (2x28) and the lift
and hold switch 2x31 made, the tamping banks descend when foot pedal 1 x10 is pressed.
When the bank reach the middle position (15-16), output Q05 is latched by (31^15v16)^OF,
and geld on by 04v(28^CC)^OF. Therefore when the banks raise for the first time, even
though OB is lost, Q05 output remaining ensures Q06 & Q07 are retained, i.e. machine still
lifting.
When the banks are lowered for the second time, output Q00 is removed (see tamping
section, and the hold program of Q0C is lost when the banks raise for the second time. The
loss of Q0C results in the loss of Q05 which breaks the lifting cycle.

Cross Level Correction & Display Tower End:The cross level at the tamping position is
also displayed in the power on gauge 33g4 (see modification No. 17) which is fed on terminal
N45 from terminal 8d of PCB 6u5. Therefore the operator at the tower can see if the cross
level is correct after lift has taken place.If correction is required, there used to be a + or –
10mm adjustment potentiometer 4f5 fitted, which has since been modified to 100mm. This is
achieved by operating a switch to either connect +10 volts (E52) or –10 volts (E53) to the
potentiometer, which is also connected to earth. By moving the digital, a signal at 100
mV/mm is fed into PCB 4u5 on terminal 14b, which is buffered by OP8A. The output from
OP8A(1) at 1`00 mV/mm is passed to the summing line of OP8B via P22 and
R52.Potentiometer P22 and R52 originally were 47k and 255k respectively, but were reduced
to 4.7 k and 24.9 k. This was carried out because the input signal was reduced from 1 V/mm
to 100 mV/mm due to the mod, i.e. 1/10th of the original signal. Therefore the resistors were
reduced by approximately 1/10th.
At the input of OP8B, the signal from the main cab digital, and the cross level
correction digital are added together, increasing the output of OP8B at –50 mV/mm. The
output from OP6D (pendulum 1f13) at +50 mV/mm no longer balances the signal from from
OP8D (the two digitals) at pin 13 of OP8D and therefore the input to OP8D is negative.
The output of OP8D at +50 mV/mm, passes to OP4B via Re4/2 where it is inverted to
–50 mV/mm. Which is again inverted to +50 mV/mm by OP4A. OP4A’s output at pin 1 is
connected to terminal 28z, which passes to terminal E47 and then onto PCB 6u2 on terminal
26d, and can be checked on multiplex F21. This positive input to the levelling board results in
the summing line increasing positively, resulting in a stronger negative output of OP4A,
which increases the servo current. Therefore the lift is increased on the L.H.S. correcting the
cross level fault.
PCB EK-346LV(Cross Level – Working Area):
The middle pendulum 1f07feeds in a signal of 25 mV/mm into PCB 6u5 (EK-346LV-
02B) on terminal 22b, which is negative for the L.H. high rail selection. The signal is passed
to OP4C where it is doubled in strength to –50 mV/mm which is inverted by OP3B. The
output of OP3B is passed to a sub actor OP3C(9) at +50 mV/mm, where it is compared with
the +50 mV/mm signal from the cross level digital (terminal 6b) at pin 10 of OP3C, which is
held due to the memory from 10u1 terminal 14b.The input from the pendulum is taken away
from the input from the digital and the output is passed to Re2/1 contact. With the left hand
rail as the high rail, switch 2b32 is turned to the left closing contacts 2b32/1, 2b32/3 and
2b32/5. Contact 2b32/3 closed, connects an earth to terminal 6d and 28d, energizing relays
Re1 and Re2 on 6u5. Therefore the output of OP3C passes through Re2/1 contact at 200
mV/mm (positive if the left hand rail is too low).The 200 mV/mm signal is inverted by OP6D
and passed to terminal 8d via P13, R71 and R72 and onto the display 9g2. When tamping
takes place, if the correct amount of lift has been applied, due to the rail lifting, the pendulum
input should balance the input from the digital. Therefore the output of OP3C is ) volts, and
the galvo 9g2 shows no cross level error.
Settlement Compensation:If large cross level, errors exist, there is a problem with the
settlement of the ballast, which can be overcome if required by the 09-32. The output of the
left hand levelling board 6u2 on terminal 22z is passed to the pendulum board 6u5 on
terminal 18z and can be checked on the multiplex F16. The output of the fight hand levelling
board 6u3 on terminal 22z is also passed to the pendulum board 6u5 on terminal 20d and can
be checked on multiplex F17. The two lifting signals at –1V/mm of lift are compared by
amplifier OP4B on 6u5 (EK346LV-02B). If the left hand side requires the greater lift, the
output of OP4B(7) will be positive.
The output of OP4B (+5 Volts) charges capacitor K15 via Re /2 contact. When the machine
start lifting output is given, i.e. Q06 or Q07, there is an output Q4C which earths terminal
18b, resulting in relay Re3 energizing. Therefore both contacts reverse; Re3/2 passes the +5
volts from the capacitor K15 to Re3/2 contact which passes the signal to OP4A(3). The
output of OP4A(1) at 5 v (i.e. 1 v/mm of lift = 5 mm of lift) passes to the lift difference gauge
19g8, showing which side requires the most lift. The output of OP4A(1) also passes to the
settlement compensation potentiometer 19f31 which can select from 0% (system off) to
100% (all of the signal). With the potentiometer 19g8 set to 20%, the reduced value is
connected to terminal 12b of 6u5 (positive for left hand rail low), which in this case is 20% of
5 = + 1 v *1mm of lift). This signal is inverted to – 1 v/mm of lift by OP6A; as the output is
negative, this results in the comparator OP6C’s output being low, therefore Re6 remains in
the de-energized state. The – 1 v signal from the output of OP6A(1) therefore passes to
terminal 16z of 6u5 via Re6/1 contact. This signal passes to PCB 6u2 (levelling board for the
L.H.S.) which at –1 v is inverted by OP3B (on 6u2) to 1 v which is passed onto the summing
line to give 1 mm of extra lift. As relay Re6 remained de-energized on PCB 6u5,
Re5/2 contact maintains an earth at terminal 16b, which passes to PCB 6u3 (levelling board
R.H.S.). Therefore no extra lift signal is passed to the R.H.S. With this system the total
lift on the left hand side equals 7 mm and the right hand side equals 1 mm of lift (figures only
used as an example). This results in an over lift on the L.H.S. of 1 mm to compensate for the
ballast settling after tamping has taken place. If the circuit remained as explained, the 1
mm of overlift would cause the middle cross level galvo 9g1 to pass the centre point (0 cross
level error) and finish to the right of centre due to the pendulum’s new level. This could cause
problems as the operator might try to correct this indication.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XV :Leveling & Lifting Control Circuit of UNO/DUO/ CSM/3X /Unimat
Session-48: Functional Description of PCB EK2041LV, EK2042LV

Leveling & Lifting Control Circuit of Unimat2S

Levelling System:
Printed Circuit:
10u5 Levelling System Power Supply EK-813SV-002
10u6 Levelling Control Left EK-2041LV-00(02)
10u7 Levelling Control Right EK-2041LV-00(02)
10u8 Pendulum Control Rear EK-2042LV-00(02)
4u4 Power Supply Tower EK-813SV-002
4u5 Front Analogue Interface EK-2039LV-00(02)
Transducers:
1f00 Levelling Transducer Left.
1f0E Levelling Transducer Right
1f07 Pendulum Rear
1f13 Pendulum Tower
1f25 Laser (Lift right) not fitted at present
1f26 Laser Lift left
232f11 Zero adjuster left
22f12 Zero adjuster right
23f08 Required cross level rear
22f09 Settlement Compensation value
23f0B Zero correction left (plain line)
52f0B Zero correction left (S & C)
51f0C Zero correction right
4f3 Lift Setting Tower
4f5 Required cross level tower
Switches:
23b3 High Rail selector rear
22b6 Gain control right
22b7 Gain control left
23b4 Cross level direction rear
4b7 Cross level direction front
Front Tower:Cross Level:

Pendulum:The cross level at the front tower is measured by the pendulum 1f13 and the
signal at 25mV/mm of cross level (negative for left hand high rail) is fed into printed circuit
4u5 at terminal 12b and is taken via R42 to OP6D(13) and added to the offset from P25 (used
for zero calibration) and R41. The output OP6D(14) is inverted and the signal increased to
50mV/mm of cross level (left hand high rail now positive). The output OP6D(14) is taken via
terminal 12z to the display 33u1 and via R45 to OP8D(13).
Required Cross Level:The required cross level is set with potentiometer 4f5 and the signal
of 50mV/mm (positive for positive cant) is fed into 4u5 at terminal 14b and viaR53 to
OP8A(3). The output OP8A(1) signal passes via P22 and R52 to OP8B(6) where it is added
to the signal from the GVA output via terminal 16z, R51 and P24 (normally only one is
used). The input OP8B(6) can be zeroed using P23.
The output OP8B(7) is inverted and fed to display 33u1 via terminal 28d, R35/2 and OP8C(9)
via R48.

If switch 23b3 is set to left hand high rail terminal 18z will be connected to 24V and Re5
energized. Therefore Re5/2 is closed and the output from OP8B is taken directly to
OP8D(13) via R46 (signal strength 50mV/mm negative for position cant).
Cross Level Error:At OP8D the signals from the pendulum and required cross level are
added together.If the actual cant and required cant are equal the two signals will be of the
same voltage but of different polarity. Therefore the output will be zero.Should the actual
cant and required cant be different (cross level error) there will be an output at OP8D(14) of
signal strength 50mV/mm (negative if the left rail is too high) and this is displayed on 33u1
via terminal 16d.
The output also passes to Re4/1 and Re4/2.
Basic Lift Setting:Unlike previous machines the front end of the front end of the card is
fixed and basic lift is applied proportionally to the lift transducer.
The basic lift set on potentiometer 4f3 is fed into 4u5 at terminal 20d (50mV/mm, positive for
lift) and via R1 to OP1A(3) the output OP1A(1) is taken to display 4u1 via terminal 20b
(where the manual lift can be displayed) and OP1B(7) is inverted and is taken to display 4u1
via terminal 22d to display manual and laser lift, at a strength of 50mV/mm negative for lift,
and via R6 to OP1C(9).
At this point the GVA lift from terminal 24d R5 and P2 is added to the output of OP1B. P1
can be used to zero the input of OP1C. The output OP1C(8) is inverted (now 50mV/mm
positive for lift) and is taken via terminal 22b to 4u1 to indicate complete lift and via R10 to
OP1D(13). Output OP1D(14) is again inverted and the signal taken to terminal 22z, which is
connected to terminals 28b and 32z.
From terminal 28b this signal passes via R30 to OP4A(2). If left hand high rail is selected
Re4 will be energized and the cross level error signal from OP8D(14) will pass via Re4/2,
and Re5 to OP4B where the signal is inverted. The output passes via R33 to OP4A(2) where
it is added to the basic lift signal. The inverted output OP4A(1) is taken via terminal 28z to
the left hand lift circuit 10u6 at 50mV/mm positive for lift.
The signal from terminal 32z is taken via R36 to OP4C(9). The output OP4C(8) is inverted.
Because Re4/1 is open the cross level error does not affect this signal. The output passes via
terminal 30z to the right hand lift circuit10u7. Basic lift is therefore put onto the opposite rail
to that selected as the high rail and the cross level error appears on the high rail.
If right hand high rail is selected Re4 will be de-energized and the cross level error is taken
via Re4/1 and R39 to OP4C and is added to the basic lift. The output is taken to the right
hand lift circuit. The signal to the left hand lift circuit is not affected by the cross level error.
Rear Pendulum:The rear pendulum is used purely as an indicator circuit. The required cross
level is set with 23f08. The signal of 50mV/m (positive for positive cant) is fed into 10u8 at
terminal 28z and passes via R22 to OP1A(3). P4 is used to adjust the zero point. The output
OP4C(1) is amplified by 1.33, set with P16. The signal passes via R27 and R28 to OP2C(9).
When the GVA is used the required cross level enters at terminal 6z and passes via P5 and
R30 to OP2C(9).When the GVA is used the required cross level enters at terminal 6z and
passes via P5 and R30 to OP2C(9).
The gain of OP2C is 0.7 and the signal is reduced and inverted to 50mV/mm (negative for
positive cant). The signal then passes R32 to OP2D(13). The output OP2D(14) is again
inverted and passes to terminal 4z and the display 23g5. Terminal 4z is connected to terminal
6b and is taken via R44 to OP3C(10) and R47 to OP3D(13).
The pendulum, input 1f07 is taken to terminal 22b at 25mV/mm (negative for left hand rail
high) and via R35 to OP4C(10). )7 is used to set the zero point. The output OP4C(8) is
amplified 2:1 and the signal is now t0mV/mm and passes via R39 to OP3B(6). The output
OP3B(7) is inverted and P8 can be used to accurately calibrate the signal. The output
OP4C(8) also passes via R40 to OP3A(3). The output OP3A(1) is not inverted and P9 can be
used to calibrate the output. This output passes vua R46 to OP3D(12) where it is compared
with the signal from 23f0B via terminal 6b and amplified. The resultant output OP3D(14)
passes to Re2/2 at 200mV/mm (negative if the lift hand rail is high).

The output OP3B(7) via R45 to OP3C(9) where it is compared with the signal from 23f08.
The output OP3C(8) is also amplified to 200mV/mm (negative if the left hand rail is high)
and passes to R32/1.If left hand high rail is selected switch 23b3 will connect terminal 6d to
earth and Re2 will energize. Therefore R32/1 will close and the signal from OPP3C(8) will
pass via R68 to OP6D(13). The output OP6D(14) is inverted but still at 200mV/mm (now
positive for left hand rail high) and passes via P13, R71 and R72 to terminal 8d and the cross
level indicators.
If right hand high rail is selected Re2 is de-energized and Re2/2 is closed. Therefore the
signal from OP3D(14) passes via R68 to OP6D(13). The output is the same as for left hand
high rail.

Track Lift (Only left side described):Inputs:

Proportional Levelling Transducer:The signal from the levelling transducer IfOD t

90m/V/mm (positive for lift) is fed into printed circuit 10u6 at terminal 26z and passes via R1
to OP1A(2). The output OP1A(12) is the same as the input and passes via P1 and R7 to the
summing line.
Front Tower (Lift Value):The output from the front tower 4u5 terminal 28z is fed into 10u6
at terminal 24z at 50mV/mm (positive for lift). From terminal 26z the signal passes via R4 to
OP2B(6). The output OP2B(10) is the same as the input and passes via P4 and R10 to the
summing line.
Cross Level Correction:In order to correct minor cross level errors additional lift can be
made by using 23fOB in plain line mode or 52fOB in switch mode. A signal of 600mV/mm
(positive for lift) is fed into 10u6 at terminal 26d and passes via R3 to OP2A(2). The output
OP2A(12) is the same as the input and passes via P5 and R9 to the summing line. A
maximum of 3mm of lift can be applied.
Zero Correction:Minor errors in the levelling system (±5mm) can be made using 22f11. The
signal is fed into 10u6 at terminal 30b and passes via R2 to OP1B(6). The output OP1B(10) is
the same as the input (2V/mm positive for lift) and passes via R8 to the summing lien
Lift Reduction:In curves it is necessary to reduce lift and if the machine is fitted with GVA
this is carried out automatically. The signal from the GVA at 100mV/mm (negative for lift) is
fed into 10u6 at terminal 8z and passes via R5 to OP3A(1). The output OP3A(12), be
amplified and inverted to 200mC/mm (positive for lift), passes via P6 and R10 to the
summing line.

Summing Line:At the summing line the various signals from the inputs are added together.
Due to differing values of resistors the signals at the summing line are adjusted e.g. the lift
value from the front tower of 50mV/mm passes via P4 and R10 (= 19k) whereas the value
from the levelling transducer of 90m/V/mm passes via P1 and R7 (= 9.5k). Therefore only
half of the lift value is used compared with the error value. As they are in the ratio 1:1.8 only
a small part of the lift value is ued (1:3.6).From the summing line the total signal passes to
OP4A(1). P2 can be used to trim any minor errors when all inputs are zero.
The output OP4A(12) is now 1V/mm and is inverted (negative for lift) and passes:
1) via R40 and R41 to OP6A(1)
2) via R22 to OP4B(7)
3) via R27 to OP5A(1)
4) to terminal 16d
Output Stage:OP4B is used as a comparator and if the input OP4B(7) is negative the output
OP4B(10) will be +15 volts ands relay Re1 will be energized. Re1/1 will close and connect
the 24 volt feed at terminal 12b to terminal 12z and the lift indicator lamp 23h5 which will
illuminate for positive inputs the output OP4B(10) will be –15 volts and Re1 will be de-
energized.

OP5A is used to invert the signal via R27 and increase it by a factor of 2.5:1. The output
OP5A(12) is positive for lift, passes via R29 to terminal 10b and the lift indicator 23g3. The
output also passes via R30 to the over lift protection circuit.
OP6A is used to invert the signal via R40 and R41 and the output OP6A(12), now positive
for lift, passes via R51 and R44 to OP6B(7). The output OP6B(10) is inverted and increased
by approx 7:1. An input of 2mm will saturate the amplifier to an output of 14v (= 15mA
servo value current) which is fed into OP7 via terminals 22b and R62. The servo valve is
connected in the feedback loop of OP7 via terminals 22d and 20z. The current will be 15mA
when more than 2mm of lift is required. (Cut off point set with P8).
When automatic lift is required and the machine is in the correct part of the working cycle the
processor output for automatic lift will be made, connecting terminal 16b to earth. If Re4 and
Re3 are de-energized terminal 16b is connected to Re2 via Re4/1, Re3/2 and D11. The Re2
will now energize as the other side of the coil is connected to 24 Volts via terminal 14d Re2/1
will open removing the earth from R41 and allow signal from OP4B to pass to OP6A and
give the servo valve a signal as described above.
Lift Unit Lowering:Under normal working conditions the lift unit is in the lowering
condition unless lift is required. To lower the unit the processor give an output connecting
terminal 18d to earth allowing Re4 to energize. As Re4/1 is open Re2 cannot energize and
Re2/1 connects R41 to earth. A positive 15 volt signal via R47 is connected to OP6A(1). The
output OP6A(12) is negative and gives the servo valve a lowering signal via OP6B and OP7.
Manual Lift:Under certain circumstances it is necessary to apply track lift manually. Push
button 23X7A is depressed and if the program is complete the processor output Q1C connects
terminal 4b to earth allowing Re3 to energize. The lowering signal is cancelled and as Re3/2
is open Re2 is de-energized. As Re2/1 is closed R41 is earth. Re3/1 closes and gives
OP6A(1) a negative 15 volt signal via R46. OP6A(12) is positive and gives the servo valve a
lift signal.
Over lift Protection:Should a fault occur in the lift system and cause the track to be over
lifted the proportional transducer will give a lowering input and OP4A will have a positive
output. Therefore OP5A will have a negative output. When the output reaches negative 10v
(= 4mm) the comparator output OP5B(10) will change to positive 15 volts which will switch
T1 on connecting terminal 8d to the earth at terminal 6db. Terminal 8d gives an input to the
processor and prevents further track lift.
Settlement Compensation: The output at terminal 16d of 10u6 (L.H. Levelling) and 10u7
(R.H. Levelling) at 1V/mm, negative for lift are fed into the pendulum printed circuit at
terminals 18z and 20d respectively. The inputs are taken via R53 and R55 to OP4B(6) and
OP4B(5). The output OP4B(7) is the difference in the total lift value for each side (positive if
L.H. side larger lift) and through V5, R33/2 and R57 charges K15.
When the processor gives a start lifting signal terminal 18b is earthed and Re3 energizes.
Re3/1 changes over and removes the earth from R58. Re3/2 also changes over and connects
K15 to OP4A(3) via R57, R3/2 and R58. This is to ensure that the lift difference does not
change as track lift takes place. The output OP4A(1) goes to terminal 20b at 1V/mm of lift
difference positive if L.H. side has larger lift) is taken to 22f09 and 22g2. 22f09 is used to set
the percentage of lift difference used and this value is fed into 10u8 at terminal 12b. The
signal passes via R78 to OP6A(2). The output OP6A(1) is now negative if the left side has
the larger lift (too low) and passes to Re6/2, to comparator OP6C and via R79 to OP6B(6),
the output OP6B(7) is inverted (positive for more lift L.H. side) and is taken to Re6/1 and
terminal 12z which is connected to terminal 20z..
If the output OP6A(1) is positive (R.H. side has larger lift) the comparator output OP6C(8)
will be +15 volts and Re6 will energize. Both contacts will change over, Re6/2 will earth
terminal 16z and in turn earth terminal 6z of 10u6 (L.H. side). The negative signal from
OP6B(7) will pass via Re6/1 to terminal 16b and in turn to terminal 6z of 10u7 (R.H. side).

From terminal 6z (10u6) the signal will pass via R6 to OP3B(7). The output OP13B(10) will
be inverted and will pass to the summing line via R12 increasing lift on this side. At the same
time the negative signal at terminal 12z (10u8) will pass to OP6D(13) via terminal 10z, R70
and P14 (10u8) to modify the cross level error signal from Re2 i.e. an extra lift of 2mm on
the right hand side will cause this side to be over lift by 2mm. The resultant cross level error
will be adjusted to zero.
If the larger lift is on the left side OP6C(8) will be –15 volts and Re6 will be de-energized.
Re6/1 will earth terminal 16b and therefore terminal 6z of 10u7. The output OP6AZ(1) will
give a negative signal to terminal 16z via Re6/2. Therefore a negative signal will be fed to
terminal 6z (10u6) which will be fed as a positive signal to the summing line of 10u6 via
OP3B. At the same time a positive signal via terminals 12z and 10z will be fed to OP6D(13)
again modifying the cross level error signal.

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XV :Leveling & Lifting Control Circuit of UNO/DUO/ CSM/3X /Unimat
Session-49: Calibration of Lifting PCB, Troubleshooting & Fault finding.

CALIBRATION OF INPUT POTENTIOMETERS IN LEVELLING CIRCUIT:

CALIBRATION OF GENERAL LIFT POTENTIOMETER (4f3):This potentiometer is

provided in panel no. B4 in front cabin. This potentiometer converts given general lift value
to electrical signal at the rate of 50MV/MM output of this potentiometer can be checked by
multimeter.For calibration of this potentiometer keep general lift potentiometer on zero and
check output of this potentiometer with the help of multi meter it should be OV. If there is
some signal on zero position first take out knob of potentiometer now rotate shaft of
potentiometer to get zero volt. Now fit knob on shaft by matching zero position.
Now feed 100mm general lift now output of this potentiometer should be +5V if it is more
than +SV then supply voltage to this potentiometer should be checked it should be +10V if it
is not +10V (less or more) than adjust P1 potentiometer in EK 813 in panel No. B4.

CALIBRATION OF SUPER ELEVATION POTENTIOMETER:This potentiometer is

provided in B2 panel in working cabin this potentiometer is used do provide SE. Values on
curves. This converts cant values to electrical signal at the rate of 50MV/mm.output of this
potentiometer can be checked at multicheck address F08.For calibration of this
potentiometer. Set zero value in this potentiometer. Set zero value in this potentiometer.
Select multicheck address F08 then check voltage on display. It should be OV if there is
some value then remove digital counter set it to zero and also set shaft of potentiometer to get
zero volt on display then refit digital counter on shaft.
Feed 180mm in S.E. potentiometer and select multi check address F08 keeping selector
switch on position 2 display should show +9v. If this voltage in less or more then check
+10V supply of EK813SV (6U4) if it is not exact +10V then adjust by potentiometer P1 (-
10V by P2).
Now feed 5mm in S.E. potentiometer. Select LH rail high with cant selector. Measure voltage
at 24Z it should be –1 volt if not adjust P11 in EK 346QV. Now select RH rail high with the
help of cant selector. Now measure voltage at 24b it should be –1V if not adjust P12 in EK
346LV.

CALIBRATION OF FRONT INPUT PCB EK345LV:

For calibration of this PCB:

- Front bogie should be on zero cross level track.
- Measure voltage with the help of multimeter
- Measure voltage with the help of multimeter between terminals 12Z and 32 dbz. It
should be zero volt if it is not zero then adjust P2S potentiometer in EK 345 LV.
Front input PCB 4U5 to get zero volt.
- Place 100mm shim under LH wheel of front bogie. Measure voltage between 12Z and
32dbz it should be 5V if not adjust potentiometer P26 in EK345LV.
- Select LH rail high with the help of cant selector in working cabin measure voltage
between 282 and 32 dbz of EK 345LV it should be –SV if not adjust P11 in EK
345LV.
- Place 100mm shim under RH wheel of front bogie and select RH rail high cant
selector. Now measure voltage between 30z and 32 dbz of multimeter it should be –
SV if not adjust P12 in EK 345 LV.
CALIBRATION OF MIDDLE PENDULUM IN EK 346LV:

- Place 100mm shim under LH feeler rod of middle pendulum. Select LH rail high by
cant selector.
- Feed 100mm in S.E. potentiometer cross level galvanometer should be at centre if it is
not on centre then adjust P9 in PCB EK 346LV.
- Now place 100mm shim under RH feeler rod and feed 100mm in S.E. potentiometer.
Select RH rail high. Galvanometer working area) should be at centre if not adjust P9
in EK 346LV to bring deflection.

- Select multicheck address F1E. Display should show OV if not zero then adjust pot
P1 in EK 346LV.
CALIBRATION OF EK 346 FOR REAR PENDULUM:

- When rear pendulum on zero track then select F1E and check signal on zero it should
be 0V if not then adjust P1 in EK346LV.
- Place 100mm shim under LH wheel. Select LH rail high with cant selector and feed
100mm in super elevation potentiometer. Now measure voltage at 26b terminal with
the help of voltmeter (display) keeping selector switch on Ist position or with the help
of multimeter. Voltage at 26b should be zero if it is not zero then adjust P2 in EK
346LV.
- Place 100mm shim under RH wheel of rear pendulum select RH rail with cant
selector. Now feed 100mm in S.E. potentiometer. Now measure voltage at 26b with
the help of voltmeter or multimeter it should be zero volt if not adjust P3 in EK
346LV to get zero volt.
 TROUBLE SHOOTING OF LEVELLING CIRCUIT OF CSM

No lifting during tamping

Check Q06 and Q07 in programmer , auto lifting

command for LH and RH side respectively .

Are Q06
NO and Q07 YES
coming

Check +24v and circuit breaker of

Check X2E in programmer .This is from leveling circuit .Check output voltage
auto leveling switch which should be Ek813SV which should be ±15v and ±10
ON. volt . If these voltage are not coming then
check fuse in EK813SV , if fuse is OK
then replace this pcb.
Check X24 and X25. These are from track
sensors l;eft side and right side. If these
sensors are bypass then X2F should come
.If sensors are not giving input to Check deflection in servo indicater ,if there
programmer then check these sensors is deflection in idicater during tamping but
replace if defective.If these sensors are automatic lifting does not take place servo
bypass ,and X2F not coming then check valve may be defective check servo filter
bypass switch replace if defective . and screen filter inside servo valve before
replacing servo valve . If there is no
deflection in servo indicater then check
connection of servo valve.
Check X48 should not come in pogrammer.it
is front bogi lock indication . If front bogi is PCB EK347LV may be defective replace
unlock but X48 is coming then check limit them
switch replace if it is defective .

Check X49 should not comein pogrammer.it is

rear bogi lock indication .If rear bogi is unlock
but X49 is coming then check limit switch
replace if it is defective

A
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVI : Satellite Control Circuit:
Session-50: Functional Description of Satellite Control Circuit, Description of different
positions of Satellite, Satellite Transducer, PCBs.

SATELLITE CONTROL CIRCUIT:

 Satellite Control circuit controls movement of Satellite This circuit is used only in
CSM & CSM-3X for control of satellite movement. PCB EK 24V in CSM,& EK
202V in CSM-3X. are used for satellite movement control .
SATELLITE TRANSDUCER:Satellite transducer converts displacement of satellite to
electrical signal at the rate of 11mv/mm.This transducer is used in CSM and CSM-3X
.Output of this transducer goes to satellite control PCB EK24V(in CSM) and EK202V(09-
3X) at 6d terminal of these PCBs.
CALIBRATION OF SATELLITE TRANSDUCER: For calibration of Satellite
Transducer. Put Machine in working mode, lock the satellite unit in front zero position.
Measure output voltage of transducer or at 6d terminal of EK24V, it should be +8.2V.If it is
not +8.2v, then open the cover of transducer and loose three screws of potentiometer and
adjust it to get +8.2V . After adjustment tight the screws and fit the cover of transducer and
release the satellite from front zero position.
SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVI : Satellite Control Circuit:
Session-51: Functional Description of Satellite Control PCBs EK24V & EK202V

Explation of Satellite Control PCBs PCBs EK24V & EK202V

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XVI : Satellite Control Circuit:
Session-52: Calibration of Satellite Control PCB Troubleshooting & Fault finding.

CALIBRATION OF SATELLITE CONTROL PCB EK24V:

For calibration of EK24V (10U8) Put machine in working mode select multicheck address
F1D. and keep selector switch (18b4) on 2nd position. Now move satellite forward until
display (18g4) indicate zero. If necessary adjust P1 in EK24V to get zero on display.
Mark position of Satellite wheel on rail. Now move satellite 300mm forward. Now check.
Voltage on display (F1D) it should be –6.9V, if it is not –6.9v then adjust P13 in EK24V to
get –6.9V.
ZERO POSITION OF SATELLITE: Now move satellite forward by Joy stic (2X12 ) until
satellite stops lower the lock for of satellite and lock satellite in zero position.
Now selector switch 18b4 on position 1 and check voltage at 6d terminal of EK24V it should
be +8.2V if it is not adjust potentiometer of transducer . Select address F1D keep selector
switch 18b4 on position 2. Voltage on display should be –10.2V if necessary adjust P1 in
EK24V.
Now turn 24 position switch 18b4 to position 1`and check voltage at out put of OP3 (10) it
should be 0V if it is not 0V then adjust P9 to get zero volt on display.
ADJUSTMENT OF SATELLITE DISPLACEMENT DISPLAY: 19g6:
Displacement of satellite can be seen on display 19g6 . Keeping 5-position selector switch
19b6 on position-5th, when satellite is locked in zero position it should show 0mmif it is not
showing 0mm then adjust potentiometer P6 in display PCB to get zero display.
FRONT POSITION ADJUSTMENT:Select multicheck address F1D and keep multi
position switch 18b4 to position 2. Check displacement of satellite on display 19g6, Keeping
multi position switch 19b6 on 5th position. Now move satellite forward until display 19g6
indicate 120mm in this position Red LED in EK24V should glow and input to
microprocessor X1C should go for 2 bar brake of satellite. If red LED is glowing before or
after 120mm then adjust P10 to glow Red LED at 120mm.
MIDDLE POSITION ADJUSTMENT:
Move satellite backward until 19g6 display indicating 340mm in this position yellow LED in
EK24V should glow and input to Microprocessor X1B should go for 5 bar satellite brake. If
yellow LED is glowing before or after 340mm then adjust P4 in EK24V.
BASIC CURRENT ADJUSTMENT OF PROPORTIONAL VALVE:
Select satellite proportional valve current Indicator using multi position switch 18b3 on
position 3. Now move satellite front side when satellite stops in front then needle of current
indicator should drop at 33% of scale of current indicator (250mA) if this current is not
250mAthen adjust P8 in EK24V to set minimum current or basic current at 250mA.
MAXIMUM FORWARD CURRENT: Bring satellite in rear position and release Hydraulic
pressure. Now operate joy stick to drive satellite forward and watch deflection of satellite
proportional valve current indicator it should be at 650mA (90%) if it is not at 650mA then
adjust P7 in EK24V to get deflection of indicator at 650mA.
SATELITE CONTROL CIRCUIT OF CSM-3X:In CSM-3X satellite movement is
controlled by PCB EK 202 V (10U11). Power supply PCB EK813SV is used.
SATELLITE TRANSDUCER:Satellite transducer converts displacement of satellite to
electrical signal at the rate of 1.5 mv/mm. Signal of satellite can be checked at 6d terminal of
EK202V.For calibration of satellite transducer lock satellite in rear lock position then
measure the output of satellite transducer at 6d terminal of EK202V. It should be –8.6V. If it
is not –8.6V then loose the screw of potentiometer and adjust it to get –8.6V.After adjustment
tightened the screw of potentiometer. Now move satellite full forward output of satellite
transducer should be +8.6V.
- Position the satellite in such position where output of satellite transducer at 6d
terminal is 0v.

In this condition output of Op-IB(7) should be OV. If not adjust P2 in EK202V to get
OV. Now check voltage at 6Z it should be OV. If not adjust pot. P1 in such a way to
get OV at 6Z.

- Mark this position and move satellite towards rear around 1000MM. Now check
output of OP-1B(7). It should be +8V. because gain of OP1B(7) is set at the rate of
8mv/mm. If output of Op-1B(7).

In some position check voltage at 6Z. It should be +10V because gain of OP2A is set
at the rate of 10mv/mm. If voltage at 6z is not +10V then adjust pot.P13 to get +10V
at 6z.

- Now move satellite in rear position and lock it satellite should be in such position that
damper cylinder should press satellite in front position.

- Voltage at 6z or at (F11) should be +10V if not adjust P1 to get +10V at 6Z.

- Now move satellite in front position, keep the gap 30 to 50mm between damping
cylinder and main chassis frame press the paddle and measure
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVII Work Drive Control Circuit:
Session-53: Functional Description of Work Drive Control Circuit, Encoder, PCB ELT-
5034.

Work drive of CSM machine is controlled through PCB EK319LV.

There is a variable pump in driving circuit which is operated by proportional valve.
Proportional valve is operated by PCB VT3005. VT 3005 receives signal from EK319LV it
controls current to proportional valve of variable pump which is responsible for increase or
decrease of speed of machine.
Working drive speed is synchronized with the satellite by a distance measuring wheel. This
distance measuring wheel converts distance traveled by machine to pulses at the rate of 1000
imp/meter which frequency is 277.7 Hzs at 1 Km/hrs speed and EK319LV converts it to
voltage (1km/hr = 1v.).Speed can be seen on bar type display. Maximum working speed can
be set at 2km/hr.
PCB USED IN DRIVING CIRCUIT:
(1) Driving PCB-EK 319LV (6U8)
(2) Power supply PCB-EK813SV (6U7)
(3) Encoder PCB ELT-5034
(4) Variable pump proportional valve amplifier-VT 3005
ENCODER:

ans This transducer is used in CSM ,09-3X and DGS. This transducer
converts displacement of machine to Digital signal at the rate of
1000 Pulse/meter. This is mounted on front trolley.out of this
transducer is used for speed display.

Encoder PCB ELT-5034:-This PCB is mounted on Front trolley which receives inputs from
encoder and sends to Workdrive PCB EK319LV and EK99V.

SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)

Lesson-XVII Work Drive Control Circuit:
Session-54: Functional Description of Work Drive PCB EK319LV& VT-3005

Functional Description of Work Drive PCB EK319LV):-

For the drive control of 09-machines the frequency/voltage transformation, the OP amplifier
IC3Aand IC3B and the servo amplifier IC4 are used from this board.
1. Frequency – voltage transformation
This stage is used by supplying a speed indicator.
To input”12” the frequency signal is supplided(it is generated by the
Distance measuring wheel withan incremental transducer-1000imp/m)
The ICI is an integrated frequency/voltage transformer(VFC42) which
Supplies at its output +10 V if the input frequency is 10Khz. With 1000
Imp/m a voltage of 277,7Mv is generated by 1Kmph.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVII Work Drive Control Circuit:
Session-55: Calibration of Work Drive PCB, Troubleshooting & Fault finding .

CALIBRATION OF WORK DRIVE CIRCUIT OF CSM MACHINE:

Speed Adjustment Potentiometer:

There are two potentiometer for speed adjustment 19f40 and 19f40A.Selection of second
potentiometer is done by toggle switch in B19 panel , by which we can reduce the speed to
half .
Calibration procedure of work drive circuit:

Bring the machine on track. Where there should be sufficient space to drive machine at 1
Km/hr. speed in working mode.

- Now put machine in working mode for working drive. Lower the front trolley and
front measuring wheel.

- Remove EK319LV PCB from it’s slot and fit it again with extension card. When
removing and inserting PCB supply of driving circuit should be off.

- Keep multi position selector switch 18b4 on position 1(displ)

- Now set machine for working drive and move the machine. Increase the speed
with the help of speed adjustment potentiometer. Now measure voltage in PCB
EK319LV on pin no1 of IC1 and increase speed until display shows .277V.

- ICI is the frequency to voltage converter IC. Pulses from distance measuring
wheel encoder is applied at 12db terminal which frequency is 277.7Hz. ICI
convert it to 277mV or . 277V at 1 Km/hr. speed.

- Now let the machine move at 1Km/hr. speed.

- Now select multicheck address F1B. Keep multi position selector switch on 2nd
position. Display should show +1V. If display is not showing +1v then adjust
potentiometer P1 in EK319LV.

- Now keep multi position selector switch on position 1 and measure voltage at
26db terminal of EK 319LV with the help of test prob it should be .62V , if not
adjust P3 in same PCB.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVIII Hook Control circuit
Session-56: Functional Description of Hook Control Circuit and Transducer

Hook Control Circuit

Hook Control Circuit: Hooks are used only in Unimat machines to lift the track on switch
& crossings where rollers clamp can not be used.Hook Control Circuit is used only in point
and crossing tamping machines to control depth of Hook.. Two different depths may be
selected by a theoretical value potentiometer. The actual value is monitored by Hook control
PCB with the help of Hook depth transducer , There are two positions where Hook can be
applied PosI (Rail Head) and PosII (Rail Foot)
Printed Circuit Board PCB: In Unimat 2S, PCB 144V and in Unimat 3S PCB EK 120V is
used for Hook Control.

Transducers:

1f50 Hook depth Transducer Left

1f51 Hook depth Transducer Right

23f1 Required Depth L.H. side Rail head

23f2 Required Depth L.H. side Rail foot
23f3 Required Depth R.H. side Rail head
23f4 Required Depth R.H. side Rail foot

Switches:

23b1 Rail head/Rail foot L.H. side

23b2 Rail head/Rail foot R.H. side

Hook depth Transducer 1f50(Left) ,1f51 (Right) :

This transducer converts displacement of hook to

electrical signal at the rate of 23mv/mm .Multicheck
address of hook Transducers are F18(Left) and
F19(Right).
Calibration :-For calibration of hook transducer hook
should be in up position ,select multicheck address of
hook transducer F18 or F19, in this position output
voltage of hook transducer should be -2.2 Volt. If
output is not -2.2 V then open the cover of transducer
and loose three screws of potentiometer and adjust it
to get -2.2 V.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVIII Hook Control circuit
Session-57: Functional Description of Hook Control PCB EK120V & EK144V

Circuit Description of PCB EK-120V-00(6U5) in Unimat 3S

Lowering of Hook:
The hook can be lowered to either rail head
or rail foot, selected with 23b1(LH)and
23b2(RH).

The theoretical depth is set with

potentiometer 23f1 (for rail head). This is
supplied with +3 volts set from 6u5
terminal 30b and adjusted using P8.

The required depth is set and the resulting

voltage (between 1.5V and 3V) is fed into
6u5 at terminal 32z and via R40 to
OP2C(10). The output OP2C(8) is identical
to the input and provides a reference
voltage for the comparator OP2B(5). The
actual depth is fed in at terminal 26b and
passes via R41 to OP2B(6).

If the voltage at OP2B(6) is less than OP2B(5) the output OP2B(7) will be +14 volts. This is
fed into the transistor array TA1 pin 1 and connects terminal 18b to earth, This becomes an
input to the processor. If the program to lower the hook is complete the processor will
effectively earth erminal 10z and through R50 and D11 switch on the LED 3/4 of OC1. This
will switch on the transistor 5/6 which will turn on T2, connecting terminal 4z to terminal 6z
(earth). The lowering solenoid will now energies and the hook will lower. The actual depth
voltage will become more positive and when equal to the theoretical voltage OP2B(7) will
switch to –14 volts switching off TA1 1/18 and removing the input to the processor and
therefore to terminal 10z . OC1 3/4 will now switch off and T2 will rapidly de-energies the
lowering solenoid, stopping and hook in the required position.
If the hook is required to apply at rail foot switch 23b1 is changed to the rail foot position
and 23f2 will feed in the reference voltage (between 2.5 & 5 volts) to terminal 32z. A higher
voltage therefore a greater depth. The hook will now lower until the actual depth voltage
equals this greater reference voltage.
Lifting of Hook: A -10 volt signal is fed in at terminal 24d and passes via R30 to OP3D(12).
R61 connects this terminal to earth and set the voltage at –2 volts. The output OP3D(14) will
–2 volts. This forms the reference voltage for the comparator OP3A. Terminal 20b is
connected to terminal 26b and the actual depth signal is fed to OP3A.
If the hook is lowered the voltage at terminal 20b will be more positive than the reference
voltage and OP3A(1) will be –15 volts switching off TA1 5/24 and ensuring that the
processor input via terminal 18z is not made.To lift the hook the processor output connects
terminal 12d to earth which switches on LED ½ of OC1 and therefore transistor 7/8. This
will turn on T1 connecting terminal 8z to earth and energizing the lifting solenoid.As the
hook raises the actual depth voltage decreases and when equal to –2 volts OP3A(10) switches
to +15 volts TA1 5/14 is switched on connecting terminal 18z to earth giving an input to the
processor for the drive safe routine. The hook is stopped in its upper position physically.
Circuit Description of PCB EK-144V-00 in Unimat 2S

In Unimat-2S EK144V-00 PCB is used in hook control circuit .Theoretical depth value
(+ polarity) is applied at connection “32z” which is fed to Operational Amplifier “OP2C” via
resistor ”R40” and capacitor “K12”. K12 represent a low pass filter to avoid eventual high
interfering frequency. Operational Amplifier “OP2C” is a buffer which output is applied to
“OP2B (5)” via resistor “R 32”. OP2B is a comparator which compare signals applied at pin
no 5 and 6 .At the pin no 6 of the OP2B via “R41” the left depth-actual value of the hook
depth transducer is available (+ polarity).
As long as the theoretical signal at pin no 5 of OP2B is more positive than the actual value
signal at pin no6, the output at pin no 7 will be on full level (approx + 14 volts ) which is
applied at base of transistor in transistor array T A1 at pin no1 via diode D4.Transistor
supplies an earth signal via pin no 18 of TA1 to the output connector 18b of PCB. This signal
is used as input X40 (left hook lowering) by processor for the further control .In the same
way the other four theoretical-actual-comparison circuits are operating with
“OP2A”,”OP3A”, and “OP3B”.
With the OP1D a voltage of +7.5 V is generated at output pin no 1 by means of the
potentiometers P8, P9,P10 and P11 this voltage can be set at 3V by P8 & P10 for rail head
and at 5.5V by P9 & P11 for rail foot.
Four FET(Field effect transistor)-power transistors are also used in this PCB. These field
effect transistors can operate solenoid directly. The output signal is an earth signal and
therefore at the other end of the coil of solenoid +24V is applied.
The parallel diodes “D18” to “D 21” serve as transistor protection in case of negative back
voltages by solenoids. The terminals of FET are: S ( SOURCE), D(DRAIN) and G (GATE).
Via the gate ”G” the control voltage which connects the connection from “S” to “D” is
supplied .Via a dropping resistor R49 with diode D10 an earth signal supplied by the
programmer energizes an optical coupler OC1.In OC1 the internal LED illuminates which
light energizes photo transistor. The photo transistor transfers then a plus-signal applied at
collector to emitter then to the gate “G”of the corresponding FET transistors(T1) through
OC1(8) and resistor R45.Because FET transistors have a very high gate resistance ,a leak
resistor R53 is provided against earth .
For protection against voltage peaks when the solenoid of valves cut off a protection
combination is provided which consists of a resistor R60 and a free wheeling diode D14
The + 24V power supply for the Solenoids of hook DC valves should be supplied via the
fuse Si1(6,3A).
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XVIII Hook Control circuit
Session-58: Calibration of Hook Control PCB, Troubleshooting & Fault finding

Calibration potentiometers in Hook Control PCB:-

P8 :- Required Depth LH Side Rail head.

P9 :- Required Depth LH Side Rail foot.
P10:- Required Depth RH Side Rail head.
P11:- Required Depth LH Side Rail foot.

S.No. Faults Causes and Remedial Actions

L.H. i) Switch for LH hook down should be in ON position and signal should come on multi
hook is check or subroutine Q00→X00 should come on multi check and following conditions
1. not should also be fulfilled.
getting
lower
a) Preselector switch for LH hook should be in ON position
b) Switch for LH lining unit unlock should be in ON position and indication should
come on multi check.
c) Switch for LH hook always down should be in ON position and indication should
come on multi check.
d) If indication for all above conditions are not coming on multi check then check the
lifting circuit.
2 R.H. hook is not If hydraulic circuit is found Ok then problem is in electrical circuit.
getting lower Check it as follows.
i) Switch for RH hook down should be in ON position and signal should
come on multi check or subroutine Q01→X01 should come on multi
check and following conditions should also be fulfilled.
a) Preselector switch for RH hook should be in ON position
b) Switch for RH lining unit unlock should be in ON position and
indication should come on multi check.
c) Switch for RH hook always down should be in ON position and
indication should come on multi check.
d) If indication for all above conditions are not coming on multi check
then check electrical circuit.
3 R.H. hook is not If hydraulic circuit is found Ok then problem is in electrical circuit.
going outward Check it as follows.
i) Condition Q63→X63 should be fulfilled and indication should come
on multi check.
ii) Condition Q06→X06 should not come on multi check.
iii) Condition Q07→X07 should not come on multi check.
iv) Preselector switch for RH hook should be in ON position and
indication should come on multi check.
v) RH lining unit should be in unlock condition and indication should
come on multi check.
vi) If any one of the above condition is not fulfilling, the relay QL72 may
be defective. Check and do the needful.
vii) Fuse for QL72 may also be blown. Check and do the needful.
4 L.H. hook is not If hydraulic circuit is found Ok then problem is in electrical circuit. Check
going outward it as follows.
i) Condition Q63→X63 should be fulfilled and indication should come on
 multi check.
ii) Condition Q06→X06 should not come on multi check.
iii) Condition Q07→X07 should not come on multi check.
iv) Preselector switch for LH hook should be in ON position and
indication should come on multi check.
v) LH lining unit should be in unlock condition and indication should
come on multi check.
vi) If any one of the above condition is not fulfilling, the relay QL74 may
be defective. Check and do the needful.
vii) Fuse for QL74 may also be blown. Check and do the needful.
5. R.H. hook is not If hydraulic circuit is found Ok then problem is in electrical circuit.
coming inward Check it as follows.
i) Check the signal X43 on multi check .If not coming then check output
at terminal no. 12 of Transistor TA 1 of PCB EK144V-02. If it is not
found there then transistor may be defective. Replace it.
ii) Switch for lifting unit fully up should be in ON position.
iii) Signal for QL73 should come on multi check. If not coming then relay
may be defective.
iv) Fuse for QL73 may also be blown. Check and do the needful.
6. L.H. hook is not If hydraulic circuit is found Ok then problem is in electrical circuit.
coming inward Check it as follows.
i) Check the signal X42 on multi check .If not coming then check output
at terminal no. 14 of Transistor TA 1 of PCB EK144V-02. If it is not
found there then transistor may be defective replace it.
ii) Switch for lifting unit fully up should be in ON position.
iii) Signal for QL75 should come on multi check. If not c coming then
relay may be defective.
iv) Fuse for QL75 may also be blown. Check and do the needful.
 SUB-DISCIPLINE:- ELECTRONIC SYSTEM(LESSONS:19 SESSIONS:59)
Lesson-XIX Panel Boxes & Cable List
Session-59: Main Panel Boxes i.e Working & Engine Panel boxes, Cable List

Panel Boxes :-In the machines switches, relays , PCBs and wiring connectors are fitted in
Panel Boxes provided in cabins and machines chasis.list of panel boxes is as under.

Panel Boxes in Unomatic & Duomatic

S.No. Panel Box Description

No.
1. B2 Working control panel R.H.S.in working cabin.
2. B4 Front inputs panel in front cabin.
3. B5 Engine control panel in working cabin.
4. B7 Levelling and lining control Panel
5. B11 Engine control panel in front cabin
6. B13 Engine electrical circuit junction box
7. B19 Galvanometers box
8. B33 Galvanometer (cross level and lining)Box in front cabin.
9. B50 Electrical terminals box outside on machine chassis for solenoids.
10. B51 Manual cross level correction on working chair handrest LHS
11. B52 Manual cross level correction on working chair handrest RHS

Panel Boxes in CSM

S.No. Panel Box Description

No.
1. B2 Working control panel R.H.S.in working cabin.
2. B4 Front inputs panel in front cabin.
3. B5 Engine control panel in working cabin.
4. B6 PCBs slide module
5. B7 Base plate for logistic cabinet
6. B9 Galvanometer (cross level and lining)Box outside machine chassis
7. B10 PCBs slide module
8. B11 Engine control panel in front cabin
9. B13 Engine electrical circuit junction box
10. B18 Measuring and multicheck Panel
11. B19 Working control panel L.H.S.in working cabin.
12. B20 Programmer PCBs slide module
13. B26 Electrical terminals box outside on machine chassis.
14. B28 ZF gearbox electrical circuit junction box
15. B29 Fault indication box
16. B33 Galvanometer (cross level and lining)Box in front cabin.
17. B40 Intercom Box
18. B45 Electrical terminals box outside on machine chassis.
19. B47 Electrical terminals box outside on machine chassis.
20. B48 Electrical terminals box outside on machine chassis.
21. B50 Electrical terminals box outside on machine chassis.
22. B51 Manual control box on working chair handrest LHS
23. B52 Manual control box on working chair handrest RHS
24. B53 Working light electrical terminals box outside on machine chassis.
25. B55 Fault indicater electrical terminals box outside on machine chassis.
26. B77 Laser battery charger box
27. B79 Engine throttle control box front cabin
28. B80 Engine throttle control box working cabin
29. B81 Engine throttle control box

Panel Boxes in Unimat 2S & 3S

S.No. Panel Box Description

No.
1. B4 Front inputs panel in front cabin.
2. B5 Engine control panel in rear cabin.
3. B6 PCBs slide module
4. B7 Base plate for logistic cabinet
5. B10 PCBs slide module
6. B11 Engine control panel in front cabin
7. B13 Engine electrical circuit junction box
8. B18 Measuring and multicheck Panel
9. B20 Programmer PCBs slide module
10. B22 Working control panel R.H.S.in working cabin.
11. B23 Working control panel middle.in working cabin.
12. B24 Working control panel L.H.S.in working cabin.
13. B26 Electrical terminals box outside on machine chassis.
14. B28 ZF gearbox electrical circuit junction box
15. B29 Fault indication box
16. B33 Galvanometer (cross level and lining)Box in front cabin.
17. B40 Intercom Box
18. B51 Lifting correction and tamping tool slew , outside R.H.S.
19. B52 Lifting correction and tamping tool slew , outside LH.S.
20. B53 Working light electrical terminals box outside on machine chassis.
21. B55 Limit switch connector box.
22. B69 Terminal box clamp.
23. B94 Recorder panel box rear
 SUB: HYDRAULICS, PNEUMATICS & MECHANICAL
Duration: 74 Sessions = 148 Periods
Sub-discipline: Hydraulics (Lessons: 20 Sessions: 42)
Lesson-I: Fundamentals Session–1: Introduction, Pascal’s Law, Bernoulli’s Theorem,
Advantages of Hydraulic System.
___________________________________________________________________________

INTRODUCTION:

The word hydraulics originates from the Greek. This is made of two words-hydor and aulos.
Hydor means water and aulos means pipe i.e. flow of water through pipes. Today the term
hydraulic commonly refers to “Power hydraulics” in which fluid is used under controlled
pressure to do work. Hydraulic power is used in every branch of industry in a machine tool,
missiles, man made satellite, boat, planes, cranes, lifts, track machines etc. So fluid is most
versatile means of transmitting power & modifying motions. A fluid is infinitely flexible. It
can easily change its shape, it can be divided into parts to do work in different locations, it
can move rapidly in one place and slowly in another place. No other medium has the same
accuracy, positiveness & power in minimum of volume & weight. It is the science of forces
and movements transmitted by means of liquids i.e. generation of forces and motion using
hydraulic fluid. It is a part of hydromechanics.

Hydromechanics

Hydrostatics Hydrodynamics
(Force effect through pressure area) (Force effect through mass acceleration)

Hydraulic fluid contains two energy: (1) Kinetic energy (2) Potential energy.
Basically hydraulic fluid obeys:

PASCAL’S LAW: It states that when pressure is applied on a confined fluid, it is transmitted
undiminished in all directions, and acts with equal force on equal areas, and at right angles to
them.

F = 10 kg

A= 1 cm2

10 kg

BERNOULLI’S PRINCIPLE: “It states that in a system with constant flow rate, energy is
transformed from one part to other, each time the pipe cross-section changes”
CHARACTERISTICS OF HYDRAULICS:

 Multiplication of Forces: If a small force on small area would create a proportionally

larger force on a larger area, the only limit to the force, a machine can exert, is the
area to which the pressure is applied.
 Incompressibility: Hydraulic fluid is incompressible that is why tremendous pressure
is achieved.
 Acceptance of Shape: The hydraulic fluid accepts the container’s shape in which that
is contained.
 Non Diffusion: Hydraulic fluid can be easily poured from one container to another
without diffusing in atmosphere.

ADVANTAGES OF HYDRAULICS:

1. Variable Speed: The actuator of a hydraulic system can be driven at variable speeds
by varying the pump delivery or using a flow control valve.

2. Reversibility: An actuator can be reversed instantly while in full motion without

damage. A four way directional valve or a reversible pump provides the reversing
control.

3. Overload Protection: The pressure relief valve in hydraulic system protects it from
overload damage. When the load exceeds the valve setting, pump delivery is directed
to tank.

4. Self Lubrication: In most hydraulic components internal lubrication is provided by

the fluid. Pump elements and other wearing parts slide against each other on a film of
fluid.

5. Cooling: Circulation of the fluid through lines and around the walls of the reservoir
allow the fluid to give up the heat that has been generated in the system.

6. Sealing: In many instances the fluid is the only seal against pressure inside the
hydraulic component. In DC valve there is no seal between the valves spool and the
body to minimize leakage. The close mechanical fit and the viscosity of the oil
determine leakage rate.

7. Easy to Install and Handle: Hydraulic components can be easily installed and
handled due to less weight and size in compare to mechanical system.

8. Portable: Hydraulic plant can be used in mobile application.

9. Compactness: Hydraulic components can provide high power output with very small
weight and size.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-II: Hydraulic Symbols Session–2: Hydraulic Symbols.

HYDRAULIC SYMBOLS:

Single Pump

Double Pump

Variable Pump

Return Line

Pressure Line

Pilot Line

Uni-Directional Motor

Bi-Directional Motor

Variable Motor

Stop Cock
Filter

Cooler

4/3 Way Valve

4/2 Way Valve

Servo Valve or Proportional

Valve

Single Acting Cylinder

Double Acting Cylinder

Relief Valve

Check Valve/ Non-Return

Valve
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-III: Hydraulic Oil Sessions–3: Functions And Properties

Proper selection and care of hydraulic fluid for a machine will have an important effect on
machine performance and on the life of the hydraulic components. Any liquid is essentially
incompressible and therefore will transmit power instantaneously in hydraulic system. The
most common liquid used in hydraulic system is petroleum based oil. Oil transmits power
readily because it is only very slightly compressible, a negligible amount in most systems.
The most desirable property of oil is its lubricating ability.

FUNCTIONS:

1. To transmit power from one point to another

2. To lubricate moving parts
3. To cool or dissipate heat
4. To seal clearance between parts
5. Cushioning of oscillations caused by pressure jerks.
6. Corrosion protection.
7. Scuff removal.

PROPERTIES:

1.1 Suitable viscosity:-viscosity is measure of fluid’s resistance to flow. If a fluid flows

easily, its viscosity is low. Fluid flows with difficulty have a high viscosity. Some
methods of define viscosity are: absolute viscosity, kinematic viscosity, and relative
viscosity and SAE numbers. Kinematic viscosity is the most common way of
measuring viscosity. It is measured by the amount of time needed for a fixed volume
of oil to flow through a capillary tube. The unit for kinematic viscosity is mm2/sec or
centistokes.

Too high a viscosity increases friction, resulting in –

1. High resistance to flow

2. Increased power consumption due to friction loss
3. High temperature caused by friction
4. Increased pressure drop due to resistance
5. Possibility of sluggish or slow operation
6. Difficulty in separating air from oil in reservoir.

Too low a viscosity resulting in –

1. Internal leakages increases

2. Excessive wear and even seizure may occur under heavy load due to break
down of oil film between moving parts
3. Pump efficiency may decrease causing slower operation of the actuator
4. Leakage losses may result in increased temperatures.

1.2 Anti-rust and anti-corrosive:-rusting is the chemical union of steel with oxygen.
Corrosion is chemical union between a metal and acid. Corrosion occurs as the acid
acts on the metals. Rusting is caused by air bubble in the system. It is usually not
possible to keep air and atmosphere born moisture out of hydraulic system. They
contaminate the system and promote wear. There are several ways of preventing rust
and corrosion. The best way is that hydraulic system may work at proper temperature
and pressure. A fluid should be filtered properly
 1.3 Oxidation resistance :- Fluid oxidation is the chemical reaction of the fluid with air
which forms new substances or compounds, when hydraulic oil oxidized, it form
gum, sludge. Some of these soluble compounds are acids which bites the metallic
components in the system. It is the most common factor that reduces the fluid life.
These contaminants close the orifice, increases wear and tear and causes valves to
stick. The best control is through the good maintenance.

1.4 Resistance to foaming:- A small air bubble get entrapped during course of suction and
delivery of released oil from circuit. Air also enters through vent hole and mixes with
oil and affects the efficiency. Air also causes heating of the oil and hydraulic
assemblies. Return pipe should be located well below in the hydraulic tank.

1.5 Low pour point: Pour point is the lowest temperature at which a fluid will flow.
Beyond this it becomes so thick that it won’t flow any more.

Method of identifying hydraulic oil:

One important method of identifying hyd. oil is the specification of viscosity class. The ISO
standard and new draft of DIN 51524 explain that the viscosity classes lay down the
minimum and maximum viscosity of hyd oil at 400C

ISO KINEMATIC VISCOSITY (MM2 /S) AT 400 C

VISCOSITY CLASSES MIN MAX

ISO VG 10 9.0 11.0

ISO VG 15 13.5 16.5
ISO VG 22 19.0 24.8
ISO VG 32 28.8 35.2
ISO VG 46 41.4 50.6
ISO VG 68 61.2 74.8
ISO VG 100 90.0 110.0
ISO VG 150 135 165

Qualities of hydraulic fluid:

1. Lowest possible density

2. Minimal compressibility
3. Viscosity not too low
4. Good viscosity temperature characteristics.
5. Good viscosity-pressure characteristics.
6. Good aging stability.
7. Low flammability.
8. Good material compatibility.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-IV: Hydraulic Tank Sessions–4: Functions And Parts
___________________________________________________________________________

FUNCTIONS: The reservoir in the hydraulic system fulfils several task--

1. Acts as intake and storage reservoir for the hydraulic fluid required for the operation
of the system.
2. Dissipates heat.
3. Separates air, water and solid materials.
4. Supports a built – in or built – on pump and drive motor and other hydraulic
components such as valves, accumulator etc.

Suction line Return line

Breather

Cover plate
TO PUMP Return filter

Max

Sight glass
Suction
filter
Mi
Drain plug

Baffle plate Return flow is directed outward

Oil is cooled & air To tank wall
separated out by the time
it reaches inlet

PARTS:
 Baffle plate: - It separates pump inlet line and return line. It is usually about 2/3 of the
total height of the tank lower corner of the plate may be cut away to permits
circulation. Thus the baffle plate
1. Prevents local turbulence
2. Allows foreign material to settle to the bottom.
3. Give the fluid an opportunity to free of entrapped air.
4. Helps heat dissipation.
 Inlet and Return line:-Most line of the tank terminates below the oil level. The line
connections are often sealed. This prevents dirt from entering through these openings.
Pumps inlet and return line must be below the oil level otherwise oil may be aerated
and foaming may start. Connections above the oil level must be tightly sealed to
prevent the entry of air in the system.
 Air breather: - An air breather is installed at the tank to vent air to the atmosphere and
also atmosphere air exerts pressure on the oil surface through air breather, so
screening element of air breather should be cleaned regularly.
 Sight glass: - This is provided to see the oil level in the hydraulic tank and oil is filled
accordingly.
 Drain plug: - It is provided at the bottom of the tank to drain oil from tank at the time
of cleaning the tank. Generally magnetic drain plug is provided to trap iron particles
present in the oil.
 Return filter: - It is provided on the top of the tank. It traps contaminants present in oil
which is returned from the hydraulic circuit to tank.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-V: Hydraulic Filter Sessions–5: Function, Types, Filtering Material, Contaminants
Control And Importance Of Filtration.
___________________________________________________________________________

FUNCTION & IMPORTANCE OF FILTRATION:

About 75% of hydraulic maintenance is caused by dirty oil. Dirt can cause untold damage to
the entire system. The use of a filter is an important stage in keeping dirt cut off the system
and hence reducing hydraulic maintenance.
Filter is a device whose primary function is retention, by some porous medium, of insoluble
contaminants from a fluid. Porous medium simply refers to a screen of filtering material that
allows fluid to flow through it but stops other materials by porous medium. A simple screen
or wire strainer is rated in microns for filtering fineness or a mesh number or its nearest seive
number. The higher the mesh or sieve number, the finer the screen. When a filter is specified
as so many microns, it usually refers to the filter’s nominal rating and its value is in microns
such that a 10 micron filter can trap particles having size more than 10 micron. So filters are
of great significance in hydraulic systems for the reliable functioning and long service life of
component.
It is the task of the filter to reduce the contamination to an acceptable level in order to protect
the various components from excessive wear. It is necessary to use correct grade of filter and
a contamination indicator is required in order to check the efficiency of the filter. Systems are
often flushed using economical filters before commissioning.

TYPES:
1. Inlet strainer & filter:- Strainer is installed on pump inlet lines inside the tank, it is
relatively course as filter being constructed of fine mesh wire. A 100 mesh strainer is
suitable for thin oil, protects the pump from particles above about 150µ in size. There
are also inlet line filters usually mounted outside the tank near pump inlet. A fine
filter (unless it is very large) creates more pressure drop that can be tolerated in on
inlet line of a pump.
The filter must pass the full pump volume within the permitted inlet vacuum for that
pump. The filter must provide bypass flow which is still with in that limit where the
filter element is blocked. Inlet filters should be used only to prevent large particles
from entering the pump & causing catastrophic failure.

2. Pressure line filter:- This filter can trap much smaller particles than inlet line filter.
Such a filter is used where system components such as valves are less dirt tolerant
than the pump. The filter traps fine contaminants from the fluid as it leaves the pump
and also protects the system in the event of a catastrophic failure of the pump.
Pressure line filters must be able to withstand the operating pressure of the system as
well as any pump pulsation.

3. Return line filter:- These filters can also trap very small particles before the fluid
returns to the tank. Return line filter is necessary in a system with a high performance
pump which has very close tolerance & usually cannot be sufficiently protected by an
inlet line filter. Full flow return filter should have enough capacity to handle max.
return flow without opening the bypass valve (non return valve) the performance of
any return line filter depends on magnitude of flow and pressure changes.
The term “full flow” applied to a filter means that all the flow into the filter inlet port
pass through the filtering element. In most full flow filters there is a bypass valve
preset to open at a given pressure drop to divert flow past the filter element. This
prevents the element from being subjected to excessive pressure which could cause
collapse. The bypass opens when total flow can no longer pass through the
contaminated element without raising the pressure.
FILTERING MATERIALS:
There are two basic classifications of filtering material viz. (1) Absorbent (2) Adsorbent.
1. Absorbent filter: Absorbent filter medium traps particle by mechanical means.
Absorbent media are divided into two basic types viz. surface & depth. Surface media
is most commonly used for coarse filtration. These are usually used with strainers.
These are made of closely woven fabric. Depth media are generally used for finer
filtration and are made of a wide range of materials. It has layers of a fabrics or fibers
which provide paths for the fluid to flow through. These are usually used with filters.
Particles collect on a number of surfaces arranged in layers.
2. Adsorbent filter: Such a charcoal & fuller’s earth should be avoided in hydraulic
system, since they may remove essential additives from the hydraulic fluid.

SOURCES OF CONTAMINATION:
1. Built-in contamination: Hydraulic system manufacturers generally are careful to
provide internally clean products but, in spite of these efforts, new equipment usually
contains some built-in contamination. These contaminants might include burrs, chips,
flash, dirt, dust, fibers, sand, moisture, pipe sealants, weld splatter, paints and flushing
solutions.
2. Ingress or environmental contamination is contamination that is added to the
hydraulic system during servicing or maintenance (or from lack of maintenance) or is
introduced to the system from the environment surrounding the equipment. Dirt
contamination during operation owing to wear, ingress via seals and tank ventilation,
filling up or changing hyd. fluid, exchanging components, replacing hoses.
3. Self-generated contaminations- This type of contamination is created internally
within the system by the moving parts of hydraulic components. These contaminants
are produced by wear, corrosion, cavitations and decomposition and oxidation of the
system fluid. Every internal moving part within the system can be considering a
source of self-generated contamination for the entire system.

CONTAMINANTS CONTROLS: Contaminants can be controlled in following ways –

i. Preventing contamination by keeping the system tight and using proper air and
fluid filtration devices and procedures.
ii. Establishing fluid change intervals so the fluid will be replaced before it
breaks down. If necessary the fluid can be tested in the laboratory at specific
intervals to help establish the frequency of change.
iii. Keeping the reservoir filled properly to take advantage of its heat dissipating
characteristics and to prevent moisture from condensing on inside walls.
iv. Repairing all leaks immediately.
v. The filters must provide sufficient dirt holding capacity for an acceptable
interval between element changes

Beta Ratio: The beta ratio is also known as filtration ratio, is a measure of the particle
capture efficiency of a filter element. It is therefore a performance rating.

βx= Number of particles in upstream

Number of particles in downstream
Where,
x= size of particle in micron
Let no. of particles in upstream=5000, no. of particles in downstream=1000, x=10µ, then

Beta Ratio, β10= 5000 = 5

1000
Now, particle capture efficiency of filter η10 = (1- 1/β) X 100 = (1-1/5) X 100= 80%.
So the particular filter tested is 80% efficient at removing 10 micron and larger particles.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-VI : Hydraulic Hose And Fitting. Session 6: Function, Types, Hose Specification,
Hydraulic Fittings, Precautions During Mounting Hydraulic Hoses And Fittings.
___________________________________________________________________________

FUNCTION:

Piping is a general term which embraces the various kinds of conducting lines that carry hyd.
oil between components plus the fittings or connectors used between the conductors. Flexible
hoses are mostly used in track machines to carry hyd. oil from one point to another. These
offer more convenience in making connections and servicing. These are used when the hyd.
lines are subjected to movement. Hoses are fabricated in layers of synthetic rubber and
braided fabric or wire braids. Wire braided hoses permit high pressure. The inner layer of
hose must be compatible with hyd. oil used. The outer layer is usually of rubber to protect
braid layer. Low pressure hoses i.e. suction and return line hoses are reinforced with single
wire braid while medium and high pressure hoses have double or multiple wire braid.

TYPES:
1. Suction Hose: This hose is provided between tank and pump. This is low pressure
hose and has single wire braid. Dash no. of hoses used in suction line are 32, 48 and
64.
2. Pressure Hose: This hose is provided between pump and actuator. This is medium
and high pressure hose and has double wire braid or multiple wire braid. Dash no. of
hoses used in pressure line are 4, 6, 8, 10, 12, 16 and 20.
3. Return Hose: This hose is provided between actuator and tank. This is low pressure
hose and has single wire braid. Dash no. of hoses used in return line are 6, 12, 16, 20,
24 and 32.

HOSE SPECIFICATION
i. EN (European Norm )- EN 853- 1 SN-Single wire braid, 2 SN-Double wire braid
ii. DIN ( Deutsch Industry Norm ) –DIN 20022-2 Wire braid, DIN 20023- spiral wire
iii. SAE ( Society pf Automotive Engineers ) -100R1 – single wire braid, 100R2 – two
wire braid, 100R5 – single wire braid, 100R9 – 4 spiral wire reinforced.
SAE 100R1:
Type A: This hose shall consist of an inner tube of oil resistant synthetic rubber, a single
wire braid reinforcement, and an oil and weather resistant synthetic rubber cover. A ply or
braid of suitable material may be used over the inner tube and/or over the wire
reinforcement to anchor the synthetic rubber to the wire.
Type AT: This hose shall be of the same construction as Type A, except having a cover
designed to assemble with fittings which do not require removal of the cover or a portion
thereof.
SAE 100R2:
The hose shall consist of an inner tube of oil resistant synthetic rubber, steel wire
reinforcement according to hose type as detailed below, and an oil and weather resistant
synthetic rubber cover. A ply or braid of suitable material may be used over the inner tube
and/or over the wire reinforcement to anchor the synthetic rubber to the wire.
Type A: This hose shall have two braids of wire reinforcement.
Type AT: This hose shall be of the same construction as Type A, except having a cover
designed to assemble with fittings which do not require removal of the cover or a portion
thereof.
SAE 100R5:
The hose shall consist of an inner tube of oil resistant synthetic rubber and two textile
braids separated by a high tensile steel wire braid. All braids are to be impregnated with
an oil and mildew resistant synthetic rubber compound.
SAE 100R9:
 Type A: This hose shall consist of an inner tube of oil resistant synthetic rubber, 4-spiral
plies of wire wrapped in alternating directions, and an oil and weather resistant synthetic
rubber cover. A ply or braid of suitable material may be used over the inner tube and/or
over the wire reinforcement to anchor the synthetic rubber to the wire.
Type AT: This hose shall be of the same construction as Type A, except having a cover
designed to assemble with fittings which do not require removal of the cover or a portion
thereof.

Hose Parameters:
i. Dash size- Pipes are represented generally in dash no. E.g. 4, 6, 8, 10, 12, 16, 20, 24,
32, 48, 64.
ii. Inside diameter- Inner dia. of hose=dash no. ÷ 16 (in inches)
iii. Reinforcement over diameter
iv. Maximum working pressure
v. Minimum bend radius
vi. Burst pressure

Hose failure due to:

1. Using wrong hose for the job.
2. Improper assembly & installation.
3. External damage.
4. Faulty hose.
5. Faulty equipments.

PRECAUTIONS WHILE MOUNTING HOSES:

1. The hose should be provided in the end filling properly.

2. It should be made long enough without tension.
3. It should be avoided to exceed the min bend radius.
4. Twisted hose should not be installed.
5. At vibrated place the hoses should be secured with proper packing.

FITTINGS:

Hose fittings may be either reusable (screw-together, bolt-together, etc.) or non reusable
(crimp or swage). It is recommended that hose fittings have a swivel nut or an SAE split
flange on each end so that hose assembly does not have to be turned or twisted for proper
installation.
Two types of fittings are manufactured for hoses:
1. Swaged type or crimped type- which is non reusable.
2. Detachable type which has as socket and threaded nipple. This fitting can be used
again and again until hose wear out or damages. The socket grips the hose & a nipple
is inserted into this hose & screwed into the socket. This gives a firm strong
attachment of the hose to the fittings.

PRECAUTIONS WHILE PROVIDING FITTING ON HOSE:-

1. The place of work should be cleaned first.

2. Rubber and wire cuttings should not be left in pipes.
3. Before providing fitting compressed air should be passed through pipes.
4. The other end of the pipe should not be left loose on the ground.
5. After preparing the pipe compressed air should be passed through pipes to remove
any foreign material remaining inside.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-VII: Hydraulic Seal And O-Ring, Session 7: Function, Types, Seal
MaterialPrecautions During Providing Hydraulic Seal, And Causes Of Failure.
___________________________________________________________________________

FUNCTION:
Seals are required to maintain pressure, to prevent fluid loss and to keep out contamination.
Excessive leakage any where in a hydraulic circuit reduces efficiency and result in power
loss. Mostly hydraulic components are built with operating clearances which allow a certain
amount of internal leakage for lubrication purpose. Additional internal leakage occurs when
component begins to wear. Internal leakages may cause temperature rise of hydraulic oil.

TYPES:
There are various types of seals used in hydraulic components.

(a) Positive seals These prevent even a minute amount of fluid from getting
past.
(b) Non positive seals These allow a small amount of material leakage, such as the
clearance of a spool in its bore to provide a lubricating film.
(C) Dynamic seals These are installed between parts which do move relative to
one another, thus one of the part must rub against seal.
Therefore, these seals are subject to wear.
(d) Static seals A seal that is compressed between two rigidly connected
parts like flange joints. These do not wear fast and usually
remain trouble free.

O-Ring Seals:
Probably the most common seal in use in modern hydraulic equipment is the O-ring. And O-
ring is a molded, synthetic rubber seal which has a round cross-section in the free state. The
O-ring is installed in an annular groove machined into one of the mating parts. At installation,
it is compressed at both the inside and outside diameters. However, it is a pressure-actuated
seal as well as a compression seal. Pressure forces the O-ring against one side of its groove
and outward at both diameters. It thus seals positively against two annular surfaces and one
flat surface. Increased pressure results in a higher force against the sealing surfaces. The O-
ring, therefore, is capable of containing extremely high pressure. O-rings are used principally
in static applications. However, they are also found in dynamic applications where there is a
short reciprocating motion between the parts. They are not generally suitable for sealing
rotating parts or for applications where vibration is a problem.

Backup (Non extrusion) Rings:

At high pressure, the O-ring has a tendency to extrude into the clearance space between the
mating parts. This may not be objectionable in a static application. But this extrusion can
cause accelerated wear in a dynamic application. It is prevented by installing a stiff backup
ring in the O-ring groove opposite the pressure source. If the pressure alternates, backup rings
can be used on both sides of the O-rings.

T-Ring Seals:
The T-ring seal is used extensively to seal cylinder pistons, piston rods, and other
reciprocating parts. It is constructed of synthetic rubber molded in the shape of a “T”, and
reinforced by backup rings on either side. The sealing edge is rounded and seals very much
like an O-ring. Obviously, this seal will not have the O-ring’s tendency to roll. The T-ring is
not limited to short-stroke applications.
Lip Seals:
Lip seals are low-pressure dynamic seals, used principally to seal rotating shafts. A typical lip
seal is constructed of a stamped housing for support and installation alignment, and synthetic
rubber or leather formed into a lip which fits around the shaft. Often there is a spring to hold
the lip in contact with the shaft. Lip seals are positive seals. Sealing is aided by pressure up to
a point. Pressure on the lip (or vacuum behind the lip) “balloons” it out against the shaft for a
tighter seal. High pressure cannot be contained because the lip has no backup. In some
applications, the chamber being sealed alternates from pressure to vacuum condition. Double
lip seals are available for these applications to prevent air or dirt from getting in and oil from
getting out.

Cup Seals:
A cup seal is a positive seal used on many cylinder pistons. It is pressure actuated in both
directions. Sealing is accomplished by forcing the cup lip outward against the cylinder barrel.
This type of seal is backed up and will handle very high pressures. Cup seals must be
clamped tightly in place. The cylinder piston actually is nothing more than the backing plate
and retainers that hold the cup seals.

Piston Rings:
Piston rings are fabricated from cast iron or steel, highly polished, and sometimes plated.
They offer considerably less resistance to motion than leather or synthetic seals. They are
most often found on cylinder pistons.
One piston ring does not necessarily form a positive seal. Sealing becomes more positive
when several rings are placed side by side. Very high pressures can be handled.

Choice Of Seal:

A seal should have effective performance which has become a challenge of the high working
pressure and fast cylinder speed. The choice of the seal is guided by following:-
i. Surface finish
ii. Loads
iii. Temperature
iv. Pressure

A seal may be of very good quality, but its surface life does not depend merely on seal
material but is greatly influenced by surface finish and method of installation.

SEAL MATERIAL:- PTFE (Poly Tetra Fluoro Ethylene) SEAL

The material did not exhibit any change whatsoever when subjected to practically all known
chemicals and its surface was so smooth that hardly any foreign substances remained.
Moisture and solar radiation (sunshine) caused neither volumetric change nor disintegration
and brittleness. The crystalline change associated with the melting point of the material starts
at 3270C without there being any typical thermoplastic liquefaction. For the above reasons,
process technology similar to powder metallurgy is utilized. PTFE powder is compressed into
blocks or rods, sintered and then mechanically machined to the required shapes. Based on
experience over the last 30 years, the materials industry has developed PTFE types that for
certain defined applications can also thermo-plastically processed. The possibility of
compounding i.e. matching physical properties to specific applications through the addition
of fillers, is an important factor for the use of PTFE in the manufacture of seals and guide
elements. In-spite of its remarkable properties, pure unmixed PTFE has limited use for
applications where high mechanical loading is required due to its tendency towards cold
extrusion (creep)

The influence of filler materials is particularly illustrated by:

  Improvement in the flow strength.
 Reduction of friction and wear.
 Increase in strength.
 Increase in thermal shape stability.
 Increase in hardness.
The most important standard fillers are:
 Glass fibers
 Carbon/Graphite
 Molybdenum disulphide (MOS2)
 Bronze
 Polymers
 Pigments

Special characteristics of PTFE:

At low temperatures : Even at -2690C (boiling point of Helium) PTFE still has residual
extensibility, so that it can also be used under extreme conditions, e.g. in space. The
temperature-dependent elongation or shrinking that occurs as with other plastics is reduced
by the fillers.
At high temperatures: PTFE has exceptional thermal resistances, so that it can be used at
temperatures up to 2690C (dependent on working conditions). Fillers have no influence on the
PTFE’s own thermal resistance. Most of the fillers are stable up to 4000C, so that they do not
restrict high temperature use.

PRECAUTIONS DURING PROVIDING HYDRAULIC SEALS:

1. A special driver should be used for inserting lip-type shaft seals.
2. Cup seals must be clamped tightly in place.
3. Several piston rings are placed side by side for more positive sealing.
4. The packing is compressed by tightening a flanged follower ring against them.
5. There should be no dent mark on groove where seal is to be provided.
6. Seal of proper size should be used.
7. The operating temperature should always be kept well within the temperature range of
the seals being used. At very low temperatures, a seal may become too brittle and at
too high temperature, a seal may harden, soften or swell.
8. Seal must be lubricated prior to installation, otherwise the seal will wear quickly and
leak.

CAUSES FOR SEAL AND ‘O’ RING FAILURES

1 Freedom to roll Unsatisfactory groove shape and not following the

groove completely causes early wear and leakage.
2 Reduced contact area Due to unsatisfactory design causes single point
contact causing early wear and leakage.
3 High temperature Attacking the rubber material causing early damage.
4 Poor rubbing surface Unclean surface, scratches on cylinder surfaces cause
seals& O-rings to wear very fast.
5 Eccentricity Cause loading one side only, due to which the seals
wear on one side and get damaged.
6 Side loads Cause loading one side only, due to which the seals
wear on one side and get damaged.
7 Excessive stretching Less in size as such O-ring have to be stretched too
much causing early wear and sometimes even breaking.
8 Poor quality of rubber. Seals wear due to poor quality of rubber and improper
hardness.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-VIII: Hydraulic Pump: , Session 8: Definition, Function And Classification
Working And Construction Of Vane Pump And Gear Pump
___________________________________________________________________________

DEFINITION:

Pump is a device which converts mechanical energy into hydraulic energy. Basically pump
creates flow from hydraulic tank to system.

FUNCTION:

The hydraulic pump in a hydraulic system converts mechanical energy in a drive unit into
hydraulic energy (pressure energy).The pump draws-in hydraulic fluid due to partial vacuum
and drives it out into a system of lines. The resistances encountered by the flowing hydraulic
fluid cause a pressure to build up in the hydraulic system. Thus the fluid pressure in a hyd.
system is not predetermined by the pump. It builds up in accordance with the resistances in
extreme cases until a component is damaged. In practice it is prevented by installing a
pressure relief valve directly after the pump or in the pump housing at which the max
operating pressure recommended for the pump is set.

CLASSIFICATION:

PUMP

NON POSITIVE DISPLACEMENT PUMPS POSITIVE DISPLACEMENT PUMPS

CENTRIFUGAL PROPELLER
PUMP PUMP

VANE GEAR GEROTOR LOBE SCREW RECIPROCATING RADIAL AXIAL

PUMP PUMP PUMP PUMP PUMP PISTON PISTON
PUMP PUMP

Displacement:

The flow capacity of a pump can be expressed as displacement per revolution or output in
GPM. Displacement is the volume of liquid transferred in one revolution. It is equal to the
volume of one pumping chamber multiplied by the number of chambers that pass the outlet
per revolution. It is expressed in cubic inches per revolutions.
EXTERNAL GEAR PUMP:-

The pump consists of drive gear and a driven gear and closed in closely fitted housing. The
gears rotate in opposite direction and mesh at a point in housing between inlet and outlet
ports as the teeth of gear separate, fluid is drawn into the inlet chamber, due to partial vacuum
the fluid is trapped between the gear teeth and housing and carried through two separate paths
around the outlet chamber. As the teeth re-mesh, fluid is forced through the outlet port. Close
fit of the gear teeth within the housing is required to provide a seal between inlet and outlet
ports, minimizing internal leakage. High pressure at pump outlet imposes an unbalanced load
on the gears and bearing supporting them. Most gear pump are fixed displacement pump.
Internal leakage increases with wear. However the units are fairly durable and more dirt
tolerant than other type.

VANE PUMP:

Basically this pump consists of a cam ring and a splined drive shaft carrying a slotted rotor.
In each slot of rotor vane is fitted which is free to slide. Thus following the ring profile as the
rotor rotates. The vanes are held against the ring contour by a combination of centrifugal
force and system pressure. Since system pressure is not usually present until the pump
develops flow, centrifugal force is necessary to eject the vanes when the unit is started. Once
the pump is in operation fluid at system pressure is directed to each rotor slot to hold the
vanes against the ring contour. The vanes divide the area between the rotor and cam ring into
a series of varying size of chambers. The pump inlet is situated in that part of pump where the
chambers are expanding in size and the vanes are moving outward from rotor. Fluid is drawn
into the pump by the partial vacuum, caused by this expansion. At the pump outlet the
chambers are reducing in size, the vanes moving inwards and the trapped fluid being forced
through the outlet port..
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-VIII: Hydraulic Pump Session 9: Working And Construction Of Axial Piston Pump

AXIAL PISTON PUMP:-

The circular arrangement of a piston is located parallel to the drive shaft in a fixed housing.
The pistons run in a cylinder barrel which is firmly attached to the drive shaft by means of a
key. The piston ends are of ball and socket design and run on slipper pads. These are held on
a swiveling swash plate by means of holding discs. On the fixed displacement model the
swash plate form a part of the housing and therefore has a fixed swash angle. On the variable
displacement model the swash plate is built into the housing and can be swashed to angle of ±
150 from centre. The piston travels a stroke relative to the swash angle which determines the
pump displacement. When the swash plate is in centre position i.e. vertical to the drive shaft,
the piston stroke and thus the pump displacement are zero. Swashing the pump over center
changes the direction of flow without changing the direction of rotation. Control of the axial
piston pump via inlets in a port plate. At in any one time four of these moving pistons are
connected via these inlet ports with the tank side. Further four pistons are connected with the
pressure side and displace fluid. A charge pump is mounted on the same shaft of the axial
piston pump. This pump draws oil in from the hyd. tank and supplies it to the hydrostatic
loop to keep it charged. The charge pump relief valve is set at 30 bar. The either ports of the
axial piston pumps are known as low pressure port and high pressure port and denoted by a
letter ‘A’ & ‘B’. In either sides pressure relief valve is provided which is set at certain
pressure to suit that hydraulic circuit. Such relief valves are called cross relief valves.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-VIII: Hydraulic Pump Session 10:. Precautions during Mounting Pumps,
Troubleshooting, Aeration and Cavitation

PRECAUTIONS FOR INSTALLING HYDRAULIC PUMPS:

1) Clean entire oil from tank, remove scaling paint, dirt etc. flush it with fresh oil.
2) Clean the filter (choked filter may cause cavitation.)
3) Check suction and return lines for air Leakages, loose connection and loose connection in
delivery will cause fluid leakage.
4) Sealant tape and shellac with pump should be used while providing fittings on the pump.
5) While assembling direction of rotation should be checked carefully.
6) Suction and delivery ports to be kept in desired directions.
7) All the bolts, O-rings should be properly fitted at proper torque.
8) All blades should be properly fitted. Keeping attention on their direction.
9) All bolts should be properly tightened at a uniform pressure.
10) Oil seal and bearing should be properly fitted.
11) Driving shaft should not be eccentric to the pump shaft.
12) All joints and pipe connection should be preferably applied with hard grease.
13) There should be no seepage form the pipes and pump premises should remain dry.
14) Start the pump at low r.p.m. preferably not more than 1000 r.p.m.
15) Run the pump at this rpm for about 20 min.. and then apply pressure to it.
16) observe the sound if it is taking air the sound is unpleasant and abnormal, at this stage
stop the pump and check for air leakage.
17) If suction pipe is getting squeezed it means suction is choked, stop the pump and check
filter and suction pipe.
18) After applying pressure if there is no sound, see heating effect on the pump this should be
normal.
19) Now the pump is ready for working.
20) Do not start pump immediately after filling the tank a period of at least 12 hrs. so that
entrapped air may escape from the oil. Normal recoupment of oil should also be done
after working hours.
21) During severe winter the pump must run idle before putting load, for 15-30 min., so that
cavitation effect due to high viscosity at lower temperatures is avoided.
22) Max. running temperature of hydraulic fluid for day of working must not cross 800 C.

AERATION:

Aeration occurs on account of presence of air in dissolved and free form in the hydraulic oil
and renders the oil spongy. Air is always present in small quantity in the oil say up to 10%
but this increased inclusion of air in oil reduces its lubricating properties and ultimately
reduces the life of the pump.

CAUSES:
The following are the reasons of air inclusion in the oil.
1. Low oil level in the reservoir causes whirl pool at the intake and air is sucked by the
pump along with the oil.
2. Restrictions in inlet pipe cause pressure to drop, which helps suction of air into pump.
3. If the return pipe opens above the hydraulic oil level in the reservoir it accompanies
foaming in the tank and air inclusion.
4. Turbulent flow (intake and return) also causes air inclusion.
5. If the filter cartridge joint is not perfectly sealed or there is any void in the suction
line, the pump sucks air through the same.
6. Leaking pump shaft seal, cylinder rod seals or other leaking unnumbered connections
in the intake line cause aeration.
EFFECTS OF AERATION:

Aeration causes lack of lubrication, erodes the end plates of pump and vane tips are also worn
out earlier. The vanes bounce and cause irregular ripples on the inner side of the cam ring.
Wearing of these fast moving parts create excessive clearance between the end plates and
rotor as well as between vanes/blades and cam ring and ultimately the pressure drops. The
pump stops functioning properly and can not build up pressure thus the pump reaches a
premature death.

CAVITATION:

It is a sort of vacuum created in the hydraulic oil which breaks the fluid into layers or cavities
and the fluid does not fill the line perfectly. It can occur equally in pump, motor or cylinder
etc.

CAUSES:

The following are the probable causes of cavitations in the pump and other hydraulic
equipments:-
1. Filter is clogged.
2. Sharp bend in the suction line.
3. Obstruction in suction line.
4. High viscosity hydraulic oil used in machine.
5. Pump inlet is too high above the oil level in the tank.
6. Tank, if not ventilated properly-oil shrinks in volume as it cools.
7. The load is more than the delivery of the pump.

EFFECTS OF CAVITATION:

The effects in case of cavitations are similar to those occurring in aeration i.e.

i. Erosion of end plates.

ii. Rippled cam ring.
iii. Worn-out vanes tips and loose in slots.
iv. Pitting in the cam ring near inlet port.

TROUBLE SHOOTING :

PROBLE M CAUSES REMEDIES

1. Pump not delivering 1. Pump driven in wrong 1. We can check the pump rotation
oil. wrong direction. by hand priming, pour the oil in
intake port and rotate the shaft and
see if the oil is coming from outlet
or not. If not change the direction
by repositioning the cam ring
turned by 900.
2. Intake filter or pipe 2. Clean or replace the faulty one.
choked.
LESSON- 3. Oil level too low in 3. Fill the tank with
9 HYDRAULIC hydraulic
VALVES
the tank. oil.
4. Pump shaft or rotor 4. Replace the pump shaft or rotor
broken. broken.
5. Air traps in suction 5. Check the suction line and replace
line.
2). Pump making noi- 1). Oil level too low. 1). Fill the tank with hydraulic level
hhuhkhytytytyryuyut
se. that more air influence is prevented.

2). Restricted or partially 2). Clean or replace the intake

clogged intake filter or filter or line. Suction filter should
line. be changed in time.
3).Tank is not vented 3).Air breather screening element
properly. should be cleaned regularly, so that
atmospheric pressure exert effectiv-
ely on the oil surface in tank and
good suction may take place
4).Viscosity of oil too 4).Use proper grade oil. In winter
high. Season oil becomes thick so no free
flow takes place, warm up the oil
by starting pump for few minutes.
5).Air leak at pump 5).Check for any loose connection or
intake pipe joints. joint and tighten them.

3). Bearing failure. 1). Chips or other cont- 1). Replace bearing and check source
aminants. of contaminants.
2). In adequate lubri- 2). Excessive heating of oil should
cation. be avoided.
3).Pump running too 3). Adjust the R.P.M of prime mover
fast.
4).Excessive or shock 4). Excessive load due to operating
loads. pressure may damage bearing so
reduce operating pressure.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-IX: Pressure Control Valve Session-11: Working And Construction Of Relief Valve
And Unloader Valve, Troubleshooting

HYDRAULIC VALVES:
In hydraulic systems, energy is transferred between the pump and the consuming device
along appropriate lines. In order to attain the required values – force or torque, velocity or
rpm – and to maintain the prescribed operating conditions for the system, valves are installed
in the lines as energy control component. These valves control or regulate the pressure and
the flow rate. In addition each valve represents a resistance.

RELIEF VALVE:

It is found in virtually every hydraulic system. It is a normally closed valve connected

between the pressure line and the tank. Its purpose is to limit pressure in the system to a
preset maximum by diverting some or all of the pump’s output to tank when the pressure
setting is reached.

Relief valve consists in two sections (1). Cover section which includes poppet, spring, and
adjusting screw & vent connection. (2). Body section which contains the piston, spring& seat.
The valve pressure setting is determined by the adjusting screw position which varies the
heavy spring compression. The balanced piston is normally held against the set by the light
spring. System pressure is present in lower chamber of piston and also passes to the upper
chamber through a pilot line. With system pressure less than the valve setting the pilot poppet
is held against its seat by spring force. Pressure in both chambers equalizes and the piston is
hydraulically in balance and held against its seat by the light spring.
When system pressure exceeds the heavy spring setting and forces the poppet away from its
seat. Fluid then flows through poppet seat to tank port. The pressure in upper chamber is
limited by the setting of the heavy spring. When pressure in lower chamber exceeds upper
chamber sufficiently, pressure unbalance overcomes the force of the light spring and lifts the
piston. Excess fluid then flows past the bottom of the piston to tank. When system pressure
drops below the valve setting, the popper reseats. Control flow through pilot line stops and
pressures in both chambers are again effectively equalized. The light spring then forces the
piston towards the seat when the balanced piston is closed against its seat, the unloading
stops. The pump delivery now goes to the system.

Venting: Relief valves can be vented to unload pump delivery to tank in the manner –
connect a shutoff valve to the vent port of the main relief valve. This removes pressure at the
top of the balanced piston. Pressure in the lower chamber overcomes the light spring, unseats
the balanced piston and diverts all the delivery of pump to tank.

UNLOADER VALVE:

An unloader valve is used in accumulator charging circuit to (i) limit max. pressure and. (ii)
unload the pump when the desired accumulator pressure is reached. In construction, it
contains a compound, balance piston relief valve, a check valve to prevent reserve flow from
the accumulator & a pressure operated plunger which vents the valve at the selected pressure.

Normally, the relief valve piston is in balance and is held seated by its light spring. Flow is
through the check valve to the accumulator/system. When preset pressure has been reached,
the relief valve poppet has unseated limiting pressure above piston and on the poppet side of
the plunger. Further increase in system pressure acting on the opposite end of the plunger has
caused it to force the poppet completely off its seat, in effect, venting the relief valve and
unloading the pump. The check valve has closed permitting the accumulator to maintain
pressure in the system.

Because of the difference in area between the plunger & poppet seat (approx. 15%), when
pressure drops to about 85% of the valve setting, the poppet & piston reseat & the cycle is
repeated.
TROUBLE SHOOTING IN UNLOADER VALVE:

Sl.No. FAULT REASON REMEDIES

1 No pressure in the circuit 1. Defective pump Check the pump
and replace if
required

2. Leakage in the system Check the leakage

and rectify the
fault
2 Pump O.K. no leakage in the
system,still no pressure 1.Choked up orifice of Clean the orifice.
main spool
2.Secondary stage vent Close the vent
open to tank
3.Safety valve at Zero Set safety valve as
setting per value written
in the circuit.

3 Pressure does not rise to 1.Worn out pump is not Replace the
required value even after able to push the fluid pump.
complete tightening the against set resistance.
control knob
2. Leakage in the system Check the leakage
and rectify the
fault.
3. Leakage at seat of ball Check the seat and
in control head ball. If defective
replace it.
4. Safety valve setting Set safety valve
lower than unloader 10-15 % higher
valve setting than unloader
setting.
4 Unloader does not unload 1. Nil or low nitrogen Check pressure
pressure in the accum- recharge the
ulator accumulator
2. Punctured bladder Change the
bladder.
3. Leakage in the system Locate fault and
rectify the
leakage.
4. Less delivery from Replace the pump
pump than demand of
the circuit.
5. Partial leakage at ball Replace the ball
seat in control head and seat.

6. Wrong connection of Correct the

control head spool connection.
from the system.

7. Vent line of unloader Connect line to

connected to return line. drain line.
TROUBLESHOOTING IN RELIEF VALVE

___________________________________________________________________________
Sl. No. FAULT REASON REMEDIES
1 No pressure in the circuit 1.Defective pump Check flow with
flow the Meter and
replace pump if
Required.
.
2.Leakage in the system Arrest the leakage.

2. Pump OK & no leakage in sys. 1.Choked up orifice of Take out the spool
still no pressure. main spool and clear the
. orifice.

2.Secondary stage vent Close the vent

open to tank

3. Pressure does not rise to 1.Excessive clearance Replace the

required value even after in pump matching parts pump.
complete tightening the due to wear
control knob.
2. Leakage in the system Check the leakage
& rectify the
fault.
3. Leakage at poppet seat Check the seat and
poppet,if defective
Replace it.
4. Under size valve in Provide proper
relation to flow of pump. size valve.

4. Valve sticks 1. Valve stressed. Loosen bolts and

tighten uniformly.
2. Oil temperature too Warm up system by
low. starting hydraulic
system.
3. Piping stressed. Providing proper
bends in piping.
4. Drain line under Install line or
pressure. separate from return
line.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-IX : Pressure Control Valve Session-12: Working And Construction Of Pressure
Reducing Valve And Sequence Valve,
Troubleshooting

PRESSURE REDUCING VALVE:

Pressure reducing valves are normally open pressure controls used to maintain reduced
pressure in certain portions of the system. They are actuated by pressure sensed in the branch
circuit & tend to close as it reaches the valve setting thus preventing further build-up.

The pilot op. pressure reducing valve has a wider range of adjustment & generally provides
more accurate control. The op. pressure is set by an adjustable spring in the pilot stage in the
upper body. The spool is hydraulically balanced through an orifice in its centre and the light
spring holds it in the wide open position.

When pressure has reached the valve setting and the pilot valve is diverting flow to the drain
passage limiting pressure above the spool. Flow through the orifice in the spool creates a
pressure difference that moves the spool up against the spring force. The spool partially
closes the outlet port to create a pressure drop from the supply to the branch system.
SEQUENCE VALVE:

A sequence valve is used to cause actions to take place in a system in a definite order, and to
maintain a predetermined minimum pressure in the primary line while the secondary
operation occurs. Fluid flows freely through the primary passage to operate the first phase
until the pressure setting is reached. A typical application is clamping from the secondary
after the work piece is firmly clamped.
To maintain pressure in the primary system, the valve is internally operated. However, the
drain connection must be external, since the secondary port is under pressure when the valve
sequences. If this pressure were allowed in the drain passage, it would add force and raise the
pressure required to open the valve.
TROUBLE SHOOTING:

Sl. Problems Causes Remedies

No.
1. Valve flutters 1. Valve seat defective Exchange parts
2. Pilot control defective Repair pilot control
3. Oil speed too high Install valve of greater nominal
size
4. Wrong oil grade Respect oil recommendations
5. Dirt in system Flush system if needed pickle
and flush out
6. Damping defective Repair valve or change spring
2. Valve sticks 1. Valve stressed Loosen bolts and tighten
uniformly
2. Oil temperature too low Warm up system through pump
or install heating
3. Piping stressed Incorporate balancing bends
4. Drain line lacking or under Install line or separate form
pressure return
5. Dirt in system Flush system or if needed
pickle and flush
6. Wrong oil grade Respect oil recommendations
7. Water condensation in Check cooler and check system
system for condenser effect
8. Oil gumming Clean spool and if needed
change oil
9. Body parts wrongly fitted Observe assembly sequence in
service instructions
10. Wrong seals Replace seals prescribed
3. Valve does not 1. Valve spring broken Change spring
function 2. Valve sticks Establish cause and repair
defect
4. Valve 1. System temperature too high Observe maximum pressure
overheats 2. Oil speed too high Install valve of greater nominal
size
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-X: Direction Control Valve Session-13: Function And Types Of Spring Centered
Valves, Spring Offset Valves, Check Valve

FUNCTION:

There are several types of valves in hydraulic system. Some are used to limit and regulate the
pressure, while other controls the direction of fluid flow. The direction of pressurized fluid is
controlled by D.C. valve and thus the direction of movement. They can be simple check
valve, more complicated pilot and solenoid operated valves. It can be manually or
automatically operated. Valve body has a precision machined bore in which a very close
tolerance spool is suspended on a film of hydraulic fluid. Spool lands and body cavities are
designed to divide the bore openings into separate chambers. Ports in the body lead into this
chambers so that spool positions determine which ports are opened or closed.

TYPES:

There are three types of D.C. valves:-

1. Spring centered valve.

2. Spring offset valve.
3. Pilot operated valve.

Spring centered valve:

This valve is provided with spring and centering washer at each end of spool. The spring and
washer centre the spool with in the valve body when solenoids are de-energized where it is
necessary to stop or hold an actuator at some mid point in its travel, a 3 position valve is
used. The third position is achieved by centering springs. Flow conditions in this centre or
neutral position are determined by the work requirement of the system.
Spring offset valve:

These valves use one solenoid only. Spring returns the spool to offset position when the
solenoid is de-energized.

Pilot operated valve:

In larger valves much force is required to shift the spool which can not be shifted by 24 V
D.C. Therefore pilot operated D.C valve is used. This valve is operated by pilot pressure
against either spool end. The pilot oil furnished from a small 4 way valve i.e. is pilot valve
which is actuated by solenoids. Thus we may control high flow rates with low solenoid
power. Pilot valve or master valve is mounted on top of the larger “slave valve”. The normal
position of pilot valve is A – B to T.

NON RETURN VALVE (CHECK VALVE):

Non-return valves block the flow in one direction and permit free flow in the other. As there
must be leaks in the closed direction, these valves are always of poppet design and are
constructed according to the following basic principle.
The sealing element (generally a ball or cone) is pressed against an appropriately shaped seat.
The valve is opened by volumetric flow in the flow direction, the sealing element being lifted
from the seat.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-X: Direction Control Valve Session-14: Explanation Of POC Valve, Logic Valve
(Cartridge Valve)

PILOT OPERATED CHECK VALVE:

Pilot operated check valve designed to permit free flow in one direction and to block return
flow until opened by a pressure signal. This valve is used to support vertical cylinders which
come downwards due to leakage in D.C valve. Normal position of D.C valve is always A – B
to tank. It is a variation of directional poppet valve and commonly used in hydraulic system.
It works on the principle that in order to allow and additional flow over the valve seat in
opposite direction a small cylinder with a piston and piston rod acts on the closing part and
lifts it from the seat when pressured the area ratio between control piston and valve seat is the
deciding factor for the operation of valve.

LOGIC VALVE (CARTRIDGE VALVE):

Refinements in hydraulic system development have led to greater use of manifold blocks. A
manifold block greatly reduces the number of fittings required for the interconnecting lines
between components in a system. This eliminates many potential leakage points and reduces
fluid waste from leakage. A cartridge valve is inserted into a standardized cavity in a
manifold block and held in place with either self-contained screw threads or a cover secured
with bolts to complete the cartridge valve design concept.
Cartridge valves are two types: (1) Slip-in cartridge valves and (2) Screw-in cartridge
valves.
Advantages of Cartridge valve:
Cartridge valves provide several advantages over conventional line-or subplate-
mounted spool-type directional, pressure, and flow control valves. In many applications, the
advantages include:-
1. Greater system design flexibility.
2. Lower installed cost.
3. Smaller package size.
4. Better performance and control.
5. Improved reliability.
6. Higher pressure capability.
7. More efficient operation.
8. Elimination of external leakage and reduction of internal leakage.
9. Greater contamination tolerance.
10.Faster cycle times.
11.Lower noise levels.
Operation of Slip-in Cartridge Valves:

These valves are used in hook lifting-lowering circuit of Unimat machine. Most Slip-in
cartridge valves are poppet type elements that are normally controlled by another valve to
provide a complete hydraulic function. These valves are similar to poppet check valves and
consist of an insert assembly that slips into a cavity machined into a manifold block. A
control cover bolted to the manifold secures the insert within the cavity. The insert includes a
sleeve, a poppet, a spring and seals.
The cartridge valve insert can be viewed as the main stage of a two-stage valve. It has
two main flow ports, “A” and “B”. Drilled passages in the manifold connect the “A” and “B”
ports to other cartridge or to the operating hydraulic system. Similarly, a drilled pilot passage
in the manifold connects the control port “X” as desire.
Notice the orifice in the drilled passage between the “X” port and the spring chamber
“AP”. The purpose of this orifice is to reduce the speed at which the valve poppet opens and
closes. Various orifice sizes are available to optimize or tune cartridge response in relation to
that of the entire hydraulic system. The hydraulic system designer can select the orifice size
that provides maximum operating speeds with minimum hydraulic shock.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
LESSON-X: Direction Control Valve Session-15: Precaution During Mounting D.C.
Valve, Trouble Shooting

PRECAUTIONS DURING MOUNTING D.C. VALVE:

1. On solenoid operated D.C. valve make sure that the electrical ground is connected to
the valve that prevents the possibility of shock hazards developing if a coil were to
short out to the frame
2. The number of bends in tubing should be kept to a minimum to prevent excessive
turbulence and friction of oil flow. Tubing must not be bent too sharply the
recommended radius for bents is three times more than the pipe inside diameter.
3. The selection of valve should be according to the circuit.
4. The normal configuration of valve should be checked. Pour hydraulic oil in P port and
check the position of A, B and T port.
5. O – Ring should be checked on the grooves provided between valve and base plate.

TROUBLE SHOOTING

PROBLEM CAUSE REMEDIES

1.Valve spool stick. 1). Dirt in the system. 1). Disassemble, clean and re- assemble
2).Body parts wrongly fitted. 2). Fit properly. Clean
3).Rusting due to water 3). Clean or replace if required.
Condensation
4). Solenoids not operated 4). Check electrical supply and source
5). Spool is stressed. 5).Check surface, clean, tighten the bolts.
Oil film should be available between
valve body and spool.
2.Solenoid not function-1).Faulty electrical circuit. 1). Check and rectify.
ing 2).No current. 2). Check the electrical wires and
supply.
3).Coil burnt out. 3). Replace

3.Leakage in valves 1).Connections not sealed 1).Check and rectify.

2).Wrong seals 2).Replace by proper size.

3).Defective valves, cracks 3).Repair or replace.

. in body.

4. Valve overheats 1) System pressure too Reduce pressure setting

high
2) Wrong oil grade Use proper grade oil
3) Dirt in the system Flush system and clean the valve
4) Faulty electric Check electric circuit
circuit
5) Spool defective Repair spool
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XI: Proportional And Servo Valve Session-16: Function And Trouble Shooting Of
Proportional Valve

FUNCTION:

 Proportional valves control and vary pressure, flow, direction, acceleration and
deceleration.
 They are adjusted electrically are actuated by proportional solenoids.
 Output flow is proportional to the input signal.
 By varying the input signal solenoid adjusts the spool movement to vary the flow
through the valve.
 To control the speed of the spool a gradually increasing or decreasing signal (a ramp
function) is fed to the control amplifier and thus we get a smooth, shock free
movement.
 Used for Tamping unit lifting-lowering and satellite drive.
 Maximum voltage 24V DC, current range-250mA to 750mA
 For Tamping Unit Lowering current-650mA
 For Tamping Unit Lifting current-600mA

Working of Proportional Valve:

D.C conventional valves are ‘Yes’ or ‘No’ type valve. These valves are completely
‘OFF’ or ‘ON’ type that means either the ports will be completely closed or completely
opened and these types of valves are known as finite positioning valves. During operation the
movement of actuator is not controllable.
To get a controlled and measured amount of actuation, other types of valves known as
proportional valves has been introduced and such valves are known as infinite positioning
valves. These valves are also known as direction cum flow control valve. To get measured
amount of correction or actuation and accordingly the movement of spool of the valve is
proportionate to the current. It means what ever amount of correction or actuation we need.
That only will be done. Neither this will be less nor will be more.
In this valve how much amount of current flow through coil, proportional amount of
fluid will pass through it. It means its operation is proportional to signal it receives i.e. as
movement will be such that it corresponds to the controlling signal. Higher the amounts of
signal, higher the actuation. Lower the amount of signal, lower the actuation will be. So we
need a proportional movement and proportion actuation.
The amount of movement of the spool in either direction is electrical from an
electrical i/p signal. This signal is converted via an electrical amplifier to a current signal to
the relevant solenoid the force generated moves the main spool against the main spring. The
positional transducer then ascertains the actual position of spool and fills this back as a
voltage signal to the amplifier. The input signal and actual values are then compared
electrically. From these two values a signal is generated and fed to the solenoid in order to
give a defined position to the main spool. The main spool has metering slots cut into it which
give a progressive flow characteristic.
TROUBLESHOOTING OF PROPORTIONAL VALVE:

Sr.No. Trouble Causes Rectification

1. Spool sticks a) Spool stressed Loosen union and tighten
uniformly.
b) Dirt in the system Clean the valve and flush
the system.
c) Body parts wrongly fitted Dismantle valve, observe
assembly sequence and
reassemble.
d) Wrong seals Replace seals prescribed.
e) Oil temperature too high Check cooling circuit.
f) Spool defective Repair or replace.
g) Return pipe under high Dismantle the connection
pressure and clean. If required lead
pipe separately to tank.
2. Proportional valve does a) Proportional solenoid Replace.
not function. defective
b) Electric circuit faulty Check circuit & PCB.
c) Proportional filter Replace.
clogged Check electrical
d) No current installation.

3. Proportional valves a) Oil temperature too high Check cooling circuit,

overheat. reduce pressure setting.
b) Wrong oil grade Use recommended oil.
c) Dirt in the system Flush system.
d) Faulty electrical circuit Check and rectify.
e) Spool defective Repair or replace.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XI: Proportional And Servo Valve Session-17: Function And Trouble Shooting Of
Servo Valve.

FUNCTION:

 Servo valve is a directional valve that may be infinitely positioned to control of both
the amount and the direction of the flow. A servo valve coupled with the proper
feedback sensing devices provides very accurate control of the position, velocity, or
acceleration of an actuator.

 Small input signal causes a large output of hyd. Power.

 A low power control signal can produce output of several hundreds horse-power.

 In airplanes, jet planes servo valves are used for fast response.

 Used in lifting and lining circuit in 09 CSM, 09-3X, Unimat-3X, new Duomatic.

 For track lifting – 2nos and for alignment- 1no servo valve is provided.

 Voltage-3V DC, Current-15mA.

 Contaminated oil is not desirable.

 Maintain the oil cleanliness to NAS-5 class.

 Before installing the servo valves flush the system.

 Filter should be replaced in non-contaminated atmosphere.

 Null should be adjusted properly, if null gets disturbed.

Working of servo valve:

Servo valve consist of an electrical torque motor, nozzle flexure tube, flapper and sliding
spool. In the torque motor there are upper and lower pole plates, permanent magnet and an
armature. The armature is supported for limited movement by a flexure tube. The flexure tube
acts as a seal between the electromagnetic and hydraulic portion of the valve. The coils
surround the armature one on each side. The flapper is rigidly attached to centre of armature.
The flapper extends down inside and passes between two nozzle tips and flapper. Flapper
motion varies the nozzle openings. The pressurized oil is supplied to each nozzle through a
filter and inlet orifices. Differential pressures caused by flapper movement between the
nozzles are applied to the ends of the valve spool. Due to nozzle area difference force
develops accordingly more on one side and spool is shifted and ‘P’ may connect ‘A or B’
depending upon our requirement. A feed back wire is deflected by spool movement so that
feed-back torque is applied to the armature.
Input signal in the torque motor coils causes clockwise or anticlockwise torque on the
armature. This torque displaces the flopper between the two nozzles. Thus pressure difference
is created due to area difference in nozzle and moves the spool either left or right. The spool
displacement causes a force in feed back wire, which opposes the input signal torque. Spool
movement continues until the feed-back wire force equals the input signal force. So the spool
stops and remains displaced until electrical input changes to a new level. The actual flow
from the valve to the load will depend upon the load pressure. In neutral position leakage rate
is 0.005 cc/sec.

TROUBLESHOOTING IN SERVO VALVE:

Sr. Fault Causes Rectification
No.
1. Servo valve spool sticks. a) Feed tube dirty Check system for dirt and
clean filter.
b) Fine filter dirty Check system for dirt and
clean filter
c) Mechanical return sticks Valve should be dismantled.
d) Valve stressed Loosen unions and tighten
uniformly
2. Servo valve does not a) Electric circuit defective Check electric circuit.
function. b) Rotary magnet system Repair system or replace
defective torque motor.
c) No differential current Check electrical installation.
d) No pressure Check pump and relief valve.
e) Oil gummy Clean valve, flush system and
change oil if needed.
f) Oil temperature too high Check cooling circuit, check
for any line restrictions and
reduce pressure setting.
g) Servo filter clogged Replace filter.
3. High null basis (High a) Incorrect Null Readjust the null.
input current required to adjustment
maintain the hydraulic b) Partially plugged inlet Clean the inlet.
cylinder stationary) orifice assembly
c) Partially plugged filter Replace the filters element.
element.
d) Partially plugged Nozzle Servicing required.
4. Out flow obtain from one Plugged inlet orifice Clean inlet orifice.
part only
5. Low flow gain (Problem Plugged button filter Replace the filter element.
in getting high speed)
6. High threshold (jerky, Sticky spool Servicing.
hunting motion)
7. Servo valve overheats. a) Wrong current Check current use servo valve
tester.
b) Mechanical return sticks Needs opening valve.
c) System pressure too high Reduce pressure settings.
d) Wrong oil grade Respect oil recommendations.
e) Dirt in system Flush the system.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XII: Flow Control Valve Session-18: Function, Types And Trouble Shooting

FUNCTION: By controlling the rate of flow in a hydraulic circuit, it’s possible to

control the speed of hydraulic cylinder or motors. A more typical method is to use a flow
control valve. By varying the size of opening, one can vary the amount of oil entering the
cylinder and thus control its speed. Three factors affect flow rate: pressure, fluid temperature,
and orifice size. If any one of these factors is increased, the flow rate increases.

TYPES:Control of flow in hydraulic circuits can be accomplished with a meter-in circuit, a

meter-out circuit or a bleed-off circuit.

Meter-In circuit:

In meter-in operation, the flow control valve is placed between the pump and actuator.
In this way, it controls the amount of fluid going into the actuator. Pump delivery in excess of
the metered amount of diverted to tank over the relief valve.
Meter-in circuit can only be used with opposing loads. If the load tends to run away, it
would pull the cylinder piston ahead of the oil supply; and since the exhaust flow has a free
path back to tank, the meter-in circuit could not prevent the load from running away.

Meter-Out circuit:

The flow control is on the outlet side of the cylinder to control the flow coming out.
This is known as a meter-out circuit. If the flow control were closed completely, the oil could
not exhaust from the cylinder and it could not move. Regulating the size of the opening
controls the flow rate and thus the speed of the cylinder. Although metering into the cylinder
is fine with an opposing load, but if the load tends to run away, a better way is to meter out.
In fact, a meter-out circuit works if the load pushes or pulls.
Bleed-Off circuit:

The flow control is simply bleed off the main line to control cylinder speed. For
instance, with the flow control completely closed, the full flow from the pump would go into
the cylinder. However, the moment the flow control is opened up, some bleed off of that
pump delivery occurs and the cylinder starts to slow down. Adjusting the size of the opening
will bleed off any amount necessary to control how fast the cylinder moves. In the case,
unlike the meter-in or meter-out circuits, there is no excess flow going over the relief valve
and the pump operates at only the pressure that is needed to move the work load on the
cylinder, which saves energy. The bleed-off circuit will not prevent a load from running
away. As with meter-in circuit, it can be used with opposing loads only.

TROUBLESHOOTING IN FLOW CONTROL VALVE:

Sr.No. Fault Causes Rectification

1. Device does a) Device stressed Loosen bolt and tighten
not function uniformly.
b) Seat defective Exchange seat.
c) Throttle valve defective Exchange cone.
d) Non-return valve sticks Check cone and seat, if needed
exchange it.
e) Fine throttle-valve sticks Exchange restrictor
f) Compensator mechanism Disassemble controller and
defective exchange defective parts.
g) Piston sticks Check system for dirt,
exchange piston.
h) Spring broken Exchange spring.
i) Corrosion on setting Clean if needed change.
mechanism
j) Wrong choice of device Install controller of correct
nominal size.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XIII: Accumulator Session-19: Functions, Type, Working Of Bladder And
Diaphragm Type Accumulator, Charging.

INTRODUCTION:
Unlike gases, which are compressible and can be stored for a period of time, hydraulic fluids
are usually incompressible. Accumulators provide a way to store these fluids under pressure.
Hydraulic fluid enters the accumulator chamber and acts on a piston or bladder area to either
rise the weight or compress a spring or a gas. Any tendency for pressure to drop at the
accumulator inlet forces fluid back out into the system.
In many hydraulic circuits, the demand of pressurized oil is not constant. The demand of
pressurized oil may be temporarily so great that pump cannot supply it alone and one or
several motions will be starved of oil and machine will slow down or the system pressure will
drop or both. One way is the large pump may be provided to supply the maximum demand
need by the system. But it is expensive in both, the initial and running cost. The better way is
to use a pump which can supply the average demand of oil and put one or more accumulators
in the system. The pump can recharge the accumulator during the idle period.

FUNCTIONS:

1. It acts as an emergency unit. In case of sudden power loss e.g. pipe or joint failure,
pump breakdown etc. the accumulator can provide sufficient energy to complete an
operational cycle.
2. As a leakage compensator. Oil reserve for maintaining pressure to compensate
leakage losses and to maintain pressure for longer period.
3. As an anti vibration device. It prevents pressure knocks and unpleasant operating
noise resulting from system. Rapid valve closer can produce shock waves resulting
in over pressurization of pipes, joints, valves, etc. The accumulator can neutralize or
reduce the shock.

TYPES:

11.. Weight type

22.. Spring type
33.. Piston type
44.. Bladder type
55.. Diaphragm type

WORKING OF BLADDER OR DIAPHRAGM TYPE ACCUMULATOR:

Operation of an accumulator is automatic. A combination of oil (which is non-compressible)

and nitrogen gas (which can both expand and compress) make the accumulator work. When
the oil pressures rises, incoming oil compresses the gas. When oil pressure drops, the gas
expands forcing out oil. The gas is separated from the oil by bladder. This prevents mixing
of the gas and oil and keeps gas out of the hydraulic system. Oil forces the bladder to
compress until the resistance of gas is equal to oil pressure. When the hydraulic system needs
oil, the compressed gas inside the bladder forces oil to maintain the system flow. The bladder
is precharged through the valve core with nitrogen gas. The other end of accumulator
contains the oil valve which connects the hydraulic circuit. A rubber sealing ring is provided
near at the oil valve to protect the bladder during operation.
QUICK CHECK FOR NITROGEN PRESSURE:

1. Start the engine so that hydraulic pump supplies pressurized oil to the accumulator.
2. Close the pressurized oil supply to the system.
3. Connect the pressure gauge provided in the circuit (driving cabin) to indicate the
hydraulic pressure.
4. Stop the engine immediately and keep on watching the pressure gauge. The gauge
needle starts coming down slowly.
5. The pressure gauge needle stops momentarily at a place (pressure) and then
immediately comes down to zero.
6. The pressure shown by the gauge needle at this momentary stoop over accumulator
which should not be less than 80 atmospheres.

CHECKING AND FILLING WITH CHARGING UNIT:

Make sure that Hydraulic pressure is released from the system before attempting to fill or
check the Accumulator for Nitrogen.

PROCEDURE:

1. Remove the protecting cap from top of accumulator.

2. Remove the closing nipple from the Accumulator gas valve.
3. Close the venting screw on the charging unit. Turn the handle fully clockwise.
4. Turn the spindle on filler head fully anticlockwise.
5. Connect the filler head to the gas valve and by turning knur clockwise.
6. Connect the charging unit to nitrogen bottle and tighten nut.
7. For checking only nitrogen bottle is not necessary. On new types of charging units a
check valve prevents a gas return flow from the accumulator.
8. Turn the spindle on filler head gently clock wise.
9. Read the existing nitrogen pressure in the accumulator on pressure gauge.
10. If a recharging is necessary, open the bottle valve gently until a filling pressure of
90 atm is reading. Shut the bottle valve properly again.
11. Open gently the venting screw on the charging until the required pressure 80 atm is
reading on the pressure gauge. Shut the venting screw properly again.
12. Remove the charging unit from the nitrogen bottle.
13. Turn the spindle on filler head fully anticlockwise.
14. Release nitrogen pressure left in the charging unit by opening the venting screw.
15. Disconnect the charging unit from the gas valve on the accumulator.
16. Check the sealing of the gas valve.
17. Fit the closing nipple on to the gas valve and also the protecting cap.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XIV: Hydraulic Cylinder Session-20: Functions, Types And Parts

FUNCTIONS:

Cylinders are drive components which converts hydraulic power in to mechanical power.
They generate linear movement through the pressure on the surface of the movable piston.
Cylinders are linear actuators.

Construction:

A hydraulic actuator constructed of piston or plunger operating in a cylinder housing or tube

by energy laden liquid is known as cylinder. The piston of a cylinder is provided either with
seals or piston ring to impart sealing effect with inner surface of the cylinder tube and stands
for the efficiency of the cylinder. The efficiency of a cylinder is reduced as soon as the
seals/rings start wearing resulting in internal leakage of the fluid. The rod of the piston is also
provided with seal and scraper arrangement to stop out flow of liquid form cylinder and
wiping out dust etc., from the piston rod.
The cylinder barrel/tube is generally seamless steel tube which has been cold worked and
steel piston rod is highly polished usually hard chrome plated to resist puffing and scoring.
This piston is generally made out of brass or cast iron.
The seals provided are made out of oil and heat resistant synthetic rubbers like Nit rile, Neo-
preen and Buna-N. For high temperature working Viton is much suitable. These days
polyurethane finds good use in manufacture of seals which are not only heat and oil resistant
but wear very slowly which reduces maintenance problem to the minimum.

TYPES:

1. Ram type: It is perhaps simplest actuator. It has only one fluid chamber and exerts
force in only one direction, most are mounted vertically and retract by the force of
gravity on the load. Ram type cylinders are used in elevators jacks and automobile
hoists.

2. Single acting cylinders: A single acting cylinder has only one port allowing
pressurized oil for its actuation. The return stroke of the piston or plunger is achieved
either by gravitational action or spring force releasing the oil back to the tank. The oil
flow in single acting cylinder is controlled by reversing directional control valve.

3. Double acting cylinders: A doubling acting cylinders has got two ports through
which oil flow is controlled by directional control valve (generally solenoid valve) in
such a way that if one of the two ports is connected to the in flow of liquid from pump
the other is connected for back flow to tank and vice-versa. Such cylinders are called
differential cylinders.

4. Telescopic cylinders: A telescopic cylinder is used where collapsed length must be

shorter than could be obtained with a standard cylinder upto 4 to 5 sleeves can be
used.

5. Double rod cylinders: Cylinder has two equal power stroke. Such cylinders are
called non-differential cylinder as they have equal areas on either side.

CYLINDER CUSHION:

Cylinder cushion are often provided either or both ends of a cylinder to slow it down near the
end of stroke to prevent the piston from hammering. Deceleration begins when the tapered
cushion ring or plunger enters the cap and begin to restrict exhaust flow from the barrel to
port. During the final fraction of the stroke the exhaust oil must discharge through an
adjustable orifice. The cushion feature also includes a check valve to by pass the orifice
during its return stroke.

ESSENTIAL PARTS OF A CYLINDER:

1. BARRELS: Barrels are usually seamless tubings, honed to a fine on the inside, bore to be
parallel and without longitudinal scratches. Other wise oil will leak from one side to other
during working due to high working pressure and frequent bursting of seals will occur.

2. PISTON: Piston usually made of cast iron or steel, incorporate seals to reduce leakage
between it and cylinder barrel. Step cut automotive type piston rings are used where some
leakage can be tolerated.

3. END CAPS: The end caps plug the barrel ends and provide cylinder ports. These are
secured with the help of tie bolts.

4. SEALS: Various types of seals are used in the cylinder to prevent leakage and
contaminants.

CYLINDER MOUNTINGS:
The main function of a cylinder mount is to provide a means of anchoring the cylinder. There
are variety of ways to mount the cylinder including the tie rod, bolt mount, flange, trunnion,
side lug and side tapped, and clevis. Rod ends are generally, threaded for attachment directly
to the load or to accept a clevis, yoke or similar coupling device.

CYLINDER RATINGS:
The ratings of a cylinder include its size and pressure capability. Main features are-

i. Piston diameter
ii. Piston rod diameter
iii. Stroke length

Cylinder speed, the output force available, and the pressure required for a given load all
depend on the piston area, when extending the rod. When retracting the rod, the area of the
rod must be subtracted from the piston area.

To find the speed of a cylinder when size and gpm delivery are known, use the following
formula:
Speed (Inches Per Minute) =

GPM X 231
Effective Piston Area in Sq. In.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XV: Hydraulic Motor Session-21: Definition, Classification, Working Of Vane
Motor And Gear Motor

DEFINITION:

Hydraulic motor converts the movement (Kinetic energy and pressure – potential energy) of a
stream of hydraulic fluid in the continuous rotating force or movement. More specifically the
kinetic energy of a fluid is converted into the kinetic energy of a fluid is converted into the
kinetic energy of a rotating shaft in a hydraulic motor. The output of the shaft is the point
where the motor is connected to the machine or device to be operated. The pressure of the
fluid admitted to the motor determines its force or output. Motor’s rating is represented in
torque, GPM, cubic inches/rev A hydraulic motor converts hydraulic energy into mechanical
energy. It is a rotary actuator. In construction it is almost some as hydraulic pump. The
gear’s, rotor are pushed by pressurized fluid and torque is developed i.e. continuous rotating
motion is developed hydraulic motor’s are externally drained Hydraulic motors are rated
according to displacement (size),torque capacity, speed and maximum pressure limitations.

CLASSIFICATION OF HYDRAULIC MOTORS:

Hydraulic motors can be classified by application into three categories:

(1) High Speed, Low Torque Motors (HSLT)-in line piston motor , bent-axis
motor vane motor and gear motor.
(2) Low speed, High Torque Motors (LSHT)-internal gear motor, vane rolling
motor radial piston motor and axial ball piston motor.
(3) Limited Rotation Motors (Torque Actuators)

TYPES OF MOTORS:

1.Gear motors –including external and internal (gerotor and rolator or orbital) motors
2.vane motors—including unbalanced, balanced, fixed, variable and cartridge (high
performance) types
3.piston motors-including in-line, bent-axis, and radial motors (fixed, variable and cam
type)
4.screw motors-
5.Torque Generators – including

WORKING:

1. Gear motor:
 A gear motor develops torque through pressure on the surfaces of gear teeth. The two
gears mesh and rotate together, one gear coupled to drive shaft. The displacement of a
gear motor is fixed and is equal to volume between two teeth multi plied by number
of teeth. Generally gear’s are not in balance with respect to pressure at the outlet
result in high side loads on the shaft and gears as well as the bearings. Gear motor’s
are simple and more dirt tolerant.

2. Vane motor:

In vane motor torque is developed by pressure on exposed surface of rectangular

vanes, which slides in and out of slots in a rotor to drive shaft. As the rotor turns the
vanes follow the surface of cm ring, carrying the fluid from inlet to outlet. In
operation pressure under the vanes also holds them in contact with cam ring some
devices are used to hold the vanes, may be spring clips or small springs beneath each
vane pushing it out.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XV: Hydraulic Motor Session-22: Classification, Working Of Axial Piston Motor

AXIAL PISTON MOTOR:

The axial piston motor is an energy converter with an axial piston arrangement in a barrel
shaped body in swash plate-design motor circular arrangement of 9 pistons is located parallel
to the drive shaft in a fixed housing. The pistons run in a cylinderal barrel which his firmly
fixed to the drive shaft by means of a key. The piston ends or of burn and surface design and
run on slipper pads. These are held on a swiveling but not rotating swash plate by means of
holding discs. On the fixed displacement model the swash plate forms a part of the housing
and therefore has a fixed swash angle which determines the pump displacement. The function
of hydraulic motor is the reverse of that of the pump. Energy laden fluid is directed to the
hydraulic motor while fluid is being directed at atmospheric pressure from a tank to the pump
which then receives a specific amount of energy via the drive motor and the fluid is supplied
to the system as pressure fluid. By charging the direction of the active components of this
pressure fluid, hydraulic energy is converted into mechanical energy (as a torque) via the
driven shaft (31). The energy- free fluid is now returned from the hydraulic motor to the tank.
On this particular design too, 4 pistons are pressurized 4 are connected to the tank, and 1 is in
an intermediate position. The bores in the pistons leading to the ball and socket serve to
reduce the high surface pressure in the ball and socket and on the sliding disc that is to say –
they serve to provide a hydro-static bearing. For special applications these hydraulics motors
can also be equipped with any of the control and regulating devices

BENT AXIS DESIGN MOTOR:

The axial piston motor of bent axis design is an energy converter which converts the energy
of the input fluid via a rotary movement into a torque on the driven shaft. The output speed is
proportional to the displacement on the so called swept volume, and the torque is
proportional to the operating pressure for to be more to the pressure drop between the inlet
and outlet. As a rule motors with fixed displacement that is with a fixed swivel angle are
used. Variable displacement units are, however, used in some applications.

The rotary group takes from of a complete interchangeable unit and consists of the angled
barrel type body with output shaft, supported in the housing by robust bearings.

Pressure oil is supplied via the spherical port plate and those pistons not connected, the
hydraulic energy being transmitted to the driven shaft by means of the stroke and output force
of 3 pistons are converted into a torque. The now energyless fluid is returned to the tank by
means of the return stroke of the 3 pressure unloaded pistons. The seventh piston remains in
the crossover position. Due to the spherical design of the port plate torque free bearing of the
barrel body is always given, even with maximum loading, the resulting forces in the motor
housing being fully absorbed.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XV: Hydraulic Motor Session-23: Mounting Precautions And Trouble Shooting

MOUNTING PRECAUTION:

1. Motor’s rating should be according to the work load.

2. All hydraulic connections must be tight. Loose connections will permit air to be
drawn into the system causing noisy and erratic operation or will permit the
hydraulic fluid to leak out.
3. Incoming and outgoing ports should be kept in desired direction.
4. All mounting screws should be properly tightened to prevent misalignment of shaft
connections.
5. Shaft connecting devices such as keys, collars, etc. must be properly seated to avoid
slippage and possible shearing of the shaft.
6. Tubing must not be bent too sharply. The minimum radius for bends is three times
the inside diameter of the tube.
7. Sometimes motor is mounted indirectly to work load using pulleys and V-belts or
chain or spur gear arrangements. Because of slippage possibilities flat belts must not
be used. It is important to check for correct alignment and excessive belt tension.
This is necessary to prevent excessive side loads imposed on the drive shaft
bearings.

TROUBLE SHOOTING:

PROBLEMS CAUSES REMEDIES

1. Motor not running 1. No incoming pressure 1. Check pump and relief
valve.
2. Shaft seizure due to 2. Align correctly the shaft
misalignment. with work load.
3. Shaft seizure due to 3. Check load and load
excessive load. capacity of motor.
4. Too much play in the 4. Replace bearing.
shaft.
5. Oil spill at motor. 5. Check if port plate is in
contact.
6. O-ring on port plate 6. Replace O-ring.
effective.
7. Motor type too small. 7. Replace for larger type.
2. Slow motor operation. 1. Inlet pressure too low. 1. Increase pressure by
setting relief valve.
2. Motor parts defective 2. Replace defective parts.
3. Oil temperature too high. 3. Check for line restrictions,
wrong fluid viscosity and
also check cooling circuit.
4. Outlet pressure too high 4. Check outlet line
5. Port plate does not make 5. Disassemble motor and
contact. repair.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XVI: Heat Exchanger Session-24: Function And Maintenance Aspects

FLUID TEMPERATURE CONTROL:

Every hydraulic system operates most efficiently, when the fluid temperature is held with in a
certain limit. There is an ideal temperature at which the resistance to fluid flow is minimum.
While the fluid still retains its lubricating and sealing characteristics. Temperature higher
than the desired level can reduce the lubricating characteristics of hydraulic fluid. Some fluid
may breakdown forming undesirable contaminants. This can lead to plug orifices, piping or
valves etc. When the fluid viscosity decreases at high temperature, the lubricating film
formed by the fluid may be destroyed. This allows metal to metal contact and the fluid
temperature rises.

To control the temperature of hydraulic fluid many circuits use a heat exchanger. This heat
exchanger may either heat or cool the hydraulic fluid depending on the requirement of the
circuit. Heat exchangers are of three types-heaters, water coolers and air coolers.

WATER COOLERS:

In a typical water cooler, hydraulic fluid is circulated through the unit and around the tubes
containing the water. The heat is removed from the hydraulic fluid by the water, which can be
regulated thermostatically to maintain a desired temperature. The water is filtered to prevent
the cooler from clogging. By circulating hot rather than cold water, this type of temperature
control can also be used as a heater.

Water flow requirements are usually equal to between ¼ and 1/3 of the system oil flow. The
availability of cooling towers and water recycling reduces the cost, but water taken from
these sources usually has a higher temperature than that of municipal systems.

AIR COOLERS:
The fluid is pumped through tubes that are bonded to fins made of aluminum or some other
metal that transfers heat to the outside air. The cooler usually has a blower to increase the
heat transfer. Air coolers are less efficient than water coolers and tend to be ineffective in
areas of high ambient temperatures. The initial installation cost is higher than that of water
coolers, but the operational costs are usually less.

MAINTENANCE ASPECT:

For effective cooling hydraulic cooler should be fully functional. Following maintenance
steps should be carried out-
1. Cooler fins should be properly cleaned as dust particles sticks to the fins which
reduces the cooling effect. Never clean the fins by oil. Use air for cleaning.
2. Cooler fan should run at sufficient speed otherwise heat dissipation does not takes
place properly. Pressure setting for running of fan motor should be properly done.
3. Cooler tubing should be properly cleaned so that oil may flow freely. If cooler is
getting chocked, the bypass valve opens and oil goes to tank without cooling.
4. Fan blades should be of proper orientation.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XVI-A: Hydraulic Circuits Session-25: Closed Loop Circuit of 3X and CSM

Lesson-XVII: Demonstration of Hydraulic Transparent Models Session-25: Hydraulic

Motors, D.C. Valves, Cylinder, Accumulators Pressure Gauge etc.

Demonstration of internal detail of working of above said components is done and explained.

Lesson-XVII: Demonstration of Hydraulic Transparent Models Session-26: Pressure Control

Valves, Flow Control Valves, Check Valve, Pilot Operated Check Valve etc.

Demonstration of internal detail of working of above said components is done and explained.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-27: Vane Pump & Vane Motor

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-28: Axial Piston Pump

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-29: Check Valve and POC Valve

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-30: D.C. Valves

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-31: Proportional Valve

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-32: Servo Valve

The said actual models are disassembled. Their internal parts are explained and are
reassembled.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model
Room
Session-33: Relief Valve & Unloader Valve

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XVIII: Practical Disassembly & Assembly of Hydraulic Components in Model

Room
Session-34: Pressure Reducing Valve and Cylinder

The said actual models are disassembled. Their internal parts are explained and are
reassembled.

Lesson-XIX: Hydraulic Circuits Session-35: Constant Pressure Circuit of 3X and CSM

The constant pressure circuits of the above mentioned machines are discussed in detail in the
model room.

Lesson-XIX: Hydraulic Circuits Session-36: Constant Pressure Circuit of Duomatic,

Unimat and BCM

The constant pressure circuits of the above mentioned machines are discussed in detail in the
model room.
 SUB-DISCIPLINE: HYDRAULICS (LESSONS: 20 SESSIONS: 42)
Lesson-XIX: Hydraulic Circuits Session-37: Closed Loop Circuit of 3X and CSM

The closed loop work drive circuit of the 09 - CSM machines.

EXPLANATION OF A HYDRAULIC CLOSED LOOP CIRCUIT:
Basically hydraulic circuits are working on two principles. First is open circuit and
second is closed circuit. In open hydraulic circuit, after the actuation work is over return oil
goes back to the tank directly via hydraulic cooler. In the case of closed loop circuit, the
return oil does not go back to the tank directly but it rotates within the circuit.The typical
example of a closed loop circuit is the work drive circuit of 09-CSM.In the hydraulic circuit
of work drive of 09-CSM, there is a charge pump provided inside the axial piston pump and
this charge pump is a gear type of pump. This charge pump sucks oil from the reservoir and
gives a positive feed to the main pump (axial piston) capacity 90cc. The pressure setting of
this charge pump is 30 bars.As we know the axial piston is a variable type of pump where
pump delivery is possible only with the change of swash plate angle. If swash plate angle is
zero, than there will be no pump delivery.
More the angle change more will be pump delivery. For change of direction of pump
flow, a proportional; valve is provided. When it is operated say RHS side, charge pump
pressure acts over it and then transfers the pressure to control slide valve which in turn
presses mechanical leverage and them there is swash angle displacement in RHS, the pump
delivery takes place and the flow of hydraulic pump is converted into pressure energy with a
relive valve i.e. at 210bar. This pressure of 210 bar is used for the movement of hydraulic
motor, which is connected to axle. Similarly when LHS side of proportional valve is activated
then again control slide valve is activated and operated in reverse direction and the pump
delivery takes place for another port. The cross relief valve provided is set at 210bar. This
pressure is utilized for the movement of hydraulic motor and power is transmitted. In the
circuit hydraulic pressure gauges have been provided which shows the pressures of axial
piston pump and charge pump. This should be ensured that no gauges should be defective. In
case it is defective, it should be replaced immediately. The figure of above Hydraulic Circuit
explanation is given below:
WORK DRIVE CIRCUIT OF CSM.
Lesson-XIX: Hydraulic Circuits Session-38: Closed Loop Circuit of BCM, SBCM & BRM

The closed loop circuits of the above mentioned machines are discussed in detail in the model
room.

Lesson-XIX: Hydraulic Circuits Session-39: Regenerating Circuit of Tamping Machines

The regenerating circuit of tamping machines is discussed in detail in the model room.

Lesson-XIX: Hydraulic Circuits Session-40: Intermittent Circuit of Non-Tampers

The intermittent circuit of non-tamping machines is discussed in detail in the model room.

Lesson-XX: Demonstration of Hydraulic Equipment Sets

Session-41: Demonstration of Hydraulic Circuits Using Fluidsim Software & Work exercises
Different hydraulic circuits are drawn using FluidsimH Software and the circuits are made
and verified through the model components of hydraulic equipment set available in the model
room.
Lesson-XX: Demonstration of Hydraulic Equipment SetsSession-42: Demonstration of
Hydraulic Circuits Using FluidsimH Software & Work Exercises

Different hydraulic circuits are drawn using FluidsimH Software and the circuits are made
and verified through the model components of hydraulic equipment set available in the model
room.
 SUB-DISCIPLINE: PNEUMATICS (LESSONS: 05 SESSIONS: 08)
Lesson-I: Pneumatic Symbols, Session-01: Pneumatic Symbols And Application Of Air On
Track Machines

PNEUMATIC SYSTEM:-The word pneumatic has been derived from Greek word. Which
refers to flow of air and now a days it includes flow of any gas. In a system under pressure.
The pneumatic power is used in industry, workshop and machine to perform various jobs.
Broadly speaking the pneumatic power is covered under the heading fluid power. One of
which is hydraulic which utilizes water or oil for power transmission and other is pneumatic
system that uses gas or compressed air by transmitting the force on track machine we are
concerned with the compressed air for pneumatic system. The most common source of
pneumatic is compressor which is responsibly for developing compressed air and its
utilization for various purposes on machine.

PNEUMATIC SYMBOLS:

Compressor
APPLICATION OF PNEUMATIC POWER:-

1. Application of brakes.
2. Locking & unlocking of tamping unit, lifting unit, boogies.
3. Lifting and lowering of different bogies.
4. Clapper cylinder.
5. Pneumatic horn.
6. Lubricating system.
7. Application of datum.
8. Wiper.
9. Tightening of leveling / chord/ lining/ chord.
10. Filling the diesel tank.
11. Spray painting.
12. Engaging / disengage pinion to satellite gear.
13. Engaging / disengage the dog clutch
for work drive in CSM /UNIMAT.
 SUB-DISCIPLINE: PNEUMATICS (LESSONS: 05 SESSIONS: 08)
Lesson-II: Pneumatic Components, Session-02: Working And Maintenance Of Single Stage
And Multi Stage Air Compressor, Cooling Coil, Safety Valve, Air Dryer

AIR COMPRESSOR:Compressor is a machine which converts air at atmospheric pressure

into high pressure by changing its volume. There are two types of compressor

1). Reciprocating Compressor.

2). Rotary compressor.

Compressor can be driven by an electric motor or by a diesel/ petrol engine, which serves as a
prime mover to the pneumatic power unit.

Reciprocating compressor:-A reciprocating compressor can be single or multiple piston

compressors. The more the number of piston in a compressor. the more powerful a
compressor is. The multi piston cylinder block of a compressor has crank shaft having same
number of crank connection has the number of piston and cylinder in it. The crank shaft is
connected to the prime mover .With each cylinder. there are two ports known as inlet and
exhaust port depending on their functions. The compressor unit is provided with a sump for
storing the oil in it for lubricating and cooling of various components of compressor
assembly.

When the crank shaft of compressor rotates and the piston of air compressor takes an inward
stroke, atmospheric pressure being higher than the pressure in the compressor cylinder, the
flow of air takes place through the inlet port when the crank rotates further and piston moves
forward stroke, the inlet valve closes and exhaust port opens thus sending the compressed air
to the system/ air container ( air tank ). The compressor reduces the volume of air thereby
increasing its pressure.

If the compressor is a multi stage, one piston sends compressed air to another cylinder and
thus to tank. The capacity of a compressor is depending upon the number of cylinder in it.
The term single or multistage depends upon the no. of stages or steps that a reciprocating
compressor uses to compress air to its final pressure. Single stage compressors are more
economical for a pressure below 100 psi but for higher operating pressure multistage
compressors are more beneficial.

The capacity of a compressor is defined as volume of air displaced per minute. In FPS ( Foot
pound system ) is denoted by CFM ( Cubic ft min ) and in M.K.S is LPM (Liter per min ).

COOLING COIL:-

As the compressed air has get its temperature risen due to compression, the
temperature has to be brought down. This is done by cooling coil which is a helical copper
tube by which the cooling coil comes in contact with atmospheric air and therefore the
compressed air inside the cooling coil cools down.

PRESSURE VALVES:

Pressure control valves are elements which predominantly influence the pressure or are
controlled by the magnitude of the pressure. They are divided into the three groups:
1. Pressure regulating valve
2. Pressure limiting valve
3. Pressure sequence valve
PRESSURE REGULATING VALVE:
The role of this valve is to maintain constant pressure even with fluctuating supply. The input
pressure must be greater than the required output pressure.

PRESSURE LIMITING VALVE:

The pressure limiting valves are used mainly as safety valves (pressure relief valves). They
prevent the maximum permissible pressure in a system from being exceeded. If the maximum
pressure has been reached at the valve inlet, the valve outlet is opened and the excess air
pressure exhausts to atmosphere. The valve remains open until it is closed by the built-in
spring after reaching the preset system pressure.

PRESSURE SEQUENCE VALVE:

The principle on which this valve acts is the same as for the pressure limiting valve. If the
pressure exceeds that set on the spring, the valve opens.

AIR DRYER:-

Condensate (water) enters into the air network through the air intake of the
compressor. The accumulation of condensate depends largely on the relative air humidity.
The relative air humidity is dependent on the air temperature & the weather condition.
The service life of pneumatic system is considerably reduced if excessive moisture is carried
through the air system to the components. Therefore it is important to fit the necessary air
drying equipment to reduce the moisture content to a level which suits the application & the
components used.
Drying of the compressed air is a achieved by leading the air flow from compressor through a
desiccant granulate (Means of adsorption). The granules are of reticulate molecular structure,
thus achieving an active surface being large enough to absorb the moisture out of the air. The
drying agent is a granular material (gel) consisting almost of silicon dioxide.
 SUB-DISCIPLINE: PNEUMATICS (LESSONS: 05 SESSIONS: 08)
Lesson-II: Pneumatic Components, Session-03: Working And Maintenance Of Water
Seperator, Air Oiler, DC Valve, Cylinder And Pneumatic Hoses

WATER SEPERATOR:
The presence of moisture results in the following types of after effects on the pneumatic
components and the system is badly affected.
1. Rusting & corrosion.
2. Formation of emulsion.
3. Reduction in lubricating property of oil.
4. Choking of small orifices, valves and system.
So it is imperative that the moisture from the air is removed to avoid crippling of the system.

The first step in process of compressed air after pressure regulation is its filtration or
removal of moisture contents which is harmful not only that it may result in rusting but also it
may form emulsion with lubricating oil which will block the pneumatic assemblies. The air
under pressure enters through inlet of a specially designed water separator having provision
for baffle and quite zone. The water droplets are thrown from air stream by virtue of their
centrifugal force when they strike the deflector with louvers at the entrance. The water
collected at the bottom of quite zone is drained out through the drain tap provided at the
bottom or by removing the transparent bowl container.

AIR OILER:
There are certain pneumatic tools and equipments which require lubricated air to
reduce wear and corrosion and there are certain other components which do not tolerate oil in
the air stream. The importance of lubrication can be well imagined as it not only decreases
friction but also prevent corrosion of pneumatic assemblies and simultaneously increases the
efficiency.There are two types:

1. OIL FOG LUBRICATOR:

It has a transparent bowl which is filled with oil according to consumption. It has a
siphon tube dipping in it which open upon a needle valve. When the air under pressure passes
through the venturi section, it is atomized and causes the follow of oil in the form of oil fog
(1 drop/10 cu. ft/min) which lubricates the parts through which it passes.

2. CONSTANT DENSITY LUBRICATOR:

It is very simple in construction. A transparent bowl serves as an oil container in

which dips the lower end of the siphon pipe having filter attached to its bottom. Air under
pressure enters from inlet pore to the container and keeps the oil under constant pressure
(regulated by pressure regulator).

D.C. VALVES:

Direction control valves used in pneumatic system are similar to those used in hydraulics.
Their primary function is to direct flow of air from one place to another in the system. DC
valves are devices which influence the path taken by an air stream. Normally this involves
one or all of the following:
 Opening the passage of air and directing it to particular air lines.
 Canceling air signals as required by blocking their passage.
 Relieving the air to atmosphere via an exhaust port.
DC valve is characterized by its number of controlled connections or ways, the number of
switching positions and the method of actuation.
Designs are categorized as follows:

1. Poppet valves
1.1. Ball seat valve
1.2. Disc seat valve
2. Slide valves
2.1. Longitudinal slide valve (spool valve)
2.2. Longitudinal flat slide valve
2.3. Plate slide valve.

POPPET VALVES:
With poppet valves the connections are opened and closed by means of balls, discs, plates or
cones. The valve seats are usually sealed simply using flexible seals. Seat valves have few
parts which are subject to wear and hence they have a long service life. They are insensitive
to dirt and are robust. The actuating force, however, is relatively high as it is necessary to
overcome the force of the built-in reset spring and the air pressure.

SLIDE VALVES:
In slide valves, the individual connections are linked together or closed by means of spools,
flat slide or plate slide valves.

AIR RECEIVER/CONTAINER:

Before discussing an air receiver, let us be clear in mind that unlike liquids (which are
virtually impressible) is readily co9mpressible. That is why a large quantity of air can be
stored in a comparatively smaller vessel or container. The more the air in a container, the
higher is the pressure and stronger should be the container to with stand that pressure.

CYLINDERS:

A pneumatic cylinder converse compressed air pressure into mechanical linear force.
When the compressed air enters on of the ports of the cylinder, it transmits movements to the
piston and its rods and becomes mechanical force to do some work. The flow rate of the
pneumatic power determines the piston speed and output in horse power.

PIPING, HOSES AND FITTINGS:

Piping is an important part of pneumatic system. It is not only to transmit the

pneumatic power to various components, but also to keep it clean and free from
contaminants. The pipes utilized on the machines should be flexible and strong enough to
withstand the working pressure of the system.
As a thumb rule, the testing pressure of a pipe should be double that of working
pressure and bursting pressure double that of the testing pressure.
The working pneumatic pressure on track machine varies between 6.5 – 7.0 kg/cm2.
The inside diameter of pneumatic pipe is 6.3 mm and 12.6 mm are used for general
transmission and brake system of the machine.
 SUB-DISCIPLINE: PNEUMATICS (LESSONS: 05 SESSIONS: 08)
Lesson-III: Pneumatic Circuits, Session-04: Pneumatic Working Circuits

Pneumatic working circuits of different machines are discussed in detail.

Lesson-III: Pneumatic Circuits, Session-05: Pneumatic Brake Circuits

Pneumatic brake circuits of different machines are discussed in detail.

Lesson-IV: Pneumatic Circuits, Session-06: Failure Analysis and Troubleshooting of

Pneumatic Assemblies

Lesson-V: Demonstration of Pneumatic Equipment Sets, Session-07: Demonstration of

Pneumatic Circuits Using FluidsimP Software & Working Exercises

Different pneumatic circuits are drawn and the circuits are made and verified through the model
components of pneumatic equipment set available in the model room.

Lesson-V: Demonstration of Pneumatic Equipment Sets, Session-08: Demonstration of

Pneumatic Circuits Using FluidsimP Software & Working Exercises

Different pneumatic circuits are drawn and the circuits are made and verified through the model
components of pneumatic equipment set available in the model room.
 SUB: HYDRAULICS, PNEUMATICS & MECHANICAL
Duration: 74 Sessions = 148 Periods
Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-I: Power Transmission Session-1: Block Diagram, Types of Power
Transmission, Mechanical Transmission,
‘V’ belt, Chain, Pulley, Cardon Shaft.

POWER TRANSMISSION

PCB
Rear Gear Selector Front Gear Selector

38x17
A
Pump Z.F. Gear CS Engine MWM C/S Funk
Box 232 Gear Pump
38 x 22 TBD-V12 Box
A
38x17

20 x 14
C S Pump
90LPM

PTO Distribution GB
C/S
C/S C/S

C/S
AXLE
Satellite GEAR
Gear Box BOX

Motor

Satellite Bogie
Driving Bogie
Running Bogie

POWER TRANSMISSION
In mechanical Engineering, the word power transmission is widely used term in all types of
transmission applicable involved mechanical arrangement. The following are the various
mechanical power transmissions generally available in day to day working which are given as
under:
‘V’ Belt transmission
Chain drive transmission
Pulley drive transmission
Gear drive transmission
‘V’ BELT TRANSMISSION:
This is the Mechanical Power Transmission method in which ‘V’ belts are used and the power is
transmitted from one point to the another. In this method power transmission is affected on
account of wear and tear and slippage etc. Generally following are the different categories of
belts used in transmission in machines, A-33, A-34, A-41 & A-42 etc..
VEE BELTS
RUBBER BELTS:
Rubber belting is one of the important medium of transmission of mechanical power.
They are trapezoidal in X section.
The vee belts are designated by suffices letter A. B. C. & D which standard dimensions followed
universally by all belt manufacturers.
(i) Installation & Maintenance:
1. Check pulley groves for damage, dent make, burs and excessive wear before mounting the
belts.
2. Check drive and driven units for alignment.
3. Move the drive unit towards driven unit to mount the belts in groove.
4. Avoid excessive and un even tension.
5. All ways use pulley with larger dia.
6. Check for pulley groves angle and proper positioning of belt.
7. Check the belt tension daily.
8. If it is required to be change a belt in a multi belt drive unit, change all the belts with new
set.
9. During storage, keep the belts hanging.
10. Store the vee belt in cool and dry place.
(ii) Chain Drive Transmission:
This is the method of power transmission in which chain is used for transmitting power
from one end to another. In this method chain is interlinked and power transmission takes
place. In track machines, following are the applications of chain drives such as simplex
chain, duplex chain of PQRS machines, cutting chain of BCM etc.
(iii) Pulley Drive Transmission:
This is also a method of power transmission in pulleys is used and we get mechanical
advantages by the fixed support following figure:

Rigid Support

H
E
T=E
L = Load
Sting =
 (Single movable pully)

Load
As per the figure: An inextensible Sting of negligible Mass-Passes around the grooved
rim of the pulley. One end of the sting is tied to a hook ‘H’ at a rigid support and the
effect ‘E’ is applied at its free end.
The tension ‘T’ acts on the string on both sides of pulley as shown in the above figure.
Load is balanced L = T+T = 2T and effort E = T.
Mechanical advantage = Load L
Effort E
therefore MA = 2T = 2
T
So by applying an effort equal to half the load (in ideal situation) i.e. single movable
pulley acts as a Force multi pliers) P
(iv) Gear Drive Transmission:
In this method of power transmission Gears are used for transfer of power from one point
to another. More teeth of Gears are meshed to each other. There are two gears which are
connected to each other one is drive gear and the another driven gear. Depending upon
no. of teeth, Gear Ratio is decided. The arrangement of gears on drive and driven gear
can be such that driven gear can rotate faster or slower.
(v) Cardon Shaft Transmission:
In this method power transmission is achieved through different cardon shafts and
accordingly power is transmitted from end to the another. Different sizes of cardon shafts
are used on different track machines.

PRECAUTIONS DURING FITMENT OF CORDON SHAFT:

Shaft should be dynamically balanced

Male portion - Long
Female portion - Short
In road vehicle - Male portion in the direction of driving.
In Track Machine - Male portion in towards working direction.

To avoid the dropping of cordon shaft cradle is provided.

- Arrow mark on male and female portion should be in line. If there is no arrow mark then
yoke should be in same plane for both male & female.

- In female shaft, there is through hole from yoke centre to other end, so that excess grease
may come out, other wise this will act as a solid part.
- Bolts should be fit tightly, bolts should be of proper size.
- Greasing in X (cross) and splines should be done after 50 Hrs.
- Play in splines and yoke should be checked every 50 Hrs.
- Nylon locked type nuts should be use.
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-II: Gear Box and Clutch Assembly in UNO/DUO Session-2: Working, Construction and
Maintenance practices of Main
gear box and Clutch assembly.
______________________________________________________________________________

GEAR BOX AND CLUTCH ASSEMBLY IN UNO / DUO

MAIN GEAR BOX, SIX SPEED AND REVERSING GEAR BOXES:

The track machines are driven/traveled from one station to another station by means of either
hydraulics system or mechanical. System. In mechanical system of traveling, Gear Boxes are
used. In Duomatic old, Unomatic and other machines various Gear Boxes are used such as main
gear box directional Gearbox reversing gear box, reduction gear boxes and six speed Gear Boxes
etc.
Following are the Gear Boxes used on 08-Duomatic machine.

1. Main Gear Box = 1 No.

From engine the power comes to this gear box. This gear box distributes the power in three
directions:
Main power to reversing and Six speed gear box.
RH side for operating Hydraulic pump – 38 x 17 GPM
38 x 22 GPM
L.H. side for operating hydraulic pump – 38 x 17 GPM
2. Reversing Gear Box 1 No.:
In this gearbox arrangement has been provided to drive the machine in either direction at
the same speed.
3. Six Speed Gear Box 1 No.:
This gear box is used to achieve different gear ratio and speed from 1st to 6th .
4. Differential distributor Gear Box 1 No.:
(Power is transmitted from different distributor gear to both Axle Gearbox.
5. Axial Gear Box 2 Nos.:
Power transmission to axle by crown tail pinion arrangement is the out come of machine
movement.

MECHANICAL GEAR BOXES USED ON 08-DUOMATIC MACHINE:

Main Gear Box: 1 No.
From engine the power comes to this gear box. This gear box distributes the power in three
directions

1. Main power to reversing and six peed gear box.

2. RH side for operating Hydraulic Pump 38 x 17 GPM
38 x 22 GPM
3. L.H. side for operating Hydraulic Pump 38/17 GPM

1. Reversing Gear Box: 1 No.

In this gear box arrangement has been provided to drive the machine in either direction at
the same speed.
2. Six Speed Gear Box: 1 No.
Through this gear box we achieve different gear ratios & speed i.e. from 1st to 6th.
3. Differential Distributor Gear Box: 1 No.
Power transmission from differential distributor gear box to both axle gear boxes.
Axle Gear Box: 2 No.
Power transmission to axle by crown-tail pinion arrangement & machine moves.

MAINTENANCE PRACTICES OF GEAR BOXES:

The modern track machines are very complex and costly assets. Even one day down time
is very costly. Increased availability of machines result in more output with good quality at
cheaper ratio.
As this is a mechanical gear box, lot of wear and tear takes place on amount of its
movement the gear box should be filled with the proper graded oil i.e. SAE-C-90 and while
working with this machine as mechanical gear boxes are provided, it is to be ensured that when
machine is required to be operated, whenever we want to put the machine in working mode i.e. at
the time of engagement of hydraulic pump, first of all the engine should be stopped and the
lever is to be operated for engagement of working pumps,. Similarly when the work is over it is
to be ensured that engine is stopped and the lever is operated to disengage the working pump for
travelling mode.
This should also be ensured that no dust or dust is allowed to enter the gear box as ti is
very much harmful for the smooth functioning of Main Gear Box directional gear box or Six
Speed Gear Box.
During assembling this factor should also be taken into consideration.

ENGAGER BODY FOR DUOMATIC MACHINE PART NO. G – 70-11

Engager body shall be manufacture out of EN-353 engager body shall be slide fit with crown
gear and drive shaft components found suitable in visual inspection as well as correct from the
dimensional characteristics minimum one engager body of each lot should be taken randomly for
its chemical testing
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-II: Gear Box and Clutch Assembly in UNO/DUO Session-3: Working, Construction
and Maintenance practices of
Reversing gear box and Six speed
gear box.
______________________________________________________________________________

MAINTENANCE OF REVERSING AND SIX SPEED GEAR BOXES:

The track machines are driven/traveled from one station to another station by means of either
hydraulics system or mechanical system. In mechanical system of traveling, Gear Boxes are
used. In Duomatic old, Unomatic and other machines various Gear Boxes are used such as main
gear box directional Gearbox reversing gear box, reduction gear boxes and six speed Gear Boxes
etc.

For reversing gear box proper lubrication has to be ensured and proper matching of gears to be
provided so that there is no problem with regards to the movement of the machine. Proper
maintenance schedule has to be observed as per the manual laid down for this purpose.

For six speed gear box it is also to be ensured that proper clearance of gears are maintained and
proper backlash along with the proper matching of gears are in co-operated. As per the laid down
procedure for schedule maintenance, six speed gear box maintenance to be done accordingly.
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-III: Distributor Gear Box Session-4: Working, Construction and
Maintenance practices.
______________________________________________________________________________

Distribution Gear Box (Its construction and maintenance practices):

This is the Gear box use for the purpose of power transmission in different track machine and
with the help of this distributor gear box power is directed and distributed to different directions
with the help of cardon shaft as per requirement. As this gear box is subjected to maximum wear
& tear due to mechanical arrangement of gears, maximum care should be taken with respect to
its maintenance as well as changing of the gear oil provided for the gear box. Attention should
also be paid with regards to the contamination because if contamination is entrapped in the gear
box, it will damaged the gear box.

(Fig.)
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-IV: Driving and Running Axle Session-5: Function, Parts and
Maintenance aspects, setting of
crown & tail pinion
______________________________________________________________________________

Driving and Running Axle:

Driving axle is the power axle this axle has the arrangement of Crown & Peinion Assembly.
Wheel is pressed and 50 Tonne load. There is arrangement of axle gear box assembly. In axle
gear box assembly roller bearing NU-2220 or NU-2224 is provided. The driving axle being
powered axle gets power through cardon shaft transferred through flying over. Schedule
maintenance of the axle is to be carried out by greasing of axle gear box housing as per
requirement. All new Track Machines working in Indian Railways are powered axles. They have
been provided with the hydraulic motors for power transmission.

Driving Axle

X End Y End

Running Axle:
Running axle is normally known as idle axle and it is not a powered axle. Running axle has
arrangement of Axle & Wheel only. Wheel pressing is carried out in the axle to complete the
whole assembly. Wheel is pressed at 50 tonne load. There is no crown and pinion arrangement in
running axle. There is axle box assembly provided on running axle. This consists of roller
bearing NU-2220 or NU-2224 alongwith the distance pieces. Under the maintenance schedule
the axle box bearing are greased through bearing grease periodically. As per latest circular of
Track Machine Manual the driving axle and running of different machines such as BCM,
Unimat, CSM & DGS are required to under go Ultrasonic testing for their better performance.

Crown and Tail Pinion Assembly:

Clean axle and bevel gear check the bevel gear bore with boring gauge for taper and ovality, to
be removed by grinding the above defect.

To hold the axle vertically by a Crane with a device fixed to the locking taped holes. Check with
spirit level that the device is perfectly vertical.

Heat the bevel gear placed on a cylindercal support perfectly leveled with spirit facing down
ward to about 2200C with anyactelene flame so that after its bore 0./mm larger than the diameter
of bevel seat on the axle. Cool the axle from around bevel seat if possible. Introduce the axle
from the above fill the bearing collar touches the bevel. After 5-10 minutes, bevel gear will be
tight on the axle. For proper meshing of (Crown bevel gear, shims are provided for wheel proper
alignment.
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-V: Z.F. Hydro-dynamic Gear Box Session-6: Function and Construction
______________________________________________________________________________

Working Principle of Z.F. Gear Box: (Zahnrad Fabric – Friedrichshafen:

The power transmission in various tamping machines have been associated with
mechanical methods of transmission of transmission as envisaged by Plasser & Theurer. Gone
are the days when we were utilizing mechanical gear boxes such as six speed gear boxes,
directional gear boxes etc. but with the past experiences it has been observed that such
mechanical gear boxes have typical arrangement of gear-train etc. which were not only subjected
to wear and tear but also at the same times it tends to more-failure and more maintenance.
So, in order to eliminate all such things new conception for power transmission is the
Generation of Z.F. Gear Box.
ZF is a German Nomenclature
ZF stands for Zaharaid Fabrick
Original ZF is 4WG.65II WK
Abbreviations are:
4 - Speed
WG - Hydro-dynamic fluid
65 - Input – Torque
II - Electric – Shift
WK - with converter clutch
Gear box oil - Ultra -10
Capacity - Approximately 45 Ltrs.
Manufacturers –
BP - Actuma Super with ultra 10W
10C - Servo ultra 10
HP - HP auto transmission fluid.

Various Parts of Z.F. Gear Box:

Torque Converter:
Torque Converter is a special type of fluid coupling. It is very much effective when the engines
speed is increased. At idle speed it does not transmit any power and keeps as slipping. Thus the
vehicle is declutched automatically in manual transmission if the driver does not declutched
property the engine stops. This problem is overcome in automatic power transmission. In this
case need is to idle the engine only within the converter the oil is the medium of the power
transmission. At about 80% of pump speed i.e. impeller the turbine becomes one and the turbine
movement becomes equal to the pump movement.
Some of the toque converters are provided with a converter clutch W.K. which locks the
turbine with impellor and then prevents the slip and improves the fuel efficiency. The torque
converter then acting as a fluid clutch. It consists of three main parts.
1. Impellor
2. Stator
3. Turbine.

1. Impellor – It is a depend having curved blade to its inner face and attached to engine fly
wheel. As the fly wheel turns the impellor also turns and throws the oil with a certain
velocity. The velocity and mass being projected which is actually responsible for turning
the unit. The oil escaping from the impellor wheel enters to the turbine wheel giving the
direction of movement.
2. Turbine – Turbine is attached to the driven-unit i.e. input of gear box and faces of impellor
on account of which the oiler projected from the pump causes the turbine to run. The
turbine shaft runs the gear system.
3. Stator – It is a curved fine wheel mounted on a free wheeling device between the impellor
and turbine. As the fluid leaves the turbine, the fluid would be thrown back to the pump in
reverse direction i.e. opposite to that of rotation of pump. Thus, it requires more power to
drive it. The oil coming from the turbine is directed by the stator vanes in a direction which
is favourable to the directions of moving of pump. The stator (reaction member) following
the turbine wheel has the task of redirect against the oil which is streaming out of the
turbine and direct it to the correct streaming direction to the pump wheel. The stator
receives a reaction movement due to this reversing motion. Thus it improves the efficiency
of converter. Also the oil in favourable direction gets added up with the oil which would
normally had been projected by the pump and thus multiples the torque. As the turbine
speed increase the direction of oil coming from turbo charges. Thus the oil direction does
not appose the impellor movement. Also of the direction of oil is such that the stator
direction is reversed. The stator stepson free wheel and allowing the oil to flow in the
required direction.

As the conversion is increasing the correspondence with the speed difference between
pump wheel and turbine, therefore the maximum. Conversion takes place when the turbine
wheel is not moving with increasing output speed, the torque conversion gets decreased.
The out put speed is automatically adopted to required output movement of the torque
converter.

A gear pump of capacity volts/minutes circulations oil to converter and used for shifting of
gears. Gears pump supplies pressurized oil of pressure (10-12 bar) for actuation of clutches.
This oil is controlled by electrically operated solenoid valves which get current from PCB
and is operated by electric solenoid which get current from PCB and is a function of engine
rpm and turbine speed.

Gear shifting is operated by electrical solenoid which are provided on top of the gear (M1
M2, M3 & M4.
Power transmitted through torque converter to selected gears.
Current consuming of each solenoid is equal to 0.25A – 0.5A.
Function of the Gearbox:
Driving of machine in case of traveling.
Providing the input of mechanical energy to hydraulic pumps.
Transmit the engine power to different units of machine.

Main Assemblies:
Torque Converter
Gear Train
Shifter Assembly
Selector Lever
Power Take Off
Final Drive
Special Features:
It is a hydrodynamic Gearbox.
Gearbox is electrically controlled.
It has separate hydraulic system.
No clutch paddle is required.
Medium of power transmission is fluid.
No movement of gears as in mech.Gbox
More than 2500 types of components.

Torque Converter:
It is initial power receiver.
Medium of power transmission is fluid.
Impeller, turbine and turbine are main parts.
Pressurized fluid is acting over moving impeller blades.
 SUB-DISCIPLINE:- MECHANICAL (LESSONS: 14 SESSIONS: 24)
Lesson-V: Z.F. Hydro-dynamic Gear Box Session-7: Precautions during working and
Maintenance aspects.
______________________________________________________________________________

PRECAUTIONS DURING WORKING AND MAINTENANCE ASPECTS:

1. Z.F. Hydrodynamic gear box should be handled by a skilled & trained workman only
with a special emphasis on cleanliness.
2. It is preferable to keep special tools recommended by OEM for limited maintenance
operations to be carried out at field or else similar indigenized tools must always be made
available in the machine.
3. Use only recommended brand of Locktites, i.e.:
270 No. for nuts & bolts
574 No. for Sealant (Liquid Gasket)
641 No. for Bearing surface.
4. Replace oil ULTRA-10/SAE 15-W-40 (as the case may be) after every 500 hrs. of
working. During oil replacement, strainer should be checked for any accumulation of
impurities over magnetic rod. ‘O’ Ring over strainer must be replaced at the time of oil
change.
5. Check the oil level weekly:
(a) While the machine is in horizontal plain.
(b) Keep transmission in neutral position.
Cold level at 400C & 1000 RPM – Lower mark.
0
Hot level at 80 C & 1000 RPM – Upper mark
Where 800C is not achieved, checking at 400C for lower mark will serve the purpose.
6. Replacement of pressure filter (25 micron) at the interval of 250 hours of working.
7. Replace the filter along with oil in case of buzzer alarm heard for choking of filters.
8. Check external connections at regular interval for their tightness.
9. Operation of gear shifting should not be done below:
1200 r.p.m. of the engine.
10. Towing speed restriction of 10 Kmph should be followed; otherwise it may lead to the
damage of gearbox. Connecting two machines for block operation should not be done.
11. Shifting of gear should be carried out at the proper time. Any delay or early shifting will
reduce the gearbox life in long run.
Proper Time for Lockup indication
Indicator is not provided in operating panel, gears are being shifted only based on
experience and assumptions. A LED connection may be provided in cabins as has been
provided in SPURT car. CPOH can provide circuit diagram if desired.
12. Frequent variation of speed should be avoided.
13. Z. F. key should be put off only after stopping of machine as two clutches out of seven
clutches remain engaged even in neutral position and counter speed of the wheel through
cardon shaft will affect those clutches which may damage the frictional bearings and
slippage of clutch may occur.
14. If for any reason external impurities enter the gearbox, working of machine should be
stopped and after rectification of defect complete oil should be replaced. In that case
clean the gearbox as much as possible including torque converter.
15. Pressure cut off switch should be checked for its functioning at 2.5 bar. Early or late cut
off may reduce the life of the costly Z.F. gearbox.
16. In case of any obstruction while moving, r.p.m. should be reduced and brakes should be
applied below the cut off pressure i.e. 2.5 bars. Avoid the excessive application of brake
above 2.5 bars.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-V: Z.F. Hydro-dynamic Gear Box Session-8: Failure Analysis and Troubleshooting.
______________________________________________________________________________

FAILUES ANALYSIS & TROUBLE SHOOTING:

COMMON FAILURES OCCURED IN Z. F. GEARBOX ALONG WITH

THEIR REMEDIAL AND PREVENTIVE MEASURES BASED ON FIELD
EXPERIENCE.

MAIN NPRESSURE HAS GONE TO ZERO AND MOVEMENT OF THE MACHINE

STOPPED

Case Study:
Earlier it happened on different machines that suddenly during the course of
working, main Pressure dropped to‘0’. After checking the oil level And functioning of
electrical pressure gauge, it was observed that 0.6mm orifice, provided on intermediate plate
in shifter assembly was found choked completely.
Due to contamination of oil. After cleaning of plate & orifice, gearbox started functioning with
normal pressure.

Remedial Measures
(a) Check the functioning of pressure gauge by providing spare hydraulic gauge (0-25 bar) in
place of electrical, if it is ok.
(b) Check of flow of ZF pump by flow meter or any other suitable means (Shaft key of pump
may get slipped), if it is ok.
(c) Check the intermediate plate for choking of pressure orifice, clean if choked.
(d) Finally overhaul the shifter assembly or get assistance from CPOH.

Preventive Measures
The machine operator must be attentive for 25-micron pressure filter choking buzzer due to
passage of contaminated oil and once it is heard or in case of hydraulic oil entering in ZF
gearbox chamber due to bursting of pump oil seal (38-22, 38-17,20-14, variable pump) stop
the working of machine and clean the gearbox immediately by flushing out oil as much as
possible including torque converter. Under any circumstances safety switches or filters should
never be bypassed.

Flickering Movement of Pressure Gauge and Sound Observed from Torque Converter
Case Study
At times this happened in field after replacement of oil. Reason for such failure is, less oil level
due to improper topping up or due to external leakage. After checking it has been found that
recommended procedure for checking oil level was not followed properly by field staff.

Remedial Measures:
(a) Check the oil level at recommended procedure
And refill the oil as per requirement.

(b) Check & attend the external leakage if any.

Preventive Measures
(a) Check the oil level as under:
At 1000 rpm and 40oC-Lower mark (Cold level).
At 1000 rpm and 80oC-Upper mark (Hot level).
 Checking oil level at less than 1000 rpm will
generate malfunctioning.
(b) Fill extra oil while travelling on gradients (Ghat section).
3. Machine Movement Stopped but Pressure and Temperature Are OK.
Case Study
This happens due to dislocation of towing lever bolt /splines during process of working. In past
it did happen on few machines. On investigation it has been found that field staff normally
do not put their attention on this particular subcomponent. For this small failure several times
machines had been under break down for 5 to 10 days for want of CPOH staff. After checking
it was observed that towing lever bolt /splines were dislocated during the process of working.

Remedial Measures
(a) Towing lever was found dislocated from its locking. Tightened the bolts of the lever.
(b) In case it is spline type, temporary arrangement by welding can also be done over shaft and
lever.
Preventive Measures
(a) Check the tightness of nuts regularly.
(b) In case of spline type shaft, replace the shaft and lever.

Engine Taking additional Load or Engine Stopped While Shifting First Gear.
Case Study
In several machines it was observed that machines are under break down for the said
problem and help of CPOH is sought for. After going through the failure it was observed that it
happens mainly due to failure of electrical circuit. In exceptional cases torque converter clutch
also gets damaged. Early actuation of lockup clutch is the reason behind such failure.

Remedial Measures
(a) Check electrical connection of lockup circuit.
(b) Check inductive transmitter resistance 1.5K-Ohm & distance from pulse disc shall be kept
0.7mm to 1mm.
(c) Check the functioning of electronic module. Frequency 650Hz at 14000 rpm for lock in.

4. Preventive Measures
Check the 24-Volt power supply over WK valve by keeping the machine in towing mode and
increase the rpm after engaging the gear. Electrical supply of 24 D.C. should reach to WK
valve at 1400 rpm and above & should k not beless than said rpm in any case otherwise adjust
the gap of inductive transmitter as above at (b).

5. Excessive Temperature
Case Study
In several machines it has been observed by CPOH that improper operation has resulted in
rising of temperature of the gearbox. Early late shifting of gear is one of the reasons behind this
failure. It is also suggested that working of the machine above 120oC should be prohibited.
Safety switches should never be bypassed.

Remedial Measures
Keep the machine in neutral. Increase the RPM from 1200 to 1500, within 2 to 3 minutes
temperature should drop quickly to normal. If not, then ask the assistance from CPOH as the
overhauling of shifter assembly is required in that case.
Preventive Measures
(a) Don’t overload the machine.
(b) Keep the rpm minimum up to 1200 while passing through down grades.
(c) Don’t down k shift on higher speed.
(d) Check the oil level regularly; less oil may lead to such failure.
6. Burning Of Clutches:
Case Study
In few machines it has been observed that fume suddenly starts coming out through breather
though the pressure and temperature was normal. It happens due to choking of lubrication line
resulting in hunger of oil in clutch assemblies. Once this happens, the only solution left is to
overhaul the complete gearbox at CPOH.

Remedial Measures:
Complete overhauling is required. Burning of any clutch at normal pressure and temperature is
due to choking of lubrication lines (internal tubing’s).

Preventive Measures:
Check the lubrication oil pressure, if it reaches to 3.5 bar and above at 1000 rpm, stop the
machine and ask CPOH for further check as in case of choking of lubrications lines, complete
oil will go to sump by pressing the valves setting. In no case lubeoil pressure should rise above
3.5 bars at 1000 rpm continuous watching of lube oil pressure of the gearbox can save an
extensive damage.

7. Main Pressure Is Tool Low:

Case Study
It is observed that many old machines are kept on working for a long time at lesser main
pressure. Working at lesser pressure below 10 bars may lead to slippage of clutch and finally
can damage the gear box. Initial symptom of this failure oil turning out blackish.

Remedial Measures:
(a) Check pressure gauge for its functioning by providing hydraulic pressure gauge.
(b) Tighten the Allen bolts over shifter assembly upto 50 Nm. Pressure will increase by this
process from 1 to 2 bar.
(c) Contact CPOH for further checking, as the overhauling of complete shifter assembly or
gearbox is needed in this case.

Preventive Measures:
(a) Nut bolts (external) should be checked during schedule maintenance.
(b) Operating the machine at less pressure can damage the gearbox due to slippage of clutch.

8. Abnormal Sound
Case Study
Abnormal sound may be observed due to damage of any mechanical component inside, damage
of bearing, nut & bolts, locks etc in the process of working. In case of any abnormal sound
machine working should be stopped immediately to avoid further damage to gearbox.

Remedial Measures
Complete overhauling is required to be carryout in workshop.

Preventive Measures
(a) Don’t tow the machine above 10 Km/h.
(b) Skipping speed should be avoided.
(c) Down Shifting should be done at recommended speed.
(d) Acceleration of machine should be avoided after placing the brakes.
9. Oil Becomes Blackish
Case Study
Black colour of oil is the indication of poor health of gearbox. Complete checking of the
gearbox including replacement of oil is required to be carried in this case.

Remedial Measures:
(a) Replace oil and 25-micron pressure filter. Keep watch on the colour of replaced oil.
(b) Check the lubrication pressure, if it is 3.5 bars at 1000 r.p.m. stop the machine. Further
operation of gearbox may lead to excessive damage. If pressure is within range, replace oil,
check strainer, if nothing is found in it, and keep on working by frequent checking of lube
oil pressure unit till it reaches to 3.5 bars.

Preventive Measures
(a) Don’t keep on working if the main pressure is less than 10 bar.
(b) Filter/oil should be replaced as per prescribed schedule.

Jerks Observed In All Three Speeds

Case Study
Whenever jerks are observed while shifting the gear, itis the indication of poor condition of the
gearbox. Clutch gaps are increased resulting longer gear shifting time (recommended gear
shifting time is1.17 seconds to 1.7 seconds). Early checking of the gearbox is required after said
indication during working.

Remedial Measures
(a) If jerks are felt only while placing the first gear,
Check external connections.
(b) If jerks observed in all three speeds complete gearbox needs checking, may ask CPOH for
the same/

Preventive Measures
(a) Shifting of gears should be done at proper time, for that lockup indication may be provided
over operating panel.
(b) Down shifting should be avoided.
(c) Check your pressure switch for its functioning replaces if required

good maintenance practices

ZF Hydrodynamic gearbox should be handled by a skilled & trained workman only with a
special emphasis on cleanliness. It is preferable to keep special tools recommended by OEM for
limited maintenance operations to be carried out at field or else similar indigenized tools must
always be made available in the machine.

Use only recommended brand of Locktites, i.e.:-

270 No. For nuts & bolts.
574 No. for Sealant (Liquid Gasket).
641 No. for Bearing surface.
Replace oil ULTRA-10 / SAE 15-W (as the case may be) after every 500 hrs. of working.
During oil replacement, strainer should be checked for any accumulation of impurities over
magnetic rod. ‘O’ Ring over strainer must be replaced at the time of oil change.

Check the oil level weekly:

(a) While the machine is in horizontal plain.
(b) Keep transmission in neutral position.
(c) Cold level at 40oC & 1000 RPM - Lower mark
(d) Hot level at 80oC & 1000 PM - Upper mark
Where 80oC is not achieved, checking at 40oC for lower mark will serve the purpose.

Replacement of pressure filter ( 25 micron) at the interval of 250 hours of working.

Replace the filter along with oil in case of buzzer alarm heard for choking of filters.
Check external connections at regular interval for their tightness.
Operation of gear shifting should not be done below:-

1200 r.p.m. of the engine:

Towing speed restriction of 10 Kmph should be followed: otherwise it may lead to the damage
of gearbox. Connecting two machines for block operation should not be done.
Shifting of gear should be carried out at the proper time. Any delay or early shifting will reduce
the gearbox life in long run.

Proper Time for Lockup indication:

Indicator is not provided in operating panel, gears are being shifted only based on experience and
assumptions.A LED connection may be provided in cabins as has been provided in SPURT Car.
CPOH can provided circuit diagram if desired. Frequent variation of speed should be avoided.
ZF key should be put off only after stopping of machine as two clutches out of seven clutches
remain engaged even in neutral position and counter speed of the wheel through cardon shaft
will affect those clutches which may damage the frictional bearings and slippage of clutch
may occur. If for any reason external impurities enter the gearbox, working of machine should be
stopped and after rectification of defect complete oil should be replaced. In that case clean the
gearbox as much as possible including torque converter.

Pressure cut off switch should be checked for its functioning at 2.5 bars. Early or late cut off may
reduce the life of the costly ZF gearbox.
In case of any obstruction while moving, r.p.m. should be reduced and brakes should be applied
below the cut off pressure I.e. 2.5 bars.
Avoid the excessive application of brake above 2.5 bars.1-MAIN PRESSURE HAS GONE
TO ZERO AND MOVEMENT F THE MACHINE STOPPED
Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-VI: Funk Gear Box Session-9: Working, Construction and
Maintenance practices. .
______________________________________________________________________________

FUNK GEAR BOX

Funk gear box is a mechanical gear box used for the purpose of power transmission. This has got
the gear arrangement in such manner that with the help of a common shaft input power is taken
and the power is transmitted in to two opposite directions. For example hydraulic pumps being in
two opposite directions get power from one common input and pumps (LHS & RHS) can be
driven in to two different directions.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-VII: Reduction Gear Box Session-10: Working, Construction
and Maintenance practices.
______________________________________________________________________________

REDUCTION GEAR BOX:

It is a mechanical gear box use for power transmission in Track Machine. This gear box is used
whenever we want to run the working unit at lower speed. Gear trains are selected as according
to match the speed of the working unit. This gear box is used mainly in the working mode when
the machine works during sleeper to sleeper movement.

Maintenance practices for the maintenance of reduction gear box there is a need of oil changing
as per the prescribed manual. This should also be ensured that dust and dirt should not entrapped
in the gear box as otherwise it will damaged the gear box and their will be no smooth operation
of the gear box.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-VIII: Satellite Axle Gear Box Session-11: Working, Construction
and Maintenance practices
____________________________________________________________________________

WORKING AND CONSTRUCTION OF SATELLITE AXLE GEAR BOX:

In 09-CSM machine, Plasser and Theurer provide a Continuous machine movement along with
tamping for achieving more out put. For this purpose, tamping and lifting unit has been provided
on Satellite frame which moves independent of machine movement. While tamping, main
Machine moves continuously and the Satellite unit Stops for each tamping cycle and go distantly
again and again. For the movement of Satellite frame, we use a satellite gear box which takes
mechanical Energy through a hyd. Motor. Satellite gear box is a very sophisticated gear box and
engaging of two big and small Spur gear depends upon Pneumatic Pressure. If Pneumatic
Pressure is less than 2.5 bar then it will affect gear box as well as out put. In order to avoid long
idling and long life of Satellite gear box. Following points are to be help in mind during
operation.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-VIII: Satellite Axle Gear Box Session-12: Precautionary steps to
avoid failure.
____________________________________________________________________________

PRECAUTIONARY STEPS TO AVOID FAILURE.

i) It is to be ensured that Pneumatic Pressure should not be less then 2.5 bar.
ii) Engaging and disengaging of both Spur Gears should be 100%.
iii) Satellite brake of 5 bars should act properly while tamping.
iv) Longitudinal Transducer limit switch should be in working order, limit switch connection
should be in NO Position.
v) 32mm, 25mm pin Rocker Bearing GE-25, link plate, torque plate, Gear Box top housing
must not any play.
vi) Proximatic Switch (1422k) should be set properly according to fork Position after ensuring
100% engaging and disengaging of both spur gears.
vii) There should not be any play between fork hole and guide rod. Pneumatic cylinder and
shifter rod should be tightened along with the check nut.
viii) Pneumatic cylinder and valve should work properly and get it cleaned periodically.
ix) Rubbing block and brake gap should not be more than 3mm.
x) The seal of satellite brake cylinder should be checked regularly and replaced after every
1000hrs if required.
xi) Booster cylinder should be in working condition and pressure should not be less than 40
bar(40-60 bar)
xii) According to Track condition Machine speed should co-inside with satellite
movement.(Machine Speed 1.2km/hr)
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-IX: Tamping Unit Session-13: Function and Parts.
__________________________________________________________________________

TAMPING UNIT FUNCTIONS & PARTS

Tamping Units/Bank:

The tamping unit is the most important mechanical assembly of the machine in addition to the
Diesel Engine (which has been dealt separately). There are various designs of tamping banks
suiting different types of machines and track requirements e.g. single sleeper tamping. Double
sleeper tamping, switches and crossing etc., whatever type of machine it may be, M/s plasser &
Theurer has world wide patent for its non-synchronous design of tamping banks. Which are
discussed one by one.

Vibration Shaft:
ф 100 ф 90 ф 80 ф70 ф60

Steel bush + NJ 219 6220CB

NJP28.6 NJ29
NU2220
All Dimensions ARE in MM
1.1 Tamping Bank For Tamping Te The
Single Sleeper
The mainliner universal machines having this tamping bank are designated 06-16 type. Non-
synchronous constant pressure-vibration tamping is achieved by 8 tamping tools on each bank,
arranged in pairs, in side and outside the rails, on both sides of the sleepers. The machine
operates with a total of 16 tamping tools.
Non-synchronous feed adjustment results in all tamping tools exerting the same pressure on the
ballast bed, regardless of the in-feed movement. There is complete force equilibrium between
tool pairs, and uniform specific surface pressure on all tamping tools. The pairs of tamping
tools move completely independently, according to the resistance encountered in the ballast bed.

During the in-feed action of the tamping tools, resistance builds up in front of each individual
tool pair. When the resistance has reached the level of the chosed tool in-feed force, the tool
pairs concerned come to rest. The other tamping tools continue to work until they too exert the
same force on the ballast bed.
The plasser & Theurer non- synchronous constant pressure tamping system therefore guarantees
completely uniform tamping of the sleeper bearing surface.
The tool blades are corrugated and have a spade shaped edge. This means that they adapt more
more easily to the grain of the ballast, and deal with a wider tamping zone. Due to the spade-
shape of the blades the tools encounter less penetration resistance.
The vibration is generated by a hydraulically driven eccentric shaft. Connecting rods (hydraulic
cylinders) are supported on the shaft conveying the eccentric movement to the swing arms,
which in turn vibrate the tamping tools.
Speed of rotation of
Vibration shaft approx : 2,100 rev/min.
Vibration of tamping
Tools approx : 35 cycles.
Amplitude of vibration : 10 mm.

1.2 Tamping Bank For Tamping

Two Adjacent Sleepers
The double headed tamping machines are of the type mainliner Duomatic 06-32 series.
Two independent tamping banks are laterally movable on horizontal guide columns for
automatic centering above the rails, allowing a perfect tamping even on curves. Each
machine has 32 tamping tools arranged in pairs for the simultaneous tamping of two
adjacent sleepers.
A uniform compaction of the sleeper bearing surface is achieved by non-synchronous
constant pressure vibration tamping. The design of the tool plates vibration frequency,
etc., are similar to that of the 06-16 tampers.

The simultaneous tamping of two adjacent sleepers increases the output., as compared to
that of machines with a single tamping bank. Tamping machines with double-sleeper
 tamping banks are therefore considerably more economic in operation than those with
single tamping banks. The generally track layout achieved with these machines is better
than achieved tamping for individual sleepers. The output of double-headed tamping
machines being greater, they are preferred by railway administrations even when used by
contractors, as traffic restrictions and expenditure on personnel is lower than that which
would be used for double the number of single-headed tamping machines.
Speed of rotation of vibration shaft : 2,100 rev/min.
Vibration of vibration : 10 mm.

1.3 Tamping Bank for Switches and Crossing

The tamping machines with these banks have the type designation mainliner unviers al 2
W 75.

One tamping bank per rails is equipped with 4 titable tamping tools. This disposition
allow the tamping of all parts of the 5 & C layout. Even such parts as frogs, switch
blades, etc. can be under-gripped by swinging in the tools. The non-synchronous feed
adjustment of the tamping tools is by hydraulically produced vibrations.
For tamping double sleepers the opening width of the tamping clamps is increased. The
tamping tools have a large surface and are manufactured of wear resistant manganese
steel. Tamping tools with extra wide plates can be used for tamping plan track. The
tamping banks are raised and lowered by hydraulic cylinders. The tamping banks can
work independently.
The tamping banks can also be equipped with tool spades to apply on a larger area. The
sleeper can then be tamped once with vertical tools and once with tools slightly tited
outward so.
Rotations of vibration shaft : Appox 2, 100 rev/mins.
Vibration of tamping tools : Approx 35 cycles.
Amplitude of vibrations : Approx 10 mm.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-IX: Tamping Unit Session-14: Precautions during working &
repairing. Maintenance schedule.
__________________________________________________________________________

Trouble Shooting and Failure Analysis:

Trouble in Tamping Unit Solution

1. Wear and tear of tamping tools. 1. Repair, welding and replacement of tamping
Tools
2. Play developed in the Tamping Arm. 2. Requirement of Replacement of Tamping after
certain specified time.
3. Leakage in the radial seal of tamping arm 3. Replacement of Radial Seal of tamping arm
(955mm pin) (955m pin)
4. Breakage of Cover bolt 16 x 35 of small 4. Replacement of cover bolt of 16 x 35 of small
squeezing cylinder. squeezing cylinder.
5 Shearing of piston screw of squeezing 5. Replacement of bearings of Tamping Unit.
cylinder.
6. Seizure of bearings of Tamping unit. 6. Replacement of bearings of Tamping Unit.
7. Breakage of Vibration shaft of Tamping 7. Replacement of vibration shaft of tamping unit.
clip.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-IX: Tamping Unit Session-15: Dimensions of different Parts and
Tolerances, setting of bearings and spacers on
vibration shaft.
__________________________________________________________________________

Vibration Shaft:
ф 100 ф 90 ф 80 ф70 ф60

Steel bush + NJ 219 6220CB

NJP28.6 NJ29
NU2220
All Dimensions ARE in MM
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-IX: Tamping Unit Session-16: Failure Analysis and Troubleshooting.
__________________________________________________________________________

Trouble Shooting and Failure Analysis:

Trouble in Tamping Unit Solution

2. Wear and tear of tamping tools. 1. Repair, welding and replacement of tamping
Tools
2. Play developed in the Tamping Arm. 2. Requirement of Replacement of Tamping after
certain specified time.
3. Leakage in the radial seal of tamping arm 3. Replacement of Radial Seal of tamping arm
(955mm pin) (955m pin)
4. Breakage of Cover bolt 16 x 35 of small 4. Replacement of cover bolt of 16 x 35 of small
squeezing cylinder. squeezing cylinder.
5 Shearing of piston screw of squeezing 5. Replacement of bearings of Tamping Unit.
cylinder.
6. Seizure of bearings of Tamping unit. 6. Replacement of bearings of Tamping Unit.
7. Breakage of Vibration shaft of Tamping 7. Replacement of vibration shaft of tamping unit.
clip.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-X: Lifting and Lining Unit Session-17: Function, assembly and
maintenance aspects. .
__________________________________________________________________________

Lifting and Lining Unit

The track lining equipment and the roller lifting unit are complied. Two double-flanged rollers
and one horizontal hydraulic cylinder on each unit line the track. When the combined lifting and
lining unit have been lowered the 8 lifting rollers as well as the 4 lining rollers roll along holding
the rails.
The track is lined by the lining cylinders moving the two tool carriers in the required direction.
The lining force acts on the track on four points by the flanges of the ling rollers. The track is
moved into the correct piston without impact. As lifting and lining are also carried out
simultaneously and the combined unit is arranged immediately in front of the tamping bank, the
track is is tamped in its corrected position.
The Leveling, tamping and lining machines of the mainline universal series are equipped with
the combined unit for simultaneous lifting and lining of the track.
The lifting force is applied centrally over each rail without support on the ballast. Two pairs of
rollers grip each rails under the head from inside and out side. This means that the track is lifted
on four points. Because of the clamp like arrangement of the lifting rollers, and of the vertical
lifting roller of the vertical lifting roller of the vertical lifting force, no tilting moment is
conveyed to the rail and therefore no excessive loads exacted on the rail and therefore no
excessive loads exacted on rail fastenings. In moving forward, the clamps remain closed, rolling
under the rail top without touching the fastenings. The clamps also over-roll joints, fish-plates,
welds, etc., without having to open. For tracks where the closed roller clamps cannot roll clear
(e.g. bull head track) a special automatic control device is provided, which opens the clamps
when the machine moves forward to close them again when the machines reaches the next
tamping spot.

GENERAL INFORMATION

The sequence of dismantling the lifting and lining unit is basically the versed sequence of its
assembling.
Utmost cleanliness is to be observed all through out the dismantling, repair and reassembling.
Before repair the lifting and lining unit is to be cleaned with an adequate cleansing agent.
When repair is carried out on a unit which is mounted to the machine the site is to be protected
against dropping dirt.
Before reassembling thoroughly clean all parts, replace used washers and remove sealing from
sealing surfaces trim all burr and similar roughness. Replace by new ones damaged and worn
parts.
A competent machine is to assess which of the parts submitted to normal wear are to be re-used.
Washers, sealing rings, locking plates split pins and the like are to be replaced in case they were
damaged during dismounting.
No clips, or splinters or other foreign matters are to be left in the housing.
Observe during reassembling the indicated torque and adjusting date. Screws and nuts for which
no torque is indicated are tighghtended according to standard charts.
The numbers indicated in these instructions (e.g. 1/A,B) mean.
1 = number of figure
A,B = position
Numbers not followed by letters refer to the illustration as a whole.
V.B. = Numbers of devices used.

13.0 ASSEMBLING THE LIFTING ROLLER CLAMP ASSEMBLY

Hold lifting disc (1/1) in vice and insert adjusting spring (1/23) into shaft using a hammer
of plastic material or of aluminum.
Drive to the bushing of plastic material (1/7) into the clamp sleeve (1/2) by means of
device (VB 815) insert the intermediate ring (1/25) and secure against torsion by means
of the clamping sleeve (1/24).
Grease the plastic bushing (1/7) and drive pre assembled clamp sleeve (1/2) in the shaft
of the lifting disc (1/1)
Subsequently insert the greased axial pressure plate (1/10), the pressure bushing (1/3) and
the plastic bushing (1/8), in using device (VB815)
Secure plastic bushing (1/8) by seeger ring (1/16).

Degrease nut (1/11) and thread of lifting disc shaft (1/1) coat them with loctite and
tighten the nut.
1. Lift disc 2. Clamp sleeve
3. Pressure bushing 5. Clamp lever
7. Bushing of plastic 8. Material
10. Axial pressure plate 11. Nut
12. Protector 16. Seeger ring
21. Plug screw 23. Adjusting spring
24. Clamping sleeve 25. Intermediate ring.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-XI: Bearings Session-18: Functions, Types, Bearing
Clearance and Maintenance aspects. .
__________________________________________________________________________

Functions, types, bearing clearances and maintenance aspects

Bearings are required while transmitting rotary power from the source to the points of its usages
through various linkages to reduce friction, undue power losses, to give even support to the
rotating unit and to avoid setting up of undue vibrations in the rotating member thus increasing
life of the unit, by reducing wear.
Various types of bearings have been developed by bearing industries in the world for use on
various machines and working units to suit to various loads, RPM, condition of working like
vibration, jerks, etc. Various weathering condition like sun, dry wet, hot, cold or chemically
contaminating atmosphere. There are generally the following types of bearings available.
Bush bearings.
Ball bearings.
Roller bearings
Needle roller bearings.
Thrust bearings.
Spherical bearings
Tapper roller bearings.
Special bearings (Rocker bearings)

Use of Bearings on Track Machines:

On track machines use of various types of bearings on their working units like tamping units
lifting units, scrapping chains, ballast regulating units etc. is made e.g. besides this bearings are
used in the following assemblies.
Wheels and axles.
Gear boxes.
Axle gear bogies.
Various bogies.
Pumps & Motors.
Radiator fans.
Engines, etc.

Numbering of Bearings:
Each bearing is given certain No. as per International standardization organizations ISO as per
their diameters Plan for ball and roller bearings for other bearings different methods are used.

Bearing Number with series: (Example Of 62 Series)

Bearing up to 17 mm dia, bore the number are given as under:
SEREIS NO. DIA SERIES NO. DIA
3 mm 623 9 mm 629
4 mm 624 10 mm 6200
5 mm 625 12 mm 6201
6 mm 626 15 mm 6202
7 mm 627 17 mm 6203
8 mm 628 20 mm 6204 From 20 mm on wards.

Last Nos. when multiplied by 5 given the bore dia of bearing..

Selection of Bearings:
Many factors have to be considered like.
1. Loads (Radial and axial)
2. RPM
3. Vibration
4. Shocks
5. Reversal of directions.
6. Atmospheric conditions (Clean dusty) full of chemicals.
7. Space to fit bearings.
8. Precision required in running.
9. Lubricating conditions
10. Quite running.
11. Temperatures while running.
12. Ease of mounting and dismounting
13. Clearance required in a bearing.

Bearing Clearance:
Bearing internal clearance is defined as the total clearance through which one bearing ring can be
moved relative to the other this is indicated by shelters from C1 to C5.

Mounting and dismounting of bearings:

Before mounting any bearing the shaft or housing should be checked for proper tolerances for
fits etc. if this is not observed the bearing may fail prematurely.
For providing bearings on a shaft interference fit the bearing should be heated in a oil bath tub
and provided.
For providing bearing in a housing the bearing may be cooled in ice.
The bearing should be mounted square.
Lubrication paths should always be available if not these should be provided.
fixing of bearings should preferably be done in dust free atmosphere.
Axial location of bearings must be done as interference fit alone is generally not adequate for the
axial location of bearing. As a rule therefore some suitable means of axially securing the ring is
needed.

Bearing Technology
1. History Of Bearing
Bearing is a great invention of mankind. Even primitive man knew the use of balls and rollers for
carrying heavy materials since when Egyptian pyramids were constructed . Recorded facts are
available that in 1558,a Frenchman applied rollers to well bucket for drawing by reducing water
the labour to great extent.
Pre-historic instances reveal that chariot was the most important asset of Assyrian Empire used
for carrying weapons and soldiers in the war. The chariot axle used to get damaged by friction
and hot axle trouble even with a load of four soldiers and a little weapons. The soldiers had an
earnest desire to develop less friction chariots and their wish was granted in the later half of the
nineteenth century when bearings were introduced.
In 19th century a huge stone weighing 1000 tones and eight meters high used as a base of
Russian czar peter I’s statue was carried to its site by use of bronze balls.
Today this industry is so advanced that hundreds of bearings in thousands of sizes are available.
Right from the simplest machinery like bicycle using balls for reducing friction to the most
complicated rockets and satellites launched so far, utilize bearings for speed and service to the
mankind and it is the best way to overcome friction.
2. Bearing Materials
The material for race ways and rolling elements have very small contact surface which are
repeatedly subjected to stresses, must be such as to withstand wear and high elastic limits and
high fatigue limits.

As a rule, high carbon chrome bearing steel Grade SAE 52100 or EN-31 is used for races and
rolling material.

2.1 Chemical Composition

Grade C Cr Mn Si P S
SAE 52100 0.95 1.30 0.50 0.15 0.025 0.025
to to to
1.10 1.60 0.35
Other bearing steels depending upon the methods of heat treatment involved are as following.

S. No. Group of Steel Specification Bearing Hardness

01. Tool Steel EN-31 HRC = 58-64
02. Case Hardening EN-32 & EM-207 HRC = 58-64
03. Flame/Induction Hardening EN-9K
EN-43D HRC≥ 55
EN-42E
EN-43

3. Bearing Life
The following relationship exists between the life in terms of millions of revolution and the
load on rolling bearing.
L = (C/P)P
Where
L = Rated life in millions of revolution
C = Dynamic Load capacity in Kgs.
P = Bearing Load in Kgs.
p = Constant i) For ball bearing = 3
ii) For Roller bearing = 10/3
If the speed n is constant, the life of rolling bearing can be determined in terms of operating
hours (Lh) from the following formula.
Lh = 16666 ( C/P)P
n
= 16666 ( Ca/Pa)P
n
Example :- (Roller Bearing)
Given C = 1740 Kgs.
P = 415 Kgs.
n = 900 r.p.m.
For C/P = 4.2 and n = 900 r.p.m.
Read Nomograph for p = 10/3
Lh = 2200 hrs.
Example: (Ball Bearing)
Given C = 1850 Kgs.
P = 300 Kgs.
n = 2200 r.p.m.
For C/P = 6.16 and n= 2200 r.p.m.
Read Monograph for p = 3
Lh = 1800 Hrs.

4. Selection of Bearing
The bearings are selected keeping in view the equivalent load, desired life and operating speed or
r.p.m. as discussed earlier. Tables showing load factor and r.p.m. are available for selection of
bearing size for a desired life. The following table can be used as guide for calculating bearing.
life of different machine.

5. Recommended Life Value

Type of machine Life Lh in Operating hrs.
Infrequently operated machines Apparatus, devices, 500
Demonstration gear.
Machine intended for brief operation lifting gear, 4,000……8,000
Domestic equipment, hand tools.
Machines on intermittent operation: conveying 8,000……15,000
Equipment, infrequently operated machine tools,
Agricultural machinery.
Machines for I-shift operation: 15,000….30,000
Machines tools, ventilators, countershafts, general
Production machinery, extruders.
Machines on continuous operation: 30,000…60,000
Pumps, compressors.
Machines on continuous operation with high production 100,000
Capacity:
Paper machines, textile machinery
NOTE: It will be seen from above table that the Track Machines fall in the Category of
Machines on intermittent operation having life Lh = 8000 – 15000 operating hrs.

6. Bearing Construction:
Every Bearing has four main constructional features:
Inner race
Outer race
Balls/Roller/Needle.
Cage
The race (Outer & inner) provide the path for rolling elements for their smooth and
frictionless motion that is why the bearings are termed as antifriction bearings also. The
rolling elements (Ball/Roller/Needle) are sometimes mounted on the inner race where as in
some cases on outer race. The rolling elements are kept intact, equally spaced and in one
plane by a cage which can be pressed or fabricated type depending upon the manufacturer’s
design.

6.1 Specification Of Cage:

The cages are specified as follows and find their asses in industry/machinery as per
requirement. The cage not only keep the rolling elements in position but also retain grease for
their lubrication which if lost, the bearing is damaged and or results in over heating and
caesura
S. No. Code Cage Material.

1. F Steel cage
2. L Light alloy cage
3. M Brass cage
4. TM Plastic cage
5. J Sheet Steel cage.
These days even Aluminum cages are also provided by the manufacturers.

7. RADIAL AND AXIAL CLEARANCES:

The radial or axial clearance ofa bearing is the amount by which the two races may be moved
from one end position to the other radialy or axially.

7.1 RUNNING CLEARANCE:

Running clearance may be defined as the clearance of the mounted bearing produced as a result
of fitting conditions and operating temperature. In other words:
Radial clearance > Running clearance
Radial clearance - Mounting tolerance = Running clearance
In order that the running clearance of a radial bearing always has the correct value to ensure an
efficient function bearings are available with reduced or enlarged radial clearance for special
conditions.

7.2 CLEARANCE SYMBOL:

Symbol Clearance Classification

C2 Radial clearance smaller than normal
Radial clearance normal
C3 Radial clearance larger than normal
C4 Radial clearance larger than C3
C5 Radial clearance larger than C4

7.3 Radial Clearance of Deep Groove Ball Bearing With Cylindrical Bore:

Bored Radial clearance (In units of 0.001mm)

(mm)
C2 Normal C3 C4
Over Incl Min. Max. Min. Max. Min. Max. Min. Max.
2.5 10 - 7 2 13 8 23 - -
10 18 - 9 5 18 11 25 18 33
18 24 - 10 5 20 13 28 20 36
24 30 - 11 5 20 13 28 23 41
30 40 - 11 6 20 15 33 28 46
40 50 - 11 6 23 18 36 30 51
50 65 - 15 8 28 23 43 38 61
65 80 - 15 10 30 25 51 46 71
80 100 - 18 12 36 30 58 53 84
100 120 - 20 15 41 36 66 61 97
120 140 - 23 18 48 41 81 71 114
140 160 - 23 18 63 46 91 81 130
160 180 - 25 20 61 53 102 91 147
180 200 - 30 25 71 63 117 107 163
Radial Clearance of Cylindrical Roller Bearings With Cylindrical Bore and
Interchangeable Components:

Bored Radial clearance

(mm) C2 Normal C3 C4 C5
Over Incl Min. Max. Min. Max. Min. Max. Min. Max. Min. Max.
18 24 0 30 10 40 25 55 35 65 55 85
24 30 0 30 10 45 30 65 40 70 60 90
30 40 0 35 15 50 35 70 45 80 70 105
40 50 5 40 20 55 40 75 55 90 85 120
50 65 5 45 25 70 45 90 65 105 100 140
65 80 5 55 30 80 55 105 75 125 115 165
80 100 10 60 35 85 65 115 90 140 145 195
100 120 10 65 35 90 80 135 105 160 165 220
120 140 10 75 40 105 90 155 115 180 185 250
140 160 15 80 50 115 100 165 130 195 - -
160 180 20 85 60 125 110 175 150 215 - -
180 200 25 95 65 135 125 195 165 235 - -

7.5 Radial Clearance Specified for High Temperature:

Operating temperature 120-1500C 150-1800C Over 1800C
Radial clearance C3 C4 Greater than C4

8. Classification of Bearings:
There are three main classification of bearings e.g.
Ball bearing
Roller bearing
Needle bearing
They are further classified as follows:
I. Ball bearings:
Rigid Ball Bearings
Deep groove ball bearings
Angular contact
Double row-self aligning
Thrust Ball bearings
Single Thrust
Double/Duplex thrust.
II. Roller Bearing:
Cylindrical roller bearing
Spherical roller bearing
Taper roller bearing

III. Needle Bearing:

Needle cage
Inner Race
Shell type needle bearing
Needle bearing with hard shoulder.
Needle bearing without shoulder
Adjustable needle bearing
Self aligning
Cam follower type needle bearing
 Roller follower needle bearing
Thrust Needle roller bearing
Flat cages.

Maintenance Aspects of Bearing:

9. Lubrication of Bearings:
Rolling bearing generally require a minimum of lubrication as the load is transferred under
rolling friction. Primarily sliding friction occur only on the guide surfaces of the cages, but
the quality of lubrication is never-the-less a decisive factor in the life of an antifriction
bearing as the main function of lubricant is to prevent corrosion, wear and over heating.

9.1 Importance of Lubrication:

The lubrication plays very important role in antifriction bearings and serve various
purposes as below:
It reduces friction and wear.
It prevents corrosion
It acts as coolant
It works as noise damper
It acts as dirt remover
It acts as seal/sealent also
It acts as retainer for rolling element.
NOTE: Lack of lubrication is one of the most common reasons for premature bearing
death.
9.2 Type of Lubrications:
There are three types of lubrications commonly in use for antifriction bearings.

9.3 Grease Lubrication:

Properties of various types of greases are reproduced below for guidance of the users.
Type of Calcium Sodium Aluminum Barium Lithium Benton Silica
Grease gel
Name of Cup Fiber Mobile Multi Non soap base greases.
Grease Grease Grease Grease purposes
Greases
Outward Evenly Fiber Evenly Evenly Evenly Evenly Evenly
appearance butter out or thread like fiber out butter butter butter
like butter like like like
like
Dropping 85 160- 85 175 175 More More
point 0C than 200 than 200
Maximum 70 125 80 135 135 125 125
Temp.
Recommended
0
C
Water Good Poor Good Good Good Fair Poor
resistance
Mechanical Fair to Fair to Poor to fair Poor to Excellent Fair Poor
stability good good fair
When heated Bleeding No Jelly like No No No No
above 1200C Change Change Change Change Change
and then
cooled
9.4 Dry Lubricants:
Dry lubricants are recommended for operating temperatures above 2500C under normal
operating conditions there is no advantage in using them even when used in conjunction
with grease or oil.

10. Maintenance of Roller Bearings Axle Boxes:

Normally we do not require any maintenance except inspection and re-lubrication which
is done at 6000-10000 miles (or 96000-160000 Kms). However depending upon the
dynamitic conditions, if it is necessary lubricate the bearing earlier. Provision for grease
nipple should be kept if possible.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson- XII BCM Assemblies Session-19: Working, Construction and
Maintenance practices of Excavation Chain.
__________________________________________________________________________

BCM Assemblies:
1. Excavating Chain
Shovel or main link - 82 Nos.
Intermediate link - 82 Nos.
Chain finger - 5 Nos. in each shovel total 410 Nos.
Chain bolt - 2 Nos.
Cutter Bar - 1 No.
Dredger drum - 1 No.
Wear Plates - 56 Nos.
Corner Roller - 5 Nos.
Chain Speed - 1.8mmt
- 2.4 mt/mt
- 2.7 mt/mt
- 3.4 mt/mt
Length of cutter bar - 2.0 meter

Height of Cutter bar - 250mm

Screening Unit:
1st 80mm size
2nd 50 mm size
3rd 32 mm size

Screening Drum:
This is responsible for creating vibration. Vibration is done through hydraulic motor. It is a bi-
directional motor which gives bi-directional movement to the cutting chain.

Track Lifting & Lining Unit:

This is used for the purpose of lifting and lining. Lifting is through a centralized hydraulic
cylinder. Track can also be slewed as per requirement.

Maintenance Practices of Excavating Unit:

As excavating unit consists of shovel, intermediate link round shaft chisel. ‘T’ head bolt, chain
bolt etc. due to vibration bolt may shear up so proper attention to be done with respect to the
taper and ovality. In addition to this worn out round shaft chisels should be replaced.

The teeth of dredger drum may get worn out. So it should be replaced after a certain period say
25 Km. or so.
Originally the cutting chain is provided with carbide tip as it is much more wear resistant. So
these are to be replaced after 60 Km. progress and so on.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson- XII BCM Assemblies Session-20: Working, Construction and
Maintenance practices of Conveyor Belts and
Screens.
__________________________________________________________________________

There are following conveyor belts provided on machine.

1. Main conveyor belt - 1 No.

2. Distributor conveyor belt - 2 Nos.
3. Waste conveyor belt - 1 No.

Above are rubber – materials, so due to their movement they are subjected to wear and tear.
While working it must be ensured that there is no wear or tear or damaged occurred to the belts.
So they need to be replaced. Some times the belts are joined through vulcanization process.

Screen Maintenance – Following are the Various: Screens provided on BCM.

1. 80mm - 9 pieces
2. 50 mm - 9 pieces
3. 32mm - 9 pieces

Due to excessive vibration at 380 bar, the screen get damaged. For this, there is need of welding
of these screens. Screens are welded through welding plant and ‘U’ clamp is also done for the
purpose of proper fastening. The maintenance of screen is very much important from machine
point of view for smooth working of BCM.
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-XIII- Lubrication Session-21: Oil and Lubricants used in
different gear boxes, Tamping unit, Lifting unit,
Screen -drum etc., types and their capacities.
__________________________________________________________________________

Lubrication:
Oil and lubricants used in different gear boxes, Tamping Unit, Lifting Unit Screen drum and
their capacity. Following are the various oil & lubricants used in machines.

Gear Box - C90 – 20 lts.

Tamping Unit - SS-100 Hyd. Oil
Grease for Tamping Unit - RR3
Grease for Axle - Bearing grease
Main gear box of BCM - Hyd. Oil HLP68
Screen drum for BCM - Hyd. Oil HLP68 70 lts.
Axle Gear Box - Hyd. Oil HLP 68 45 Lts (each axle)
Dredger drum - Amola 100 25 lts.
Turn table - Hyd, oil 15 lts.
Turn
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-XIV: Maintenance Schedules Session-22& 23: Maintenance Schedules of
machines.
__________________________________________________________________________

Maintenance Schedules of Track Machines

Following are the various schedule maintenance of different machines given as under:

Schedules UNO/DUO CSM/09-3X BCM FRM-80

Unimat/MPT
DSG/BRM
Engine Running Hours Duration Engine Running Hours Duration
Schedules- I Daily 1hr. Daily 1hr.
Schedules-II 50hrs. 2hrs. 50hrs. 2hrs.
Schedules-III 100hrs. 1 Day 100hrs. 1 Day
Schedules-IV 200, 400, 600, 800hrs. 2 Days 200, 400, 600, 800hrs. 2 Days
Schedules-V 1000, 3000, 5000hrs. 7 Days 1000, 3000, 5000hrs. 7 Days
Schedules-VI 2000, 4000hrs. 45 Days 2000, 4000hrs. 45 Days
Schedules-VII 6000hrs. (POH) 90 Days 6000hrs. (POH) 90 Days
Schedules-VIII - - - -

PQRS TRT T-28

Schedules Engine Running Duration Engine Running Duration Engine Duration
Hours Hours Running
Hours
Daily 1hrs. Daily 1hrs. Daily -
Schedules- I 50hrs. 2hrs. 50hrs. 5hrs. 50hrs. -
Schedules-II 100hrs. 1 Day 200hrs. 1 Day 100hrs. -
Schedules-III 200hrs. 2 Days 500hrs. 7 Days 150hrs. -
Schedules-IV 1000hrs. 7 Days 1000hrs. (IOH) 7 Days 200hrs. -
Schedules-V 2000hrs. (IOH) 45 Days 6000hrs. (POH) - 300hrs. -
Schedules-VI 4000hrs. ((POH) 60 Days - - 500hrs. -
Schedules-VII - - - - 1500hrs. -
Schedules-VIII
 Sub-discipline:- Mechanical (Lessons: 14 Sessions: 24)
Lesson-XIV: Overhauling of Machine Session-24: IOH/POH of machines.
__________________________________________________________________________

OVERHAULING OF MACHINES

This can be said without any fear of contradiction that lot of wear and tear takes place on
account of machine working and as machines are subjected to wear and tear, failures are bound
to take place, so in order to prevent the failures of machines, schedules have been framed which
are followed and then chances of failures are reduced. The various schedules have been
incorporated in the track machine manual-2000 depending upon the type of machine which
reduces down time of machines and this are known as preventive maintaining but this is not
sufficient to meet the requirement of machines and accordingly with the certain passage of time
and specified working hours of machines after which, other than schedules, machine are taken to
zonal or central periodical overhauling workshop for conveying out IOH/POH of machines
which are given as under for good health of machine. Yard stick of IOH/POH of machines.

POH of machines.
Overhauling of tamping Units, Gear Assembly, axle assembly and lifting lining assembly for
unit change either at shop floor or field.
Post POH service to zonal railway and performance monitoring of overhauled.
Development of Expertise, Standardization/documentations and dissemination of knowledge
with respect to overhauling of assemblies.
Study of Interchangeability of components and subassemblies.
Study of failures, finding out remedial measures, troubleshooting and development of
maintenance practices.
Procurement of stores and equipments required for POH and their inspection.
Inspection and testing of machines/assemblies received prior to and after POH.
Study of new imported machines and preparations of inventory list with complete series of
machines. (machine wise) and checking for changes with reference to old series of machines.
Development of drawings and material specification for manufacturer of spares.
Providing shop floor training regarding maintenance of machines.
 SUB: INTERNAL COMBUSTION ENGINE & WORKSHOP TECHNOLOGY
Duration: 80 Sessions = 160 Periods
Sub-discipline:- Internal Combustion Engine (Lessons: X Sessions: 49)
Lesson-I: General. Session-1: History and Development of Engine, I.C. and E.C. Engine,
Advantages and disadvantages

HISTORY AND DEVELOPMENT OF I.C ENGINES.

In the year of 1860 a French engineer J.J.E. LEVOSIER made first I. C. engine. In the working
of this engine, the mixture of gas and air was sucked in the half stroke inside the cylinder, and
then spark was given. The mixture burns and gives energy and by this energy piston moves
forward and reaches to the other end of its stroke. But in this time the gas becomes cool and there
is a vacuum inside the cylinder. Due to this vacuum piston starts returning back. In this engine
consumption of gas was much and also there were many defects due to which this engine was
not successful.
Another modified I. C. Engine was represented by Doctor N.A. Otto in 1876.In this
engine mixture of air and petrol was compressed. Then electric spark was given to the
compressed mixture due to which there was explosion in the mixture. Pressure rises and pushes
the piston downward, thus rotating the crank shaft. This engine completes its cycle of operation
in four strokes. This cycle is called Otto cycle. The limitation of this engine was that not much
compression was developed inside the cylinder due to which power production was less. To
increase power more cylinders were needed and engine takes more space. Consumption of petrol
was also very much.
In the year 1892 Doctor Rudolf diesel made a diesel engine. This engine was similar
to Otto engine having semi modifications. In this engine the pressure of compression was so
much that the mixture burns itself. There was no need of spark. In this way Doctor Rudolf diesel
is father of diesel engine. This engine became in use for the industries in the year 1900. This
engine was further modified in 1920 and again modified in 1928. Now this engine started to be
used in the buses.
ENGINE: - Engine is a device which converts one form of energy in to
another form.
HEAT ENGINE: - Converts heat energy in to mechanical energy. Heat energy is obtained from
combustion of fuel. Chemical energy in fuel is converted in to heat.
INTERNAL COMBUSTION ENGINE: - Those heat engines in which fuel is burnt inside the
engine cylinder is called internal combustion engine.
EX :- Diesel engine, Petrol engine, Gas engine.
EXTERNAL COMBUSTION ENGINE: - Those heat engines in which fuel is burnt out side
the engine cylinder is called external combustion engine.
EX: - Steam engine, Steam turbine.
ADVANTAGES OF I.C. ENGINE:
1. Compact.
2. Easy Starting
3. Less Maintenance Cost.
4. Very high thermal efficiency.
5. Weight-power ratio is very less.
6. Can generate much more r.p.m. then E.C. Engine.
7. Suitable for motive power due to their light weight.

DISADVANTAGES OF I.C. ENGINE:

1. I.C Engine creates more pollution as compared to E.C. Engine.
2. E.C. Engines are double acting engines while I. C. engines are single acting engines.
3. I.C. Engines can not develop as much power as compared to steam engines (E.C. Engines)
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-I: General Session-2: Classification of I.C. Engine and Main systems of I.C. Engine

CLASSIFICATION OF I.C. ENGINES:-

Engines may be classified as given below:-

1. On the basis of fuel used:- 4. On the basis of Method of ignition

(i) Petrol Engine of fuel:
(ii) Diesel Engine (i) Spark ignition engine
(iii) Gaseous Engines. (ii) Compression ignition engines.

2. On the basis of no. of strokes 5. On the basis of method of cooling:

per working cycle:- (i) Air Cooled engine
(i) 2- Stroke Engines. (ii) Water cooled engine.
(ii) 4- Stroke Engines
3. On the basis of working Cycle:- 6. On the basis of no. of cylinders:-
(i) OTTO- Cycle Engines. (i) Single cylinder engine
(ii) Diesel cycle Engines (ii) Multi-cylinder engine.
(iii) Dual cycle Engine.

MAIN SYSTEMS OF AN I.C ENGINE:-Followings are the main systems of an I.C engine:-
1. Air supply system.
2. Fuel supply system.
3. Lubricating system.
4. Cooling system.

1. Air Supply System:- In this system we shall study about requirement of air, Air cleaner,
drawbacks of choking of air cleaner, Turbocharger, After cooler and importance of after cooling
etc.
2. Fuel Supply System:-In this system we shall study about functions of the system,
classification, fuel injection pumps, injectors, Mico-Bosch and Cummins P.T. fuel supply
system, cetane no., knocking of fuel etc.
3. Lubricating System: - In this system we shall study about properties of lubricating oil, oil
additives, viscosity rating, lubricating circuit, components of lubrication system, Blow bye,
reasons of low lubricating oil pressure and high oil consumption etc.
4. Cooling System:-In this system we shall study about different methods of cooling, Drawbacks
of overcooling and reasons of over heating etc.
Deutz BF 12 L 513 C
Cummins NTA 855 C – 380 B= Turbocharged MWM TBD 232 V 12
N= 4 Valve head F= 4- Stroke MWM= Motoren Werke
T= Turbocharged 12= Twelve Cylinders Mannhem
A= Aftercooled L= Air cooled T= Turbocharged
855= Cubic Inch 5= Series B= Aftercooled
Displacement 13= Stroke length in cm. D = Diesel Engine
Cummins NTA 855 C
C= Construction C= Charge air cooler 232= Series
380= Maximum rated H.P. KHD= Klockner V= V- Type
Cummins KTA 1150 L Humbolt Deutz 12= Twelve Cylinders
K= Engine Family
L= Locomotive
 SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-II: Constructional Details of Engine. Session-3: Cylinder, Cylinder head, Piston and
Piston Rings

Engine Construction

The main parts of the engine are as follows: -

1. Cylinder block and crankcase 8. Crankshaft
2. Cylinder head 9. Flywheel
3. Oil sump 10. Camshaft
4. Piston 11. Valve and valve mechanism
5. Piston Rings 12. Accessories: - Air cleaner, Oil filter, Fuel filter, Oil pump.
6. Piston Pin or Gudgeon Pin 13. Other parts: - Fuel pump, injector, and vibration damper.
7. Connecting Rod Now we shall study these parts one by one in detail.
1. Cylinder Block and Crankcase
It forms the basic framework of the engine. Cylinder block houses the engine cylinders and
crank case supports crankshaft and camshaft. Most engines have cylinder block and
crankcase as a single casting. Some big engines have separate crankcase and cylinders are
fitted (bolted) separately with the crankcase.

 There are inbuilt oil galleries for circulation of

lubricating oil.
 Water-cooled engines have inbuilt passages for
flow of cooling water. Air cooled engines have
fins outside of the cylinders for cooling.
 Big engines have separate liners placed inside
the cylinder bores, which are replaced when
worn out. Material: - Cast Iron
2. Cylinder Head
The top of the cylinder block is covered by cylinder head. It has combustion chamber and
holes for fitting injector and valves. There are inbuilt passages for flow of lubricating oil. In
water-cooled engines, there are also passages for flow of water. Bottom holes of cylinder head
for lubricating oil and water, matches with the top holes of cylinder block for the same.

In air-cooled engines, there are fins

outside the head for cooling. The cylinder
head is bolted to the top of the cylinder block
with a gasket in between them.
Material: Cast Iron.

3. Oil Sump
It is the lowest part of the engine. It is attached to the crankcase through setscrews with a gasket
in between them. It stores oil for engine lubrication system. There is a drain plug at the bottom of
the oil sump. Material: - Steel sheet or Aluminum.

4. Piston
Piston transfers the power obtained
from expansion of gases to the
crankshaft via connecting rod. It is
. equipped with rings

Material: - Aluminum Alloy

5. Piston Rings
Piston rings are fitted into the grooves of the piston.
There are two types of piston rings-
a. Compression ring
b. Oil Control rings
Compression rings are used to maintain good seal between
the piston and the cylinder wall. These rings seal the air as it
is compressed and also the combustion pressure. Oil control
rings scrape off excessive oil from the cylinder wall and
return it to the oil sump. It also maintains an oil film on the
cylinder wall.
Minimum two compression rings and one oil control ring
are fitted in 4-stroke engines. An oil control ring is fitted
into the lower groove of the piston. Piston rings are split
having lapped, angled or butt joints.
Material: - Cast iron alloy
6. Piston Pin or Gudgeon Pin
It connects the piston and the small end of the
connecting rod. Piston pin is generally hollow. In most
of the engines, piston pin floats in both the piston bosses
and small end of the connecting rod. Piston pin axial
movement is prevented by fitting circlips in grooves at
the outer end of piston bosses.
Material: Steel Alloy (Case hardened)
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-II: Constructional Details of Engine.Session-4: Connecting rod, Crankshaft, Flywheel,
Camshaft

7. Connecting Rod
It joins the piston pin with the crank pin of the crankshaft. Small end of the connecting rod is
connected to the piston pin and the big end to the crank pin. Connecting rod converts the linear
motion of piston into rotary motion of the crankshaft.

Connecting rod usually has I- beam cross-section. There is a drill passage from small end to

the big end for flow of lubricating oil. The big end may be split at right angle to its length or

at another angle. The small end is usually a solid eye fitted with a phosphor bronze bush, or a

split eye and a pinching screw to close the eye round the pin.

MATERIAL: FORGED STEEL.

All the connecting rods in an engine must be of equal weight. In original assembly, the
connecting rods and caps are individually matched to each other and numbered to avoid
interchange.

Crankshaft
Crankshaft is the part on to which reciprocating motion of the piston is converted into rotary
motion. A crankshaft consists of

i. Crank Pins
ii. Webs
iii. Balancing Weight and
iv. Main Journal
 Crankshaft has drilled oil passages though which oil can flow from the main bearing to
connecting rod (C.R) bearing. The rear end of the crankshaft carries flywheel and the front end
carries a gear, vibration damper and fan belt pulley.
Center to center distance between the crank pin and main journal is half of the
piston stroke. Thus, one complete revolution of the crankshaft makes two strokes of the piston.
Material: - Steel Alloy
9. Flywheel
Flywheel is a heavy steel wheel attached to the rear end of crankshaft. During power stroke the
engine tends to speed up and during other three strokes it tends to slow down. The Flywheel
stores power during power stroke and releases during other three strokes to keep the engine
running at the constant speed.
Flywheel is also used as a part of clutch mechanism. Flywheel also has teeth to mesh with self-
starter during starting.

10. Camshaft
Camshaft is a shaft on which cams are mounted. Cam is a device, which changes rotary
motion of the camshaft into linear motion of the follower or lifter. A camshaft has a number of
cams along the length. There are two cams for each cylinder, one to operate the inlet valve and
the other to operate the exhaust valve.

In addition, the camshaft has an eccentric to operate the fuel

feed pump and a gear to drive the oil pump.

The crankshaft drives the camshaft. The camshaft gear has teeth twice of crankshaft gear teeth.

Gear ratio = No. of teeth on crankshaft gear.

No. of teeth on camshaft gear
= 1:2
Thus camshaft turns at half the speed of the
crankshaft.

There should be a definite relationship between

crankshaft and camshaft. There are marks on
crankshaft gear and camshaft gear, which are
matched during assembly to maintain the definite
relationship between the two.

Note: - In Cummins Engines, there are three cams for each cylinder on camshaft. One cam
operates inlet valve, second operates injector and third operates exhaust valve. Also there is no
eccentric, because these engines have no fuel feed pump.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-II: Constructional Details of Engine. Session-5: Inlet and Exhaust valve, Push rod,
Rocker arm, Valve clearance, Valve operating mechanism

Valve And Valve Operating Mechanism

Valve: - Valve is a device to open and close a passage.

There are two valves for each cylinder – an inlet valve
and another exhaust valve. Air enters to the cylinder
through the inlet valve and the burnt gases escape
through the exhaust valve. When closed, the valve
must seal the combustion space tightly.
Inlet valve is subjected to less heat and is made of
nickel chromium alloy steel. Exhaust valve is
subjected to severe heat and is made of silicon
chromium alloy steel. Silchrome steel has very high
resistance to heat.
The angular face is ground on the valve head to make
an angle of 450 or 300 to match the angle of valve seat
in the cylinder head.

Valve Operating Mechanism:

Cams mounted on a camshaft

operate valves. The crankshaft
drives the camshaft. As the cam
rotates it lifts the valve tappet,
which actuates the push rod. The
push rod rotates the rocker arm
about a shaft called rocker arm
shaft. The rocker arm pushes down
the valve to open the passage.

Valve - Tappet Clearance:

A slight clearance is kept between the valve stem and rocker arm called valve tappet
clearance. This clearance allows for expansion of the valve stem as the engine becomes heated.
If sufficient clearance is not given, the valve will not seat properly, when the engine becomes
heated, which will cause power loss. The exhaust valve has more clearance then the inlet valve
due to more heating. Valve-tappet clearance is adjusted by means of an adjusting screw on the
rocker arm.

12. Accessories: These are the parts, which are used for better working of the engine.

Air cleaner: It is used to allow clean air entrance into cylinders for fuel combustion.

Oil filter: It screens impurities from the lubricating oil so that only clean oil will circulate
throughout the engine.
Fuel filter: It screens impurities from fuel i.e. HSD so that clean fuel will flow through fuel
pump and will go for combustion inside the cylinder.
Oil pump: It is used to supply pressurized oil into the lubricating circuit for engine lubrication.

13. Other Parts

Fuel pump: It supplies pressurized fuel to the fuel circuit.
Injector: It is fitted into the cylinder to supply fuel in atomized and vaporized form.

Vibration damper:

While engine is running,

winding and unwinding effect comes
on crankshaft during power stroke. This
winding – unwinding effect develops
torsional vibration due to which
crankshaft may break. To damp down
(control) this torsional vibration,
vibration damper is used.

It is simply a small flywheel. It is mounted at the front end of the crank shaft.
ENGINE REMOVAL:
1. Drain the cooling system by opening the drain cocks.
2. Disconnect the battery at the positive terminal to avoid the possibility of short circuit.
3. Remove the air cleaner horn from the carburetor and disconnect the breather hose at
the oil filler pipe.
4. Disconnect the carburetor choke and throttle controls by loosening the clamp bolts
and set screws.
5. Disconnect the fuel tank to fuel pump line by unscrewing the connecting nut.
6. Plug the fuel line to prevent fuel leakage.
7. Remove the radiator stay bar.
8. Remove upper and lower radiator hoses by loosening the hose clamp and slipping the
clamps back on the hose.
9. Remove the four bolts from the fan hub and remove the fan hub and fan blades.
10. Remove the radiator attaching screws and remove the radiator.
11. Remove the starting motor cables. Remove the starting motor.
12. Disconnect the wires from the generator /alternator .Disconnect the ignition primary
wire at the ignition coil.
13. Disconnect the oil pressure and temperature sending unit wires at the units.
14. Disconnect the exhaust pipe at the exhaust manifold by removing the stud nuts.
15. Remove the two nuts and bolts from each front engine support. Disconnect the engine
ground strap. Remove the engine supports. This will allow the engine to drop slightly
and will permit excess to the two top bolts on the flywheel housing.
16. Remove the rocker arm cover by removing the two holding nuts.
17. Remove two cylinder heads bolts. Fit a suitable engine lifting bracket in place and
retighten the cylinder head bolts previously removed. Attach the engine lifting
bracket to a chain hoist or other lifting device. Take up all slacks.
18. Remove the bolts which attach the flywheel housing to the engine.
19. Pull the engine forward or roll the vehicle backwards until the clutch clears the
flywheel housing. Lift the engine from the vehicle.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-II: Constructional Details of Engine. Session-6: Demonstration of Engine
components in I.C. Engine Model Room

1. Identification of Cylinder, Cylinder head, Sump, Piston, Piston rings, Connecting rod,
Crank shaft, Flywheel, Camshaft, Inlet & Exhaust valve, Push rod, Rocker arm, Valve
operating mechanism, Injector, Air cleaner, Oil filter, Fuel Filter, Oil Pump, Fuel Pump,
Injector, Vibration damper etc.

2. To locate the Valve clearance position.

3. To count Nos. of teeth on Crankshaft gear & camshaft gear and to verify speed ratio.

4. To count Nos. of teeth on Crankshaft gear & P.T. pump gear or Mico-Bosch fuel pump Sub-
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-III: Basic Terminology. Session-7: T.D.C., B.D.C., Swept volume, Clearance volume,
Compression ratio, Stroke length, Cylinder bore.

BASIC TERMINOLOGY:

Top Dead Centre (TDC): The upper most extreme point beyond which piston can not go in
upward directions.

Bottom Dead Centre (BDC): The bottom most extreme point beyond which can not go in down
word direction.

Stroke: The complete movement of piston in one direction i.e. either from TDC to BDC or from
BDC to TDC is known as stroke.

Stroke Length (L): Distance between TDC & BDC.

Bore (d): The diameter of engine cylinder. It is measured in mm or inches.

Clearance Volume (Vc): The volume of cylinder above TDC.

Swept Volume (Vs): The volume of cylinder between TDC and BDC is called swept volume.

Compression Ratio: It is the ratio between the volume when piston is at BDC (Vs + Vc) and
volume when piston is at TDC (Vc)

Or, C.R (r) = Vc + Vs

Vc

Vs = Swept volume = π d2 L (Volume between TDC & BDC)

4
Vc = Clearance volume. (Volume inside the cylinder when piston is at TDC)
d = Bore
L = Stroke Length

Vc Vs

TDC Swept Volume BDC

SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-8: Working Principle of 4-stroke Diesel
Engine (Diesel cycle).

WORKING PRINCIPLE OF 4-STROKE DIESEL ENGINES

In our track machines, 4 stroke diesel engines are used. In 4 stroke diesel engine one working
cycle completes in 4 strokes of piston or 2 revolutions of crank shaft. Working Principle of 4
stroke diesel engine can be explained as follows:-

Suction Stroke: - In suction stroke, suction or inlet valve opens. Piston moves from TDC to
BDC and vacuum is created inside the engine cylinder. In this process, fresh air will enter inside
the engine cylinder at atmospheric pressure. At the end of suction stroke inlet valve is closed.

Compression Stroke: - In this stroke both valves remain closed. Piston moves from BDC to
TDC compressing the air. Compression of air takes place according to adiabatic process, PVγ =
constant. In this process pressure and temperature will increase gradually up to 28 bars and
5500C respectively. At the end of compression stroke, fuel is injected through injector in the
combustion chamber.

Power Stroke: - The self ignition temperature of diesel is 4400C. The diesel in the combustion
chamber burns and burning gases expand. The burning gases push down the piston from TDC to
BDC. Thus power is delivered at the crank shaft.

Exhaust Stroke: - Exhaust valve opens. Burnt gases go out by self pressure through the exhaust
valve. Piston moves from BDC to TDC and pushes out the remaining gases. At the end of the
stroke, exhaust valve gets closed.

Thus one working cycle gets completed in 4-strokes of piston or two revolutions
of crank shaft or one revolution of camshaft.
From Graph:
Suction Stroke:
At point 0  Inlet valve opens.
Process 0-1  Piston moves from TDC to
BDC. Due to piston
movement, vacuum is created
inside the engine cylinder.
Due to this vacuum, fresh air
enters inside the engine
cylinder. Theoretically it is
assumed that atmospheric air
enters at constant pressure.
At Point 1  Inlet valve closes.

Compression Stroke:
Process 1-2  Piston moves BDC to TDC.
Adiabatic compression of air
according to law PVγ = C,
takes place.
At Point 2  Pressure will increase up to 28
bar and temperature up to
550°c.
Power Stroke:
At Point 2  Injection of fuel starts. Fuel injection pr. = 180 bar. Self
ignition temperature of diesel is 440°c, so it starts burning.
Point 2-3  It is known as “Heat addition process at constant pressure”.
Fuel is injected in the cylinder. Piston moves from TDC
towards BDC.
Point 3  Fuel cut off point.
Point 3-4  Adiabatic expansion of flue gases takes place. Piston
moves to the BDC due to the force exerted by the
expanding flue gases.
Exhaust Stroke:
At point 4  Exhaust valve opens.
Process 4- 1  Exhaust gases go out (Heat rejection at constant volume).
Pressure drops inside the engine cylinder up to atmospheric
pressure.
Process 1- 0  Piston moves from BDC to TDC. Exhaust of flue gases
takes place at atmospheric pressure.
At Point 0  Exhaust valve closes.

DIFFERENCE BETWEEN DIESEL AND PETROL ENGINE

(1) Both use battery for initial starting, but it is not required by the Diesel Engine to continue
further working whereas petrol Engine needs electricity for ignition
(2) Diesel Engine utilizes fuel pump and injector nozzles for fine spray of fuel in to the

cylinders whereas petrol Engine uses Carburetor.

(3) Diesel is less volatile and heavier than gasoline and hence cheaper. It ignites at a high
temperature in comparison to petrol.
(4) Diesel engine uses greater compression ratio (1:16) the petrol engine whose compression
ration is usually 1:7.
(5) Diesel engine needs sturdy structure in comparison to gasoline engine.
(6) Diesel engine sucks air alone during suction stroke and fuel at the end of the compression
stroke is injected. The petrol engine sucks mixture of petrol and air through carburetor
during suction stoke.
(7) Diesel Engine is heavier than petrol Engine.
(8) Diesel engine is compression ignition whereas petrol engine needs H.T. electricity from
distributor spark coil and timer etc. These accessories are not needed in Diesel Engine.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 9)
Lesson-IV: Working Principle of I.C. Engine. Session-9: Working Principle of 2-stroke Diesel
Engine and 2 & 4-Stroke Petrol Engine (Otto cycle)

WORKING PRINCIPLE OF 4- STROKE PETROL ENGINE (OTTO CYCLE)

Suction Stroke: In suction stroke, suction or inlet valve opens. Piston moves from TDC to BDC
and vacuum is created inside the engine cylinder. In this, Air and petrol mixture from carburetor
enters inside the engine cylinder at atmospheric pressure. At the end of suction stroke inlet valve
is closed.
Compression Stroke:- In this stroke both valves remain closed. Piston moves from BDC to
TDC compressing the air-petrol mixture (charge). Compression of the air-petrol mixture (charge)
takes place according to adiabatic process, PVγ = constant. In this process, pressure will
increase gradually up to 8 to 13 bars. At the end of compression stroke, an electric spark is given
to the compressed charge in the combustion chamber. The charge starts burning.
Power Stroke: - The burning gases expand and push down the piston from TDC to BDC. Thus
power is delivered at the crank shaft.
Exhaust Stroke: - Exhaust valve opens. Burnt gases go out by self pressure through the exhaust
valve. Piston moves from BDC to TDC and pushes out the remaining gases. At the end of the
stroke, exhaust valve gets closed.
Thus one working cycle gets completed in 4-strokes of
piston or two revolutions of crank shaft or one revolution of camshaft.
From Graph:
Suction Stroke:
At point 0 Inlet valve opens.
Process 0-1 Piston moves from TDC
to BDC. Due to piston
movement, vacuum is
created inside the engine
cylinder. Due to this
vacuum, fresh air and
petrol mixture (charge)
enters inside the engine
cylinder. Theoretically it
is assumed that
atmospheric air enters at
constant pressure.
At Point 1  Inlet valve closes.
Compression Stroke:
Process 1-2 Piston moves BDC to
TDC. Adiabatic
compression of charge,
according to law, PVγ = C,
takes place.
At Point 2 Pressure will increase up to
8-13 bar.

Power Stroke:
At Point 2  Spark is given through spark plug.
Point 2-3  It is known as “Heat addition process at constant volume”. Burning of charge
takes place at constant volume.
At Point 3  Burning completes.
Point 3-4  Adiabatic expansion of flue gases takes place. Piston moves from TDC to the BDC
due to the force exerted by the expanding flue gases.
Exhaust Stroke:
At point 4  Exhaust valve opens.
Process 4-1 Exhaust gases go out (Heat rejection at constant volume). Pressure drops inside
the engine cylinder up to atmospheric pressure.
Process 1- 0 Piston moves from BDC to TDC. Exhaust of flue gases takes place at atmospheric
pressure.
At Point 0  Exhaust valve closes.

WORKING PRINCIPLE OF 2 – STROKE PETROL ENGINE:

In 2-stroke petrol engine one working cycle gets completed in 2-strokes of piston.
Upward Stroke: - As piston moves from BDC to TDC vacuum is created in the crank case
chamber. Due to this vacuum air-petrol mixture will enter in the crankcase chamber through inlet
port.
Up ward moving piston first covers transfer port and then covers outlet
port. After that, air-petrol mixture entrapped in the combustion chamber will be compressed. At
the end of upward stroke piston will be at TDC. At this point, sparking takes place. Petrol burns
and burning gases expand applying thrust on the piston.

Downward Stroke: - Due to thrust of expanding gases piston moves from TDC to BDC. During
this stroke the inlet port is covered by the piston and new charge is compressed in the crankcase.
Further downward movement of the piston opens outlet port first; and high pressure burnt gases
go out. Then transfer port opens and air-petrol mixture being compressed in the crankcase
chamber, starts entering through the transfer port. This air-petrol mixture entering through
transfer port strikes with the deflector on piston and rises upward and pushes out the remaining
burnt gases. The cylinder is completely filled with the fresh charge, although it is some what
diluted with the exhaust gases. Piston reaches BDC and again starts upward stroke.
In this way one working cycle is completed in 2-strokes piston or
one revolution of crankshaft.
Note: - 1. Lubrication of engine components is performed by mixing lube oil in the petrol.
2. Due to no oil in the sump, there is no requirement of oil control rings in two stroke petrol
engine.
WORKING PRINCIPLE OF 2 - STROKE DIESEL ENGINE: In a 2- stroke diesel engine
one working cycle gets completed in 2- stroke of piston.
Upward Stroke: - As piston moves from BDC to TDC vacuum is created in the crank case
chamber. Due to this vacuum, fresh air will enter in the crankcase chamber through inlet port.
Upward moving piston first covers transfer port and then covers outlet
port. After that, fresh air entrapped in the combustion chamber will be compressed. At the end of
upward stroke piston will be at TDC. At this point, diesel is injected through injector in the
combustion chamber. Diesel burns and burning gases expand applying thrust on the piston.
Down Ward Stroke: - Due to thrust of expanding gases piston moves from TDC to BDC.
During this stroke the inlet port is covered by the piston and fresh air is compressed in the
crankcase. Further downward movement of the piston opens outlet port first; and high pressure
burnt gases go out. Then transfer port opens and fresh air being compressed in the crankcase
chamber, starts entering through the transfer port. This air entering through transfer port strikes
with the deflector on piston and rises upward and pushes out the remaining burnt gases. The
cylinder is completely filled with the fresh air, although it is some what diluted with the exhaust
gases. Piston reaches BDC and again starts upward stroke.
In this way one working cycle is completed in 2-strokes piston or
one revolution of crankshaft.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-10: Demonstration in I. C. engine
model room.

1. Demonstration of: (a) 4-stroke diesel engine model.

(b) 4-stroke petrol engine model.
(c) 2-stroke diesel engine model
(d) 2-stroke petrol engine model.

2. To note down the components name of:

(a) 4-stroke diesel engine model.
(b) 4-stroke petrol engine model.
(c) 2-stroke diesel engine model
(d) 2-stroke petrol engine model.
 SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-11: Combustion of fuel

COMERICAL MOTOR FUEL: The following three grades of fuel are available in the market
for automotive uses:-
1. Super premium grade fuel
2. Premium grade fuel
3. Regular grade fuel
The main constituents of hydro – carbons are hydrogen and oxygen. In our track machine
mostly we have diesel engine in which diesel fuel is used.

Properties of high speed diesel:-

Boiling range: 180°c to 300°c
Specific gravity: 0.82 to 0.92
Calorific value: 50 MJ/ kg
Minimum cetane no.: 45
As an impurity in high speed diesel, approximately 1% sulphur is
available. This is considered high as per international standard.

LPG: There are two types of LPG- 1. Propane and 2. Butane

A mixture of propane & butane is also used. Its heat energy is less (about 80%) than
gasoline, but its high octane value compensates the thermal efficiency of the engine.

CNG: Its main constituents are methane (90 to 95%). A marginal quantity of propane, iso-butane
and butane is found. It is stored in a cylinder at high pressure of about 200 bar. CNG is available
in earths crust.

COMBUSTION: Combustion is a chemical action which produces heat and light. In an I.C.
engine, chemical reaction takes place between fuel and air inside the cylinder. The fuel burns in
the presence of air. Oxygen is essential for burning.
H + O2  H2O
C + O2  CO2 + Large amount of heat
For combustion of 1 liter of HSD 12,500 to 14,000 liter of fresh air at N.T.P. is required.
If less air is available inside the engine cylinder, fuel will not burn completely and instead of
carbon di- oxide carbon mono-oxide will be produced.
C + O2  2CO
Carbon mono-oxide is colorless, taste less and poisonous. It is to be noted that 15 parts of
carbon mono-oxide in 10,000 parts of air is dangerous to breath. Higher CO concentration may
cause quick paralysis and death. If sufficient air is not delivered to the cylinders the mixture
becomes reach and unburnt hydrocarbon will come out with the exhaust gases. It also results in
carbon deposits in the combustion chamber. Also engine will give black smoke and out put of
engine will decrease. Dilution of lubricating oil will also take place. Wear and tear of engine also
increases.

Combustion in C.I. engine may be divided into four stages:-

Stage 1: Ignition Delay: -

The time elapsed between the start of fuel injection and first appearance of flame is called
ignition delay. It consists of physical delay (when the fuel atomized, vaporized, mixed with air
and heated) and chemical delay (when the chemical reaction starts and accelerates so as to start a
flame of measurable pressure rise).
Stage 2: Rapid and Un-Controlled Combustion:-
At the end of delay period high temperature of order of about 450°c to 550°c exists in
the combustion chamber. Therefore once the combustion starts, it proceeds very fast due to
presence of multiple ignition points. This stage starts at the ends of ignition delay and continues
till the maximum pressure is reached.

Stage 3: Controlled Combustion:-

This is a stage of slow combustion and continues till the maximum temperature in the
combustion chamber is reached. In this the rate of combustion depends primarily on the rate of
mixing of fuel vapours with the air.

Stage 4: After Burning:-

This stage occurs during the expansion stroke. During this stage unused oxygen gradually
decreases and mixture is diluted by the combustion products. This stage continues from the point
of maximum cycle temperature to about 70° to 80° after TDC.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-12: Actual Working Cycle of 4-stroke
diesel engine

ACTUAL WORKING CYCLE OF 4-STROKE DIESEL ENGINE

In a 4-stroke diesel engine, actual working cycle can be explained as given below:
Suction Stroke: Inlet valve opens five to ten degree of crank rotation before TDC in exhaust
stroke and whenever piston moves from TDC to BDC, vacuum will be created inside the engine
cylinder. Due to pressure difference, Fresh air will enter inside the engine cylinder at a pressure
less than the atmospheric pressure. Inlet valve is closed 350 to 500 after BDC in compression
stroke.
Compression Stroke: Whenever piston moves from BDC to TDC the air inside the engine
cylinder gets compressed according to poly-tropic process. Pressure and temperature will
increase and reaches above the burning point of fuel. Just before reaching the piston at TDC,
diesel is injected by the injector inside the engine cylinder. Due to sufficient high temperature
inside the engine cylinder the diesel catches fire and starts burning.

Power Stroke: Whenever fuel is injected inside the engine cylinder it burns due to high
temperature and pressure of compressed air and converts into flue gases. These gases will
expand inside the engine cylinder. This expansion of flue gases takes place according to poly-
tropic process. Due to expansion of flue gases inside the engine cylinder, force is exerted on the
piston and in this way power is generated. Piston moves from TDC to BDC.

Exhaust Stroke: In this stroke piston moves from BDC to TDC. Exhaust valve opens 350 to 500
before BDC in power stroke and pressure drops to about atmospheric pressure. A little force is
exerted on the flue gases by the piston which further increases the pressure above the
atmospheric pressure and flue gases are exhausted. Exhaust valve is closed approx. 50 to 100
after TDC in suction stroke.
From Graph:

Suction Stroke:
Before Point 0 Inlet valve opens.
After Point 0  Exhaust Valve closes.
Process 0 -1ʹ  Suction at slightly less
than atmospheric
pressure.
Compression Stroke:
After Point 1ʹ  Inlet valve closes.
Process 1ʹ–2  Compression stroke.
Polytropic
compression.
Point 2ʹ  Start of injection
Point 2  Injection Cut off
Power Stroke:
Process 2-3- 4-1ʹʹ Power stroke
Process 3 - 4  Polytropic expansion
At Point 4  Exhaust valve opens
Process 4 - 1ʹʹ Sudden pressure drop
Exhaust Stroke:
Process 1ʹʹ-0  Exhaust stroke at slightly more than atmospheric pressure
Before Point 0  Exhaust valve closes

VALVE OVERLAP:-
At the end of exhaust stroke and start of suction stroke there is a certain
time period during which inlet valve and exhaust valve both remains simultaneously open. This
time period is called valve over lap.
Question: The stroke length of a cylinder is 152 mm and injection starts 18° before TDC. What
will be the position of piston in respect to BDC?

ACTUAL WORKING CYCLE OF 4-STROKE PETROL ENGINE

In a 4-stroke petrol engine, actual working cycle can be explained as given below:

Suction Stroke: Inlet valve opens five to ten degree of crank rotation before TDC in exhaust
stroke and whenever piston moves from TDC to BDC, vacuum will be created inside the engine
cylinder. Due to pressure difference, fresh air and petrol mixture (charge) from carburetor will
enter inside the engine cylinder at a pressure less than the atmospheric pressure. Inlet valve is
closed 350 to 500 after BDC in compression stroke.

Compression Stroke: Whenever piston moves from BDC to TDC the fresh charge inside the
engine cylinder gets compressed according to poly-tropic process. Pressure and temperature will
increase. Just before reaching the piston at TDC, spark is produced by the spark plug inside the
engine cylinder, by which the charge catches fire and starts burning.

Power Stroke: Burning charges convert into flue gases. These gases will expand inside the
engine cylinder. This expansion of flue gases takes place according to poly-tropic process. Due
to expansion of flue gases inside the engine cylinder, force is exerted on the piston and in this
way power is generated. Piston moves from TDC to BDC.

Exhaust Stroke: In this stroke piston moves from BDC to TDC. Exhaust valve opens 350 to 500
before BDC in power stroke and pressure drops to about atmospheric pressure. A little force is
exerted on the flue gases by the piston which further increases the pressure above the
atmospheric pressure and flue gases are exhausted. Exhaust valve is closed approx. 50 to 100
after TDC in suction stroke.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-13: Deviations between actual
Working Cycle & Theoretical Cycle

Deviations between theoretical & actual Working Cycle:

1. Theoretically inlet valve open at TDC in suction stroke. But actually it open 50 to 100 before
TDC in exhaust stroke. Except MWM engine in which it open 10 after TDC in suction stroke.
2. Theoretically suction of air takes place at atmospheric pressure but actually it takes place at a
pressure less than atmospheric pressure.
3. Theoretically inlet valve close at BDC in suction stroke. But actually it closes 350 to 500 after
BDC in compression stroke.
4. Theoretically compression stroke takes place according to adiabatic process. But actually it
takes place according to poly-tropic process.
5. Theoretically injection of fuel start at TDC in compression stroke, but actually it start approx.
14 to 180 before (some time 290 before) TDC in compression stroke.
6. Theoretically during burning of fuel (process 2-3) pressure remains constant, but actually
pressure slightly increase.
7. Theoretically injection stops approx. 180 after TDC (Fuel cut off point) in power stroke, but
actually injection stops at TDC in compression stroke.
8. Theoretically as soon as we inject the fuel, it burns but actually it takes some time to start
burning after injection.
9. Theoretically expansion takes place according to adiabatic processes but actually it is
according to poly-tropic process.
10. Theoretically exhaust valve opens at BDC in exhaust stroke but actually it open 35-500
before BDC power stroke.
11. Theoretically it takes zero time to drop the pressure up to atmospheric pressure (Heat
rejection at const. vol. process 4-1) but actually it takes some time.
12. Theoretically exhaust of fuel gases takes place at atmospheric pressure but actually it takes
place at a pressure above the atmospheric pressure.
13. Theoretically exhaust valve closes at TDC in exhaust stroke. But actually it closes 50 to 100
after TDC in suction stroke. Except in MWM engine in which it closes 10 before TDC in
exhaust stroke.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-14: Firing orders and VT diagram

FIRING ORDER: - The sequence in which the power impulses occur in an engine is called the
firing order. The firing order is selected as a part of the engine design to obtain the best engine
performance.

(A) CUMMINS ENGINES

Cylinders are counted from vibration damper side. Direction of Rotation (DIR) is
clockwise viewing from vibration damper side.
1. 6 Cylinder Engines

Viewing
Direction Firing Order:-

1 2 3 4 5 6 1 1-5–3–6–2–4
R.H
Rotation Vibration Damper Flywheel

2. 12 Cylinder Engines
Firing Order:-
Viewing 1L 2L 4L 6L 5L 3L
LB (LEFT BANK)
Direction
1 2 3 4 5 6
6R 5R 3R 1R 2R 4R
1 2 3 4 5 6
RH 1L - 6R – 2L – 5R – 4L – 3R –
Rotation RB (RIGHT BANK) 6L - 1R – 5L – 2R – 3L – 4R
Flywheel
Vibration
damper
(B) 12 CYLINDER DEUTZ ENGINE MODEL BF 12L 513 C (12 Cylinder Engines)

Cylinders are counted from flywheel side. Direction of Rotation (DIR) is anticlockwise
viewing from flywheel side.
ANTI CLOCKWISE Firing Order:-
BLOWER DIRECTION 1 5 3 6 2 4

12 11 10 9 8 7
8 10 7 11 9 12

6 5 4 3 2 1 1 - 8 - 5 - 10 - 3 - 7 –
6 - 11 - 2 - 9 – 4 - 12
VIBRATION FLYWHEEL
DAMPER
(C) MWM (GREAVES) ENGINE MODEL TBD 232/234 V 12 (12 Cylinder Engines)
Firing Order:-
B-BANK A1 A5 A3 A6 A2 A4
B6 B5 B4 B3 B2 B1

A6 A5 A4 A3 A2 A1 B2 B4 B1 B5 B3 B6
A1 – B2 – A5 – B4 – A3 – B1-
VIBRATION A-BANK
A6 – B5 – A2 – B3 – A4 – B6
DAMPER
FLYWHEEL

THEORITICAL VALVE TIMING DIAGRAM

Inlet Valve Opens (IVO) - at TDC

Inlet Valve Closes (IVC) - at BDC
Fuel Injection Starts (FIS) - at TDC
Fuel Injection Closes (FIC) - Some Degree after TDC
Exhaust Valve Opens (IVO) - at BDC
Exhaust Valve Closes (EVC) - at TDC

ACTUAL VALVE TIMING DIAGRAM OF ASHOK LEYLAND

ALU – 680 ENGINES

Inlet Valve Opens (IVO) - 100 before BDC

Inlet Valve Closes (IVC) - 500 after BDC

Fuel Injection Starts (FIS) - 26 0 before TDC

Fuel Injection Closes (FIC) - At TDC

Exhaust Valve Opens (IVO) - 46 0 before BDC

Exhaust Valve Closes (EVC) - 140 after TDC

ACTUAL VALVE TIMING DIGRAM OF MWM

(GREAVES) ENGINE

Inlet Valve Opens (IVO) - 10 after TDC

Inlet Valve Closes (IVC) - 350 after BDC

Fuel Injection Closes (FIC) - At TDC

Exhaust Valve Opens (IVO) - 350 before BDC

Exhaust Valve Closes (EVC) - 10 before TDC

SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-IV: Working Principle of I.C. Engine. Session-15: Power flow in Multi cylinder
engine.

POWER FLOW IN MULTI CYLINDER ENGINE:

Multi cylinder engine runs smoother than single cylinder engine .The more cylinder in an
engine the more continuous flow of power and more smoother will be its operation.

POWER FLOW CHART FOR 4 CYLINER ENGINE:-

In four stroke 4 cylinder engine, each power stroke begins at the end of previous power
stroke. There is no over lap between power strokes in a four cylinder engine.

In a 4- cylinder engine number of cylinder = 4

Power flow gap = 7200|4 =1800

Crank 1800 1800 1800 1800

rotation
60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0
FIRING
ORDER
1 P P P E E E S S S C C C
3 C C C P P P E E E S S S
4 S S S C C C P P P E E E
2 S E E S S S C C C P P P

POWER FLOW CHART FOR 6 CYLINER ENGINE:-

In a four stroke 6- cylinder engine number of cylinder = 6

Power flow gap = 7200|6 =1200

This provides a 60 0 power over lap between successive power strokes. It means that if a
cylinder enters in the last 600 of its power stroke then the next cylinder as per firing order will
enter in the first 600 of its power stroke.

Crank 1800 1800 1800 1800

rotation
60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0 60 0
FIRING
ORDER
1 P P P E E E S S S C C C
5 C C P P P E E E S S S C
3 C S S S P P P E E E C C
6 C C C S S S P P P E E E
2 E E S S S C C C P P P E
4 P E E E S S S C C C P P
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-V: Air Supply system of Diesel Engine. Session-16: Requirement of Air, Types of Air
cleaner.

REQUIREMENT OF AIR:
For Combustion of diesel inside the engine cylinders sufficient quantity of air should be
available. For complete combustion of one liter HSD, 12,500 to 14000 liter fresh air at NTP is
required. Only 22 – 23% O2 is available in atmospheric air which is used for burning of fuel. If
less air is available then burning of fuel will be incomplete and instead of CO2, CO will form. To
supply air of proper quality (dry, cool, clean & fresh) in sufficient quantity inside the engine
cylinders is the function of air supply system.

Main components of the Air Supply System are as follows:

1. Air Cleaner
2. Hump Hose
3. Vacuum Indicator
4. Turbo Charger
5. After Cooler
6. Inlet Manifold
7. Exhaust Manifold
8. Silencer (Muffler)

AIR CLEANER:
Air contains dust and dirt. If the air is not filtered before its entrance into the engine
cylinders, the dust and dirt particles will seriously damage the engine. These dust and dirt will
mix with the lubricating oil and form abrasive pastes, which will quickly wear the piston, rings,
cylinder wall, bearings, valve guides and other relatively moving parts. This wear will cause high
lubricating oil consumption, increased blow by and reduce engine components life. The purpose
of air cleaner is to remove these harm full dust and dirt particles from the air. It not only cleans
the air but also muffles the noise resulting from air entrance to the inlet manifold and valve ports.
It also arrests the flame in case the engine back fires.

TYPES OF AIR CLEANER: Two types of Air Cleaner

1. Oil bath type air cleaner
2. Dry (paper) type air cleaner

Oil Bath Type Air Cleaner: It is a heavy duty

air cleaner. It consists of a wire-mesh filter
element saturated with oil. At the bottom, there
is an oil pan. the operation of air cleaning is
carried out in two stages. In the first stage, the air
strikes on the oil surface and then lift upward
reveres into the filter element. The dust particles
penetrate into the oil surface and get absorbed by
it. In the second stage the partially cleaned air
passes through the wire-mesh filter element, in
which the remaining dust particles are retained.
 This type of air cleaner is cleaned periodically. The wire-mesh filter is removed, cleaned
in petrol and dried by air. Oil in the pan is also replaced.

Dry Type Air Cleaner:

It consists of a specially pleated paper element over which a fine mesh screen is provided for
strengthening. By placing the pleated element, a large filtering surface is provided and yet
restriction to air flow is minimal. The element is enclosed in a silencing chamber.
The element should be cleaned periodically. With a dry type air cleaner, a filter
restriction indicator (Vacuum Indicator) is often found mounted into the clean air side of the
system. When an air cleaner is not chocked, it looks transparent and if becomes chocked then it
will give red indication.

Pre-cleaner:
Pre-cleaner is fitted on the air cleaner to arrest the thick dust and soil particles. On the engine
which work in very unsafe atmosphere (dusty atmosphere), Pre cleaners are essentially required.
Pre-cleaner has screen which arrests the thick soil and straw. After filtering through the screen,
the air enters in the pre-cleaner body and revolves by strips fitted on the angle. Due to revolving,
thick dust and soil separates and settles down at the bottom. A glass bowl is fitted at the bottom
of the pre-cleaner. The bowl is cleaned periodically after filling by dust.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-V: Air Supply system of Diesel Engine. Session-17: Cleaning and checking of dry
type Air cleaner, Draw backs of choking of Air Cleaner.

CLEANING OF DRY TYPE AIR CLEANER:

1. Only outer element is cleaned and never clean inner element.
2. Air should be applied from inside to outside and not in reverse direction.
3. Pressure of air should be 3.5 bar to 4.5 bar.
4. Nozzle dia should not be less than 0.8mm
5. Nozzle should not come in touch with paper element. It should remain approx. 1” away.
6. Tapping of air cleaner on the rigid surface is not allowed.

CHECKING OF DRY TYPE AIR CLEANER:

1. Bring the air cleaner in dark room.
2. Glow a bulb of 100W inside the air cleaner.
3. Light rays should not come out through the side of air cleaner. It should work like a lamp
shade; otherwise it is damage to be rejected.

DRAW-BACKS OF CHOCKING OF AIR CLEANER

Air cleaners are used to clean the air. If air cleaner is choked then following problems
will arise:

1. Incomplete combustion of fuel

Fuel will not burn properly and instead of carbon-dioxide, carbon-monoxide will form
and engine will give black smoke.

2. Dilution of Lubricating Oil:

As the fuel will not burn properly it will accumulate on piston. This accumulated fuel will
leak through the piston rings and cylinder liner into the oil sump and mix with the lubricating oil
causing dilution of it.

3. Increase Wear and Tear

Due to dilution of lubricating oil improper lubrication will take place and wear and tear
of different engine parts increases.

4. Chocking of injector Holes

Due to un-burnt fuel and hence more carbon particles, injector holes may chock. Due to
which the fuel cannot be injected in proper pattern.

5. Chocking of Silencer
Due to more carbon particles in exhaust, silencer also may choke.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-V: Air Supply system of Diesel Engine. Session-18: Supercharging, Turbocharger and
after cooler, Importance of After cooling.

SUPER CHARGING: The process of supplying air to the engine cylinder above atmospheric
pressure is called super charging. In a naturally aspirated engine, the piston-cylinder draws air
equal to its stroke volume. The pressure inside the cylinder is less than the atmospheric pressure
during the suction stroke. But in a supercharged engine, the air is forced into the cylinder at a
pressure higher than atmospheric (at least 6 PSI).

TURBOCHARGER: Turbo charger is a device which is used to supply air inside the engine
cylinders at more than atmospheric pressure. It is connected between air cleaner and inlet
manifold. It is driven by the exhaust gases of the engine.

Construction and Working of Turbocharger: A turbo charger consists of a turbo wheel

(turbine) and a centrifugal blower impeller (compressor wheel), separately enclosed in casings
but mounted and rotating on a common shaft. It is mechanically independent of the engine
except that its turbine is connected with exhaust manifold and the impeller with the after cooler
or inlet manifold. The turbine portion should be made of heat resistance material.
The turbocharger is fitted between the air intake and exhaust system. Exhaust gases pass
from the engine exhaust manifold to the turbine and rotates the wheel. The rotating motion of
turbine is transferred through a common shaft to a compressor wheel. The compressor wheel
then sucks air from the air cleaner and pushes it into the intake manifold under pressure. The
actual pressure is measured in inches of mercury (Hg) and is dependant upon the engine, turbo
design and power requirements.
Care: Turbo charger rotates by the exhaust gases at rpm of 1,25,000 to 1,40,000 approx.
Bearing design and precise balancing of the whole rotating assembly are, therefore, of the
greatest importance in ensuring a long useful life for the unit.
Turbo-compressor performance is sensitive to the presence of dirt and other harmful
deposits. Special attention should be paid to air filtration when a turbocharger is fitted. Deposits
should never be allowed to build up on the compressor as they would cause unbalance, and in
most designs provision is made for cleaning the compressor without dismantling the
turbocharger.
The main care with the turbocharger is that the engine should not be stopped at full rpm.
Before stopping, it should be run 3 to 5 minutes at idle rpm. If we do not do so, the lubricating
oil supply to the turbocharger shaft bearings stops with the engine stop, but the turbocharger
shafts keeps on rotating for a considerable time at high rpm. Thus due to no lubrication, its
bearings become red hot and the unit may get damaged. Also oil seal may get damaged due to
overheating which will result in oil leakage to the impeller side.

Advantageous features of the turbocharger are:

1. By supplying more air more fuel can be injected for combustion inside the combustion
chamber and therefore more power is obtained.
2. Better control over the air/fuel ratio at all engine speeds reduces the degree of smoke
emission.
3. Having more air at lower speeds enables better fuel combustion and gives lower torque
speeds.
4. A pressurized air manifold helps reduce combustion noise.
5. Turbocharger speed is controlled by the exhaust system and atmospheric back pressure.
Engine working at high altitudes would normally suffer from lack of oxygen due to less air
density. As the atmospheric pressure is less at altitude the back pressure in the exhaust
 system is less and the resistance to turbine shaft rotation is less. This results in the
turbocharger shaft rotating at a faster speed forcing more air into the combustion chamber
and thereby compensating for the lack of oxygen.

AFTER COOLER (INTERCOOLER): After cooler is a device, which is used to cool the air
coming out from turbocharger before entering into the engine cylinders.
After cooler are of two types:
(i) Air to Air type – Used in Deutz Engine (BCM machine) model BF 12L 513C.
(ii) Air to water type – Used in MWM & Cummins engines.
IMPORTANCE OF AFTER COOLING: In turbocharged engine, air coming from the
turbocharger gets heated due to which its density decreases. Due to increase in temperature the
density of air will decrease which is not desirable. In we cool the air in after cooler before it
enters in to the engine cylinder, the density will increase. For limited vol. inside the engine
cylinder, we can supply more air inside due to which more fuel will burn and we get more
power. In this way output of the engine will increase.

INLET MANIFOLD: The inlet manifold is used to carry air into the engine cylinders through
inlet valves. It is made of Al or C.I and its inside surfaces are smooth, so that there should not be
obstruction to the passing air. It is bolted with cylinder head with a gasket at each joint to prevent
air leakage.

EXHAUST MANIFOLD: It is similar to inlet manifold. It is made of C.I. It is fitted with

cylinder head with asbestos gasket in between them. It collects the exhaust gases from the
cylinder and sends to the silencer (muffler).

SILECER (MUFFLER): Muffler is used

1. To reduce the noise of exhaust gases.
2. To reduce the temperature of the exhaust gases.
3. To trap the unburnt gases and burning gases.
4. To arrest spark.
Mufflers maintain some back pressure in the exhaust gases. This is necessary for the
engine. At the start of suction stroke, Exhaust valves are open along with inlet valve for some
time. If inlet gases have no restriction then they will enter rapidly and cool the exhaust valve
very fast. Due to this rapid cooling exhaust valve may get bent. So this pressure is required to
prevent the exhaust valve from rapid cooling.

Silencer Types: Straight Flow: In this silencer exhaust gases come out through the holes of a
pipe and re-enter into the holes of another pipe and then go out.
Reverse Flow Type: In this type of silencer there are three or four segments connected by pipes
with each other. These pipes are not in a line. Exhaust gases move forward and reverse inside the
silencer.

Flexible Pipe: Exhaust manifold is connected with the engine and vibrates with it. Exhaust
silencer is hanging with the chassis. A flexible pipe is fitted in between muffler and exhaust
manifold to prevent the vibrations from reaching to the muffler.

Rain Cap: The engine in which exhaust pipe is fitted vertically; the rain drops may enter the
cylinder head and combustion chamber through the pipe. If it is not prevented it will rust the
valves and piston rings. In such engines rain cap is fitted over the exhaust pipe. If rain cap is
damaged then exhaust pipe should be covered by a jar while the machine is stable.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-V: Air Supply system of Diesel Engine. Session-19: Demonstration in I. C. engine
model room

1. To demonstrate the air system components: Dry type air filter, Wet type air filter,
Turbocharger, Inlet manifold, After cooler, Exhaust manifold, Silencer (Muffler) etc.

2. To explain the working of turbocharger and its components.

3. To sketch the block diagram of air flow circuit.

SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine. Session-20: Functions and classification of
Fuel supply system, Mico-Bosch fuel supply system, Block diagram.

FUNCTIONS OF FUEL SUPPLY SYSTEM

1. Storing of fuel.
2. Filtering the fuel
3. Delivering the fuel to pump
4. Injecting fuel into engine cylinder
5. Regulating the engine speed.

CLASSIFICATION OF FUEL SUPPLY SYSTEM

1. Air Injection System: In this system liquid fuel is injected with compressed air. This system
is less reliable, less efficient and requires an air compressor. Due to this reason the system has
become obsolete.
2. Solid Injection System: In this system only the liquid fuel is injected and there is no need of
compressed air. There are two types of solid injection system in use:
a) Individual pump system (Mico-Bosch fuel supply system)
b) Common rail fuel injection system (Cummins P.T. fuel supply system)

a) Individual Pump System (Mico-Bosch fuel supply system)

Working Principle: In this system fuel is drawn from the tank by a fuel feed pump and send to
the fuel injection pump through fuel filters. The fuel injection pump (FIP) will pressurize the fuel
individually for each cylinder and send to the corresponding injectors through high pressure
pipes. The high pressure fuel goes to the injector at the time of injection. The injector injects fuel
at approx. 180 bar to the engine cylinder in atomized and vaporized form. Extra fuel is returned
by the fuel injection pump to the diesel tank. Also a leakage line from the injector goes to the
diesel tank.
The system contains following components:
1. Diesel Tank
2. Fuel feed pump
3. Fuel filter
4. FIP
5. Injector
6. Leakage Line
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine. Session-21: Fuel feed pump, Fuel filters,
Fuel injection pump.

Fuel Feed Pump: Plunger type fuel feed pump is used in Mico-Bosch fuel system.
Working: There is a spring on the plunger of the pump. This spring forces the plunger against
the tappet. There is an inlet and outlet valve. When plunger lifts due to spring force a vacuum is
created in the suction chamber and diesel is sucked, simultaneously the diesel is forced out from
the pressure chamber. When the tappet presses the plunger due to eccentric movement, the fuel is
forced to the pressure chamber. In this way diesel is sucked from the tank and send to injection
pump. If the tank level is lower than the engine level, this pump is used to suck the diesel from
the tank and send to the fuel injection pump.

Fuel Filter: In Mico-Bosch fuel system mainly two filters are used.
a) Primary filter and b) Secondary filter
Primary filter is made up of felt or cloth and the secondary filter is made up of paper. In
many cases a pre-filter is also used. This is made of bronze mesh.

Fuel Injection Pump:

This is used in Mico-Bosch fuel
system to build up a high pressure in fuel for
injection. FIP also meters the correct quantity
of fuel according to varying load and speed
requirements and delivers it at the correct
time to the engine cylinder. Injection
sequence is produced in FIP. There are
individual plungers driven by cams of a
camshaft in the FIP. The plunger reciprocates
in the barrel. The plunger has a rectangular
vertical groove and helical groove. The
delivery valve is lifted off its seat under the
pressure of the fuel against the spring. The
fuel from the delivery valve goes to injector.
 When the plunger is at the bottom of its stroke the supply port and spill port are
uncovered, the fuel from fuel feed pump after filtration is forced into the barrel. Now the plunger
is pushed up by the cam movement and both the ports are closed. On further movement of
plunger, the fuel above it is compressed which lifts the delivery valve and fuel goes to the
injector. The plunger raises up still further and at a particular moment, the helical groove
connects the fuel on the upper part of the plunger to the spill port. Consequently the fuel goes out
and there is a sudden pressure drop due to which the delivery valve falls back on its seat under
the spring force. Thus pressure in the delivery pipe drops and discharge from the injector gets cut
off. The cycle is repeated again and again.

Injector:
The fuel injector is used to inject a small volume
fuel in a fine spray to the combustion chamber. It
consists of needle valve which is pressed on its
seat in the nozzle by a spindle or plunger. The
pressurized fuel enters in the injector body from
the high pressure pipe. The fuel passes through
drillings to a point just about the nozzle seat. The
needle valve is lifted from its seat by pressure of
the fuel and the injection takes place. When the
injection pressure falls below the spring pressure
the valve gets closed. This action sets of an
oscillation in the valve which consequently
breaks fuel into small particles. Fuel leakage
through the needle valve stem enters the upper
part of the injector and is returned to the pump
suction side or fuel tank. Fuel leakage provides
lubrication for the valve stem.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine. Session-22: Cummins P.T. Fuel Supply
System, Block diagram, Difference between Mico-Bosch and Cummins P.T. Fuel Supply
System.

b) Common rail fuel injection system (Cummins P.T. fuel supply system)

Operating Principle:
This system was designed by Cummins engineers for Cummins diesels. The identifying
letter P.T. is abbreviation for ‘Pressure-Time’. The operation is based on the principle that
amount of fuel injected depends upon pressure of fuel and time available for the filling diesel
into injector cup.
The PT pump is driven by cam shaft gear at crank shaft speed. The ‘PT’ pump draws fuel
from the diesel tank through water separator and fuel fitter. The PT pump delivers fuel to the fuel
manifold through shutdown valve at a pressure of 200 – 300 PSI. From fuel manifold, fuel goes
to the injector and returns to the tank. The injector plunger is actuated by cam mechanism at the
time of injection. Travel of plunger opens path for the diesel to the injector cup for a few degree
rotation of cam shaft. Fuel pressure and the length of time the metering orifice is exposed to the
fuel inlet, determines the quantity of fuel which fills in the injector cup. Then the cam
mechanism pushes down the injector, resulting in injection at the pressure of approximately 180
bar.
The Cummins PT Fuel system consists of following components.

1. Diesel Tank
2. Water separator
3. Fuel Filters
4. P.T. Pump
5. Fuel Manifold
6. Injector
7. Return Line
P.T. Pump:
Now, PTG Fuel pump is used. It is called a governor control pump because, governor
assembly controls pressure regulation and engine RPM. Fuel flow through the P.T pump is as
under:
The gear pump transfers fuel from the fuel tank through the filter screen into the pressure
regulator plunger cavity. The fuel further divides into two directions:
a) By one path the fuel acts on the pressure regulator by pass plunger and returns to the gear
pump suction.
b) In the second path the fuel flows through throttle, where it can proceed through two paths
i) Idle fuel path and ii) Manual controlled path
At idle speed, the manual controlled fuel path is closed and the fuel flows through the
idle fuel path from the idle port in the governor. At intermediate speed and full speed fuel passes
through both the paths. The PT pump governor exercises final control over engine speed. The
fuel coming through throttle flows through the open shutdown valve to the fuel manifold.

Injector: The PT Injector performs to important functions:

i) It meters the right quantity of fuel into the injector cup.
ii) It injects the metered amount of fuel through the spray holes in the combustion chamber.
There are two types of Cummins injector. The flanged injectors are used in engines equipped
with fuel manifold. The cylindrical injectors are used in engines, equipped with drilled fuel
passages.

DIFFERENCE BETWEEN MICO BOSCH AND PT PUMP SYSTEM:

SL.
MICO BOSCH CUMMINS PT PUMP SYSTEM
No.
1. Separate reciprocating pump( plunger and A low pressure gear pump is used for
barrel type) is used for each engine cylinder. all engine cylinders.
2. Fuel injection pump will supply fuel to the
Gear pump will continuously supply
injector only at that particular movement when
fuel to the injectors.
the cylinder is ready to receive fuel.
3. Injectors receive fuel continuously, but
it is injected at the particular moment,
As soon as the injector receives fuel, it injects
when the cylinder is ready to receive
into the engine cylinders.
fuel. For remaining time it is returned
back to the tank.
4. Injectors receives fuel at very low
pressure (200-300 PSI) at which it is
not possible to inject into the engine
Final fuel injection pressure is built in the fuel cylinder. The pressure of fuel is
pump and injector only injects the fuel in the increased up to final injection pressure
form of fine spray. in injectors and it breaks the fuel in fine
particles for injection. Hence the
injector of Cummins PT fuel supply
system is also called unit injector.
5. The opening and closing of injector
The opening and closing of injector takes place
takes place in the same fashion as that
by the high pressure of fuel to be injected.
of valves (inlet and outlet).
6. No need to provide push rod and rocker arm Push rod and rocker arm are provided
for operation of injectors. for opening and closing of valves.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine. Session-23: Demonstration in I.C. Engine
Model Room.

1. To demonstrate the components of Mico-Bosch fuel supply system.

2. To draw the fuel flow circuit of Mico-Bosch fuel supply system.

3. To demonstrate the components of Cummins PT fuel supply system.

4. To draw the fuel flow circuit of Cummins PT fuel supply system.

SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine. Session-24: Cetane number, Octane No.,
delay Period and Knocking of fuel.

CETANE NUMBER:
In a diesel fuel it is the percentage of Cetane in a mixture of Cetane and α-methyl Naphthalene,
which has the same diesel knock characteristics as the fuel under test. Cetane number expresses
the auto ignition quality of the diesel fuel. A fuel with shorter ignitions delay period will hare
higher Cetane numbers and vice versa. Most diesel fuels have Cetane numbers from 40 to 50.

OCTANE NUMBER:
The octane no. of any fuel is the percentage of iso Octane by volume in the mixture of iso octane
and normal heptane which gives the same anti knocks characteristics as the fuel under standard
test conditions. There were given arbitrary values. Zero for normal heptane and 100 for iso
octane.

IGNITION DELAY:
The time between the fuel injection in the combustion chamber and its actual burning is called
the ignition delay or ignition lag.

KNOCKING OF FUEL:

Diesel Knock:
If delay is long, much larger quantity of the fuel is injected before the first droplets burn and this
may result in too high rate of combustion, giving rise to very high rates of pressure rise and also
higher peak pressures, causing a peculiar thudding sound, known as diesel knock.

Detonation:
Detonation is caused by the sudden instantaneous ignition of the unburnt charge, when the rise in
temperature exceeds, the rate of heat dissipation, thus subjecting the un-burnt charge to the
temperature and pressure sufficient to cause its ignition
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-VI: Fuel Supply system of Diesel Engine: Session-25: Draw backs of keeping low
HSD Oil level in tank, removing of Air Lock.

DRAWBACKS OF LOW HSD OIL LEVEL IN DIESEL TANK:

If always we work with low HSD oil level in the tank then following problems will arise.
1. The water present in air of the vacant tank will condense at low temperature and will mix
with lubricating substance of fuel. This mixing will form sludge (greasy mix of lubricating
substance and water) which is heavier than HSD oil due to presence of water. It will accumulate
at the bottom of the tank and frequently cleaning of the tank will be required.
2. Some amount of these water particles will go into the engine cylinders along with fuel.
There these will burn which will require heat energy for burning. The part of the heat energy
which is to be converted into mechanical power will waste for burning of fuel resulting in
decreased output of the engine.
3. Due to too much low oil level, air will enter into the fuel system due to which it becomes
impossible to start the engine. Hence, air from the system is required to be removed. If air will
enter into the system in block section then it takes about 15 -20 minutes to remove the air which
is lost of the valuable working time.
4. Due to mixing of water particles with lubricating substance of fuel lubricating quality of
fuel will decrease due to which rapid wear and tear of fuel pump and injectors takes place.
5. Down time of machine will increase as tank will require frequently cleaning.

REMOVING AIR LOCK:

If due to any reason air enters into the fuel system lines then it becomes impossible to start the
engine. The air present in the fuel lines blocks the passage and the fuel can’t be delivered to the
engine cylinders. Air may enter into the engine cylinder due to low HSD oil level in the tank,
when the machine negotiates over a curve and the level of HSD oil falls below the opening of
suction pipe in the tank. It may also enter due to loose connections or any small hole in the fuel
lines in between the tank and fuel pump.
Also the air may enter into the fuel supply system while changing the
filters. This air is to be removed for proper functioning of fuel supply system. For removing the
air from the fuel supply system, following method is adopted:
In Mico-Bosch fuel supply system –
1. Loose vent-screw provided on the body of the fuel filters and fuel injection pump.
2. Do hand priming by fuel feed pump hand operated lever.
3. Priming will be done till oil free form air bubbles starts to come through the first vent screw
in the fuel flow direction.
4. As soon as the fuel free from air bubbles starts coming out through the first vent screw in the
fuel flow direction, tighten the vent screw.
5. Repeat the step 3 & 4 for the remaining vent screws facing the fuel flow direction in
sequence.
In this way air is removed from the system.
In Cummins P. T. fuel supply system
1. Loosen/ remove the bleeding screw provided on the shutdown valve.
2. Prime the engine by self starter to force out the entrapped air until the fuel free from air starts
flowing trough the bleeding screw.
3. As soon as the fuel free from air bubbles starts coming out through the bleeding screw,
tighten the screw.
4. Sometimes if it is suspected that fuel filter has become empty, it is filled by H.S.D. by
loosing and taking out the output pipe and simultaneously loosing the input pipe for air
removal. Then P.T. pump suction line is filled by H.S.D. and connection is restored to
normal. Now steps 1, 2 and 3 are done.
5. Sometimes in place of priming the engine, P.T. pump suction line after filling by H.S.D. is
blown by mouth to force out the entrapped air.
In this way air is removed from the system
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-26: Concept of lubrication and
functions of lubricating oil, Properties of Lubricant.

CONCEPT OF LUBRICATION: Whenever two metallic surfaces move over each other,
irregularities on the two surfaces interlock with each other due to which friction is produced.
When metal surfaces are in direct contact to each other the friction produced in between them is
called solid friction. When a film of lubricating oil is interposed between the two surfaces, the
friction produced is called fluid friction. If the lubricants between the two surfaces do not cause
complete separation, the friction produced is called boundary friction.
To supply lubricating oil between the moving parts is called
lubrication and the system used is called lubrication system.

FUNCTIONS OF LUBRICATING OIL:-

1. To reduce friction between moving parts.
2. To reduce wear and tear of moving parts.
3. To provide cooling effect.
4. To provide cushioning effect. It absorbs shocks, between bearings and other moving parts.
5. To produce cleaning action, during its circulation.
6. To provide a sealing action. It helps the piston rings to maintain an effective sealing in the
cylinder against high-pressure gases.

PROPERTIES OF LUBRICATING OIL:-

1.Viscosity: Viscosity means resistance of lubricating oil to flow. The viscosity of oil is
specified as the time in seconds that it takes for a given amount of oil to flow by gravity
through a standard size orifice at a given temperature. The viscosity of the oil varies
inversely with temperature. The oil with minimum variation is preferred.

2.Flash Point: The lowest temperature at which the lube oil will flash when a small flame is
passed across its surface is called flash point. The flash point of the oil should be sufficient
high to avoid flashing of oil vapors at temperatures occurring in common use.
3.Pour Point: The minimum temperature at which the oil flow starts is called pour point. The oil
cannot be used for lubrication below this temperature .So the pour point of the oil should be
less than the lowest temperature encountered in the engine.

4.Corrosion Resistance: Corrosion means destruction of a solid body by chemical action. The
oil should not have any tendency to corrode to engine parts.
5.Cleanliness: Lubricating oil must be clean. It should not contain any dust/dirt particles so that
the crankcase and oil lines are kept clean.

6.Physical Stability: The lubricating oil must be stable physically at the lowest and highest
temperatures prevailing in the engine.
7.Chemical Stability: At high temperatures the oil should remain chemically stable. There
should not be any tendency for oxide formation. The oil should not decompose to form
carbon particles.

8.Adhesiveness: The property due to which the oil particles stick with metal surfaces is called
adhesiveness. Oil should have good adhesiveness.
9.Film Strength: It is the property due to which the oil retains a film between two surfaces even
at high speed and temperature. The film between moving parts should not break.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-27: Oil Additives, Viscosity
rating and lubricating circuit

LUBE OIL ADDITIVES: -

Additives are mixed in the oil to impart those desired properties. These additives are as follows: -

1. Viscosity-index improver: - To maintain a more uniform viscosity over the wide range of
operating temperatures.
2. Pour point depressant: - To reduce the pour point of the oil.
3. Oxidation inhibitors: - To reduce oxidation of the oil caused by high temperatures.
4. Corrosion inhibitors: - To inhibit corrosion due to the formation of acid at high temperatures.
5. Anti Rust: - To prevent rust formation on internal parts during shutdown periods.
6. Antifoam: - To control foaming and prevent air bubbles from entering the oil pump.
7. Detergent/Dispersants: - To prevent the formation of deposits of Carbon, gum and dirt,
detergent additives are used. Like ordinary hand soap, it losses and detach the deposits. The oil
then carries the loosened material away. The larger particles drop to the bottom of the crankcase,
but smaller particles tend to remain suspended in the oil. These impurities are flushed out when
the oil is changed.
A dispersant is added to the oil to prevent the particles from clotting, and to keep them in finely
divided state. Without dispersant, the small particles will tend to form large particles which
might block the oil filter and passages.
8. Extreme pressure additives: - Lubricating oil may be subjected to very high pressures in
bearings and valve trains. To prevent the oil from squeezing out, extreme pressure additives are
put into the oil. They react chemically with metal surfaces to form very strong, thin and slippery
film. Thus they help the oil by providing protection during moments of extreme pressure.

Viscosity rating (SAE NUMBER) :

SAE stands for “Society of Automotive Engineers”. The oils which are used for winter have
suffix ‘W’ (Ex.- SAE 15 W) and their viscosity test is made at 0° Fahrenheit (-18° Celsius). The
oils without suffix ‘W’ (Ex. - SAE 40) are used for summer and their viscosity test is made at
210° Fahrenheit (99˚C).
These day’s multigrade oils are available. These oils undergo minimum change in viscosity with
temperature.
Example: SAE 15 W 40: This oil has the same viscosity as SAE 15W at 0˚F and as SAE 40 at
210˚F.
SAE No. Viscosity at 0˚F (Say bolt- Viscosity at 210˚F (Say bolt-
seconds) seconds)
10 W 12″ -
20 W 48″ -
20 - 45″ to 58″
30 - 58″ to70″

Oil grade Temperature range

15 W 40 -10˚C and above
20 W 40 0˚C and above
 Accessory Drive
Cam Follower

Main Rifle Camshaft

Main Bearing Drilling (Gallery)

Oil Cooler
Connecting Rod Turbocharger Bypass Filter

Full Flow Filter

Scavenge Pump

Pressure Regulator

Piston Cooling
Pump

Oil Pump

Oil Pan

LUBRICATING CIRCUIT (Lubricating oil flow schematic)

SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-28: Different types of lubricating
system

DIFFERENT TYPES OF LUBRICATING SYSTEMS:-

1. Petroil system
2. Splash system
3. Pressure system
4. Semi pressure system
5. Dry sump system

1. Petroil System: In this system lubricating oil is mixed into the petrol, while filling in the
petrol tank. When the fuel goes into the crank chamber during the engine operation, the oil
particles go deep in to the bearing surfaces and lubricate them. The cylinder wall, piston rings,
piston pin and crankshaft are lubricated in the same way. This system is adapted in 2-stroke
petrol engine.
2. Splash System:
In this system oil is stored in a sump. A
scoop is made in the lowest part of the
connecting rod. When the engine runs the
scoop dips in the oil once in every
revolution of crankshaft and causes the
oil to splash on the cylinder walls. This
action effects the lubrication of cylinder
walls, piston rings, crankshaft, and big

4. Semi Pressure System: It is the combination of splash system and pressure system. Some
parts are lubricated by splash system and some parts are lubricated by pressure system.
5. Dry Sump System: In this system the oil is stored in a separate tank from where it is fed to
the engine. This system is used in aircrafts because its engine position keeps on changing.

3. Pressure Lubricating System:

In this system engine parts are lubricated under
pressure feed. Lube oil is stored in a sump. Oil
pump draws oil through a strainer and delivers it
to the main gallery through a filter at a pressure
of 1.0Kg/cm2 – 4.0 Kg/cm2. The oil from the
main gallery goes to the main bearings. After
lubricating them, some of the oil falls back to the
sump, some is splashed to lubricate cylinder
walls and the remaining goes through a drilled
hole to the crankpins. From crankpin it goes to
the piston pin through a hole in the connecting
rod web, where it lubricates the piston rings

A separate oil line goes from the oil gallery for lubrication of camshaft and
timing gears. The valve tappets are lubricated through a hole from the main gallery to the tappet
guide surfaces. An oil pressure gauge at the panel indicates the oil pressure in the system.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-29: Oil pump, Relief Valve,
Filters, Oil Cooler, Strainer, Oil Pressure Gauge, Oil Pressure Indicating Light

PARTS OF LUBRICATING SYSTEM

1. Oil Sump: Oil sump is the bottom most part of the crank chamber. It provides a covering for
the crankshaft and stores oil in it. It contains a drain plug at its bottom to drain out the oil.
2. Strainer: Oil strainer is simply a wire mesh screen. It is attached to the inlet of the oil pump.
The strainer retains dirt or grit in the oil.
3. Oil Pump: It supplies oil under pressure to the engine parts for lubrication. It is generally
located out side the crankcase. Different types of the oil pumps used for engine lubrication are as
follows: - 1. Gear pump 2. Plungers pump 3. Rotors pump 4. Vane pump.
Gear Pump: It consists of two meshed spur gears
enclosed in housing. There is very little clearance
between the gear teeth and housing. One gear is drive
gear getting power through its shaft from camshaft or
crankshaft. The other gear is free to revolve on its own
bearing. When the pump is in action, the oil enters
between the gear teeth from the inlet side, carried
around between the gears and pump housing and forced
out through the outlet side.
This type of pump is used almost universally due
to simplicity in construction. It can deliver oil at a
pressure about 1.0 – 4.0 Kg/cm2. A pressure relief
valve is also provided in many oil pumps to relieve the
excess pressure.

4. Oil Filter: Oil filter is used to filter out the dirt/grit particles from the engine oil. There are
two types of lube oil filters: i) Full flow type and ii) Super bypass type
5. Oil Cooler: Oil cooler is provided to cool the lube oil in heavy-duty engines, where oil
temperature becomes quite high. The viscosity of oil decreases with the temperature raise and oil
film may break at high temperature.

The oil may be cooled either by cold water or by air

stream. Water type oil cooler contains tubes in which
oil circulates. The water circulates out side the tubes in
the casing of the cooler. The heat of the oil is carried
away by the circulating water. In air type cooler there
are fins around the tubes to increase the cooling surface
area. Air stream passes around the tubes and takes away
the heat from the tubes and fins.
6. Oil Level Indicator: The level of the oil in the sump is checked by a dipstick. Before starting
the engine, oil level should be checked. The oil level should be between “H” and “L” mark of the
dipstick.
7. Oil Pressure Gauge: Oil pressure gauge indicates the oil pressure during engine operation.
Normally one electrical type oil pressure gauge is fitted on the driving panel and another
mechanical type oil pressure gauge is fitted near the engine at instrument panel.
8. Oil Pressure Indicating Light: There is an oil pressure indicating light (Red LED/ Yellow
LED) provided at the driving panel. This light glows when oil pressure becomes down from the
minimum setting. It gives warning about decreased oil pressure.
Oil Pressure Rating: -1. At idle speed: - Min. 1.5 kg/cm2 2. At rated speed: - Min 2.5 kg/cm2.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-30: Blow bye, Crankcase
ventilation, Reasons for low lubricating oil pressure and high oil consumption

BLOW BYE: - The escaping of burnt gases (combustion products) from combustion chambers
to the crank case chamber through cylinder walls is known as blow bye.
CRANKCASE VENTILATION
The products of combustion contain manly nitrogen, water and carbon dioxide. Sulphuric acid
may also be present due to sulphur content in the fuel. The product of combustion may leak into
the crankcase. The crankcase ventilation removes all these unwanted gases and sulphuric acid
particles. It prevents the lubricating oil from being dilute and corrosion of crankcase metals due
to acid formation.
REASONS FOR LOW LUBRICATING OIL PRESSURE
1. Less oil in the sump.
2. Loose connections in the oil lines.
3. Too weak relief valve spring.
4. Excessive clearance in the bearing due to which oil may leak rapidly from bearing ends.
5. Oil filter may be clogged.
6. Oil pump may be worn.
7. Faulty pressure gauge.

REASONS FOR HIGH LUBE OIL CONSUMPTION

1. Loose connections in oil filter lines.
2. Worn oil seal at front or rear main bearings.
3. Worn rear oil seal of camshaft.
4. Broken or improperly installed oil pan, valve cover and timing gear cover gaskets.
5. Cylinder and head distortion due to improper tightening of the cylinder head bolts.
6. Worn out oil control rings.
7. Out of round cylinders.
8. Loose bearings.
9. Excessive clearance in intake valve guides.
10. Excessive oil pressure.
11. Clogged oil breather.
12. High speed and high temperatures of engine, which reduces oil viscosity causing more oil
flow. Hence more oil leaks and more oil burns.

PRECAUTIONS WHILE CHANGING LUBRICATING OIL

1. Oil should be drained when engine is hot. In hot condition, oil becomes thin and flows
easily resulting in complete drain.
2. Drain plug should be kept open for sufficient time to ensure complete drain.
3. Lube oil filters and filter sealing rings also should be replaced with oil change.
4. Oil grade to be replaced should be same. If oil grade/brand is different, flushing of engine
should be done with same new oil.
5. Before filling oil, drain plug should be tightened.
6. Oil level should be kept at ‘H’ mark of dipstick.
7. Filter-cane should be filled with new oil.
8. After running of engine for few minutes, stop the engine and after 30 minutes, oil level
should be checked and toped up.
9. Oil leakage should be checked and made fit.
10. If centrifuge is provided in the lube oil system (MWM, Deutz engines), it should be
cleaned.
11. Torn the filter paper and check for any metal particles.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VII: Lubricating System of Diesel Engine. Session-31: Demonstration in I.C. Engine
Model Room

1. To Demonstrate lubricating system components such as

1. Strainer
2. Oil pump
3. Relief valve
4. Inline Lube Oil filters
5. Super bypass filter
6. Oil Cooler etc.

2. To demonstrate lube oil flow circuit.

SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VIII: Cooling System of Diesel Engine. Session-32: Necessity of Cooling, Different
methods of Engine Cooling, Air Cooling System.

Necessity of Cooling:-
During combustion of air-fuel mixture, enormous amount of heat is produced and the
temperature of burning gases may be reached up to 2500˚c. The temperature is so high that it will
cause: - a) Pre-ignition of the charge,
b) Break the lubricating film between the moving parts,
c) Weld the moving parts or
d) Any mechanical breakage of the engine parts.
So this temperature must be reduced to 200˚c -250˚c, at which the engine my work
efficiently. However, too much reduction in temperature will lower thermal efficiency of the
engine .Thus the purpose of the cooling system is to keep the engine at its most efficient
operating temperature at all engine speeds and driving conditions.
The cooling system is so designed that it prevents cooling until the engine
reaches to its normal operating temperature. When the engine warms up, the cooling system
begins to function. It cools rapidly when the engine is to hot, and it cools slowly or not at all
when the engine is cool or is warming up. Engines are designed to operate in a definite
temperature range which will ensure correct clearances between parts, promote vaporization of
the fuel, keep the oil at its best viscosity and prevent the condensation of harmful vapours.

DIFFERENT METHODS OF ENGINE COOLING:- The following methods are mainly

employed for engine cooling: 1. Air cooling 2. Water cooling

AIR COOLING SYSTEM:- In this method, heat is dissipated directly to the air after being
conducted through the cylinder walls. Fins and flanges on the outer surfaces of the cylinders and
heads serve to increase the area exposed to the cooling air, and so raise the rate of cooling.
Advantages of air cooling:-
1. Lighter in weight due to absence of radiator, cooling jackets, and coolant.
2. No topping up the cooling system.
3. No leaks to guard against.
4. Antifreeze, corrosion resistance not required.
5. Engine warms up faster than the water –cooled engines.
6. Can be used in areas where there is scarcity of water.
Disadvantages: -
1. Less efficient cooling, because co-efficient of heat transfer for air is less than that of water.
2. Not easy to maintain even cooling all around the cylinder, distortion of the
cylinder may take place.
3. More noisy operation.
4. It can be used only where the cylinders are exposed to air stream
Cooling fins: The fins are usually made of about the
cylinder wall thickness at their routes, tampering down
to about one –half the root thickness. The length of
fins varies from one quarter to one third of the cylinder
diameter. The distance between the two fins centers is
about one-quarter
. to one third of their length. The total
length of finned cylinder barrel is from 1 to 1.5 times
the cylinder bore. Another experimental consideration
is to allow 1,400 to 2400 cm2 of cooling fins area per
horse-power.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VIII: Cooling System of Diesel Engine. Session-33: Water Cooling System

2. WATER COOLING SYSTEM: - In this method water is circulated through water jackets
around each of the combustion chambers, cylinders, valve seat and valve stems. The circulating
water, when passes through the engine jackets in the block and cylinder head, takes heat of the
combustion. When it passes through the radiator, it is cooled by air drawn through the radiator by
a fan and by air flow developed by the forward motion of the vehicle. After passing through the
radiator, the water again goes in the engine jackets. The normal operating water temperature of
the engine should be 71°c to 88°c, but the most suitable temperature is assumed to be 82°c for
water cooled engines.

Components of the water cooling

method: -
1. Radiator
2. Water Pump
3. Water Manifolds
4. Water jackets
5. Thermostat
6. Fan
7. Temperature indicator.
1. Radiator: -

Radiator is device to provide large amount of cooling

surface to the large amount of air, so that the water
circulating through it is cooled efficiently. It consist of
an upper tank and a lower tank and between them a
series of tubes. The upper tank is connected to the water
outlets from the engine jacket by a hose pipe, and the
lower tank is connected to the jacket inlet through the
water pump. Water passes through the tubes. Fins are
placed around the tubes to improve heat transfer. Air
passes around the tubes, between the fins, absorbing
heat from the water. If any tube is clogged the cooling
effect of the tube is lost.
Radiator is usually made of copper and brass because of their high heat conductivity.
The various sections of the radiator are almost completely joined together by soldering.
2. Thermostat: - Thermostat valve is used to regulate the circulation of water in system to
maintain the normal working temperature of the engine parts. The thermostat valve automatically
works in the cooling system. When the engine is started from cold, the thermostat valve prevents
the flow of water from engine to radiator, so that the engine readily reaches to its normal
working temperature. Generally it starts opening and allowing water to the radiator at 74 degree
centigrade and opens completely and allows whole water through the radiator at 85° centigrade.

Thermostat works on the principle- a heat unit operating a valve.

Wax- element thermostat: -
A copper cover is filled with wax and sealed. When temperature rises, the wax expands and
operates the valve. When temperature reduces wax contracts and spring closes the valve.

3. Water pump: - A pump is used to increase the velocity of the circulating water. An impeller
type pump is fitted between the cylinder block and radiator. Pump is driven by the engine by a
belt or gears. The impeller shaft is supported on one or more bearings. A seal prevents water
from leaking out around the bearings.

4. Fan: - A fan is mounted behind the radiator. It is either fitted on the water pump shaft or
separately driven by belts or hydraulic motors. The fan draws air through the radiator for
cooling.

5. Water jackets: - Water jackets are cast into the cylinder blocks and heads. Jackets are the
passages through which water circulates around the cylinders, valve ports and seats, combustion
chambers and any other hot parts that require cooling.

6. Temperature Gauge: - A temperature gauge is mounted on the instrument panel. There are
two types of temperature indicators:-
1. Mechanical type.
2. Electrical type.

Closed system: - The circulation of water is closed in the system under pressure. The boiling
point of the water is raised by keeping it under pressure. A relief valve is provided in radiator
filler cap to prevent excessive pressure causing leaks. A vacuum valve is also provided in the cap
to admit air when the pressure in the system falls below that of the atmosphere due to the
condensation of steam vapours on cooling.
The relief valve is generally set to open at pressure of 0.55 to 1.10
kg/cm2. A 1.10 kg/cm2 valve would provide a boiling point of about 125 degree Celsius. By
raising the boiling point of the coolant, the cooling capacity of the system is raised.

Corrosion inhibitor: - A corrosion inhibitor should be used in the cooling system to prevent the
formation of rust and scale. Nalcool-2000 is used in MWM (Greaves) engines and coolant
additive concentrate (CAC) is used in Cummins engines as a corrosion inhibitor. The water and
corrosion inhibitor ratio by volume is 30:1 for Nalcool-2000 and 15:1 for Coolant additive
concentrate. Also premixed coolant is available for top-up in Cummins engines.
As much as possible distilled water should be used for cooling. Clean tap-water also may be
used. But water from rivers, canals etc, which are mostly dirty, should not be used.

Draining cooling system: - A drain plug is provided at the bottom of the radiator and also a
drain plug is provided on the right side of the cylinder block. Remove the radiator cap to break
any vacuum that may have developed.

Note: - If the coolant is lost from the system and the engine becomes overheated, do not refill the
system immediately. Allow the engine to cool or refill slowly while the engine is running,
otherwise there is danger of cracking the cylinder block and head.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VIII: Cooling System of Diesel Engine. Session-34: Drawbacks of overcooling and
reasons for overheating

Troubles of cooling system: -

1. Loss of coolant due to leaks: - External leaks may be noted by inspection. Internal leaks are
caused by faulty head gasket, loose cylinder head, cracked head or engine block.
Internal leak will rise the lubricating oil level in the oil pan. It may also produce
clouds of white vapor in the exhaust gases.
2. Over heating:- It is caused by insufficient quantity of water in the cooling system, clogged
radiator and water passages, belt slippage, inoperative thermostat, late ignition timing, incorrect
valve timing, pre-ignition, too tight bearings, too low engine oil level, clogged exhaust system
etc.
3. Over cooling: - An engine running below the normal operating temperature range is called
over cooled. It is caused by a thermostat that opens too soon or remains open at al times.
The temperature gauge also may be faulty to give incorrect reading. If it is
faulty, it should be replaced.
Noises: - Noises in the cooling system may occur due to dry bearings, a loose pulley on the
pump or fan shaft, an impeller loose on the shaft or too much end play in the shaft.

DRAW BACKS OH OVER COOLING:-

1. Thermal efficiency is decreased because more heat losses through the cylinder walls.
2. Combustion efficiency is decreased due to poor vaporization of fuel which results in loss
of power and black smoke.
3. Mechanical efficiency is decreased because viscosity of lub. Oil increases and hence
more piston friction is encountered.
4. Engine runs noisy due to excess clearance between moving parts.
5. Lube oil is diluted because incomplete burnt fuel escapes through the cylinder walls to
the sump.
6. Sludge develops in sump.

Though more cooling improves volumetric efficiency, but the overall efficiency is
decreased.

SUMMARY OF COOLING SYSTEM TROUBLES:

Troubles Possible causes

1. external leakage a) Loose hose clips.

b) Defective rubber hose.
c) Damaged radiator seams.
d) Loose core plugs.
e) Damaged gaskets.
f) Leak at the water temperature gauge.
2. Internal leakage a) Defective cylinder head gasket.
b) Cracked cylinder wall.
c) Loose cylinder head bolt.
3. Poor circulation a) Restriction in system.
b) Insufficient coolant
c) Inoperative water pump.
d) Loose fan belt.
e) Inoperative thermostat.
4. OVER HEATING a) Poor circulation due to any reason.
b) Thermostat doesn’t opens properly.
c) Dirty oil sludge in the engine.
d) Low lube oil level.
e) Lube oil too thick. Low lube oil level.
f) Lube oil too thick.
g) Radiator fins chocked.
h) Incorrect ignition timing.
i) Incorrect valve timing
j) Tight bearing.
k) Clogged exhaust system.
l) Dragging brakes.
5. Over cooling a) Defective thermostat.
b) Faulty temperature gauge.
6. Corrosion a) Excessive impurity in water.
b) Incorrect quality / quantity of corrosion
resistant additive.

For coolant to be used on Cummins Engines: pH value- 8.5 to 10.5

For coolant to be used on MWM Engines: pH value- 8.0 to 10.0

SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-VIII: Cooling System of Diesel Engine. Session-35: Demonstration in I.C. Engine
Model Room

1. To demonstrate Air Cooling System components.

2. To demonstrate Water Cooling System components.

3. To study working of Thermostat.

4. To draw water flow circuit of the model engine.

SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-IX: Maintenance Schedule. Session-36: Maintenance schedules of Cummins engine

MAINTENANCE SCHEDULES OF CUMMINS ENGINE (KTA 1150-L AND NTA 855-L)

AS PER 09-3X CSM OF RDSO

SCHEDULE – I (TO BE DONE DAILY)

(i) Check the engine oil level for both engines and top up if required.
(ii) Check coolant level in radiator for both engines.
(iii) Check and prevent the water leaks, if any.
(iv) Check the air cleaner vacuum indicator for both engines. If indicator is red, the
outer filter is to be cleaned.
(v) Check the tension of V-belts and correct it, if required for both engines.
(vi) Drain the air tanks after the day’s work.
(vii) Drain the water separator before starting the engine.
(viii) Record the maximum engine temperature of the day’s work.
(ix) Clean the engine and premises.
(x) Check fuel level in Diesel tank.
(xi) Check oil pressure of both the engines on load after two hours working.
(xii) Check the oil leakage from fuel line.
(xiii) Check the oil pressure at idle RPM.

SCHEDULE – II (TO BE DONE AFTER 50 HOURS OF ENGINE RUNNING)

(i) Check the condition of V- belts.

(ii) Check the condition of brake shoes.
(iii) Check electrolyte level and Specific Gravity of batteries.
(iv) Clean the outer air filter element.
(v) Drain the water bowl of diesel tank.

SCHEDULE – III (TO BE DONE AFTER 100 HOURS OF ENGINE RUNNING)

(i) Check high water temperature safety device.

(ii) Check low lube oil pressure safety device.
(iii) Check the throttle control linkage
(iv) Examine the mounting bolts of the engine.

SCHEDULE-IV (TO BE DONE AFTER 200 HOURS OF ENGINE RUNNING)

(i) Change the engine oil.

(ii) Change lube oil filter element.
(iii) Change fuel filter element.
(iv) Lubricate the bearings of all the engine pulleys with grease.
(v) Change super lube. oil by-pass filter element.
(vi) Clean crank case breather.
(vii) Clean the mesh of radiator by pressurized air.
(viii) Replace the outer and inner engine air cleaner element.
Note: Item no. (i), (ii), (iii) and (v) will be done after 250 engine hours.
Item no. (viii) will be done after 500 engine hours.
 SCHEDULE-V
(TO BE DONE AFTER 1000, 3000 and 5000 HOURS OF ENGINE RUNNING)

(i) Change worn out water hoses.

(ii) Overhaul the self starter.
(iii) Overhaul the alternators.
(iv) Overhaul the injectors.
(v) Overhaul the fuel injection pumps.
(vi) Replace the rocker cover gaskets.
(vii) Clean the engine radiator externally.
(viii) Clean the diesel tank.
(ix) Clean the cooling coil.
(x) Replace the batteries on condition basis.
(xi) Check the water pump pulley.
(xii) Check coolant for PH value.
(xiii) Change the filter cartridge of air dryer

SCHEDULE-VI (IOH)
(TO BE DONE AFTER 2000 and 4000 HOURS OF ENGINE RUNNING)

(i) Top overhauls the engines, if required.

(ii) Overhaul the air compressor.
(iii) Replace all the water hoses.
(iv) Overhaul the water separator and air oiler.
(v) Overhaul the air unloader.

SCHEDULE-VII (POH)
(TO BE DONE AFTER 6000 HOURS OF ENGINE RUNNING)

(i) Overhaul or replace the engine.

(ii) Overhaul the radiator fan drive assembly.
(iii) Replace the engine mounting pads.
(iv) Check the engine damper for dynamic balance.
(v) Replace the water separator and air oiler.
(vi) Replace the air unloader.
(vii) Check and clean the cooling coil.
(viii) Test the air tank for rated air pressure

IMPORTANT
(i) Premixed CAC will be used for toping up the radiator.
(ii) API CF-4 15W40 lube oil to be used in engine.
(iii) Engine oil pressure should be minimum 1.5 kg/sq.cm at idle & 2.5 kg/sq.cm on load at
rated RPM after two hours working.
(iv) RPM of engine radiator fan should not be less than 1600 for proper cooling.
(v) Radiator may be replaced if it is blocked more than 20% during service or
badly leaking and not economical to repair.
(vi) Tension of V-belt will be checked at center of belt and it should not be more than 15mm.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-IX: Maintenance Schedule. Session-37: Maintenance schedules of DEUTZ Engine

MAINTENANCE SCHEDULES OF DEUTZ ENGINE

MODEL BF 12 L 513 C AS PER BCM RM-80 OF R.D.S.O

Schedule – I (To be done daily)

1. Check level of the lube oil and top up, if required.

2. Check fuel level and top up if required.
3. Check for any oil leakage from the fuel pump, injectors, fuel supply, and return pipes.
4. Check engine oil pressure after warming up-
(a) at idle speed ( min. 1.5 kg/sq.cm)
(b) on rated speed ( min. 2.5 kg/sq.cm ).
5. Check & correct the tension of alternator V-belt.
6. Check the contamination indicators (pilot lamps) for dry type air filter.
7. Record the maximum engine temperature of the day.

8. Clean engines and their premises.

9. Check the functioning of engine clutch.

Schedule II (To be done after 50 engine hours)

1. Clean air cleaner element (outer) with 1.5 bar pressure of dry air.
2. Change oil in the wet type air filter.
3. Clean the fins of engines and air charge cooler.
4. Clean batteries plug connections and apply petroleum jelly.
5. Check electrolyte level in batteries and specific gravity
i. [Minimum specific gravity = 1.24].

Schedule III (To be done after 100 engine hours)

1. Clean fuel pre-filter (wire mesh).

2. Change the twin stage fuel filter element.

Schedule IV (To be done after 200 engine hours)

1. Change engine oil.

2. Change lube oil filters.
3. Check tappet clearances and adjust if required.
4. Check engine hoses for leakage and condition and do needful.
5. Grease clutch drive shaft bearings.
6. Check clutch fluid level in container.
 Schedule V (To be done after1000, 3000, 5000 engine hours.)

1. Lubricate the accelerating mechanism with oil.

2. Check high pressure fuel pipes clamps.
3. Clean the diesel tanks.
4. Decarbonise cooling coil and check the fittings.
5. Replace the crank case breather element.
6. Change dry type air filter element.
7. Test engine temperature indicator.
8. Change batteries, if required.

Schedule VI (To be done after 2000, 4000 engine hours)

1. Check engine timing and do needful.

2. Check and clean air reservoir.
3. Check the air compressor. Overhaul if necessary.
4. Replace V-belts on condition basis.
5. Overhaul the alternator and starter.
6. Clean turbocharger and do needful.
7. Check anti vibration mountings of the engine and change, if required.
8. Calibrate the fuel injection pump.
9. Calibrate the fuel injectors.

Schedule VII (To be done after 6000 engine hours)

1. De-carbonise the engine heads.

2. Check crank shaft and cam shaft end play.
3. Overhaul the air compressor.
4. Change air inlet hoses.
5. Overhaul blower assembly.
6. Change all the high pressure fuel pipes, pipe clamp, flexible fuel hoses and rubber hoses.
7. Overhaul turbo charger.
8. Change shaft seals and bearings of the clutch drive shaft assembly.
9. Check the exhaust manifold for any defect and clean the same.
10. Change shut down valve on condition basis.
11. Replace twin filter body.
12. Replace cooling coil.
13. Change anti-vibration mountings of the engine.
14. Renew the engine wiring with temperature proof wires.
15. Change engine safety system, if required.
 SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-IX: Maintenance Schedule. Session-38: Maintenance Schedules of MWM Engine

MAINTENANCE SCHEDULES OF MWM ENGINE AS PER OEM

Daily checks:
Prior to starting:
1. Check water level-top up to recommended level. (ref. instruction manual – ph

value)

2. Check engine oil level.

3. Check air filter and dust bowl
4. Clean engine and surrounding

After starting
5. Check oil pressure at idling and maximum speed. Minimum oil pressure: 1.5 kg/cm2 at
idling speed and 2.5 kg/cm2 at rated speed.
6. If oil pressure deviates substantially from recommended, stop the engine and check the trouble shooting chart or call your service
representative.

7. Check coolant water temperature. recommended coolant working temperature – 750c to

850c. Maximum coolant temperature – 950 (engine shutting off)
8. Check engine for leakages.

Every 250 hours

1. Change engine oil.
2. Change oil filters.
3. Remove sump bottom cover and clean the lube. oil suction strainer.
4. Check rubber sleeves and hose pipes, replace if found defective.
5. Check zinc anodes.
6. Change fuel filter elements
7. Check coupling disc on injection pump.
8. Check ‘v’ belts and lubricate raw water pump.
9. Check and re-adjust valve tappet clearance 0.2 mm (cold)
10. Check speed governor and engine shutdown for proper functioning and lubricate

linkages.

11. Check battery.

Every 2000 hours

1. Check bearings of water pump and pulley, replace ‘v’ belts.
2. Check flexible coupling and rubber engine mounts.
3. Check injectors.
4. Clean crankcase ventilation/breather.
5. Check and clean inlet ducts.
6. Remove and clean exhaust piping.
7. Check thermostats
8. Clean heat exchanger
9. Check monitoring functions (engine protection devices).
10. Clean intercooler
11. Renew anti-vibration mounting pads.
12. Clean cooling water passages
13. Check compression
14. Check and service starter & generator.
15. Check all bolts and nuts for specified torques
16. Clean engine and flush radiator.

Every 8000 hours

Further checks to be carried out in order to assess whether top overhauls are required on the
engine, only if deterioration is noticed in the engine performance like:
a) Loss of power
b) Heavy smoke
c) Low oil pressure
d) High oil temperature
e) High water temperature
f) Unusual noise and vibration

In the event of any of the above deficiencies occurring in the engine, it is advised that the
operator carry out the trouble tracing exercise to eliminate these individual deficiencies.
However in case they remain un-rectified compression and injection pressure etc. will reveal
whether it is necessary to carry out decarbonisation and/or other repairs.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps. Session-39: Maintenance Steps to improve Performance

Cummins 10 maintenance Steps

1. Keep Dirt out of the engine
Dirt is the cause of most wear in an engine.
Dirt penetrates the oil film and grinds away the metal.
Valve stems, Guides, faces, Seats, Liner and Piston walls and Piston Rings suffers most from
dirty intake air.
Bearings, Shaft Journal also suffer when dirt gets into lubricating oil.
Hence Keep Dirt / Dust out of your engine
2. Maintain a Lubricating oil film on bearing surfaces.

• Prime the lubricating system as suggested.

• Bar the engine for 2 or 3 rotations while priming.
• Avoid poor lubrication due to low oil pressure,
dilution, partially clogged oil passages / filters or
improper clearances, incorrect oil level and
incorrect grade of oil to eliminate Piston or bearing
seizures.

Hence, ensure oil film on Bearing Surfaces is always present.

3. Regulate the Engine’s Fuel.

• Violations of requirements such as uniform

metered fuel for all cylinders and fine spray of
fuel to mix with air would result in low power,
smoky exhaust, dilution, hard starting etc.

Ensure air supply is not

restricted beyond limit.

Hence, ensure the engine’s fuel is

regulated properly.

4. Control Operating Temperature.

• Water jackets lose ability to ABSORB heat when

they become coated with scale, rust or dirt.
• Water pump CIRCULATE less coolant as impeller
wear and Belt slip.
• Thermostat fails to CONTROL coolant flow
after long period of service.
• Radiators lose ability to DISSIPATE heat as the
core becomes choked internally / externally.
5. Guard Against Corrosion.
Acid, salt or airs in the coolant are the most causes of corrosion.
Corrosion even accelerates to the extent of Cylinder Block, Liners and
Cylinder Head replacement.
Corrosion can be controlled or prevented entirely at little expense of time and money.
Hence, ensure the engine is protected against Corrosion.
6. Let the Engine Breathe.
• Diesel Engine requires about 12,500 gallons
of Air to burn One gallon of Diesel completely.
• Inadequate air supply would result in power loss,
wastage of fuel and bearing failure.
• The exhaust system must carry the exhaust gases with
out restrictions.
Hence, ensure that intake and exhaust system meets the requirements.

7. Prevent Overspeeding.
Cummins engines are protected against
over-speeding during normal operations
by Governors.
Over-speeding is possible allowing a vehicle
on a down grade beyond its rated speed.
Over fuelling and lighter air density can
cause failures to turbocharger.
Over-speeding causes piston to strike and
break valves.

Hence, control on engine speed is must.

8. Know your Engine’s condition.

• Engine gives symptoms and signs of its condition for

the operator or technician to take corrective action.
• Delayed response may lead to serious damages.
• Would help to correct the problems when they are
simple.
• Check lube filter element for particles during
B checks.

Hence, carry out proactive checks to know your engines condition better.
9. Correct Troubles while they are simple.
Engine gives symptoms and signs of its condition for the operator or technician to take
corrective action.
Delayed response may lead to serious damages.
It would help to correct the problems when they are simple.
Preventive measures on warnings would avert costly progressive damages.
Hence, prolonging a complaint must be avoided.
10. Schedule and control your maintenance.
Preventive maintenance is the easiest and least expensive maintenance.
Correct care of your engine would result in longer life, better performance and more economical
operation.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps. Session-40: Precautions in providing Piston Rings on Piston
and assembling in cylinder liner

PRECAUTIONS WHILE FITTING THE PISTON RINGS:

The following precautions must be adhered strictly while fitting the piston rings.

i) Do not fit new piston rings into excessive worn piston grooves.
ii) Do not file the piston ring ends. If is required, file only to a very fine finish so that the
ends may seat squarely.
iii) Do not fit piston rings too tight.
iv) Do not fit an over size ring into a tapered piston.
v) Always fit the bottom most ring first.
vi) Do not fit the rings from piston skirt side.
vii) After fitting the rings into the respective grooves, tilt the piston horizontally. The rings
should fall freely of its own weight.
viii) Check the side clearance in the grooves. It should be as per the manufacturer’s
specification.
ix) The end gap of piston ring is approximately 0.001” per inch of piston diameter.
x) Arrange the end gap of piston rings in a manner so that the gaps for all the rings should
not fall in one line.
xi) While fitting the piston rings apply sufficient quantity of engine lubricating oil.
xii) After fitting the rings into the grooves, rotate the rings in the grooves so that it is free.
xiii) Make sure that the grooves in the piston are cleaned properly.

PRECAUTIONS IN FITTING PISTON RINGS ASSEMBLY INTO CYLINDER LINER:-

1. Before inserting the piston into the cylinder remove the ridge, which is formed on top of
the cylinder. If it is not removed the piston rings may break.

2. Piston rings are compressed by ring compressor for easy and damaged free sliding of
piston into liner.

3. Care should be taken to install the piston facing in the right direction. Many pistons have
a notch or other making that must face to the front of the engine.

4. While inserting connecting rod into piston liner, take care that big end of C.R. do not
scratch the liner or crankshaft main journal.

5. Push the piston into liner gently without applying excessive force.

6. In two stroke cylinders, the ring gaps should not face the port otherwise they may break.

7. To prevent rotation of rings, there are small pins in ring grooves of two-stroke pistons.
This pin should be kept between ring gaps.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps. Session-41: Adjustment of valve (Tappet) clearance

Valve Clearance:
The intentional gap in between the Rocker arm & valve stem (or cross head in case of Cummins
Engines) is known as valve clearance.

Position for valve Clearance adjustment

When both the valves are fully closed then there will be maximum gap in between the valve stem
& Rocker Arm, at that time valve clearance is to be adjusted.

When the piston of any cylinder is at TDC or near TDC in compression stroke, at that time valve
clearance should be adjusted because at that time there will be maximum gap in between valve
stem & Rocker Arm.

We can identify the correct position of piston by the following method:

i) In case of engine fitted with Mico Bosch Fuel supply system.

(a) Remove Injector of cylinder no. (1) & insert a rod which will rest on the piston. Now
rotate the fly wheel in the direction of rotation. With the movement of fly wheel & the piston,
rod will also lift. There will be a point up to which the rod will lift & then it goes in down ward
direction. The point, at which it happens, is TDC. Now check whether it is TDC of compression
stroke or exhaust stroke. If it is at TDC of compression stroke then the rocker arm of inlet &
exhaust valve will not press the valve stem & both the rocker arm will be loose. If it is TDC of
exhaust stroke then both the rocker arm will be in contact with valve stems.
If piston is at TDC of exhaust stroke then rotate the fly wheel by one complete
revolution. Now it will reach at TDC of compression stroke.
(b) There is another method to identify the correct position of piston. Loosen the delivery
pipe of cylinder no. (1) from the fuel injection pumps and rotate the fly wheel in the direction of
rotation. When the piston of that cylinder is about to reach at TDC in compression stroke, the
fuel starts coming out from the delivery pipe. This is the correct position to adjust the valve
clearance because at that time both the valves are fully closed.

(ii) In case of engines fitted with Cummins P.T. fuel supply system such as NT-743 C, NTA-
855-L and KTA 1150-L engines, there are 3 push rods & 3 rocker arms for each cylinder, one
for inlet valves, one for exhaust valves & middle one for the operation of injectors. Just before
completing the compression stroke when cylinder is ready to receive the fuel, first of all the
middle rocker arm, which is provided for injector, starts lifting & then it comes down words.
During the movement of this rocker arm, both the valve will be fully closed & there will be
maximum gap in between the rocker arm & cross head (valve clearance is the gap between the
rocker arm & cross head). At that time we can adjust the valve clearance.

In few engines there are marking on the fly wheel or drive pulley, according to which we can
adjust the valve clearance.
To adjust the valve clearances, after bringing the piston at correct position loosen the lock nut of
adjusting screw which is provided on the push rod.
Place filler gauge of sufficient thickness in the gap & adjust the adjusting screw by screw driver.
Now tighten the lock nut.
After adjusting the valve clearance of cylinder no. (1), rotate fly wheel in the direction of rotation
by 7200/n (n = No. of cylinders). If it is 6 cylinder engine then rotate by 7200/6 = 1200 in the
direction of rotation i.e. 1/3 rev. of crank shaft & get next cylinder, according to firing order,
ready to adjust the valve clearance.
In this way adjust valve clearance one by one of all cylinder according to firing order by rotating
the fly wheel by 1/3rd revolution.

Valve Clearance:

Inlet Valve Exhaust Valve

Cummins engines 0.014” 0.027”
MWM Engine 0.2 mm 0.2 mm
Deutz Engine 0.2 mm 0.3 mm
ADJUSTMENT OF VALVE TAPPET CLEARANCE IN MWM 232 & 234 V-12
ENGINES:
FIRING ORDER OF MWM TBD-232 & 234, V-12 ENGINES:

A1, B2, A5, B4, A3, B1

A6, B5, A2, B3, A4, B6

Procedure – As per Operation & Maintenance Manual:

1. Remove rocker covers of all ‘A’ bank cylinders.

2. Check the condition of the rocker Lever adjusting screw threads and locknut threads. If
the threads are damaged, replace respective adjusting screw or locknut.
3. Rotate the crankshaft in direction of rotation i.e., anti-clockwise viewed from flywheel
side until intake valve of A1 cylinder is just closed. Mark the position and then rotate
the crankshaft further by 180 degrees which signifies No. A1 piston is approximately at
Top Dead Centre in compression stroke.
4. Set intake and exhaust valve clearance to 0.2mm (0.008”). Install rocker cover of A1 to
indicate the completion of tappet setting.

NOTE:
a) While adjusting the valve clearance the right hand rocker lever is exhaust and left side is
intake.
b) Rocker lever or valve which aligns with exhaust manifold exit is exhaust rocker lever or
exhaust valve and the remaining is intake valve.

Continue to rotate the crankshaft in D. O. R. i.e. anti-clockwise until intake valve of A2

cylinder is just closed. Further rotate the crankshaft by ½ turn (1800) and set valve clearance to
0.2mm (0.008”)

Follow the same procedure:

For A3, A4, A5 & A6.

After the completion of ‘A’ bank tappet adjustment, move to ‘B’ bank and commence with B1
cylinder and follow the same procedure as followed in ‘A’ bank.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps Session-42: Adjustment of injection timing and testing of
Nozzles

ADJUSTMENT OF INJECTION TIMING:-

(1) Place the pump on the foundation and tighten its foundation bolt by hand.
(2) Loose the bolts of pump coupling.
(3) Rotate the engine and bring the piston of one no. cylinder at T.D.C of compression
stroke. Generally one no. cylinder is nearest to radiator. At this time, check the T.D.C
mark on flywheel by inspection hole of flywheel housing.
(4) Rotate the engine a little in reverse direction and bring the ‘INJ’ mark on Flywheel in
coincidence with the pointer of inspection hole, so that the injection will start before
the T.D.C of piston.
(5) Open the inspection plate of fuel pump and rotate the pump in its direction of rotation
till the one no. plunger starts lifting.
(6) In this position tight the engine coupling with pump coupling.

Now rough timing has been set and for fine adjustment, do the following
works:-

(7) Remove delivery valve holder, delivery valve, spring peg seat and joint washer.
(8) Fit spill cut-off at the place of holder.
(9) Connect fuel inlet line with pump.
(10) Do hand priming and fill the fuel gallery of pump.
(11) When gallery becomes full, remove the air through vent screw till the clear diesel starts
coming.
(12) Bring the control lever or control rack in full position.
(13) Loose the fine adjustment bolt on pump coupling.
(14) Rotate the coupling by hand as much as its movement for fine adjustment. Stop rotating
when diesel stops coming out through spill pipe. Remember that plunger should be in
lifting position, not in down going position.
(15) Tight the fine adjustment bolt at this time.
(16) Unscrew the spill cut-off pipe and fit the delivery valve and its parts after cleaning in
diesel.
(17) Fit all injection pipes after cleaning.
(18) Tight the pump foundation completely and check the coupling bolt and adjusting bolt.
(19) Fit the inspection cover of pump.

(20) Fill lubricating oil in injection pump and governor as per manufacturer; oil is filled in
mechanical governor, not in pneumatic governor.
(21) Keep injector pipe loose at injectors and rotate the engine by self starter. When the
diesel starts coming through the pipes, then tight the pipes at injectors.
(22) Self start the engine and after warming up adjust idle speed by stop screw.
(23) Diesel should not leak through pipes, filters or bleeding screw.
TEST AND ADJUSTMENTS OF INJECTORS

These tests are done on injector testing machine to test an injector:

1. Pressure test.
2. Leak-off test.
3. Spray test.

1. Pressure test: - Clamp the injector on the tester and operate the tester pump. Note the
reading of the dial indicator at which the injector nozzle starts spraying. It gives pressure
reading. It should be the same as recommended by the company. If it is less, then tighten the
adjusting screw of the injector. If it is more, then loosen the adjusting screw. Repeat the
process until the correct pressure reading is obtained. Finally, tighten the lock nut.

2. Leak off test: - Clamp the injector

on the tester and built up the
pressure about 150Kg/cm2 by
operating the tester pump. Keep this
pressure for about 10 seconds. If the
pressure drops, it shows that there is
leakage in the injector. Check the
nozzle seat and nozzle valve needle
and nozzle body. Correct the seat
and needle by grinding and lapping,
and after that again do the leak off
test.

3. Spray test: - Spray test is also done on the same injector testing machine. While operating the
tester pump, see carefully the spray. It should not like a current of oil or with drops splitting
away, but it should be fully atomized.
SUB-DISCIPLINE:- INTERNAL COMBUSTION ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps. Session-43: Inspection of crankshaft.

INSPECTION OF CRANK SHAFT:

A) Check for cracks:

Make a very careful inspection for cracks.

B) Alignment check:
Position the crank shaft on a pair of “v” blocks or in the lathe. With the help of dial test indicator
take reading on two intermediate journals. Run out should not be more than 0.002”.

C) Roughness:
There should not be any sign of roughness on journals and crank pins. It is checked with a
copper piece by rubbing a copper piece on the journals or pin, it should not leave any sign.

D) Discolourisation:
Bluing (bluish) color indicates over heating.

E) Bend test:
Place the crank shaft on a pair of “V” locks on a surface plate turn the crank shaft and bring a
pair of crank pins at T.D.C. Taking reading with a dial test indicator for equal height. Bring the
same paid crank pins to B.D.C. And note reading, repeat the same on the other pins. From the
reading the bend can be checked up.

F) Twist test:
Place the crank shaft on a pair of “v” blocks. Bring no. 1 crank pin at T.D.C. And scribe a
vertical line on the fly wheel with the help of fitter square. Turn the crank shaft and bring no 1
crank pin to B.D.C. And scribe another vertical line. If both the lines scribe are coinciding, then
there is no twist similarly check the other pins also.

G) Bow test:
Place the crank shaft as above and check the reading on the intermediate journals by a dial test
indicator. If they are gradually increasing or decreasing outwardly, it means there is a bow.

H) Test for static balance:

Place the crank shaft main journals on a knife edge “V” block with a pair of pins a T.D.C. Push
the crank shaft with a finger. If it falls to B.D.C. and stays there the crank shaft is out of balance.

I) Ovality and taper wear:

Check main journals and crank pins with a micro meter to determine if they are out of round.
Measurement should be taken in several places; to check for taper wear. If the journals and pins
are tapered or out of round more than .003”, they should be reground.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 44)
Lesson-X: Maintenance Steps. Session-44: Trouble shooting of Cummins Engine.

TROUBLE SHOOTING OF CUMMINS ENGINE AS PER PLASSER MAKE WORSITE

TAMPERS (08-32) OF RDSO
S. Faults Probable Causes Remedial Actions
No.
1. Engine does 1. Emergency stop Emergency stop switch should be in release
not start switch is pressed. position.
2. No fuel in the tank. 2. Fill fuel in the tank and bleed air from
fuel system as given in following steps:
i) Loosen the bleed plug on the fuel filter and
operate the priming pump until the fuel emerges
free of bubbles. Tighten the bleed plug.
ii) Then loosen banjo plug on injection pump
and operate the priming pump until fuel emerges
free of bubbles. Tighten the banjo plug.
3. Shut down 3. Check the electrical supply at coil. if it is ok,
mechanism is stuck then lubricate the piston of shut down coil and
mechanism with lube oil and operate it
manually. If still not working, then coil may be
defective. Replace it.
4. Air in fuel system. 4. Bleed air from fuel system as explained in
item no. 2 above.
5. Governor is stuck. 5. Replace the complete fuel injection pump.
6. Misconnection of 6. Check starting switch and if any
starting switch. misconnection is noticed, rectify it.
7. Valve clearance is 7. Adjust the valve clearance as given in engine
not proper. manual.
8. Weak batteries. 8. Check electrolyte level in the batteries.

Terminals should be clean and the charging

system should be working. Over-aged

batteries should be replaced.

9. Injectors not 9. Remove defective injectors and get them

properly functioning. overhauled/calibrated or replace them with new
one.
10. Valves not 10. i) Check the valves spring and replace the
seating properly. broken spring if any.
ii) Lap the valves.
iii) Lap the valve seat, if required.
2. Engine 1. Coolant level too 1. Check coolant level and top up to the mark in
running too low. the filler neck.
hot. 2. Defective 2. Check thermostat as given in the
thermostat following steps:
i) Drain cooling water and catch it for reuse.
ii) Loosen hose clamps, pull back hoses and then
remove thermostat.
 iii) Heat the water in container to approx. 85o C
and place thermostat in it. Maintain
temperature of water by agitating

2. Engine 2. Defective thermostat iv) By short-circuiting and radiator opening,

running too check whether the thermostat opens fully. If
hot. not, then install new thermostat.
3. Defective water pump. 3. Check/repair the water pump.
4. V-belt for water pump 4. Check the V-belt tension. To adjust, release
needs adjustment. the guide pulley and regulate tension in the
belt. Then tighten the guide pulley.
If required, replace the V-belt.
5. Oil cooler not working 5. Repair / replace the Oil Cooler.
properly.
6. Valve clearance is not 6. Adjust the valve clearance as explained in
proper. engine manual.
7. Air filter is choked. 7. Clean the air filter.
8. RPM of coolant fan is 8. Adjust the RPM of the motor to 1600. Check
too low. hydraulic system and change pump and motor if
necessary.
9. Water radiator choked. 9. Get the radiator cleaned.

10.Radiator cap missing or 10. Fit new cap.

worn out
11. Water hose too old. 11. Replace the water hose.
3. Engine 1. Dirty fuel filter. 1. Check fuel filters and if necessary Change it
misfiring filter.
2. No / less fuel in tank. 2. Fill fuel in the tank and follow steps as given
in s. no.1, item no.2.
3. Air in fuel system. 3. Bleed air from the fuel system as explained
in s. no.1, item no.2.
4. Defective Injector. 4. Remove the defective injector and get them
overhauled/calibrated/ replace with new one.
5. Valve clearance is not 5 Adjust valve clearances as given in engine
proper. manual
6. Fuel injection timing not 6. Adjust the timings.
proper.
Excessive 1. Engine oil level too 1. Check oil level. For this, draw dipstick and
4. engine high. clean with lint-free cloth. Return dipstick, wait
smoking. a little until the oil has wetted the dipstick. Then
remove the dipstick again and check oil level.
2. Defective injector 2. Follow the s.no.1, item no.9.
3. Valve clearance is not 3. Follow the s. no.1, item no.7.
proper.
4. Air in fuel system. 4. Follow the s.no.1, item no.2.
5. Clogged air cleaner. 5. Clean the element or change if required.
6. Excessive carbon on 6. De-carbonise the engine.
cylinder head and piston.
7. Engine overloaded. 7. Check and reduce the load.
5. Engine 1. No fuel. 1. Fill fuel in the tank and follow the steps as
stops given in s. no. 1, item no.2.
 2. Air in the fuel system. 2. Bleed air from fuel system as explained in s.
no.1, item no.2.
3. Valve clearances are not 3. Adjust the valve clearances as explained in
proper. s.no.1, item no.7 above.
4. Governor is stuck. 4. Replace complete fuel injection pump.
5. Overheating of engine 5. Take remedial action as given in s.no.5
below.
6. Shut down circuit fails. 6. Check the electrical circuit and repair as
required.
6. Engine 1. Incorrect Injector 1. Remove the faulty injector and get it reset or
knocking setting. replace it with new one.
2. Mechanical damage to 2. Get the engine top overhauled.
piston/cylinder.
3. Valve clearance is not 3. Adjust the valve clearance as given in
proper. engine manual.
4. Fuel injection timing is 4. Correct the timings.
not proper.
7. Output of 1. Dirty fuel filters and 1. Check the fuel filters and if necessary change
the engine fuel line. it.
too low 2. Air in fuel system. 2. Bleed the air from system as explained in s.
no.1, item no.2.
3. Defective Injectors. 3. Remove the defective injectors and get them
overhauled or replace with new one.
4. Valve clearances are not 4. Adjust the valve clearances as given in
proper. engine manual.
5. Air filter choked. 5. Clean the air filter element or replace if
required.
6. Improper compression 6. Engine needs to be top overhauled.
7. Governor is stuck. 7. Replace the complete fuel injection pump.
8. Oil pressure 1. Dirty lube oil filter. 1. Replace the lube oil filter.
low. 2. Oil control valve not 2. Repair the control valve or replace it.
working.
3. Dirty oil cooler 3. Clean the oil cooler.
9. Oil film 1. Incorrect compression. 1. Engine needs to be top overhauled
present in
crank case 2. Lube oil brands. 2. Use lube oil of proper brand and grade as
ventilation recommended by the OEM.
10 Engine 1. Air in fuel system 1. Bleed air from the system as explained in s.
. speed is no.1, item no.2.
irregular. 2. Governor is stuck. 2. Replace complete fuel injection pump.
11 Fuel 1. Use of incorrect lube oil 1. Use proper grade and quality lube oil.
. consumptio brand.
n too high. 2. Incorrect setting of 2. Overhaul/ Replace the defective injectors.
Injector.
3. Incorrect engine timing. 3.Get the engine timing reset.
4. Clogged air filter. 4. Clean the air filter.
5. Poor compression 5. Engine needs to be top overhauled.
12 Lube oil 1. Incorrect lube oil brand. 1. Use proper grade and quality lube oil as
. consumptio recommended by OEM.
n too high. 2. Poor compression 2. Engine needs to be top overhauled.
3. Oil filter dirty. 3. Replace the filter.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 44)
Lesson-X: Maintenance Steps. Session-45: Trouble shooting of Deutz and MWM Engine.
TROUBLE SHOOTING GUIDE OF BALLAST CLEANING MACHINE (RM-80)
ENGINE: DEUTZ - BF-12L 513C 453HP @ 2300 rpm

Faults Probable Causes Remedial Actions

1. Engine 1. Emergency stop switch Emergency stop switch should be in release position.
doesn't is depressed.
start. 2. No fuel in the tank. 2. Fill fuel in the tank and bleed air from fuel
system as explained below:
Loosen the Bleed Plug on the fuel filter and operate
the priming pump until the fuel is free from air
bubbles. Tighten the bleed plug.
Then loosen Banjo Plug on injection pump and operate
priming pump until fuel is free from air bubbles.
Tighten the Banjo Plug.
3. Shutdown mechanism 3. Check shut down mechanism
stuck. i) Release engine shutdown lever from stop position.
ii) Check electrical shutdown circuit for proper
functioning.

4. Air in fuel system. 4. Bleed air from fuel system as explained in s. no. 1,
item 2 above.4. Bleed air from fuel system as
explained in s. no. 1, item 2 above.
5. Governor is stuck. 5. Replace complete fuel injector pump.
6. Misconnection of 6. Check starting switch and if any misconnection is
starting switch. noticed, rectify it.
7. Faulty valve clearance Adjust the valve clearance following these steps:
i) Unscrew bolts and remove cylinder cover.
ii) Crank the engine until the inlet valve is closed, then
turn approximately half turn further.

iii) The feeler gauge of 0.20mm and 0.30mm should

pass between rocker lever and the cross head for the
exhaust and intake valve with suction consequently.
This will be done by loosen the lock-nut and readjust
by means of setting screw. Renew gasket sealing ring
of cylinder head cover.
iv) Tighten the lock-nut and readjust valve
clearances with the prescribed feeler gauge mentioned
in SL(iii)

8. Not de-clutched. 8. De-clutch where possible

9. Wrong SAE grade of 9. Replace by correct type of oil.
engine oil or poor quality
of oil.
10. Cable connection 10. Check the same.
starter circuit loose /
oxidized
1. Engine 11. Weak batteries. 11. Check electrolyte level in the batteries. Terminals
doesn't should be clean and the charging system should be
start. working. Over-aged batteries should be replaced.
12. Injectors not 12. Remove faulty injectors and get it
properly functioning. overhauled/calibrated or alternatively replace it with new
one.
13. Valves not 13. i) Check the valve springs and replace the broken
seating properly. spring if any.
ii) Lap the valves.
iii) Lap the valve seat, if required.
14. Too much fuel in 14. i) Clean fuel return pipe.
engine or flooded ii) If return pipe is already clean, calibration of fuel
engine. pump may be defective and should be got calibrated.
15. Starter defective 15. Check, rectify or replace.
or starter relay
defective or pinion
does not engage.
2. Engine 1. No fuel. 1. Fill fuel in the tank and follow steps same as 1(2).
stops 2. Air in the fuel 2. Bleed air from fuel system as explained in steps same as
suddenly system. 1(2).
during 3. Valve clearances 3. Adjust valve clearances as explained in 1.7.
run. are not proper.
4. Governor is stuck 4. Governor needs repairs/ overhauling in workshop.
up.
5. Overheating of 5. Take remedial action same as 1(5).
Engine
6. Fuel filter / fuel 6. Check / clean/replace as per need.
pre-filter
contaminated.
7. Shut down circuit 7. Check and repair the faulty circuit.
fails.
8. Lube oil pressure 8. i) Check lube oil pump.
too low.
ii) V-Belt for lube oil pump may be broken. Change with
new one.
iii) Wrong grade of lube oil. Use proper grade of oil.
3. Engine 1. Dirty fuel filter. Check fuel filters and if necessary replace the same.
misfiring. 2. No / less fuel in 2. Fill fuel in the tank and follow steps same as 1(2).
tank.
3. Air in fuel system. 3. Bleed air from the system, same as 1(2).
4. Faulty 4. Remove the faulty injector and get it overhauled /
Injector/Injection line calibrated. Alternatively, replace the faulty injector with
leaky. new one.
5. Faulty valve 5. Adjust valve clearances
clearance.
6. Fuel injection 6. Correct the timings or call the service engineer.
timing improper.
4. Excessive 1. Restricted fuel 1. Check the fuel lines.
black lines.
smoke at
idle.
4. Excessive 2. Plugging of 2. Injectors needs cleaning
black injector spray holes
smoke at 3. Cracked injector 3. Replace the broken one.
 idle. body
4. Long idle period 4. Do not run the engine at idle speed for long period.
5. Gasket blow-by or 5. Replace the defective gasket
leakage
Broken or wrong 6. Use the piston rings of standard part no. from engine
piston rings manufacturer
7. Injectors needs 7. Get the engine calibrated through specified agency
calibrations
5 Excessive 1. Excessive white 1. Use proper grade of fuel. It will be better if fuel is tested
white smoke at idle chemically
smoke at 2. Cracked injector 2. Replace the cracked one
idle body
3. Coolant 3. During winter season top up the radiator with boiled
temperature low water to keep the water temperature normal.
4. Long idle periods 4. Do not run the engine at idle speed for long periods.
5. In correct valve 5. Correct valve and injection timing
and injection timing
6. Excessive 1. Restricted air in 1. Clean the air filter or replace if required
smoke take
under load 2. Dirty turbo charger 2. Get it clean
3. Poor quality of fuel 3. Same as 5(1).
4. Restricted fuel 4.Check the fuel lines and clean it as per requirement
lines
5. Fuel pump 5.Get the fuel pump calibrated through specified agency
calibration in correct
6. Injector needs 6. Get the injector calibrated through the specified agency.
calibration
7. Engine due for 7. Get the engine overhaul through service engineer of
overhaul engine manufacturer.
7. Engine 1. Coolant level too 1. Check coolant level and top up with coolant up to the
running low. mark in the filler neck.
too hot. 2. Oil cooler/ cooling 2. Clean oil cooler/cooling fins.
fins soiled.
3. Air Blower 3. Check and replace.
defective.
4. Air Blower 4. Replace broken coupling/ bushes.
coupling broken.
5. Faulty valve 5. Adjust the valve clearance, same as 1 (7).
clearances
6. Atmospheric air 6. CHECK.
temperature rise/ hot
air circulation.
7. Oil level too low or 7. Keep the oil level within limits.
high.
8. Engine 8. Check and reduce loads.
overloaded.
7. Engine 9. Lube oil pressure 9. Engine has to be repaired at workshop.
running too low.
too hot. 10. Faulty fuel pump. 10. Repair the pump or replace as required.
11. Choking of 11. Clean the cylinder fins with water jet during monthly
corrugated fins of schedule and clean the engine externally daily before and
cylinder. after the block with compressed air jet.
8. Engine 1. Incorrect Injector 1. Remove the faulty injector and get it reset or
 knocking setting or defective alternatively replace it with new one.
injector
2. Mechanical 2. Call in the service engineer.
damage to piston
ring/liners.
3. Connecting rod 3. Replace connecting rod bearing.
bearing damaged
4. Injection line 4. Check the leakage.
leaky
5. Fuel filter / fuel 5. Check/clean/replace.
pre-filter
contaminated.
6. Incorrect tappet 6. Adjust tappet clearance.
clearance.
7. Faulty fuel pump. 7. Repair /Replace the pump.
9 Output of 1. Dirty fuel filters 1. Replace fuel filter and clean fuel line. Same as 3(1).
the engine and fuel line.
too low. 2. Air in fuel system. 2. Bleed air from system as explained, same as 1(2).
3. Faulty 3. Remove faulty injector/Fuel pump and get it overhauled
Injector/Fuel or alternatively replace it with new ones
Pump.
4. Faulty valve 4. Adjust valve clearances same as Sl. No. 1(7).
clearances.
5. Air filter choked. 5. Clean/replace air filter element.
6. Leakage of 6. Engine needs repairs in work-shop.
compression
7. Governor sticking. 7. Governor needs repairs in workshop
10 Oil 1. Dirty lube oil 1. Replace the lube oil filter element.
pressure filter.
low. 2. Improper oil grade 2. Use proper grade of engine oil.
3. Oil control valve 3. Call the service engineer for repair of control valve.
not working.
4. Oil level too low 4. Fill the oil up-to the required level
5. Excessive 5. Check
inclination of engine
6. Dirty oil cooler. 6. Call in the service engineer for cleaning of the oil cooler.
10 Oil 7. Excessive wear in 7. Engine needs to be overhauled in workshop.
pressure connecting rod/ main
low. bearing.
8. Mixing of diesel 8. Call the service engineer of OEM.
or coolant in Engine
oil.
11 Oil film 1. Incorrect 1. Engine needs repairs at work-shop or call in the service
. present in compression. engineer.
crank case 2. Wrong grade of 2. Use lube oil of proper brand and grade as recommended
ventilation lube oil. by the OEM.
.
12 Engine 1. Air in fuel system. 1. Bleed air from the system , same as sl.no.1 (2).
. speed is Governor struck-up. 2. Call in the service engineer. Governor needs repairs.
irregular. 3. Incorrect firing 3. Adjust firing order (1,8,5,10,3,7,6,11,2,9,4,12).
order
4. Incorrect fuel 4. Get the fuel pump calibrated through specified agency.
 pump calibration.
13 Fuel 1. Incorrect setting 1. Replace or overhaul faulty injector.
consumpti of Injector.
on too 2 Incorrect valve 2. Get the engine timing reset.
high. and injection timing
3. Clogged air filter. 3. Clean air filter.
4. Poor compression. 4. Call the service engineer. Engine needs repairs in
workshop.
5. Lube oil level too 5. Keep the oil level within limits.
high
14 Lube oil 1. Incorrect lube oil 1.Use proper grade and quality lube oil as recommended
. consumpti brand by OEM.
on too
2. Excessive 2. Check.
high.
inclination of engine.
3. Oil level too high. 3. Keep the oil level within limits.
4.Oil leaking from 4. Overhaul the compressor
compressor.
5.Poor compression. 5. Replace compression rings or valve, valve seat or lap.
6. Broken or wrong 6. Engine is due for overhauling.
piston rings / piston /
liner.
15 Mixing of 1. Defective injector. 1. Replace the defective injector.
. diesel in 2. Long idle periods 2. Do not run the engine at idle speed for long periods.
oil. 3. Internal/external 3. Prevent the leakage
fuel leakage.

TROUBLE SHOOTING GUIDE OF BALLAST CLEANING MACHINE (RM-80)

POSSIBLE DISTURBANCES IN TURBO-CHARGED DIESEL ENGINES WITHOUT

BOOST PRESSURE CONTROL VALVES
16.1 Lack of 1.0 Air filter system dirty. 1.0 Examine filter system, service or
power boost Suction and pressure pipes replace filter if required. Check and repair
pressure too deformed and /or leaking. or replace pipes, tighten un-tight joints.
low. 1.1 Too high flow resistance 1.1 Check exhaust brake, pipes, gaskets
in the exhaust gas system and silencers, carry out repairs required.
and / or leakage un-stream
of turbine.
1.2 Injection unit and/or 1.2 Check setting values and function,
fuel system defective correct if required.
1.3 Compression too low 1.3 Check valves, cylinders and pistons,
service or replace defective parts if
required.
1.4 Charge air cooler dirty. 1.4 Clean unit and replace if necessary.
1.5 Turbocharger defective. 1.5 Examine turbocharger, repair or
Wheels rubbing on housing replace if necessary.
walls.
16.2 Power and / Injection unit defective Check setting values and correct if
or boost required.
pressure too
high.
16.3 Black Same as points 1.0, 1.3, 1.4, See points 1.0, 1.3, 1.4, 1.5
exhaust 1.5
 smoke.
16.4 Blue exhaust 1. Worn valve guides and 1. Measure blow-by volume at crankcase
smoke piston rings. outlet. Overhaul engine if required.
2. Compressor side and / or 2. Examine turbocharger, repair or replace
turbine-side sealing in the it as required.
turbocharger defective.
3 Turbocharger oil drain- 3. Clean oil drain pipe, repair if necessary.
pipe clogged and / or
deformed.
16.5 Oil leakage 1. Oil-feed pipe and/or oil 1. Clean Turbocharger, check for leakage
at drain pipe loose and leaking and rectify.
turbocharger. 2.Leakage at connection 2. Repair or replace turbocharger.
between compressor and
bearing housings

17.0 IMPORTANT: In case of engine failure during traffic block working

17.1 Machine Engine failed/cordon Since engine no. 1 failed, to reduce the time
stopped during shaft connecting engine and avoid process of connection and
working in no. 1 and gear box disconnection of pipes, the system is modified
block section/ failed/ Failure on main for speedy winding up.
engine no. 1 gear box no. 1 in block In this system arrangement has been made
failed section. to receive hydraulic pressure from external
source, so that various assemblies can be lifted
and locked in case of failure of both the
engines.
After locking up the various assemblies such
as chain trough, lifting unit etc, the machine
can be moved with only engine no. 2 working
and axle no. 3 & 4 powered. The electrical
circuit of axle 1 and 2 automatically gets
disconnected. When engine no. 1 shut down
and separates isolation of these switches is not
necessary.
17.2 Machine Engine no. 2 failed / The winding of the machine can be done as
stopped during cordon shaft connecting usual because the hydraulic pump for these
working in engine and gearbox operations are run by the engine no. 1. After
traffic block / failed/failure of main winding up, the machine can run with axle no.
engine no. 2 of gearbox. 1 and 2 powered. Electrical isolation of axle
the machine no. 3 & 4 takes place when engine no. 2 is shut
failed. down.
17.3 Both engine no. It is not possible to start Immediately ask for assisting power.
1 and 2 failed either of the engine Separate backup system is not provided on this
in the block during traffic block / machine.
section. working. Normally these machines are followed by
tamping machines. In this case a separate
hydraulic pipe can be connected from the
tamping machine to the BCM as explained in
item 15.1 and winding up of the machine can
be carried out. For this purpose hydraulic pipe
SAE 100R2 size 5/8" of 30 meter long with end
fittings should be kept on the machine.
After winding up, the section can be cleared by
coupling to the tamping machine or by assisting
engine.

BCM other than Sl. No. 285 to 291 are

provided hand operated hydraulic system (back
up system) to wind up the machine.
TROUBLE SHOOTING MANUAL OF 09 –32 CONTINUOUS TAMPING
MACHINE ENGINE (MWM TBD 232 V 12)

S. Faults Probable Causes Remedial Actions

No
1. Engine does 1. Emergency stop Emergency stop switch should be in release
not start. switch is pressed. position.
2. No fuel in the 2. Fill fuel in the tank.Bleed air from fuel system
tank. in the following steps:
i) Loosen the bleed plug on the fuel filter and
operate the priming pump until the fuel emerges
free of bubbles. Tighten the bleed plug.
ii) Then loosen banjo plug on injection pump
and operate priming pump until fuel emerges free
of bubbles. Tighten the banjo plug.
3. Shut down 3. Check the electrical supply at coil if it is ok,
mechanism stuck then lubricate the piston of shut down coil
mechanism with lube oil and operate it manually.
If still not working, then coil may be defective.
Replace it with new one.
4. Air in fuel 4. Bleed air from fuel system as explained in
system. s.no.1,item 2 above.
5. Governor is 5. Call in the service engineer. Governor needs
stuck. repairs.
6. Misconnection of 6. Check starting switch and if any misconnection
starting switch. is noticed, rectify it.
7. Valve clearance To check valve clearances, follow these steps:
is not proper. Unscrew bolts and remove cylinder cover.
Crank engine until the inlet valve is closed. Then
turn approx. ½ turn further.
The feeler gauge should pass between the valve
cone end and the rocker lever with suction.
If the valve clearances need resetting, loosen the
lock nut and readjust by means of the set screw.
Tighten lock nut and recheck valve clearances.
Renew gasket, sealing ring and fit cylinder head
cover.
8. Weak batteries. 8. Check electrolyte level in the batteries.

Terminals should be clean and the charging

system should be working. Over-aged batteries

should be replaced

9. Injectors not 9. Remove Defective injectors and get it

properly overhauled/calibrated or alternatively replace it
functioning. with new one.

10. Valves not 10. i) Check the valves spring and replace the
 seating properly. broken spring if any.
ii) Lap the valves.
iii) Lap the valve seat, if required.
11. Too much fuel 11. Clean fuel return pipe.
in engine.
2. Engine 1. No fuel. 1. Fill fuel in the tank and follow steps as in s. no.
stops 1, item no.2.
2. Air in the fuel 2. Bleed air from fuel system as explained in s.
system. no.1, item no.2.
3. Valve clearances 3. Adjust valve clearances. See s.no.1, item no.7
is not proper. above.
4. Governor is 4. Call in, the service engineer. Governor needs
stuck. repairs.

5. Overheating of 5. Take remedial action as in s.no.5 below.

engine
6. Shut down 6. Recheck and repair the circuit.
circuit fails.
3. Engine 1. Dirty fuel filter. Check fuel filters and if necessary-
misfiring i) Change fuel filter.
ii) Change fuel filter elements.
iii) Clean the inlet filter.
2. No / less fuel in 2. Fill fuel in the tank and follow step in s. no.1,
tank. item no.2.
3. Air in fuel 3. Bleed air from the system. Same as s. no.1,
system. item no.2.
4. Defective 4. Remove the defective injector and get it
Injector. overhauled / calibrated/ replace with new one.
5. Valve clearance 5 Adjust valve clearances as in s. no.1, item no.7.
is not proper.
6. Fuel injection 6. Correct the timings or call the service
timing not proper. engineer.
4. Excessive 1. Engine oil level 1. Check oil level. For this purpose, draw dipstick
engine too high. and clean with lint-free cloth. Return dipstick,
smoking. wait a little until the oil has wetted the dipstick.
Then remove dipstick again and check oil level.
2. Defective 2. Same as s.no.1, item no.9.
injector
3. Valve clearance 3. Same as s. no.1, item no.7.
is not proper.
4. Air in fuel 4. Same as s. no.1, item no.2.
system.
5. Clogged air 5. Clean element and change oil.
cleaner.
6. Excessive carbon 6. De-carbonise the engine.
on cylinder head
and piston.
7. Engine 7. Check and reduce the load.
overloaded.
5. Engine 1. Coolant level too 1. Check coolant level and top up with coolant up
running too low. to the mark in the filler neck.
 hot. 2. Defective 2. Check thermostat as in the following steps:

thermostat i) Drain cooling water and catch it for reuse.

ii) Loosen hose clamps, pull back hoses and then
remove thermostat.
iii) Heat water in container to approx. 85o C and place thermostat in
it. Maintain temperature of water by agitating.

iv) By short circuiting and radiator opening,

check whether the thermostat opens fully. If not,
call in the Service Engineer to fit new thermostat.
Or
Alternatively check temperature of coolant in
radiator for functioning of thermostat.
3. Defective water 3. Call in the service engineer to check/repair
pump. water pump.

4. V-belt for water 4. Remove V-belt guard and check V-belt

pump needs tension. To adjust, release take-up pulley mount
adjustment. or generator and regulate tension in the belt. Then
tighten the take-up pulley. If required, replace the
V-belt.
5. Oil cooler 5. Call service engineer for repair/ replacement of
properly not Oil Cooler.
working.
6. Valve clearance 6. Adjust valve clearance as explained in s. no.1,
is not proper. item no.7.
7. Air filter is 7. Clean air filter.
choked.
8. RPM of coolant 8. Adjust RPM of the motor to 1650. Check
fan is too low. hydraulic system and change pump and motor if
necessary.
9. Water radiator 9. Get the radiator cleaned in work-shop.
choked.
10.Radiator cap 10. Fit new cap.
missing or worn out
11. Water Hose too 11. Replace water hose.
old.
6. Engine 1. Incorrect 1. Remove the faulty injector and get it reset or
knocking Injector setting. replace it with new one.
2. Mechanical 2. Call in the service engineer.
damage to piston/
cylinder.
3. Valve clearance 3. Adjust valve clearances, as explained in s.
is not proper. no.1, item no.7.
4. Fuel injection 4. Same as s. no. 3, item 6.
timing not proper.
7. Output of 1. Dirty fuel filter 1. Clean fuel filter see s. no.3, item no.1.
the engine and fuel line.
too low 2. Air in fuel 2. Bleed air from system as explained in s. no.1,
system. item no.2.
3. Defective 3. Remove defective injector and get it
Injector. overhauled or replace it with new one.
4. Valve clearances 4. Adjust valve clearances as explained in s. no.1,
 are not proper. item no.7.
5. Air filter choked. 5. Clean air filter element and change oil.
6. Improper 6. Engine needs repairs in workshop.
compression
7. Governor is 7. Call in the service engineer. Governor needs
stuck. repairs.
8. Oil 1. Dirty lube oil 1. Replace the lube oil filter.
pressure filter.
low. 2. Oil control valve 2. Call the service engineer for repair of control
not working. valve.
3. Dirty oil cooler 3. Call in the service engineer for cleaning of the
oil cooler.
Oil film 1. Incorrect 1. Engine needs repairs in workshop.
9. present in compression.
crank case 2. Lube oil brands. 2. Use lube oil of proper brand and grade as
ventilation recommended by the OEM.
10. Engine 1. Air in fuel 1. Bleed air from the system as explained in s.
speed is system no.1, item no.2.
irregular. 2. Governor is 2. Call in the service engineer. Governor needs
stuck. repairs.
11. Fuel 1. Incorrect lube oil 1. Use proper grade and quality lube oil.
consumptio brand.
n too high. 2. Incorrect setting 2. Replace or overhaul Defective injector.
of Injector.
3 Incorrect engine 3. Get the engine timing reset.
timing.
4. Clogged air 4. Clean air filter.
filter.
5. Poor 5. Engine needs repairs in workshop.
compression
12. Lube oil 1. Incorrect lube oil 1. Use proper grade and quality lube oil as
consumptio brand. recommended by OEM.
n too high. 2. Poor 2. Engine needs repair in workshop.
compression
3. Oil filter dirty. 3. Replace the filter as explained in s.no.8 item
no.1.
SUB-DISCIPLINE:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps. Session-46: Setting of Torque wrenches, tightening torque of
different engine assemblies, Clearance of moving parts.

Setting of Torque wrenches:-

Torque wrench is a device used for tightening a bolt / nut with a pre-determined torque. It is an
essential tool required for engine repair. Normally a torque wrench provides a facility of setting
pre-determined torque in three units –
1. Feet-pound (ft-lb)
2. Kilogram-meter (kg.-m)
3. Newton-meter (N-m)

At the rear end of the torque wrench a small handle is provided which is opened and rotated for
setting the pre-determined torque. The sleeve on the torque wrench handle moves and its mark
coincides with the graduated mark in any of the three torque units. After setting the torque
wrench at the pre-determined torque in this way, it is used for rotating the box type wrench. As
soon as the bolt / nut attains the pre set torque the torque wrench sounds and further rotation of
box type wrench stops.

Tightening torque of different engine assemblies:-

A) Cummins KTA 1150 L Engine.

a) Cylinder head cap screw torque value b) Fly-wheel and fly wheel housing

Step Cadmium Plated Cap-screws Fly wheel New min. New max.
No. (Silver or Gold Colour) mounting ft-lb [N-m] ft-lb [N-m]
1 40 to 60 ft-lbs [54 to 81 N-m] torque
2 110 to 130 ft-lbs [149 to 176 N-m] Tighten to 100 [136] 120 [163]
3 180 to 190 ft-lbs [244 to 258 N-m]
Advance to 200 [271] 220 [298]
4 250 to 260 ft-lbs [339 to 353 N-m]
Step Lubricated Cap-screws (Black) Fly wheel New min. New max.
No. housing ft-lb [N-m] ft-lb [N-m]
1 40 to 60 ft-lbs [54 to 81 N-m] mounting
2 140 to 160 ft-lbs [190 to 270 N-m] torque
3 240 to 260 ft-lbs [244 to 354 N-m] Tighten to 70 [95] 80 [108]
4 350 to 370 ft-lbs [475 to 502 N-m] Advance to 140 [190] 160 [217]
c) Vibration damper and adapter
Vibration damper alignment mark (rubber) + 1/16”

Torque value New min. New max.

ft-lb [N-m] ft-lb [N-m]
Vibration damper (rubber) to crankshaft 160 [217] 180 [244]
Vibration damper adapter to crankshaft 320 [434] 340 [461]
Vibration damper to adapter 65 [88] 75[102]

NOTE: other torque values may be obtained from KTA 1150 Diesel Engine Shop Manual.

B) Duetz BF12L 513 C Engine C) MWM TBD 232 V12 Engine.

Clearance of moving parts:-

B) MWM TBD 232 V12 Engine

A)Cummins Engine End float mm
Crankshaft 0.1-0.26
Crankshaft end clearance- Inch (mm)
Camshaft 0.1-0.29
Engine series New New Worn
Balance shaft 0.1-0.29
minimum maximu Limit
Run out maximum mm
m
Crankshaft 0.05
NT 0.007 0.017 0.022
Flywheel housing face 0.30
(0.18) (0.043) (0.56)
Flywheel housing bore 0.30
Flywheel face 0.10
V 1710 0.10 0.36 0.56
(0.006) (0.013) (0.018) Fuel pump gear face 0.03
Gear backlash mm
KT/KTA 1150 0.007 0.017 0.022 Fuel pump gear 0.1-0.2
(0.18) (0.043) (0.56) Cam shaft gear 0.1-0.2
Lube oil pump gear 0.15-0.30
Balance shaft gear 0.1-0.2
Sub-discipline:- INTERNAL COMBUSTON ENGINE (Lessons: X Sessions: 49)
Lesson-X: Maintenance Steps Session-47-49: 1 day visit to TM Workshop, PD/ MGS

(A) To see & note down the various components of a dismantled I. C. Engine available at TM
Workshop, PD/ MGS; such as

1. Deutz Engine
2. MWM Engine
3. Cummins Engine
4. Kirloskar Engine etc.

(B) To see & note down the various components of Workshop Machines available at TM
Workshop, PD/ MGS; Such as

1. Lathe Machines
2. Radial drill Machine
3. Shaper
4. Planner etc.

(C) To see & note down the various components of Track Maintenance Machines available at
TM Workshop, PD/ MGS; Such as
1. SBCM
2. BCM
3. BRM
4. Plain Track Tampers
5. Points & Crossing Tampers
6. Track Laying Machines etc.
 SUB: INTERNAL COMBUSTION ENGINE & WORKSHOP TECHNOLOGY
Duration: 80 Sessions = 160 Periods
Sub-discipline:- Metallurgical & Chemical training (Lessons: I Sessions: 6)
Lesson-I: M & C Trainings. Session-4: Heat Treatment: Hardening, Tempering, Annealing,
Normalizing, Case Hardening, Nitring.

HEAT TREATMENT PROCESS

1) ANNEALING:
Refine the grains and provide homogenous structure
Relive internal stress
Soften the metal – improves the machinability
A) Full annealing: Increase in ductility and softness.
-Complete phase recrystallisation takes place, hence all imperfections wiped out.
-Heat it from 30°c to 50 °c above upper critical temperature for hypo-eutectoid steel and
by the same amount above lower critical temperature for hypereutectoid steels.
-Hold at that temperature for sufficient time.
-Cool slowly (in furnace 10 to 30°c per hour upto 30°c below LCT. then air cool it to
room temperature(embed in sand, lime, mica, ash etc.)
-Structure (Heating)  Austenite (Cooling) coarse pearlite + ferrite or coarse pearlite
+ cementite.

B) Process annealing: Ductility and softness will increase. Cheaper and quicker than full
annealing
-Heat it to the temperature slightly below the L.C.T (550°c to 650°c).
-Hold for sufficient time at that temperature.
-Cool at slower rate in air.

C) Spherodise annealing: To produce well dispersed spheroids of cementite in ferrite matrix.

For high carbon steels:-
-Heat it slightly above the LCT.(730-770 degree c).
-Hold at this temperature for sufficient time.
-Cool in furnace upto 600 to 500°c followed by slow cooling in still air.
For tool steels and high alloy steels:-
-Heat to the range of 750 to 800°c or even higher.
-Hold at this temperature for several hours
-Cool it slowly.

D) Diffusion annealing: Used for steel casting before applying full annealing. It removes the
heterogeneity in chemical composition of steel ingots and heavy castings. Full annealing will
provide fine grained structure.
-Heat it to the range of 1100 to 1200°c where diffusion occurs and austenite grains are
homogenized.
-Hold at diffusion temperature for a short period of time to allow complete diffusion.
-Keep it inside the furnace for 6-8 hours cool down to 800 to 850°c.
-Then cool in air to room temperature.

E) Iso-thermal annealing: Total annealing time is considerably reduced.

-Heating to austenite state (above UCT)
-Cool it to the range of 630 to 680°c at relative faster rate.
-Hold at this temperature isothermally for some time.
-Cool to room temperature at rapid rate.
During isothermal holding full decomposition of pearlite structure takes place & it is advantage
for alloy steel which otherwise will consume lot of time in slow cooling for attaining a pearlitic
structure.
2) NORMALISING: Removal of internal stress, grains become fine, improves impact strength.
-Heat it to the range of 40 to 50°c over the higher critical point.
-Hold at that temperature for relatively short time (15 minutes).
-Cool it in still air at room temperature.
Austenite Ferrite + pearlite for hypoeutectoid steels
 Total pearlite for eutectoid steels.
 Pearlite + cementite for hyper eutectoid steels
 Sorbite + ferrite in case of alloy steels.
In compare to annealing, normalized steels is less ductile but stronger and harder.
To improve mechanical property normalizing preferred.
To attain better machinablity, softening and greater removal of internal stress annealing is
preferred.

3) HARDENING: This is applied to all cutting tools, dies, heavy duty machine parts.
-Heating to hardening range i.e. 30 to 50°c above UCT for hypoeutectoid steel and by
same range above LCT for hypereutecoid steels.
-Hold at that temperature for sufficient time to attain austenitic structure.
-Quenching (water, oil or salt bath)
- (Heating)  Austenite (quenching)  martensite -very hard substance – renders
hardness and brittleness.
More carbon percentage  more hardness
Lower % of carbon  higher required cooling rate
Hardening is followed by tempering to remove extra brittleness etc.

4) MARTEMPERING: Misnomer – not tempering but hardening process.

-Heating to hardening range.
-Quenching in a salt bath maintained at temperature slightly above at which martensite
formation starts (150-300°c).Soaked in bath till its temperature comes down to bath
temperature - not for a longer period lest austenite starts decomposing.
-Remove. Cool to the room temperature in air or oil.
During the second cooling process austenite transforms to the martensite.
2 steps of cooling results in martensite with retained austenite
Chances of warping are very less. Residual stress will be minimized.

5) AUSTEMPERING: It combines the good effect of hardening and tempering. It is employed

for high carbon steel having thin sections for good resistance to impact.
-Heat metal to usual hardening range.
-Hold the temperature for sufficient time to change to austenite
-Quench in salt bath maintained at temperature range of 300 to 350°c. Isothermal
transformation of austenite to accicular troosite or bainite.
-Remove. Cool down to room temperature in natural course.
Faster than hardening and tempering
Strength and ductility increases and chances of distortion minimized.

6) AUSFORMING: Very high ductility and strength, creep strength, toughness, longer fatigue
life will be obtained.
-Heat it to austenite temperature.
-Metal is cooled by quenching, to a temperature which lies between the temperature
ranges of pearlite formation and bainite formation.
-Metal so cooled is capable of retaining its austenitic structure for sometime. In this state
itself the metal is subjected to plastic deformation.
-Metal cooled down to room temperature either in air or by quenching.
 -If cooled in air it forms bainite structure and in quenching process metal turns into
martensite structure (can be then tempered).

7) TEMPERING: It is a subsequent treatment after hardening to improve toughness at the cost

of some strength and hardness.
-Especially true in case of tools.
-Some martensite (tempering) ferrite and cementite
-Reheat to a temperature below LCT.
-Hold the temperature for sufficient time.
-Cool down slowly to room temperature.
-For good impact heat the metal to the range of 300 to 350°c.

8) CASE HARDENING: To produce hard wear resistant and shock resistant surface having
tough core. Also known as carburizing
-Heat the steel to red hot.
-Force carbon content into surface.
-Carbon is infused from CO gas at elevated temperature (870 – 950°c)
It is employed for low carbon content metals like wrought iron, mild steel.
It is performed in two stages carburizing & hardening.
Three methods of carburizing
a) Pack carburizing
b) Liquid carburizing
c) Gas carburizing

9) NITRIDING: Surface hardening process. Increase the fatigue resistance.

-Metal will absorb nitrogen (no quenching).
-Alloys carrying Cr, N, Al, Mo & V responds best (nitride forming elements).
A) GAS NITRIDING
-Heating in the atmosphere of ammonia between 480 – 630 °c.
-Hold for a fairly long period.
-Ammonia decomposes – nitride is formed.
Degree of hardness is highest.
A case depth of 0.5mm may take 2 to 3 days.
B) SALT BATH NITRIDING: It is suitable for nitriding of cutting tools.
-Liquid salt bath is heated to 480 – 590°c and maintained.
-Parts suspended for soaking for a long period
-Part removed (No quenching).

10) CYNIDING: Surface finish not deteriorated, chances of cracks and distortion are minimized.
It is a type of case hardening process. Used for producing hard cases on low and medium carbon
steel.
-Metal absorbs carbon and nitrogen to acquire a hardened surface layer.
-Heat metal in molten salt bath about 800 to 950°c.
-A salt bath typical combination- sodium cyanide, sodium chloride and sodium carbonate
in equal proportions.
-After soaking for required period at proper temperature the steel piece is removed.
-Quenched in water, brine or oil.
 SUB: INTERNAL COMBUSTION ENGINE & WORKSHOP TECHNOLOGY
Duration: 80 Sessions = 160 Periods
Sub-discipline:- Workshop Technology (Lessons: VIII Sessions: 25)
Lesson-I: Smithing and Forging. Session-1: Forging Materials, Heating Devices, Forging
Temperatures, Smith Forging Operations

FORGING MATERIALS

In all plastic deformation processes such as in forgings, the work piece calls for materials that
should possess a property describe as ductility – that is, the ability to sustain substantial plastic
deformation without fracture even in the presence of tensile stresses. If failure occurs it occurs by
the mechanism of ductile fracture and is induced by tensile stresses. A material of a given
ductility may fare very differently in various processes, depending on the conditions imposed on
it. Therefore, it is proper to think of a more complex property called work-ability in plastic
deformation processes, and forge-ability in forging processes. All one can say is that wrought
alloys must possess a minimum ductility that the desired shape should possess.

Forgeable Metals
This requirement of wrought metals is amply satisfied by all pure metals with sufficient number
of slip planes, and also by most solid solution alloys of the same metals. Two-phase and multi-
phase materials are deformable if they meet certain minimum requirements.
Almost all commonly used metals and alloys satisfy these minimum requirements, and can be
used for forging. The low and medium carbon steels are readily forged without difficulty, but the
high-carbon and alloy steels are more difficult to forge and require greater care. The metals and
alloys which are forged include carbon steels; alloy steels including stainless steels, Wrought
iron; copper-base alloys, nickel and nickel copper alloys; aluminum alloys and magnesium
alloys. Low carbon and low alloy steels and aluminum alloys account for over half the total
tonnage. Stainless steels, nickel-based super alloys, and titanium are forged, especially for
aerospace uses.
The metal of alloy to be forged is usually purchased as hot rolled bars or billets with round or
rectangular cross sections.

Forge ability
The basic lattice structure of metals and their alloys seems to be a good index to their relative
forge ability or workability. Forge ability increases with temperature up to a point at which a
second phase, e.g., from ferrite to austenite in steel, appears or if grain growth becomes
excessive. Certain mechanical properties also influence forge ability. Metals which have low
ductility have reduced forge ability at higher strain rates, whereas highly ductile metals are not so
strongly affected by increasing strain rates.

Good Some what difficult Difficult Very difficult

Aluminum alloys Martensitic stainless Titanium alloys Nickel-base alloy
Magnesium Maraging steel Iron-base super alloys Tungsten alloy
Copper alloys Austenitic stainless Cobalt base supper Beryllium
alloys
Carbon and alloy Nickel alloys Semi- Columbium alloys Molybdenum alloys
steels austenitic stainless Tantalum alloys
HEATING DEVICES
The stocks are heated to the correct forging temperature in a smith’s hearth or in a furnace
located near the forging operations. Gas, oil or electric-resistance furnaces or induction heating
classified as open or closed hearths can be used. Gas and oil are economical, easily controlled,
and mostly used as fuels.

FORGING TEMPERATURES
For forging, a metal must be heated to a temperature at which it will possess high plastic
properties both at the beginning and at the end of the forging process. For instance, the
temperature to begin the forging for soft, low carbon steel is 12500C to 13000C, the temperature
to finish forging is 8000C to 8500C. The respective temperature for hard, high carbon and alloy
steels are 11000C to 11500C and 8250C to 8750C. Wrought iron is best forged at a temperature
little below 13000C. Nonferrous alloys like brass and bronze are heated to about 600 to 9500, and
aluminum and magnesium alloys to about 3500C to 5000C.

SMITH FORGING OPERATIONS

A number of operations are used to change the shape of the raw material to the finished form.
The typical forging operations are:
1. Upsetting.
2. Drawing down.
3. Setting down
4. Punching.
5. Bending.
6. Welding.
7. Cutting.
8. Fullering.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-I: Smithing and Forging. Session-2: Forging processes: Hand forging, Power
Forging etc.

Hand forging: - The forging is done by hammering the piece of metal, when it is heated to the
proper temperature, on an anvil. While hammering, the heated metal is generally held with
suitable tongs. Formers are held on the forging by the smith while the other end is struck with a
sledge by a helper. The surfaces of former have different shapes, and they are used to impart
these shapes to the forgings. One type of former, called a fuller, having a well-rounded chisel-
shaped edge is used to draw out the work. Fullers are also made as anvil fitting so that the metal
can be drawn out, using both top and bottom fullers. Anvil of various shapes can be placed in the
square hole of the anvil. For cutting the metal, hot chisel are used. Punches and block having
proper-sized opening are used for punching out holes. Welding can be done by shaping the
surface to be welded, removing any scale or impurities from between the surfaces with a flux,
and hammering the surfaces together.
Hand forging is employed only to shape a small number of light forgings chiefly in repair
shops. Hand forging has, of recent years, been superseded by power forging.

Power forging: Large machine part cannot be forged by hand, since the comparatively light
blow of a hand-or sledge-hammer is unable to produce a great degree of deformation in the metal
being forged. Moreover, hand forging is a lengthy process and requires repeated heating of the
metal. This has led to the use of power hammers and presses in forging. Machines which work
on forgings by blow are called hammers, while those working by pressure are called presses.

POWER HAMMERS:-
All power hammers employ the same general principle of operation, a falling weight striking the
blow, with the entire energy being absorbed by the work. Where further blows are necessary, the
striking weight is raised for the succeeding blow. Some hammers employ only a gravity fall, the
energy delivered on the work being the product of the weight of the hammer head and the
distance of the fall. Other hammers increase the striking velocity of the hammer head by
mechanical means.
The part of the hammer which serves as a rigid support during forging is called the anvil block.
The anvil block of a forging hammer is built on a foundation separate form the frame so that the
shock of the hammer blows will be cushioned by the foundation and will not be transmitted to
the frames. The heavy falling part of the hammer is called the ram. The anvil block and the ram
each has one die called upper-die and lower-die respectively for squeezing the metal to be
forged. In smith forging, the working surfaces of both the upper and lower dies are flat and
horizontal.
Hammers are classified as mechanical and air- and steam- hammers. In turn, the former is
further classified into helve and trip hammer, lever spring hammer, and pneumatic hammer. Air-
and steam-hammers are sub-classified into single and double acting hammers. The capacity of a
hammer is determined by the weight of the falling parts. The weight of the anvil and the
reciprocating parts usually has a ration of 15 to 1 (anvil block).

HELVE HAMMERS: Helve hammers are well adapted for general engineering work where the
size of the stock is changed frequently. They consist of a horizontal wooden helve, pivoted at
one end with a hammer at the other end. An adjustable eccentric between the pivot and the
hammer end operates the helve. The eccentric raises the hammer which when falls strikes a
blow. They are made in sizes from 5 to 200 kg.
Trip HAMMERS: Trip hammers have a vertically reciprocating ram that is actuated by toggle
connection driven by a rotating shaft at the top of the hammer. Trip hammers are also built in
sizes from 5 to 200 kg. The stroke range of both helve and trip hammers range from about 400 a
minute for small sizes to about 175 for large sizes.
Lever –Spring HAMMERS: They are mechanical driven hammers with a practically constant
lift ad an insignificantly variable striking power. It only increases with increasing operating
speed and thus has increased number of strokes per minute. The ram is driven from rocking lever
acting on an elastic rod. The rocking lever consists of a leaf spring so that an elastic drive is
brought about.
They are suitable for drawing out and flattening small forgings produced in large
numbers their disadvantage is the frequent breaking of springs due to vibrations when in
operation.
Spring hammers are built with rams weighing from 30 to 250 kg. The number of strokes
varies from 200 to 40 minutes.

Pneumatic hammers: The hammer has two cylinders: compressor cylinder and ram cylinder.
Piston of the compressor cylinder compress air, and delivers it to the ram cylinder where it
actuates the piston which is integral with ram delivering the blows to the work. The reciprocation
of the compression piston is obtained from a crank drive which is powered form a motor through
a reducing gear. The air distribution device between the two cylinders consists of rotary valves
with ports through which `air passes into the ram cylinder, blow and above the piston,
alternately. This drives the ram up and down respectively.
The size of pneumatic hammer may vary in a range form 50 to 1000kg. Hammers
operated at 70 to 190 blows per minute.

Steam OR AIR AIR-HAMMERS: Steam or air hammers can be operated by steam or

compressed air. They have no built-in compressor and, therefore, require additional facilities for
supplying high pressure steam or compressed air to raise the striking stroke.
Both single-acting and double acting steam or air hammer may be constructed for forging. Single
acting is made for comparatively light work, while double-acting is made for heave work. Steam
pressure at the hammer is usually 6 to 9 kgf per sq. cm. (590 to 790 kN/m2) and air pressure is bit
smaller than that required for steam.
Rated size of steam forging hammers range from about 400 to 8,000 kg.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes. Session-3: Types of Welding and Metallurgy
of weld

Introduction:
Welding is a process of joining similar metals by application of heat with or without
application of pressure and addition of filler material.

Weldability:
The term “weldability” has been defined as the capacity of being welded into inseparable
joints having specified properties such as definite weld strength, proper structure etc.

TYPES OF WELDING:
Modern methods of welding may be classified under two broad heading: (1) plastic welding
and (2) fusion welding. They are also called pressure welding, and non-pressure welding,
respectively.
` In the plastic welding or pressure welding, the
pieces of metal to be joined are heated to a plastic state and then forced together by external
pressure. This procedure is used in forge welding, resistance welding, “thermit” welding,
and gas welding, in which pressure is required.
In the fusion welding or non-pressure welding, the
material at the joint is heated to a molten state and allowed to solidify. This includes gas
welding, are welding, “thermit welding, etc.
It is seen, therefore, that except in cold-welding heat
is used to bring about a plastic or molten state at the surface of the metal to be joined. In
cold-welding, the joints are produced without the application of heat, but by applying
pressure which results in inter surface molecular fusion of the parts to be joined. This
process is mainly used for welding nonferrous sheet metal, particularly aluminium and its
alloys.

MATALLURGY OF WELD
Knowledge of what happens in metal when it is welded is necessary for an understanding of
the welding operation, and is explained hereunder:

Fusion Welding:
In the weld metal, whether melted from the edges to be joined (autogenous welding), or
supplied separately, solidifies from the liquid state and usually below the recrystallization
temperature without any applied deformation. Fusion welds are, therefore, essentially castings.
Since the surrounding parts are good conductors of heat the fusion weld may be called a chilled
casting, and its structure will, therefore, usually be columnar (dendritic). The actual crystalline
structure presents, however, depends primarily on the number of “runs” made to deposit the weld
metal.

In a single-run weld, long columnar crystals will grow outwards from the sides of the weld.
If the temperature is high enough these columnar crystals will meet at the centre of the weld
deposit forming a plane of weakness. This will eventually cause intercrystalline cracking within
the weld. If, on the other hand, the welding temperature is correct, equiaxed grains will form at
the centre resulting in an appreciably stronger joint.

A multi-run welding exhibits a quite different structure. The first run, as before, shows the
structure for a single-run weld. In ordinary steels, the second run normalizes the first layer,
causing a considerably degree of grain refinement. Each successive run thus normalizes the
preceding one so that the final deposits exhibit the coarse cast structure typical of a single-run
weld. However, in a multi-run weld the possibility of defects such as slag and gas inclusions will
increase.

Slag inclusions are frequently trapped in fusion welds due to bead contour and the difficulty
of melting the slag in subsequent runs. In metallic arc welds, in mild steel, microscopic
inclusions are also present. Controlled amounts of nitrogen and manganese together with a
dispersion of fine nonmetallic inclusions and especially a fine grain size with high dislocation
density provide strengths of 43 to 57 kgf/mm2 (430 to 570 N/mm2) with adequate ductility to
mild steel arc welds.The contour of welds by forming ‘notches’ can affect both fatigue and low
temperature properties of a structure.

Gas solubility in liquid and solid weld metals, and gas reaction, are important in controlling
the porosity of a weld. Metallic arc welds made with a bare wire are liable to contamination by
gases from the atmosphere. The nitrogen of the atmosphere frequently appears as needles on
certain planes in the crystals in the long run. This causes low impact strength especially after
water quench.

The stresses set up in the weld by shrinkage are often of considerable importance as they are
found to be responsible for weld metal cracking. These stresses may be relieved by annealing the
entire object after welding is finished.

In brief, the action of the atmosphere on the melted metal, its fluidity and surface tension,
the solidification process including segregation and shrinkage, all play their anticipated
important roles as in castings.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes. Session-4: Gas welding, Oxy acetylene and
Air acetylene

Pressure Welding:
In pressure welding process, the metal in the joint is heated to the plastic condition, or above, and
compressed while hot.

GAS WELDING
Gas welding is done by burning a combustible gas with air or oxygen in a concentrated flame of
high temperature. As with other welding methods, the purpose of the flame is to heat and melt
the parent metal and filler rod of a joint.

OXY-ACETYLENE WELDING
Oxy-acetylene gas welding is accomplished by melting the edges or surface to be joined by gas
flame and allowing the molten metal to flow together, thus forming a solid continuous joint upon
cooling. This process is particularly suitable for joining metal sheets and plates having thickness
of 2 to 50mm. With materials thicker than 15mm, additional metal called filler metal is added to
the weld in the form of welding rod. The composition of the filler rod is usually the same or
nearly the same as that of the part being welded. To remove the impurities and oxides present on
the surfaces of metal to be joined and to obtain a satisfactory bond a flux is always employed
during the welding except mild steel. The temperature of the oxy-acetylene flame in its hottest
region is about 3,2000C.

Gas Flame:
When oxygen and acetylene are supplied to the torch in nearly equal volumes, a neutral flame is
produced having a maximum temperature of 3,2000C. This neutral flame is desired for most
welding operations, but in certain cases a slightly oxidizing flame, in which there is an excess of
oxygen or slightly carburizing flame, in which there is an excess of acetylene is needed. The
condition of the flame is readily determined by its appearance. A carburizing flame is one in
which there is an excess of acetylene. When welding steel, this will tend to give the steel in the
weld a higher carbon content than the parent metal, resulting in a hard and brittle weld. This
flame is necessary for welding brass.

Gas Cylinders:
Oxygen gas in cylinders is usually charged with about 40 liters of oxygen at a pressure of about
154 kgf per sq. cm (15400kN/m2) at 210C. A full cylinder has the weight of about 80kg.
Acetylene gas can be manufactured either by the water-to-carbide method or the carbide-to-water
method.

High pressure acetylene cylinders are charged to a pressure of about 1 kgf per sq cm
(100kN/m2) It is not allowed to bring acetylene to a pressure over 2kgf per sq. cm (200kN/m2)
otherwise it decomposes and explodes. The cylinder is therefore packed with 80 per cent porous
material such as asbestos, balsawood, charcoal, industrial earth, silk fiber or kapok.

The are column is generated between an anode, which is the positive pole of de (direct
current) power supply, and the cathode, the negative pole. When these two conductors of an
electric circuit are brought together and separated for a small distance (2 to 4mm) such that the
current continues to flow through a path of ionized particles (gaseous medium), called plasma, an
electric are is formed. This ionized gas column acts as a high resistance conductor that enables
more ions to flow from the anode to the cathode. Heat is generated as the ions strike the cathode.
Approximately 1 KWH of electricity will create 250 calories (1000J), the temperature of an
electric are, of course, depends upon the type of electrodes between which it is struck.

The heat of the air raises the temperature of the parent metal which is melted forming a
pool of molten metal. The electrode metal or welding rod is also melted and is transferred into
the metal in the form of globules of molten metal. The deposited metal serves to fill and bond the
joint, or to fuse and build up the parent metal surface. Two thirds of the heat is developed near
the negative pole. As a result, an electrode that is connected to the positive pole will burn away
approximately 50 per cent faster than that is connected to the negative pole. This is helpful in
obtaining the desired penetration of the base metal.

AIR-ACETYLENE WELDING
This process uses a torch similar to a Bunsen burner and operates on the Bunsen burner
principle. The air is drawn into the torch as required and mixed with the fuel gas. The gas is then
ejected and ignited, producing an air-fuel flame. The common fuels used in the air-fuel welding
are acetylene, natural gas, propane and butane. This type of welding has limited use in since the
temperature is lower than that attained by other gas processes. The air-fuel welding processes are
used successfully in lead welding and many low-melting-temperature metals and alloys such in
brazing and soldering processes.

OXY-HYDROGEN WELDING
The oxygen-hydrogen process was once used extensively to weld low-temperature metals such
as aluminium, lead and magnesium; but it is not as popular today because more versatile and
faster welding process such as TIG (tungsten inert gas) and MIG (metal inert gas) have replaced
the oxygen-acetylene system, with the only difference being a special regulator used in metering
the hydrogen gas.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes. Session-5: Arc welding and resistance welding

ARC WELDING EQUIPMENTS

Arc Welding Machine:

Both direct current and alternating current are used for electric arc welding, each having
its particular applications; in some cases either is suitable. D.C. welding supply is usually
obtained from generators driven by electric motor or if no electricity is available by internal
combustion engines. For ac welding supply, transformers are predominantly used for almost all
arc welding where mains electricity supply is available. They have to step down the usual supply
voltage (200-400 volts) to the normal open circuit welding voltage (50-90 volts). A 100 to 200A
machine is small but portable and satisfactory for manual welding of average work.
With direct current the greater heat is generated at the positive pole of the arc, and in metal-
arc welding, it has been the general practice to connect the work to the positive pole of the D.C.
generator and the filler rod to the negative pole, in order to melt the greater mass of metal in the
base material. On the other hand, certain types of modern electrodes due to their coating and
material properties, are connected advantageously to the positive pole of the generator. The
electric energy consumption per kg of deposited metal in a.c. welding is from 3 to 4 kWh while
for D.C. welding it is as high as 6 to 10 kWh. One disadvantage of A.C. welding is the
comparatively low power factor at the welding station, usually not exceeding 0.3 or 0.4. The
motor in a D.C. welding has a power factor of 0.6 to 0.7.

Arc Welding Current and Voltage:

Open circuit voltage (no load voltage), i.e., the voltage needed to strike the arc, is higher
than the arc voltage in order to facilitate easy starting of the arc. With direct current, the open-
circuit voltage must be at least 30 to 35V.

In a Table gives a survey of permissible intensities of current.

Diameter of Electrode Cross-sectional area Mean Total A Intensity Per mm2

mm of electrode mm2 A/mm2
2 3.14 45 14.3
2.5 4.90 70 14.3
3.25 8.29 105 12.7
4 12/56 140 11.1
5 19.63 180 9.4
6 28.27 235 8.3
8 50.26 310 5.9

RESISTANCE WELDING
In resistance welding the metal parts to be joined are heated to a plastic state over a limited are
by there resistance to the flow of an electric current and mechanical pressure is used to complete
the weld. Recently, with air and hydraulic systems for applying pressure at the correct time and
in right amount through electronic controls, resistance welding has been advanced. In this
process, preferably two copper electrodes are incorporated in a circuit of low resistance and the
metals to be welded are pressed between the electrodes. The circuit is thus completed and the
electrical resistance at the joint of the metals to be welded is so high, in comparison with the rest
of the circuit, that if the current is heavy enough the highest temperature will be produced
directly at the joint. The heat generated in the weld may be expressed by
H = I2 RT
Where H is the heat, I the current, R the resistance of the assembly and T the time or duration of
current flow. That is the heat developed by the current is in proportion to the electrical resistance
of the joint.

Resistance Welding Methods

The field of resistance welding can be subdivided into several processes, the most important
being:
a) Butt.
b) Spot
c) Seam
d) Projection
e) Percussion welding
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes. Session-6: Welding Related Processes:
Soldering, Brazing etc.

WELDING RELATED PROCESSES

SOLDERING
Soldering is the method of uniting two or more pieces of metal by means of a fusible alloy or
metal, called solder, applied in the molten state. Soldering is divided into two classifications: soft
and hard.
Soft soldering is used extensively in sheet-metal work for joining parts that are not exposed to
the action of high temperatures and are not subjected to excessive loads and forces. Soft
soldering is also employed for joining wires and small parts. The solder, which is mostly
composed of lead and tin, has a melting range of 150 to 350 0C. A suitable flux is always used in
soft soldering. Its function is to prevent oxidation of the surfaces to be soldered or to dissolve
oxides that settle on the metal surfaces during the heating process.

The different compositions of solder for different purpose are as follows :

1. Soft solder – lead 37 percent, tin 63 percent.
2. Medium solder – lead 50 percent, tin 50 percent.
3. Plumber’s solder – lead 70 percent, tin 30 percent.
4. Electrician’s solder – lead 58 percent, tin 42 percent.

Hard soldering employs solders which melt at higher temperatures and are stronger than those
used in soft soldering. Silver soldering is a hard soldering method, and silver alloyed with tin is
used as solder.

BRAZING
Brazing is essentially similar to soldering, but it gives a much stronger joint than soldering. The
principal difference is the use of a harder filter material commercially known as spelter, which
fuses at some temperature above red heat, but below the melting temperature of the parts to be
joined. Filler metals used in this process may be divided into two classes: copper-base alloys,
and silver-base alloys.
Silver alloys (silver and copper or silver, copper and zinc) having a melting range of 600 to
8500C are suitable for brazing any metals capable of being brazed. They give a clean finish and a
strong ductile joint.
The parts to be joined by brazing are carefully cleaned, the flux applied and the parts clamped in
position for joining. Borax is widely used flux, but many proprietary brands are available. They
are then heated to a temperature above the melting point of the spelter to be used, and molten
spelter is allowed to flow by capillary action into the space between the parts and to cool slowly.
The actual heating may be done in a number of ways. Torch brazing in which heating is done by
a blow torch is very common. Furnace brazing, particularly in controlled atmospheres, is a
favourite for production. Induction heating is useful to confine the heat to the joint, if general
heating must be avoided. Resistance brazing is done on some small parts in production.
Immersion brazing is used in large scale production. The parts are cleaned and fluxed, clamped
together, and then immersed into a tank of molten spelter.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes Session-7: Procedure for welding of tamping tool
and defects in tamping tool welding.

PROCEDURE FOR WELDING OF TAMPING TOOL

After continuous working with Tamping tools, these tools need reconditioning as the
tools gets worn out. Maximum 20% wear in X-section area is allowed. For the purpose of
reconditioning of Tamping tools hard facing electrodes are used. Normally Cithorial-3 L & T
electrodes are used for the welding of tamping tools. With the help of hard facing electrodes a
layer of sufficient thickness matching with the parent surface is made. Front size of 140 X 70
mm and side thickness 20 mm at top & 5 mm at bottom is maintained. The reconditioning work
is done by electric Arc welding.

Following precautions should be observed while welding the Tamping Tool

1. Before recondition of tool, surface should be cleaned properly. It should not contain
grease or oil.
2. While reconditioning of Tamping tool, positive supply is given to Electrode and negative
supply is given to the tool.
3. A small gap of 2 to 4 mm between Anode and Cathode (Electrode and Work piece is
maintained.
4. Hard facing electrode should be used for reconditioning of Tools. Mild Steel electrodes
should not be used.
5. Continuous welding should not be done to avoid excess heat generation.
6. One welding layer should be cooled up to hand bearing temperature, and then another
layer should be welded.

DEFECTS IN TAMPING TOOL WELDING

1. Incomplete penetration: – It occurs due to improper cleaning of surface.
2. Lack of fusion: – Due to improper Electrode.
3. Under cutting: – It happens due to high current and more Arc gap.
4. Shape deformation:- Due to excess heat generation.
5. Size defects.
6. Slag inclusion.
7. Porosity.
8. Burnt metal.
9. Cracks.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Welding and Related Processes. Session-8: Welding of BCM turret gears, Main
links, Intermediate links and cutter bar and grinding operation.

Welding of BCM (Turret gear) Dredger Drum:

For the purpose of welding of dredger drum of BCM, 2B Electrode L&T is used to
recondition and hardness is maintained to 350 BHN. The process of welding is done at slow rate
and also at the same time, excess heat should not develop other wise it will be subjected to
deformation. It is then done in different layers. Afterwards the grinding is done to give proper
shape to the component. Templates are also used to guide the Welder or the Grinder.

Main (Links) Shovel and Intermediate (Links) Shovel Welding:

The welding of shovel is done by high manganese electrodes as 12 to 14% Mn is available
in the parent material. Mostly L&T and more Mn-electrodes electrodes are used. For the purpose
of welding templates are also used.

Method of Welding:
The job is immersed in a container up to ½ portions. Then the welding is done at the
portion which is out of water and then the job is reversed to weld the other half portion. This
method is adopted to avoid cracking of material. The welding is done at slow-rate as heat
generation is very high. Excess temperature should not be allowed

Welding of Cutter Bar:

For the purpose of welding of cutter bar, worn out portion is removed through gas cutting
and either a new plate or flange of rail is welded by M.S. Rod. Uniform welding is to be done
otherwise it is subjected to deformation.

Grinding Operation:
Grinding is done by hand grinder.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Bench Work and Fitting. Session-9: Various tools, their uses and Bench work.

COMMON HAND TOOLS

1. Hammers: - Hammers are of following types :- (i) Ball peen hammer(ii) Cross peen
hammer(iii) Claw hammer(iv) Double face hammer(v) Mallet hammer or Soft hammer.

2. Vice: - It consists of one fix jaw and another movable jaw; jaw plates are fixed to the jaws by
set screws and replaced when worn out. Jaw plates have cross-cut for gripping the job. The size
of the vice is known by the width of its jaws. The width suitable for common work varies from
80 to 140mm, the maximum opening being 95 to 180mm.

3. Screw Driver: - It consists three main parts: - (i) Handle (ii) Shank (iii) Blade or tip
According to length of shank, screw drivers are of various sizes. According to shape the screw
drivers used on machine are - (a) Standard screw driver. (b)Philips screw driver.
Safety precautions:-1. Small jobs should not be kept in hand while using screw driver.
2. Don’t use screw driver with oily hand.

4. Pliers: - Following pliers comes in our use-(i) Combination pliers (ii) Long nose pliers
(iii) Side cutting pliers (iv) Adjustable pliers(v) Circlip pliers (External and internal)

5. Spanner and Wrenches: - These are of following types: - (i) Open ended spanner (ii) Box
Type spanner (iii) Adjustable spanner (iv) C-Spanner
(i) Open ended spanner: - These are of two types (a) Single ended spanner (b) Double ended
spanner.
(ii) Box type spanner: - These are of following types: - (a) Ring spanner (b) Socket spanner
(c) Tubular spanner.
(iii) Adjustable spanner: These are of following types: - (a) Screw wrench (b) Pipe wrench
(iv) C-Spanner: - This is used for opening and tightening of round nuts. There are single or
double slots in the round nuts, by which the nuts can be opened or tightened.

6. Allen key: - There are six sides on these spanners and are used for opening and tightening the
Allen screw or Allen bolts. These are available in inch and mm sizes.

7. Stud extractor: - This is used for removing broken bolts or studs.

8. Chisels: -(i) Hot chisel (ii) Cold chisel: - This is used in workshop for cutting cold irons.
This is made of high carbon steel. As per requirement of job it is also made of tool steel or cast
steel.

9. Hacksaw: - It consists two main parts- (i) Frame

(ii) Blade: - Blades are generally made of high carbon steel,
high speed steel or low alloy steel and tempered.
Precautions: - (i) A cut should be marked by a triangular file.
(ii) Hacksaw should be driven slowly at the start.
(iii) Force should be more in forward stroke and less in return stroke.
(iv) During end of cut, job should be held by hand at one end and hacksaw
should be driven slowly.
(v) Drive 40-50 strokes in one minute.
(vi) Blade should be driven in full length.
(vii) Blade should be driven straight.
(viii) Force should be applied according to material.
10. Files: - According to shape or section files are of following types:-1. Hand files 2.Flat files 3.
Half round files 4.Triangular files 5. Square files 6. Round files 7. Knife edge files 8. Needle file
set.
Precautions: - (i) Make sure that the handle is firmly fixed to the file.
(ii) Job surface and file surface should be free from any oil or grease.
(iii) Files are brittle hence should be placed carefully.
(iv) Files should be operated in full length on the job.
(v) Any rust on the job surface should be cleaned by file nose.
(vi) Files should not be operated too fast on the job.
11. Drill: - It is made of High carbon steel: - For soft metals. High speed steel: - For hard
metals. Twisted fluted drill is used for metal works. Lip angle for general work is 118°.
Precautions: - (i) Cutting edge of drill should be sharp. Blunt cutting edge should be ground on
grinder to make sharp. The length of the both cutting edges should be kept equal.
(ii) Before drilling make a mark on the job by centre punch.
(iii) Drill should be tightened properly by key in the chuck.
(iv) Small diameter drill should be given more speed and less pressure.
(v) Coolant should be used during drilling.

. 12. Taps: - There are generally three taps in a set

(i) Rougher Tap (Taper Tap): -6-8 threads are
ground in taper.
(ii) Intermediate Tap (Medium Tap): - 3-5 threads
are ground in taper.
(iii) Finisher Tap (Bottoming Tap): - 1-2 threads are
ground in taper.

Tap Wrench: - It is a tool for holding the tap. It is also called a tap handle.
Tap-Drill size: - Drill size should be proper in accordance with tap size for exact cutting of
threads.
Formula: - T.D.S = T.S-2d Where, T.D.S = Tap drill size
D = 0.61p T.S = Tap size
Thumb rule: - T.D.S= T.S*0.8 P = Pitch= 1/Thread per inch
Precautions: - (i) Hole size should be proper in accordance with tap size.
(ii) Taps should be operated in correct sequence of rougher, intermediate and
finisher.
(iii) Tap should be moved quarter round back for half round forward.
(iv) Tap handle should be kept balance.
13. Scrapers: - Three types of scrapers are mostly used: -
(i) Flat scrapers. (ii) Half round scrapers. (iii) Triangular scrapers.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-II: Measurement and inspection. Session-10: Standards of Measurement,
Classification of Measuring Instruments and Linear Measurement.

MEASUREMENT AND INSPECTION:

A measuring instrument is any device that may be used to obtain a dimensional or surface
measurement. While a gauge is intended for quickly checking parts in production that is to
determine whether or not a dimension is within its specified limits. A gauge usually does not
reveal the actual size of dimension.

Standards of Measurement: International standard meter has been defined in terms of a

wavelength of light, being the length equal to 1650 763.73 vacuum wave lengths of orange
radiation of Krypton-85.
Line and End Standards:
The length standard can be classified as the line standard and end standard. In the length
standard, the unit of length is defined as the distance between the centers of engraved lines as in
a steel rule, whereas in the end standards it is the distance between the end faces of the standard
as in a micrometer.

Classification of Measuring Instruments:

1. Precision Instruments:
Precision instruments are those which have the ability to measures parts within an accuracy
of 0.01mm or more.
2. Non-precision:
Non-precision instruments are limited to the measurement of parts to a visible line
graduation on the instrument used, such as a graduated rule or scale.

External Micrometer:
The essential parts of the instrument are as follows:
1. Frame: The frame is made of steel, cast steel, malleable cast iron or light alloy.
2. Hardened anvil: The anvil shall protrude from the frame for a distance of at least 3mm in
order to permit of the attachment of a measuring wire support.
3. Screwed spindle. This spindle does the actual measuring and possesses threads of 0.5mm
pitch.
4. Graduated sleeve or barrel. It has datum or fiducial line and fixed graduations.
5. Thimble. This is a tubular cover fastened with the spindle and moves with the spindle. The
beveled edge of the thimble is divided into 50 equal parts, every fifth being numbered.
6. Ratchet or friction stop. This is a small extension to the thimble. The ratchet slips when
the pressure on the screw exceeds a certain amount. This produces uniform reading and
prevents any damage of distortion of the instrument.
7. Spindle clamp or clamp ring. This is used to lock the instrument at any desired setting.

Reading: The graduation on the barrel is in two parts, namely one above the reference line and
the other below. The graduation above the reference line is graduated in 1mm intervals. The first
and every fifth are long and numbered 0, 5, 10, 15, 20, and 25. The lower graduations are
graduated in 1 mm intervals but each graduation shall be placed at the middle of the two
successive upper graduations to be read 0.5mm.

The micrometer screw has a pitch of 0.5mm, while the thimble has a scale of 50 divisions
round its circumference. Thus, on going through one complete turn, the thimble moves forward
or backward by one thread pitch of 0.5 mm and one division of thimble is 0.01 mm.
SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (LESSONS: VIII SESSIONS: 25)
Lesson-II: Measurement and inspection. Session-11: Comparators, Measuring machines,
Angular and Taper Measurements.

Comparators:
Comparators are instruments which derive their name from the fact that they are used for simple
and accurate comparison of parts as well as working gauges and instruments with standard
precision gauge blocks, comparators of every type incorporate some kind of magnifying device
to magnify how much a dimension deviates, plus or minus, from an ideal. The common types
are:
1. Mechanical Comparators
2. Electrical Comparators
3. Optical Comparators
4. Pneumatic Comparators.

Mechanical Comparators:
A mechanical comparator employs mechanical means for magnifying the small movement of the
measuring stylus brought about due to the difference between the standard and the actual
dimension being checked. Mechanical comparators are available having magnifications from 300
to 5000 to 1. Dial indicators as mechanical comparators.

Dial Indicators – The essential parts of the instrument is like a small clock with a plunger
projecting at the bottom. Very slight upward pressure on the plunger moves it upward and the
movement is indicated by the dial pointer. The dial is graduated into 100 divisions. A full
revolution of the pointer about this scale corresponds to 1mm travel of the plunger. Thus a turn
of the hand by one scale division represents a spindle travel of 0.01mm.The indicator is adjusted
to zero by either turning the rim of the dial or turning the head of the plunger while holding the
dial stationary.

Electrical Comparators:
Electrical Comparators are used as a means of detecting and amplifying small movements of a
work contacting elements.
An electrical comparator consists essentially of a pick-up head or transducer for converting a
displacement into a corresponding change in current and a meter or recorder connected in the
circuit to indicate the electrical change, calibrated to show in terms of displacement. Generally,
an amplifier is needed to provide the requisite sensitivity and to match the characteristics of
different parts of the circuit. Electrical comparators can be classified according to the electrical
principle used in the pick-up head. Most of the comparators use either a differential transformer,
an inductance bridge, a strain gauge or a capacitor as a means of detecting movement of the
gauging element.

Optical Comparators:
Optical Comparators have a high degree of precision and the magnification is obtained with the
help of light beams which have the advantage of being straight and weightless. Optical
comparators, therefore, suffer less wear during usage than the mechanical type.

Pneumatic Comparators:
In recent years, pneumatic comparators have been extensively used specially in automatic size
control. They are cheap, independent of the contact pressure, and simple to operate. Besides, this
form of comparator is free from mechanical wear. However, pneumatic comparators are sensitive
to temperature and humidity changes and their accuracy may be influenced by the surface
roughness of the parts being checked. The magnification of this type of comparator is as high as
10,000.
Angular Measurement:
The accuracy of these tools and instruments varies considerably according to particular
application from that of the angle gauge or protractor to high precision optical and spirit level
instruments. In angular measurement two types of angle measuring devices are used. They are
angle gauges corresponding to slip gauges, and divided scales corresponding to line standards.
Protractors:
The instrument consists of two arms which can be set along the faces and a circular scale which
indicates the angle between them. The body of the instrument is extended to form one of the
arms, and this is known as the stock. The other arm is in the form of a blade which rotates in a
turret mounted on the body.

Bevel Gauge:
This tool, consists of two adjustable blades which may be moved into almost any position to give
any desired angle. But no direct reading is obtained, and the angle must be set or checked from
some other angular measuring device.

Engineers Square:
With either plain or bevel square, it is possible to finish a surface and measure angles to extreme
accuracy. The square should be held firmly against the true side and then lowered on to the face
which is to be checked, the observation then being made against a good light and viewed along
the plane of the surface and not at an angle to it.

Combination Set:
It combines in one instrument a square head, a centre head, and a bevel protractor. The three
heads are used separately being held in at any desired position by nuts which engage in a slot
machined on the whole length of the beam at its back.

Bevel Protractor:
The universal bevel protractor is an instrument used for measuring and testing angles. It is well
adapted for all classes of work where angles are to be laid out or measured to within the limits of
five minutes.

Dividing Head:
Although the index or dividing head was originally developed for use on milling machine, it is
used in inspection work for checking angles about a common centre. The head consists of a
worm and worm gear set having a ratio of 40 to 1. So, one turn of the crank will turn the spindle
one-fortieth of a revolution or 9 degrees. By using index plates with the head, a desired angle can
be obtained with close accuracy.

Sine Bar:
Measurement of angles using bevel protractor is direct, whereas sine bars make indirect
measurements. Sine bars are frequently used in conjunction with slip gauges for setting of angles
and of tapers from a horizontal surface, preferably a clean surface plate. The accuracy attainable
with this instrument is quite high and the errors in angular measurement are less than 2 seconds
for angles unto 45 degree.
The most common type of sine bar consists of an accurately lapped steel bar which is stepped at
the ends, with a roller secured in to each step by a screw which holds it in contract with both
faces of the step. A sine bar is specified by the distance between the centers of two rollers, i.e.
100 mm or 250mm; a 100mm bar is very common. For accurate measurements, the following
points in its construction are important:
1. The rollers must be of the same diameter.
2. The distance between their centers, i.e. 100mm or 250mm must be absolutely correct.
3. The centre line of roller centre must be absolutely parallel with bottom and top edges of
the bar.
Angle Gauges:
Angle gauges are used for measuring and setting out angles in the workshops where precision
work in the measurement of angles are required. These are wedge shaped steel blocks and their
working faces are finished in the same manner as slip gauges, enabling them to be wrung
together in combinations. A full set comprises twelve pieces divided into three series: degrees,
minutes and fractions of a minute as follows: 1.3, 9.27 and 41 degrees, minutes ; 1, 3, 9 and 27
minutes; 0.1.0.3 and 0.5 minute. With twelve separate gauges used in conjunction with a
precision square, it is possible to set up any angle between 0 and 3600 to be built up in steps of 6
seconds by wringing blocks together in additive or subtractive manner. Thus taking the 10, 30, 90
blocks.

30 + 10 = 40, 90 = (3+1)0 = 50, 90 – 10 = 80 and so on.

There are two sets of gauges available, designated as A and B. The standard B contains all the 12
gauges, while standard A contains one additional gauge of 0.05’ (3”) which enables
combinations to be built up to 3”.
The block formed by a combination of a number of these gauges is rather bulky, and can not
always be conveniently used directly to the work, but it is usually possible to use the gauges as a
reference in conjunction with angle measuring device such as a bevel or autocollimator.

Taper Measurement:
The taper angle is measured by the following measuring instruments:
1. Bevel protractor
2. Tool room microscope
3. Autocollimator
4. Sine bar and dial gauge
5. Rollers, slip gauges and micrometers

Taper Micrometer:
This measuring instrument makes it possible to check both internal and external tapers ten times
faster than with older conventional methods and does not require sine bars or more elaborate
equipment. The instrument has within itself the sine bar principle, and it gives the actual value of
the taper of small angles. Larger tapers can be directly obtained from micrometer reading.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-V: Measurement and inspection. Session-1 2: Demonstration in model room.

1. To demonstrate various tools such as Open end spanner, Ring spanner, Allen key,
Hacksaw, Taps etc.

2. To demonstrate the components of Micrometer and taking dimension of a job.

3. To demonstrate the components of Vernier and taking dimension of a job.

 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-V: Limits, Fits and Surface Quality. Session-13: Interchangeability, Limits, Fits,
Allowances, Tolerances and Surface Finish.

INTERCHANGEABILITY:
The object of all modern methods of manufacturing is to produce parts of absolute accuracy.
But it is not always possible, particularly in mass production, to keep the exact measurement.
Given sufficient time, any operator could work to and maintain the sizes to within a close degree
of accuracy, but there would still be small variation. It is known that if the deviations are within
certain limits, all parts of equivalent size will equally fit for operating in machines and
mechanisms. Certain deviations are, therefore, recognized and allowed to ensure
interchangeability of mating parts, coupled with the desired degree of tightness or looseness on
assembly. When a system of this kind has been worked out, so that one component will assemble
correctly with any mating component, both being chosen at random, the system is called an
interchangeable system, sometimes called a limit system or a system of limits and fits.
If interchangeability is not achieved, selective assembly will be required; that is each part
must be selected to fit its mating part. Selective assembly is costly and should be avoided
wherever possible.

1. The basic size is the size in relation to which all limits of variation are determined. This is
fixed up by the designer from its functional considerations.
2. The nominal size is the size specified in the drawings as a matter of convenience. The
nominal size is used primarily for the purpose of identification of a component, and is
never used in the precision measurement of parts.
3. The actual size of a dimension or part is its measured size. An actual size of a ready part
will, therefore, always deviate from one specified in the drawing, i.e., from the nominal
or basic size. But the difference between the basic size and actual size must not exceed a
certain limit.

Deviation and Zero Line:

The algebraic difference between size (actual, maximum, etc.) and the corresponding
basic size is called the deviation.
The upper deviation is the algebraic difference between the maximum limit of size and
the corresponding basic size.
The lower deviation is the algebraic difference between the minimum limit of size and
the corresponding basic size.

Tolerances of Parts:
Tolerance on a dimension is the difference between the maximum limit of size and
minimum limit of size. The tolerance, however, is equal to the algebraic difference between the
upper and lower deviations and has an absolute value without sign.

There are two basic ways of specify tolerance: (1) bilateral and (2) unilateral, tolerances.
Bilateral tolerances are used where the parts may vary in either direction from the desired or
nominal size. The dimension 25+0.05 is n example of bilateral tolerance. It is not necessary that
the variation should be equal. -0.05

Unilateral tolerances are used where it is important for the dimension to vary in only one
direction.

In an example. 40+0.08 the basic size is 40mm, the upper deviation is 0.03mm, the lower
-0.02
0.02mm. Hence, the maximum limit size is (40+0.03) = 40.03mm, the minimum limit
size being (40-0.02) = 39.98mm. Therefore, the tolerance in this case is (40.03-39.98) = 005mm.
FITS, ALLOWANCES, CLEARANCES AND INTERFERENCES:
One which enters into the other is known as the enveloped surface or male part, and the other in
which one enters is the enveloping surface or female part. The enveloped surface of a cylindrical
part is considered as a shaft whiles the enveloping surface as a hole. The dimensions
corresponding to them are called a shaft diameter and a hole diameter. In the case of a key and its
keyway, the key represents a shaft, while the keyway represents a hole.

Fits: The relation between the two parts where one is inserted into the other with a certain
degree of tightness or looseness is known as a fit.
Allowance: An intentional difference between the hole dimensions and shaft dimension for any
type of fit is called the allowance.
An allowance may be either a positive (+) or a negative (-) amount according to the type of fit
required. If the conditions are such that the shaft is smaller than the hole we say that there is
positive allowance, but if the shaft is larger than the hole we say that there is negative allowance.

Types of fit:
Clearance Fits: In a clearance fit there is a positive allowance between the largest possible
shaft and the smallest possible hole. With such fits the minimum clearance is greater than zero.
Such fits give loose joints, i.e. there must be same degree of freedom between a shaft and a hole.
Clearance fits may be subdivided as: (1) Slide fit, (2) Easy slide fit, (3) Running fit, (4) Slack
running fit and (5) Loose running fit.

Interference Fits: In an interference fit there is a negative allowance or interference between

the largest hole and the smallest shaft, the shaft being larger than hole. Interference fits may be
classified as: (1) Shrink fit (2) Heavy drive fit and (3) Light drive fit.

Transition: Fits: The use of transition fits does not guarantee either an interference or a
clearance, i.e., any pair of parts mating with a transition fit may fit with interference, while
another pair with the same fit may have a clearance fit.
Transition fits may be classified as: (1) force fit, (2) tight fit, (3) wringing fit, and (4) push fit.
SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-14: Lathe Machines, Different Lathe Machines
Operations

LATHE
The first useful form of lathe was made by H. Moudslay (British) in 1800. Lathe was the first
useful machine which came into existence as a useful machine for metal cutting. Lathe is a
machine tool which holds the work between two rigid and strong supports the work piece
revolves and tool is fed against the work. The work revolves about its own axis to cut the desired
material.

MAIN PARTS OF A LATHE:-1.Bed 2.Head stock 3.Tail stock 4.Carriage 5.Feed Mechanism
6.Legs.
Bed: - The bed of the lathe is the base on which different fixed and operating parts of the lathe
are mounted. It provides inverted guide ways for well guided and controlled movement of the
operating parts (Carriage) . It withstands various forces exerted on the cutting tool during
operation .Bed is made of cast iron alloyed with nickel and aluminum.
Head Stock: - Head stock is housing for the driving pulleys and back gears. The head stock is
secured at the left end of the lathe bed. It provides mechanism for work rotation at multiple
speeds. It contains a hollow spindles and mechanism for driving and altering the spindle speed.
Tail Stock:-The tail stock is located on the ways at the right end of the bed. It has two main
uses: - (1) It supports the other end of the work (2) It holds tool for performing operations such
as drilling, reaming, tapping etc.
To accommodate different lengths of work the tail stock is slided to
a desired position and is clamped. The tail stock spindle can be moved forward and reverse by a
hand wheel.
Carriage: The carriage of a lathe serves the purpose of supporting, guiding and feeding the tool
against the job during the operation. It consists of several parts:-
(a) Saddle (b) Cross slide (C) Compound rest (d) Tool post (e) Apron

Saddle: It is the part of carriage which slides

along the bed ways and supports the cross
slide, compound rest and tool post.
Cross Slide: It is mounted on the saddle and
moves in a direction normal to the axis of
main spindle. It may be operated by hand;
cross feed may be given by power feed
through apron mechanism.

Compound Rest: It is mounted on the cross slide and carries a graduated circle base. The circle
is graduated on the cross slide in degrees and compound rest may swivel to any angle on
horizontal plane on the circular base. The upper part of the compound rest called compound slide
can be moved by a feed screw.
Tool Post: It is the top most part of the carriage and it is used for holding the tool.
Apron: It is the hanging part in front of the carriage. It serves as housing for a no. of gear trains
through which power feed can be given to the carriage and cross slide.
Legs: They are the supports which carry the entire load of the machine over them.

Centering: The centering is the process of making the longitudinal axis of job coinciding with
the axis of chuck.

LATHE OPERATIONS:

Facing: In this operation feeding of the tool is perpendicular to the axis of rotation of the job. By
this operation ends of a job is machined to produce a flat surface perpendicular to the axis.

Turning: Turning is the operation of removing excess material from the work piece to produce a
cone shaped or cylindrical surface. Various turnings are as follows:
Straight Turning: In this operation the job is rotated about the lathe axis and the tool is fed
parallel to the lathe axis. The straight turning produces a cylindrical by removing excess metal
from the work piece.
Taper Turning: Taper turning means to produce a conical surface on the job. In this operation
job rotates about the lathe axis and the tool is fed at an angle to the lathe axis.

Chamfering: It is the operation of beveling the extreme end of work piece. This is done to
remove the burrs to have a better look, to pass the nut freely on the threaded work piece.

Thread Cutting: It is the most important operation performed on a lathe. The principle of thread
cutting is to produce a helical groove on job surface by feeding the tool longitudinally when the
job is rotated by a chuck.
The longitudinal feed should be equal to the pitch of the thread to be cut per
revolution of the work piece.

Knurling: It is the process of embossing a diamond shaped pattern on the surface of a work
piece. The operation is performed by a special knurling tool. The tool is held rigidly on the tool
post and the rollers are pressed against the revolving work piece to squeeze the metal against the
multiple cutting edges, producing depressions on the surface of work piece.

Some other operations are: 1. Drilling 2.Reaming 3.Tapping 4.Boring 5. Parting off etc.
Following operations are performed by using special attachments:
1. Grinding 2.Milling
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-15: Drilling and Boring machines

DRILLING
Drilling machine is used for generating holes in a
work piece. The hole is generated by the rotating
edge of a cutting tool, known as drill. The drill
exerts pressure on the job clamped on the table and
rotates generating holes.
Types of drilling machine
1. Portable drilling machine
2. Sensitive drilling machine
3. Upright drilling machine 5. Gang drilling machine
(a) Round column section 6. Multiple spindle drilling machine
(b) Box column section 7. Automatic drilling machine
4. Radial drilling machine 8. Deep hole drilling machine
(a) Plain (b) Semi universal
(c) Universal
The principle parts of a drilling machine are explained below.
Base: The base is the part of the machine on which
vertical column is mounted.
Column: The column is a vertical member of the
machine which supports the table and head containing
all driving mechanisms. At the face of the column, rack
teeth may be cut for vertical movement of the table.
Table: The table is mounted on the column and is
provided with T-slots for clamping the job directly on
its face. The table may have 3 types of adjustment i.e.
vertical adjustment, circular adjustment about its own
axis and radial adjustment.
Head: The head is mounted on the top of the column and houses the driving and feeding
mechanism for the spindle .The head may have vertical adjustment for accommodating different
height of job.
Spindle and drill head assembly: The spindle is a vertical shaft which holds the drill. It receives
its motion from the top shaft. The spindle has vertical adjustment for setting the drill on the job.
Spindle drive and feed mechanism: The spindle drive mechanism incorporates an arrangement
for obtaining multiple speed of the spindle. The feed is effected the vertical movement of the
vertical movement of the drill into work.
Drill Material: 1.High speed steel. 2. Carbon steel.
Drill Size: In metric system drills are nominated by their mm size. These are manufactured
commonly from 0.2 mm to 10 mm. In British system drills are nominated by their inch size.
Tap- Drill Size: Dia. of hole, D = T- 2d
Where T = Dia of tap d = depth of thread = 0.61p p = pitch of thread
REAMER:-Reamer is a tool used for enlarging/finishing the hole previously drilled to give an
accuracy of dimension. It is a multi tooth cutter which gives the removal of metal in relatively
small amount.
 BORING MACHINE
Boring machine is used to bore holes in large and heavy parts, which are practically impossible
to hold and rotate in an engine lathe or a drilling machine. These parts are – engine frames, steam
engine cylinders, machine housing etc.
Types Of Boring Machines:-
2. Vertical boring machine.
1. Horizontal boring machine. (a) Vertical turret lathe.
(a) Table type. (b) Standard Vertical boring machine.
(b) Floor type. 3. Precision boring machine.
(c) Planer type. 4. Jig boring machine
(d) Multiple head type. (a) Vertical milling machine type.
(b) Planer type.
1. Horizontal Boring machine: - In this machine work is supported on a table which is
stationary and the tool revolves in a horizontal axis.
Parts of a horizontal Boring Machine:-
Bed: - The bed is that part of the machine
which is fitted on the floor of the shop and has
a box like casting. It supports the columns,
tables and other parts of the machine.
Head stock supporting column: - The
column provides support to the head stock and
guides it up and down accordingly by the
guide ways provided on the face of the
column.
End supporting columns: - The end supporting column houses the bearing block for supporting
a long boring bar. The column may be adjusted on the slide ways of the bed towards or away
from the spindle for supporting different lengths of boring bars or it may be moved at right
angles to the spindle as in the case of a floor type machine.
Head stock: - The head stock mounted on the column supports drives and feeds the tool. The
head stock may be moved up and down on the column for setting the tool for different height of
the work. The head stock and the end supporting bearing block are raised or lowered in unison
by the help of screws.
Saddle and Table: - The table supports the work and is therefore provided with T-slots for
clamping the work or for holding various devises. The saddle permits the work to be moved
longitudinally on the bed .The table may be moved crosswise on the saddle. These movements
may be slow or rapid.
Boring Bar: - The boring bar supports the cutter for boring operations on jobs having large bore
diameters. For short holes the bar may be supported on the head stock spindle end only, where as
for long work the bar is also supported on the column bearing block.

Size of a Horizontal Boring Machine: -The size is specified by diameter of its spindle in mm.
The diameter of spindle varies from 75 to 355mm.Other important dimensions are:-Motor horse
power, column heights, size of the table or size of the floor plate ,spindle speeds, feeds and
length of feeds, floor space, weight of machine etc.

2. Vertical boring machine: - The work rotates on a horizontal table about a vertical axis and
the tool is stationary except for the feed.
3. Precision boring machine: -The machine uses single point tools to machine surfaces rapidly
and accurately. Cemented carbide and diamond tipped single point tools are operated at very
high speed to produce accurately sized holes with a fine surface finish .The machine may be
horizontal or vertical type.
4. Jig boring machine: - These machines are used for production of jigs, fixtures, tools and
other precision parts which require high degree of accuracy. The machine accuracy is very high
within a range of 0.0025mm.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-16: Shaper and planer

SHAPER
WORKING PRINCIPLE:-The job is rigidly held in a vice or clamp directly on the machine
table. The tool is held in the tool post mounted on the ram of the machine. This ram reciprocates
to and fro. In doing so the tool cuts materials in the forward stroke. Return stroke is called idle
stroke because no material cutting takes place in that stroke. The job is given an indexed feed in
a direction normal to the line of action of cutting tool.
The time spent in return stroke is obviously a waste. We cannot make this time equal to
zero, but it can be reduced. A mechanism called Whitworth Quick Return Mechanism is fitted in
the shaper to reduce the time wastage during return (idle) stroke.

MAIN PARTS OF SHAPER MACHINE:

1. Base 2. Column 3.Cross rail.
4. Table 5. Ram 6. Tool head
7. Vice.

CUTTING TOOL MATERIAL:

1. High Speed Steel

2. Carbide Tipped tools for
hard materials.

PLANER

WORKING PRINCIPLE: - The work is rigidly held on the work table of the machine. The
tool is held vertically in the tool head mounted on cross-rail. The work table together with the job
is made to reciprocate past the vertically held tool .The indexed feed, after each cut, is given to
the tool during the idle stroke of the table. The machine may comprise side tool posts also. This
is used to machine side surfaces of the job.
The fundamental difference between a shaper and a planer is that in
planer, the job which is mounted on table reciprocates past the stationary cutting tool and the
feed is supplied by the lateral movement of the tool, but in shaper the tool which is mounted
upon the ram reciprocates and the feed is given by the crosswise movement of the table.

MAIN PARTS:

1. Bed 2.Table
3. Column / Housing
4. Cross rail 5.Tool head
6. Controls

SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)

Lesson-VI: Workshop Machines. Session-17: Slotting and Grinding machines
 SLOTTING MACHINE
It operates almost on the same principle as that of a shaper. The major difference between a
slotter and a shaper is that in a slotter the ram holding the tool reciprocates in a vertical axis,
where as in shaper the ram holding a tool reciprocates in a horizontal axis. A vertical shaper and
a slotter are almost similar. The only difference, in the case of a vertical shaper, the ram holding
the tool may also reciprocate at an angle to the horizontal table in addition to the vertical stroke.
The ram can be swiveled not more than 5° to the vertical. The slotter is used for cutting grooves,
key ways and slots of various shapes, for making regular surfaces both internal and external etc.
Types of slotting machines: - 1. Punch slotter. 2. Precision slotter.
1. Puncher slotter: - The puncher slotter is a heavy, rigid machine designed for removal of large
amount of metal from large forging or castings. The length of a puncher slotter is sufficiently
large. It may be as long as 1800 to 2000 mm.
2. Precision slotter: - The precision slotter is a lighter machine and is operated at high speeds.
The machine is designed to take light cuts giving accurate finish.
Slotter Size: - The size of a slotter is specified by the maximum length of stroke of the ram,
expressed in mm. The size of a general purpose or precision slotter usually ranges from 80 to 900
mm. Other important dimensions are diameter of the table in mm, amount of cross and
longitudinal travel of the table expressed in mm, number of speed and feeds available, H.P. of
the motor, floor space required, etc.
Slotting Machine Parts: -The different parts
of a slotting machine are as follows: -
1. Base. 2. Column. 3. Saddle. 4. Cross-slide.
5. Rotating table.6. Ram and tool head
assembly. 7. Ram drives mechanism. 8. Feed
mechanism.

Slotter Operations: - The operations

performed in a slotter are:
1. Machining flat surface. 2. Machining
cylindrical surface.3. Machining irregular
surfaces and cams machining. 4. Machining
slots, key ways and grooves

Slotter Tools: - In a lathe, shaper or a planer tool the cutting pressure acts perpendicular to the
tool length, whereas in a slotter the pressure acts along the length of the tool. Slotter tools are
provided with top rake, front clearance and side clearance, but no side rake is given. The nose of
the tool projects slightly beyond the shank to provide clearance. Different slotter tools are used in
different operations. Keyway cutting tools are thinner at the cutting edges. Round nose tools are
used for machining circular or contoured surfaces. Square nose tool are used for machining flat
surfaces.

GRINDING
Grinding is a cutting operation performed by means of a rotating abrasive wheel that acts as a
tool. The abrasive wheel is called grinding wheel .It is used to remove comparatively little
material 0.25mm to 0.5mm.
 GRINDING MACHINES: 1.Rough grinders (Floor
stand grinder) and 2.Presion grinder (Bench grinder)
Abrasive: An abrasive is a substance that is used for
grinding and polishing operations. The abrasives are
mainly:-
1. Natural Abrasives: (a) Sand stone (Solid quality)
(b) Emery (Natural Al 2O3)
(c) Corundum (Natural Al 2O3)
(d) Diamond (Natural Al 2O3)
2. Artificial Abrasive: (a) Silicon carbide (SiC)
(b) Aluminum oxide (Al 2O3)

Bonds: A bond is an adhesive substance that is employed to hold abrasive grains in the form of
grinding wheel. Bonding materials are:
1. Vitrified bond (V) Mostly used in Industrial Application
2. Silicate bond (S)
3. Shellac bond (E)
4. Resinoid bond (B)
5. Rubber bond (R)
6. Oxy – Chloride bond (O)
Grit: Grit means grain size and is denoted by a number indicating the no. of meshes per linear
inch of the screen through which the grains pass when they are graded after crushing.
Coarse 10 12 14 16 20 24
Medium 30 36 46 54 60
Fine 80 100 120 150 180
Very Fine 220 240 280 320 400 500
Grade: Grade means hardness with which the bond holds the abrasive grains in a grinding
wheel. Soft grade A TO H
Medium grade I TO P
Hard grade Q TO L.
Structure: The relative spacing of an abrasive is known as structure. It is denoted by the no. of
cutting edges per unit area of wheel face. It is also denoted by the no. of voids spaces between
grains.
Open Structure ------ 1 2 3 4 5 6 7 8
Dense Structure ----- 9 10 11 12 13 14 15 or higher

Marking of Grinding Wheel: W A 46 K 5 V 17

1. Manufacturer’s code ____________
1. Abrasive type (Al 2 O 3) _________
2. Grain size (Medium) ______________
3. Grade (Medium)_____________________
4. Structure (Open) ___________________________
5. B o n d (Vitrified) _________________________________
6. Manufacturer code. ______________________________________________
Wheel Shapes and Sizes: Grinding wheels
are made in many different shapes and sizes
for use on different types of grinding
machines and on different classes of work.
They fall into the following broad groups:
straight-side grinding wheels, cylinder
wheels, cup wheels, and dish wheels.
SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-18: Milling machine and Gear cutting
MILLING MACHINE
 It is a machine tool that removes metal as the work is fed against a rotating multiple tooth cutter.
The cutter rotates at a high speed and because of multiple cutting edges; it removes metal at a very
fast rate. The machine can also hold more than one cutter at a time.
TYPES OF MILLING MACHINES:
1. COLUMN AND KNEE TYPE:
(a) Hand milling 2. Manufacturing and fixed bed type milling
(b) Plain milling machine
(c) Universal milling 3. Planer type milling machine
(d) Omniversal milling 4. Special type milling machine
(e) Vertical milling
1. COLUMN AND KNEE TYPE:-Table is mounted on the knee casting. Knee casting is
mounted on the vertical slide of the main column. The knee is vertically adjustable on the
column to accommodate works of various sizes. These machines are classified according to the
various methods of supplying power to the table, different movement of the table & different
axis of rotation of the main spindle.
Main Parts: Base, Column, Knee,
Table, Over Hanging, Arm, Front
Brace, Spindle, Arbor
MILLING CUTTER:-The milling
cutters are revolving tools having
one or several cutting edges equally
spaced on the circumference of the
cutter. Milling cutters are classified
as:

1. Solid cutters
2. Tipped solid cutters
3. Inserted teeth cutter. CUTTER MATERIALS:
4. Arbor type cutter 1. High Speed Steel
5. Shank type cutter 2. Super High Speed Steel
6. Right hand cutter 3. Non Ferrous cast alloys
7. Left hand cutter etc.
8. Straight teeth cutter
9. Helical teeth cutter
10. Standard milling cutter
11. Special milling cutter
GEAR CUTTING
Gears may be manufactured by casting, stamping, machining or by powder metallurgical
process, but the most common and accurate method is machining. The different methods of
production of gears by machining are as follows:-
1. Formed cutter method :-(a) By a formed disc cutter in a milling machine.
(b) By a formed end mill in a milling machine.
(c) By a formed single point tool in a shaping or planning machine.
(d) By a formed cutter in a “shear speed” gear shaper.
(e) By a formed cutter in a broaching machine.
2. Template Method in a gear cutting machine.
3. Generating method :- (a) By a rack tooth cutter in a gear cutting machine.
(b) By a pinion cutter in a gear cutting machine.
(c) By a hob cutter in a gear cutting machine. (d) By a bevel gear generator.
1. Formed cutter method: - A single point cutting tool or a milling cutter has the same form of
cutting edge as the space between the teeth being cut is used. The method uses simple and cheap
tools in conventional machines.
Disadvantages: - (1) Accuracy is very poor. (2) The production capacity is very low.
(a)Gear cutting by formed disc cutter:-The method involves the mounting of a gear blank at
the end of a dividing head spindle fitted on the table of a horizontal, column and knee type
milling machine and then feeding the work past a rotating, formed, peripheral type of cutter
mounted on the horizontal arbor of the machine.
(b)Gear cutting by a formed end mill: - The end mills having cutting edges formed to
correspond to the tooth space of a gear employed to cut a spur, helical or a herring bone gear in a
milling machine. The end mills are used to cut gears of large module from 20 mm and larger
where ordinary disc type cutters are unsuitable due to excessive pressure required.
(c)Gear cutting by a formed single point tool: - A single point cutting tool having cutting
edges formed to correspond to the tooth space of a gear is employed to cut a spur or a bevel gear
in a shaping or a planning machine by using the shaper centre.
(d)Gear cutting by shear speed process: -The shear speed process involves the production of
all the teeth on a gear simultaneously by a ring of formed blades arranged on the periphery of the
gear blank. Each blade having formed cutting edges cuts one tooth space and the number of
blades on the cutter equals the number of tooth spaces on the gear. The shear speed process is the
quickest method of producing external and internal spur gears, splines toothed clutches, ratchet
wheels etc.
(e) Broaching gear teeth:- A broaching tool having formed cutting edge is employed for
producing internal gears of accurate shapes on a broaching machine.
2. Template gear cutting process:- The template gear cutting process involves the production
of a gear tooth profile by a single point cutting tool which is reciprocated and made to follow a
guided path by a template whose profile corresponds to the shape of the gear tooth being cut.
After one tooth is finished, the blank is indexed by the usual manner. The template method is
employed for producing very large spur gear teeth and for cutting accurate bevel gears.
3. Generating methods: - The generating methods of gear production enable to cut
mathematically correct tooth profile by means of relative motions between the cutters and the
gear blanks. The principle of generating process is based on the fact that any two involute gears
of the same module will mesh together. If out of two mating gears one is used as a cutter and is
made to reciprocate or fed continuously along the entire width of the gear blank, while still
rotating as a mating gear, so that the pitch surface of the cutter rolls without slipping on the pitch
surface of the gear, an accurate tooth profile can be generated. As the principle of generating
gears is based upon involute system, cycloidal gears cannot be produced by this method. The
gears may be generated by a rack cutter, pinion cutter or a hob.
(a)Rack cutter generating process: - The rack cutter generating process is also called shaping
process. In this method, the generating cutter has the form of a basic rack for the gear to be
generated. The cutting action is similar to a shaping machine.
(b)Pinion cutter generating process:-The pinion cutter generating process is fundamentally the
same as the rack cuter process, and instead of using a rack cutter it uses a pinion to generate the
tooth profile.
(c)Gear hobbing: - Hobbing is a process of generating a gear by means of a cutter, called a hob,
that revolves and cuts like a milling cutter. In gear hobbing, the gear blank is first moved in
towards the rotating hob until the proper depth is reached. The action is the same as if the gears
were meshing with a rack. As soon as the proper depth is reached, the hob cutter is fed across the
face of the gear until the teeth are complete, both gear and cutter rotating during the entire
process.
(d)Bevel gear generating process: - The fundamental of bevel gear generating process involves
the rolling of a bevel gear blank on a crown wheel.
SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-19: Press, Jigs And Fixtures

Press: - The press is a metal forming machine tool designed to shape or cut metal by applying
mechanical force or pressure. The metal is formed to the desired shape without removal of chips.
Types of presses: - The classification of different types of presses are given below:-
1. Classification based on source of power :
(a) Hand press or ball press or fly press (b) Power press.
2. Classification based on design of frame:
(a) Gap (b) Inclinable (c) Adjustable (d) Horn (e) Straight side (f) Pillar
Power press parts: 1. Base 2. Frame 3. Bolster
plate 4. Ram 5. Pitman 6. Crank, eccentric or
other driving mechanism 7. Fly wheel 8. Clutch
9. Brakes:
Press Tools: A punch is the parts of the press tool
which enters into the cavity formed in the die
section. The punch is usually the upper member of
the press tool which is mounted on the lower end of
the ram and slides with it.
A die is that part of the press tool which has POWER PRESS
an operating or cavity to receive the punch. The die 1. Ram 2.Ram guide 3.Pitman
is usually the lower member of the press tool which 4. Crankshaft 5. Flywheel 6.Punch
is clamped on the bolster plate fitted on the table and 7.Die 8.Bolster plate 9.Base 10.Frame
remains stationary.
The punches and dies are generally made of high speed steel.

Types of dies and operations

1. Classification based on operations performed:
(A) Shearing operation: As the punch descends upon the work piece, the pressure exerted by
the punch causes the metal to be deformed plastically in the die. As the clearance between the
punch and the die is very small, the plastic deformation takes place in a localized area and the
metal adjacent to the cutting edges of the punch and the die becomes highly stressed. When the
stress reaches beyond the ultimate strength of the material, the fracture starts from both the sides
of the plate along the cutting edges of both die and the punch, and as the punch continues to
descend,
the fracture meet at the centre of the plate. The metal is now completely severed from the sheet
metal and drops out through the die opening.
(a) Piercing: The piercing is the operation of production of hole in
a sheet metal by the punch and die. The materials punched out
to form the hole constitute the waste.
(b) Punching: The punching operation is similar to the piercing
operation. While punching the formation of the hole is the
desired result. The difference between the punching and the
(c) Perforating, (d) Blanking, (e) Cutting off (f) Parting (g) Notching, (h) Slitting, (i)
piercing is that in the case of punching a cylindrical hole is
Lancing
produced, whereas in the case of piercing the hole produced
may be of any other shape.
(B) Bending operation: While bending the metal is stressed in both tension and compression at
the two sides of the neutral axis beyond the elastic limit but below the ultimate strength of the
material. As the material is loaded beyond the elastic limit, some amount of plastic deformation
takes place and when load is removed, the metal retains the bent shape given by the die. There is,
of course, some amount of elastic recovery of the metal when the load is removed, resulting in a
slight decrease in the bent angle. The effect is known as spring back. To correct the effect of
spring back, the metal is bent through a greater angle so that when the load is removed, the
component will spring back to the desired angle.
(a) Angle bending,(b) Curling, (c) Forming, (d) Plunging

(C) Drawing operation: The drawing is the operation of production of cup shaped parts from
flat sheet metal blanks by bending and plastic flow of the metal.
(a) Squeezing operation, (b) Coining, (c) Embossing, (d) Flattening or planishing

2. Classification based on construction:

(a) Simple die: In a simple die, only one operation is performed at each stroke of the ram.
(b)Follow or progressive die: In a progressive die, two or more operations are performed
simultaneously at a single stroke of the press by mounting separate sets of dies and punches at
two or more different stations. The metal is progressed from one station to the other till the
complete part is obtained.
(c)Compound die: In a compound die two or more cutting operation are accomplished at one
station of the press in every stroke of the ram.
(d)Combination die: In a combination die, both cutting and noncutting operation are
accomplished at one station of the press in every stroke of the ram.
(e) Rubber die: In a rubber die, the rubber is used as a medium of applying pressure on the sheet
metal blanks.

Jig and fixtures: The jig and fixture are the economical means to produce repetitive type of
work by incorporating special work holding and tool guiding devices.
Jig: A jig may be defined as a device which holds and locates a work piece and guides and
controls one or more cutting tools. The holding of the work and guiding of the tools are such that
they are located in true position relative to each other.
Fixture: A fixture may be defined as device which holds and locates a work piece during an
inspection or for a manufacturing operation. The fixture does not guide the tool. Difference
between a fixture and a jig is as follows:
1. A fixture holds and positions the work but does not guide the tool, whereas a jig holds,
locate and as well as guides the tool.
2. The fixtures are generally heavier in construction and are bolted rigidly on the machine
table, whereas the jigs are made lighter for quicker handling, and clamping with the table
is often unnecessary.
3. The fixture are employed for holding work in milling grinding, planning, or turning
operations, whereas the jigs are used for holding the work and guiding the tool
particularly in drilling, reaming or taping operations.
Advantages of jigs and fixtures: -
(i) It eliminates the marking out, measuring and other setting methods before machining.
(ii) It increases the machining accuracy.
(iii) It enables productions of identical parts which are interchangeable.
(iv) It increases the production capacity.
(v) It reduces the operators labour as handling operations are minimizes.
(vi) It facilitates the use of semiskilled operator.
(vii) It reduces the expenditure of quality control.
(viii) It reduces the over all production cost by fully or partly automatising the manufacturing
process.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session-20: Broaching and Sawing Machine

BROACHING MACHINE
Broaching is a method of removing metal by pushing or pulling a cutting tool called a broach
which cuts in fixed path. Surfaces finished by broaching may be flat or contoured and may be
either internal or external. Broaching is generally limited to the removal of about 6 mm of stock
or less.
BROACHES: - A broaches is a multiple-edge cutting tool that has successively higher cutting
edges along the length of the tool.
Types of Broaches: - Broaches may be
classified in various ways, according to:-
1. Type of operation: - internal or
external.
2. Method of operation: - push or pull.
3. Types of construction: solid, built-up,
inserted tooth, progressive cut, rotor
cut double jump, or overlapping
tooth.
4. Function: - surface, keyway, round hole, splint, spiral, burnishing, etc.

Broach material:-Most broaches are made from 18-4-1 tungsten chromium vanadium steel
ground after hardening. Carbide broaches are used extensively in the broaching of cast iron in the
automotive field.
BROACHING METHODS: - Broaching, according to the method of operation, may be
classified as follows:-
1. Pull Broaching. 2. Push broaching 3. Surface broaching 4. Continuous broaching
BROACHING MACHINES
Horizontal Broaching Machines:-Nearly all
horizontal machines are of the pull type. They may
be used for either internal or external broaching,
although internal work is the most common. A
horizontal broaching machine consists of a bed or
a base a little more than twice the length of the
broaching stroke, a broach pilot and the drive
mechanism for pulling the broach.
Vertical broaching machines: - The vertical type may be obtained in either push or pull type.
The push type is the most popular. A vertical broaching machine is employed in multiple
operations, since they are convenient to pass work from one machine to another, and they are
more likely to be found doing surface operations. Of the three models available, pull up, pull
down, and push down, the pull up type is most popular.
Surface broaching machine: - Surface broaching machines have their broaching tools attached
to a ram or rams forced in a straight path along guide ways past the work piece.
Continuous broaching machines: - For mass production of small parts, the highly productive
continuous broaching method is used on rotary or horizontal continuous broaching machines.
Broaching machine sizes: - The size of a broaching machine is specified mainly by the length
of stroke in mm and the force in tones that can be applied to the broach. Thus a 1000-10 machine
has a 1000 mm stroke with a 10 tones nominal broach driving force. Other important parameters
for specifying a broaching machine are broaching speed, return speed and machine horse power.
Broaching operation: - Broaching is applied for machining various internal and external
surfaces, for round or irregular shaped holes from 6 to 100 mm in diameter, for external flat and
contoured surfaces. Certain types of surfaces, for example, spline holes, are machined at the
present time only by broaching due to the exceptional difficulties in machining such surfaces by
other methods. Most broaching operations are completed in one pass, but some are arranged for
repeated cuts to simplify the design of the broach.
SAWING
In sawing, the individual teeth of the saw, “track” through the work, deepening the cut made by
the preceding tooth in the direction of feed. Either the saw or the work may be fed and, by
controlling the direction of feed, either straight or curved cut can be produced. The width of the
cut is approximately equal to the width of the saw itself.
Sawing machines: - Sawing machines may be classified by the motion used for the cutting
action.
1. Reciprocating saw.
(a) Horizontal sawing machine. (b) Vertical sawing machine.
2. Circular saw.
(a) Cold saw. (b) Friction disk. (c) Abrasive disk.
3. Band saw.
(a) Contour band saw. (b) Friction blade.
Reciprocating saw: - Reciprocating saws are represented by power hacksaws. A power hacksaw
consists of a saw frame, a means for reciprocating the saw and frame, a work table and vice, a
supporting base, and a source of power. In operation, machine drives a blade back and forth
through a work piece, pressing down on the cutting stroke and releasing the pressure on the
return. The stock to be cut is held between the clamping jaws. Several pieces of bar stock can be
clamped together and cut at the same time. Both square and angular cuts can be made.
Circular saws: - Circular saws are cut by means of a revolving disc. The disc may have large
teeth or almost no teeth. Machines of this type are divided into three classifications as given
before.
The cold saw has a circular blade with inserted teeth for cutting small or large bars to
length.
Friction disc are circular blades having almost no teeth. They operate at high speeds and
generate heat. The heat of friction softens the metal of the work piece in contact with the disc,
and the soft metal is rubbed away.
Abrasive discs, as the name implies, are thin flexible grinding wheels. Thin resionoid or
rubber bonded wheels rotating at high speeds are generally used.
Band saws: - In a band saw, a continuous saw blade runs over the rims of two wheels, one of
which drives the saw at the desired cutting speed. The work is mounted on the table between the
two wheels. They are mainly divided into two classifications as given before.
The contour band saw is the most versatile of all types of sawing machines in
application. The work may be fed in any direction on the table, and the direction of feed is
readily controlled and changed while cutting is in process to produce any desired out line. These
machines are widely used for making dies or other parts with a contour internal shape.
A friction band saw operates on the same principle as the friction circular saw. The dull
blade produces great friction and the kerf of the teeth removes small, softened particles of the
work.
Selecting a blade for sawing machine: -
Blade materials include standard carbon
steel, high speed steel and bimetallic high
speed steel. There are three tooth sets that
can be used; raker, alternate and wavy. There
are tooth forms also, standard, skip and hook.
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Workshop Machines. Session- 21, 22, 23: Workshop visit.

1. To note down the various components of the Track Maintenance Machines being
assembled at M/s Plasser India Pvt. Ltd. and to understand the manufacturing process.

2. To see & note down the various components of Workshop Machines available at M/s
Plasser India Pvt. Ltd. Such as

i) Lathe Machines
ii) Radial drill Machine
iii) Shaper
iv) Planner etc.
v) Cropping machine

3. To visualize inert gas welding.

4. To visualize the hydraulic pipe end fittings crimping process.

5. To visualize and note down any other production activities.

 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Threads. Session-24: Different Types Of Thread

THREAD:
The helical groove cut on an internal or external cylindrical surface is called thread. The thread
on internal cylindrical surface is called internal thread and that on external cylindrical surface is
called external thread. According to movement, threads are of two types: - 1. Right hand threads
2. Left hand threads.
Terms of Screw Threads:-

Major
. diameter, Minor diameter, Pitch diameter
Pitch Dia. = Major Dia.― single Depth of thread
Pitch: - It is the distance measured parallel to the axis, between a
point on one thread form and a corresponding point on the
adjacent thread form, i.e. form crest to crest or root to root
Lead: - It is the distance measured parallel to the axis from a
point on a thread to a corresponding point on the same thread
after one revolution. It is also described as the distance moved by
a Nut in the axial direction in one complete revolution. The lead
is equal to the pitch in case of single start threads, twice in double
start thread; thrice in triple start thread etc.

Crest, Root, Flank or side

Angle of thread: - It is the angle between the
flanks measured on an axial plane.
Helix angle: - The angle of inclination of thread is
called helix
Depth of thread, Number of thread, Crest,
Root, Flank or side
Angle of thread: - It is the angle between the flanks measured on an axial plane.
Helix angle: - The angle of inclination of thread is called helix
Depth of thread, Number of thread

Types of threads:-1. ‘V’- Thread 2. Square Thread 3. Acme Thread 4. Worm Thread 5.
Knuckle Thread 6. Buttress Thread.
1. ‘V’-Thread: - These threads are in ‘V’ shape. According to thread angle these are of
following types:-
(a)British standard Whitworth thread or B.S.W:-Included angle of this thread is 55° and
routes and crests are rounded. The theoretical depth D=0.96P, where P= pitch of the thread; 1/6
of the theoretical depth is rounded off at the top and the bottom. This thread was invented by Sir
Joseph Whitworth in 1841.
(b)British standard fine thread:-These have the same with worth profile (included angle 55°)
but their pitches are finer and hence the depths smaller. Thus they have larger effective and core
diameters than the B.S.W threads. B.S.W threads are generally used automobile and aircraft
work.
(c)British Association thread: - This is a very fine thread. This thread is used for nominal
diameter less than 1/4” or 6mm such as instruments, watches, radio etc. The included angle is 47
½ °. 0.236 of the theoretical depth is rounded off at the top and at the bottom, leaving the actual
depth equal to 0.6P.
Theoretical depth, D = 1.136P Actual depth, d = 0.6P.
(d) British Standard Pipe thread:- These threads are used for gas, steam or water pipes. They
are specified by the bore of the pipe and not by the out side diameter. Thus, the out side diameter
of a thread pipe having a bore of 1”normal diameter is 1.309”. The pipes of 1”to 6”diameters
have the same number of threads per inch, viz. 11. These threads are cut taper ¾” per foot. The
included angle is 55°.
(e)American national thread (Seller’s thread):- It has an included angle of 60°. One-eighth of
the theoretical depth is cut-off parallel to the axis of the screw at the top and at the bottom.
Therefore, the crests and the roots of this thread are parallel.
Theoretical depth, D = 0.866P Actual depth, d = 3/4 D = 0.649P
(f)International Standard thread (Unified thread):-
This is the I.S.O basic profile recognized in two series
based on inch and metric systems of measurements. In
this form, the external thread (on a bolt) varies slightly
from the internal thread (inside a nut). The angle of the
thread is 60°. Roots of both-internal and external threads
are rounded, while the crests are cut parallel to the axis
of screw. The root of the internal thread is rounded
within the depth of D/8.
The maximum depth of engagement between the
internal and external threads is 5/8D

(g)Metric Thread: - The Bureau of Indian standards has recommended the adopting of Unified
screw thread profile based on metric system and has designated it as Metric thread. In this
system pitch of the thread is fixed (not thread per unit length.).These threads are designated by
the letter M followed by nominal diameter and pitch in mm. Ex: - M10X1.5
2. Square thread: - This thread has its flanks or sides normal to the axis. The depth and the
thickness of the thread are each equal half of the pitch. The thread is much stronger than the ‘V’
threads. It is generally used for power transmission in jacks, vice etc.
3. Acme thread: - This thread is a modification of the square thread - thicker at the root and less
thick at the crest, hence stronger at the root. The thread angle is 29°.
Depth, d = 0.5P + 0.25 mm Thickness at the crest = 0.3707P.
It is particularly used where the nut, which is made in two parts, is required to engage or
disengage from a screw at frequent intervals such as in lead screw of the lathe.
4. Worm thread: - This is like an acme thread with the difference that depth of thread is some
what more.
5, Knuckle thread: - It is formed by rounding off the corners of the square thread to such an
extent that it has a completely rounded profile. Its section comprises of semicircles of radius R =
0.25P Depth d = 0.5P
This thread can withstand heavy wear and rough usage. They are used in coupler of railway
carriage and electrical bulbs.
6. Buttress thread: - This thread is a combination of the triangular and the square threads. One
flank of the thread is perpendicular to the axis of the screw. The angle between its two flanks is
45°. The theoretical depth is equal to the pitch. One-eighth of which is cut off parallel to the axis
at the crest and at the root. This thread is suitable only when the force acts entirely in one
direction. It is used commonly in screw of bench vice.
Theoretical depth D = P Actual depth d = ¾ D = 0.75P
 SUB-DISCIPLINE:- WORKSHOP TECHNOLOGY (Lessons: VIII Sessions: 25)
Lesson-VI: Quality Controls. Session-25: Statistical Quality control, control charts and their
application

INTRODUCTION
The basic purpose of manufacturing is to produce engineering materials and parts to specified
shape, size and finish. The specifications for the shape, sizes and finishes are furnished to the
shop by part drawings or manufacturing drawings. These specifications are often called quality
characteristics.
The measured quality of manufactured product is always subject to a certain amount of
variation as a result of chance. Some stable “system of chance causes” is inherent in any
particular scheme of production and inspection. The reason for variation outside this stable
system should be discovered and corrected to avoid wastage and finally to improve quality.

INSPECTION AND QUALITY CONTROL

Inspection:-Inspection is the method of measuring and/or checking the quality of product in
terms of specified standard. There are three basic areas of inspection: - (1) Receiving inspection,
(2) In process inspection and (3) Final inspection.
Quality Control: - The word “quality” as used in manufacturing implies “the best for the money
in vested” and does not necessarily mean the “best”. A component is said to be of good quality if
it works well in a particular situation for which it is meant while in other situation it may not
work well and it is said to be bad quality. The word “control” implies regulation and regulation
implies observation and manipulation. It suggests when to inspect and how much to inspect.
Inspection is considered to be tool of quality control. It checks the products while quality
control attempts to bring the variable factors under control.

SATISTICAL QUALITY CONTROL

Certain statistical techniques have been devised to evaluate machines, materials and processes by
observing capabilities and trends in variations so that continual analysis predictions may be made
to control the desired quality level. These statistical techniques are called statistical quality
control methods. These methods or tools are:-
1. The Shewhart Control Charts for measurable quality characteristics. These are described
as charts for, variables, or as charts forX and R (average and range) and charts for X
and (average and standard deviation).
2. The Shewhart control chart for fraction defective. This is described as the p chart.
3. The Shewhart Control Chart for number of defects per unit. This is described as c chart.
4. Sampling plans dealing with the quality protection

CONTROL CHARTS FOR VARIABLES(X AND R Chart)

X-Chart: Sample of consecutive parts are taken from the machine at frequent time intervals
and recorded on the chart in their sequence of manufacture. A sample consists of subgroups, the
size of which should be carefully measured. Generally, the sub group size is five to ten. It is
always better to take frequent small subgroup than infrequent large subgroups. The parts are
measured and the average of these measurements is plotted on theX chart. Average values are
plotted instead of individual readings because sample averages tend to approach the normal
distribution curve more closely than to individual values. The central line,X shown on theX
chart is average of the averages or grand average of the subgroup (5 to 10) average. This is
expressed as
X = ∑X/K
WhereX is the average value of each subgroup and K is the number of subgroups. The control
limits are set at three standard deviations (3 ) of the sample average from the meanX, and are
called upper control limit. (UCLx = X + 3 x) and the lower control limit (LCLx = X – 3 x),
where
R-chart: The chart for ranges, the R chart is obtained from the same sample groups that were
used in determining the values ofX. the central line or the mean, of the R chart represents the
average of the subgroup ranges. Control limits on range chart can be calculated as:
UCLr = D4 R LCLr = D3R
Where D3 and D4 are constant factors, the values of which are found in the table.

CONTROL CHART FOR ATTRIBUTES (p charts)

The control charts for fraction defective p is used to quality characteristics that can be observed only as
attributes - for example, dimensions checked by go and non-go gauges even though they might have been
measured as variables.
Fraction defective, p, may be defined as the ratio of the number of defective articles found in any
inspection or series of inspections to the number of articles actually inspected. Fraction defective is nearly
always expressed as a decimal fraction. This may be expressed as:
P = number of defectives in subgroup / number inspected in subgroup (n)
and P = total number of defectives during period / total number inspected during period (∑n).
UCLp = p + 3 p LCLp = p – 3 p where p = √ {p (1 – p)/n}

CONTROL CHART FOR DEFECTIVES (c CHART)

The c chart applies to the number of defects in subgroups of constant size. A defective is an
article whereas articles lacking conformity to specification is a defect.
The c chart is plotted in the same manner as p chart except that the control limits are based on
Poisson distribution which describes more appropriately the distribution of defects.
The value of c is first computed. The 3-sigma limits are:
UCLc = c + 3√c LCLc = c – 3√c
For example, if there are 200 defects in 25 machines, the average c is 200/25=8.0. Control limits
computed from the averages are follows:
UCLc = c+ 3√ c = 8 + 3√8 =16.5 LCLc = c – 3√c = 8 – 3√8 = 0
Whenever calculations give a negative value of the lower control limit of a chart, that limit is
recorded as zero.
THE ISO 9000
ISO 9000 is a family of international standards for quality management and assurance. ISO 9001,
ISO 9002, and ISO 9003 detail the requirements, which must be met. ISO 9000 and ISO 9004
are guidelines. Listed below are the models that make up the ISO 9000 family of standards.

ISO9001 Quality System is a model for quality assurance in design/development, production,

installation, and servicing. ISO 9001 is made up of 20 sets of quality system requirements.
ISO 9002 Quality System is a model for quality assurance in production and installation.
ISO 9003 Quality System is the model for quality assurance in final inspection and test.
ISO 9004-1 and the other parts of ISO 9004 are the standards of guidelines on the elements of
quality management and a quality system.

In its most basic form it requires that you:

Say what you do: Have documented procedures for performing the work that affects product or
service quality.
Do what you say: Work according to the written procedures.
Record what you do: Retain records of the activities to provide objective evidence of
compliance.

Improvement: Compare what you actually achieve with what is planned and use the information
to correct any shortcomings.
 SUB :-TRACK MACHINE & WORKING PRINCIPLE
Duration- 74 Sessions = 148 Periods
Sub discipline-Track Machine (Lessons-2 Sessions-2)
Lesson-I: History of Track Machines Session-1:History of Mechanization on Indian
Railways introduction of Track Machines
in chronological order.

Historical Development of Track Maintenance:

1950-80: From manual methods to full mechanization - From the very beginning the railways were aware
of the importance of track maintenance. Nevertheless, it was not until 1950s that machines were
developed to do the work. Initially, between 1950 and 1980, efforts were concentrated on mechanizing
heavy manual, and on reducing construction costs.

1950-1960: Mechanization of the heavy duty works - Tamping and Cleaning of ballast.

1960: Development of multi-functional machines - Several work processes combined in one machine,
starting with the first leveling and tamping machine and followed by the combined leveling, tamping and
lining machine for plain track, switches and crossings.

1965: Increased working speeds - Introduction of the first double sleeper tamping machine and the
hydraulic high performance ballast cleaning machine

1967 Introduction of complete machine systems - The mechanized maintenance train MDZ and the high
speed track relaying train SUZ, the first track renewal using the assembly line method (not working on
Indian Railways).

Since 1971: Further improvements in performance and quality - By designing on-track machines as
standard railway vehicles followed by further improvements in the quality of work resulting from the use
of electronics, laser technology, computers and automatic work sequences.

Brief History of introduction of Track Machines Worldwide:

World over first mechanical off-track tamper was tried out around 1920, which was doing
packing only. First On-Track Tamper was produced by Matissa of Switzerland which was
founded in the year 1945. It produced and marketed only one type of tamper, model B-60.
Plasser and Theurer established their works at Linz Austria in the year 1953 and produced their
first hydraulic tamping machine HGL for use on Austrian Federal Railways. They came into
regular production line for the first tamping machine VKR 01 in Cantilever design from 1955
onwards. Further, evolution of track machines is given below:
 1960: First leveling & tamping machine VKR 04
 1962: First switch tamping machine with tilting tamping tools WE 75
 1963: First automatic lining machine with two chord measuring technique
 1964: First hydraulic ballast cleaning machine RM 62
 1965: First two sleeper tamping machine Duomatic
 1970: First leveling & tamping machine in 07 series
 1972: First leveling, lining & tamping machine for switches 07-275
 1973: First welding machine K355APT
 1975: Dynamic Track Stabilizer - a new technology for stabilization of tracks
 1983: First continuous action tamping machine 09 CSM
 1996: First continuous action 3 - sleeper tamping machine came into existence
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-02 SESSIONS-02)
Lesson–II: Types of Track Machines Session-2:Different types of track machines on Indian
Railways, their functions and output.
INTRODUCTION TO ON-TRACK MACHINES ON INDIAN RAILWAYS:

TYPE OF MODEL YEAR OF MANUFACTURE NO. OF MAX. RATE OF SALIENT FEATURES

M/C NO. INTRODUCTION R WHEEL DRIVING PROGRESS /
ON IR S SPEED EFFECTIVE
KMPH HOUR
1 2 3 4 5 6 7 8
Tie Tamping Machines – Plain Track Tamping Machine
Super 06-16- 1968 Plasser & 4 40 400 to 500 Double chord
Lining SLC Theurer, sleepers lining.
Control Austria Obsolete.
Tamper
Universal 06-16- 1972 -do- 4 40 500 to 600 -do-
Tamper USLC sleepers
Tamper 08-16- 1985 -do- 8 60 800 to Single chord
single Unomati 1000 lining.
sleeper c Sleepers One end driving
due to
Mechanical Gear
Box.
Tamper 08-32- 1986 -do- 8 60 1400 to -do-
Double Duomati 1600
Sleepers c Sleepers
Continuo 09-32- 1989 -do- 8+2 60 2200 to ZF Gear Box.
us CSM 2400 Satellite unit.
Tamping Sleepers Both end
Machine driving.
Tamping 09-3X- 2000 -do- 8+4 60 2800 to Two Engines.
Express CSM 3500 ALC & Laser.
Three Sleepers
Sleepers
Tamper 08-32- 2003 -do- 8 60 1800 ZF gear Box,
Double New Sleepers ALC. Both end
Sleepers Duomati driving.
c
Tamper 08-32C 2008 -do- -do- -do- -do- No ALC, PCB
Double Fully 819, Fast
Sleepers Imported Locking and
unlocking.
Russian VPR- 2004 Metex, 8 60 2000 Computer in
Tamper 02M-18 Russia Sleepers Front Cabin.
Double
Sleepers
Tie Tamping Machines – Points & Crossing Tamping Machine
Points & 07-275- 1984 -do- 4 40 1 Turnout Tool tilting 850
Crossing Unimat in 90 min. outside &50
Tamper inside.
Obsolete
Points & 08-275- 1990 -do- 8 60 1 Turnout Third (Working)
Crossing 2S cabin in the
Tamper Unimat middle.

Points & 08-275- 1993 -do- 8 60 1 Turnout Cantilever for

Crossing 3S 3rd rail lifting.
Tamper Unimat T/Unit can be
turned up to
8½0.
Points & 08-475- 2009 -do- 10 60 1 Turnout 4 Tamping unit
Crossing 4S with 2 split head
Tamper Unimat tools & 2
telescopic arms
that can be
slewed out to
L.H or R.H side
up to 3300 mm
from track
centre.
Synchronous 3-
rail lifting and
4-rail tamping.

TYPE OF M/C MODEL YEAR OF MANUFACTURER NO. OF MAX. RATE OF SALIENT

NO. INTRODUCTION WHEELS DRIVING PROGRESS / FEATURES
ON IR SPEED EFFECTIVE
KMPH HOUR
1 2 3 4 5 6 7 8
Tie Tamping Machines – Multi Purpose Tamper
Multi Unimat 1998 -do- 8 60 1 Turnout Provision
Purpose Compact or 600 of Jib
tamper -M sleepers on Crane.
Straight For Spot
Attention.
No Lifting
Rollers.
Dynamic Track Stabilizer
Dynamic DGS- 1990 -do- 8 60 1 to 2 Km. To
Track 62N/62- consolidat
Stabilizer PLS e track by
Controlled
Settlement
1Pass =
0.1
Million T.
Ballast Handling Machines
Ballast BCM 1970 Matissa, 8 40 - Obsolete.
Cleaning Switzerland
Machine
Ballast RM-80 1989 Plasser & 8 40 650 Cum. Deep
Cleaning Theurer, screening
Machine Austria of plain
track.
New M/cs
also for
Points &
Crossings.
KBC- 2 Engines.
600 Kershaw, USA Hydrostati
c drive.
Ballast RM-76 1992 Plasser & 8 40 550 Cum. Deep
Cleaning Theurer, screening
Machine Austria of T/Out
for Points as well as
& Crossing plain
track.
Hydrostati
c drive
Shoulder FRM-80 1992 Plasser & 12 (8 40 550 Cum. Hydrostati
Ballast Theurer, Dr. + 4 c drive.
Cleaning Austria Run.)
Machine KSC- 1986
600 Kershaw, USA
Shoulder FRM-85 2004 Plasser & 12 40 550 Cum. Waste
Ballast Theurer, Conveyor
Cleaning Austria provided
Machine at front
side.
Engine
shifted to
rear side.
Centre
Plough
provided.

TYPE OF M/C MODEL YEAR OF MANUFACTURER NO. OF MAX. RATE OF SALIENT

NO. INTRODUCTION WHEELS DRIVING PROGRESS / FEATURES
ON IR SPEED EFFECTIVE
KMPH HOUR
1 2 3 4 5 6 7 8
Ballast BRM 1989 Kershaw, USA 4 50 1 Km. Profiling
Regulating 66-4 &
Machine BRM 60 Dressing
C56-3 of Track.
Hydrostati
c drive.
 PBR-40- 2008 Plasser & 4 60 2 km Front/Shou
R Theurer, lder
Austria Plough and
sweeper
unit
Track Relaying Machines
Track PQRS 1972 Plasser & 4 5 1st hr = 5T load -
Relaying 2000-I Theurer, 20P 9m panel.
Machine (5T) & Austria 2ndhrs.= 9T load -
201(9T) 17P 13m
3rdhrs = panel.
14P
Track TRT 1989-90 Tamper Train 5 1 Km. in 2 For
Relaying P-811S Corporation, Hr. 40 Mts. CTR/TSR
Train USA .
Machine T-28 1992 Ameca. Italy 4 10 Depends on For
for Turn site complete
out conditions. renewal of
Renewal turnout.
Special Purpose Machine
Mobile K-355 1987 Plasser & 8 60 - Welded
Flash Butt APT Theurer, with gap
Welding Austria 3mm, rail
Plant are
shorted by
32-35mm.
Rail SX-11 1990 Loram, 8 60 - 8 Grinding
Grinding USA stones on
Machine each
rail.Micro-
processor
controlled
hydraulic
system.
Removes
corrugatio
n
Air & RAIL - Plasser & - - 25m3/Hr Installatio
Vacuum VAC Theurer Austria n or repair
Excavation 10000/ of cable
Machine 4800 drainage
pipes &
other
undergrou
nd
equipment
,
excavatio
n for same
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-I: 08-Unomatic / Duomatic Session-3: Main features, Technical Data, Main assemblies
and components.

08 UNO –DUOMATIC:

MAIN FEATURES:
 2 Bogies Of 2 - 2 Axles
 Main Gear Box – Mechanical ( 6 Speed Gear Box )
 Fully Electronics Control M/C
 Tamping Unit Up/Down Proportional Control
 Single Chord Lining System.
 Maximum Permissible Speed 60kmph
 Output Uno -800 – 100 Slipper/ Hour Duo 1400 – 1600 Slipper/ Hour

TECHNICAL DATA:
 Gauge - 1676 mm
 Over All Length - 18710 mm
 Height Above Rail Level 3285 mm
 Width - 3050 mm
 Wheel Dia - 710 mm
 Weight 40 Ton
VARIOUS ASSEMBLIES:
CHASIS: It is welded construction out of steel girders, channel and sheets etc.
UNDER CARRIAGE: M/C is equipped with two-2 axles bogies with axles.
ENGINE: Kirloskar Cummins Dieses Engine, Six Cylinder Vertical Water Cooled,
Turbo Charger Modern N .T. 743 C. Output: 243 HP At 2000 RPM.
TAMPING UNITS: Unomatic Model Have 16 Tools And Duomatic –Model Has 32 Tools.

HYDRAULIC SYSTEM: DUOMATIC :

PUMP: - :- 3 DOUBLE PUMPS

(1) 38 × 17 GPM COMBINED DELIVER TO SYSTEM
PRESSURE OF 120 TO 140 BAR.
(2) 38 × 17 GPM
38 GPM = VIBRATION (ONE SIDE) PRESSURE 150 BAR
17 GPM = COUNTER PRESSURE 35 BAR
(3) 38 × 22 GPM
38GPM = VIBRATION ANOTHER SIDE PRESSURE 150 BAR
22 GPM = HYDRAULIC COOLER MOTOR PRESSURE –50BAR

UNOMATIC: - 3 DOUBLE PUMPS

(1). 38 × 17 GPM =DELIVER TO SYSTEM PRESSURE
ADJUSTED 120 -140 BARS
(2) 20 × 17 GPM
20 GPM = VIBRATION (ONE SIDE) PRESSURE 150 BAR
17 GPM = HYDRAULIC OIL COOLER PRESSURE 50 BAR
(3). 20 × 22 GPM or 20 × 17 GPM
20 GPM = VIBRATION ANOTHER SIDE PRESSURE 150 BAR
17 GPM = HYDRAULIC OIL COOLER PRESSURE 50 BAR.
 HYD MOTOR = 5 NOS
Vibration Motor = 2 Nos
Driving Motor = 1 Nos
Hydraulic Oil Cooler Motor = 2 Nos

ACCUMULATOR: - 32 liters capacities, N2 pressure 85 bars for system pressure are produce on
both Uno and Duo. Two 1.6 liter capacity N2 pressure 20 bar for counter pressure are provided on
Duo only.
PROPORTIONAL VALVE: - 2NOS FOR TAMPING UNIT UP/DOWN CONTROL
SOLONOID VALVE: - UNO - 16 NOS DUO - 18 NOS
HAND OPERATED VALVE: - 01 NO
CYLINDERS : UNO -30 NOS DUO = 38 NOS
HYDRAULIC OIL COOLERS: - 02 NOS
SUCTION FILTERS: - 03 NOS
RETURN FILTERS: - 02 NOS
PRESSURE FILTERS: - 01 NO
PRESSURE CONTROL VALVE: - 09 NOS
PRESSURE REDUCING FILTER: - 03 NOS
FLOW CONTROL VALVES:- 08 NOS

PNEUMATIC SYSTEM:
COMPRESSOR = 01 NO 500 LITER/MINUTE
UNLOADER VALVE = 01 NO PRESSURE ADJUSTED 7 BAR
AIR TANK = 02 NOS CAPACITY 100 LITER EACH
BRAKE CYLINDER = 02 NOS DIA 12 INCH EACH
CYLINDER = 43 NOS OFF SIZES.
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-I:08-Unomatic / Duomatic Session-4: Working Principle and Power Transmission

DRIVING SYSTEM:

1. Run Drive - 6 Speed Gear Box Is Provided For Driving Station To Station.

2. Work Drive - Hydraulic motor is provided for work drive at constant speed.

2. Tamping Unit:This is first tamping machine on which proportional valves are provided for
smooth and jerk less up and down.

3. Lining : This is first tamping machine on which single chord lining (4 point and 3 point lining)
systems are provided.4 point lining is called smoothening mode and 3 point is called precision mode.
design lining is possible in every mode for which offset value is feeded.

4. Levelling :Double chord follow up systems are provided on this series machine.In this method one
rail is kept base line and other line is cant line.Cant side chord follow up base line to maintain the
level of the chord with the help of front pendulum. This machine is design for cross-level correction.
the leveling may be done by proportional mode or design mode.

POWER TRANSMISSION :

P3 P2 Clutch 6 Speed GB

BELT R/GB
A
ENGINE
A
MAIN
GEAR
BOX

Axle
Distribution GB
PTO
Gear Box
P1 Axle
GB
M

Running Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-I:08-Unomatic / Duomatic Session-5:Name of PCBs, their functions and Electrical
system.
PCB NAME :

SR.NO. PART NO. FUNCTION QUANTITY

1 EK813SV00 DC-DC CONVETER 4 NOS.
2 EK255LV00 FRONT AUTO LEVELLING 1 NOS.
3 EK708/715A00 M MOTOR DRIVE 2 NOS.
4 EK217LV00 FRONT PENDULUM CONTROL 1 NO
5 EK275LV00 DESIGN LINING 1 NO
6 EK 16V00 TEMP UNIT UP-DOWN CONTROL. 2 NOS.
7 ELT1116 SEMI AUTO WORK 1 NO
8 EK335LV00 LINING 1 NO
9 EK290LV00 OVER SLEW 1 NO
10 EK80V00 3 STAGE LINING 1 NO
11 EK229LV00 TRACK LIFTING 2 NOS.
12 EK277LV00 MIDDLE PENDULUM CONTROL 1 NO
13 EK79V00 3 STAGE LIFTING 1 NO
14 ELT631.00 INTERCOM 1 NO

ELECTRICAL SYSTEM

1 BATTERY 12 V/180 AH = 2 NOS. Combined In Series

2 ALTERNATOR 53 A/27 V = 2 NOS.TVS Lucas Make

3 SELF STATER =2 NOS.

4 MARRELLY MOTOR(WIPER MOTOR) = 2 NOS.

5 PENDULUM(MECHANICAL+ ELECT) = 2 NOS.

6 HEIGHT TRANSDUCER = 2 NOS.

7 LINING TRANSDUCER =2 NOS

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-II:09-32-CSM Session-6: Main features, Technical Data, Main assemblies and components.

09 -32 CSM
MAIN FEATURES:
 MACHINE HAVE TWO PARTS I.E. MAIN FRAME & FRAME SATELLITE
 MAIN GEAR BOX—ZF -- (4 SPEED GEAR BOX).
 PROGRAMMABLE LOGIC CONTROL (PLC) MACHINE.
 AUTOMATIC DATA DEEDING BY COMPUTEC (GVA) ONLY FIVE MACHINE.
 LASER LINING (ONLY ON 5 MACHINE)
 LINING & LIFTING SERVO CONTROL.
 FULLY AUTO WORKING.
 DATA RECORDER, (AFTER WORK) 3- CHANNELS.
 TWIST CORRECTION.
 MAXIMUM PERMISSIBLE SPEED 60 KMPH (BY RDSO)
 OUTPUT ---- 2200 TO 2400 SLEEPER / HR.
 MULTICHECK SYSTEM.

GENERAL DATA:
 OVERALL LENGTH -- 27640 MM
 HEIGHT ABOVE RAIL LEVEL -- 3600 MM
 WIDTH -- 3040 MM
 WHEEL DIA -- 730 MM
 TOTAL WEIGHT -- 64 TON
 MINIMUM RADIUS WORKING -- 100 M

MAIN UNITS:
1. SATELLITE -- WEIGHT 14 TON
2. MAIN FRAME WEIGHT 50 TON
3. ENGINE MWM 232 TBD 12 V @ 473 BHP
4. TAMPING UNITS (DUO TYPE) 32 TOOLS
5. LIFTING & LINING UNITS
6. Z. F GEAR BOX. 4 SPEED GEAR BOX.

HYDRAULIC SYSTEM:

PUMP 5 PUMP (4 DOUBLE PUMPS + 1 VARIABLE PUMP)

1. DOUBLE PUMP =38×22 GPM COMBINED FOR SYSTEM PRESSURE ADJUST120-140 BAR
2. DOUBLE PUMP = 38 × 17 GPM
38 GPM = VIBRATION (ONE SIDE) PRESSURE150 BAR.
17 GPM = HIGH PRESSURE 150 BAR
3. DOUBLE PUMP = 38× 17 GPM
38 GPM = VIBRATION (ANOTHER SIDE) PRESSURE 150 BAR;
17 GPM = COUNTER PRESSURE 35 BAR.
4. DOUBLE PUMP = 20 × 17 GPM OR 20 × 114 GPM
20 GPM = 2 HYDRAULIC COOLERS MOTOR PRESSURE 50BAR
17 GPM = RADIATOR + Z. F.OIL COOLER PRESSURE 50 BAR.
5. VARIABLE PUMP. = 90 LPM DRIVING PRESSURE 210 BAR
CHARGING PRESSURE 30 BAR.
MOTORS: - 8 NOS

VIBRATION MOTOR = 2 NOS

DRIVING MOTOR = 2 NOS
HYDRAULIC OIL COOLER MOTOR = 2 NOS
Z. F. + RADIATOR MOTOR = 2 NOS

ACCUMULATOR: - 4 NOS

1. 32 LITRE CAPACITY N2 PRESSURE 85 LITER FOR SYSTEM PRESSURE -1NO

2. 20 LTS CAPACITY N2 PRESSURE 100 LITER FOR HIGH PRESSURE -1NO
3. 1.5 LTS CAPACITY N2 PRESSURE 20 LITER FOR COUNTER PRESSURE- 2NOS

PROPORTIONAL VALVES: - 3 NOS

TAMPING UNITS UP/DOWN CONTROL = 2 NOS
SATELLITE MOVEMENT = 1 NO

SERVO - VALVE - 3 NOS

LIFTING = 2 NOS
LINING = 1 NO

SOLENOIDS: - 22 NOS SOLENOID VALVE

CYLENDRS: - 50 NOS
SUCTION FILTER = 3 NOS
RETURN FILTER = 2 NOS
PRESSURE FILTER = 3 NOS

PNEUMATIC SYSTEM:

TWIN CYLINDER COMPRESSOR CAPACITY 600 CM/MINUTE

UNLOADER VALVE = 1 NO PRESSURE ADJUST 7 BAR
AIR TANK = 2 NOS CAPACITY 100 LITER EACH
BRAKE CYLINDER FOR MAIN MACHINE = 2 NOS DIA 12 INCH.
BRAKE CYLINDER FOR SATELLITE = 2 NOS DIA 8 INCH.
PRESSURE CYLINDER = 56 NOS OFF SIZES.
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-II: 09-32-CSM Session-7: Working Principle and Power Transmission.

WORKING PRINCPLE

DRIVING SYSTEM: -
WORK DRIVE: - During work machine is driven by variable pump with variable speed 0 to 2
kmph. but satellite drive is proportional drive. the speed of satellite varies with
the main frame speed.
RUN DRIVE: - Hydro dynamics gear box (zf) is provided on the machine.

LINING: - Single chord lining system is provided on CSM .on few machine (only 5
machines) laser lining systems are provided.

LEVELING: - On this machine fixed chord double chord leveling system is provided. This
machine is designed for the twist correction for that rear pendulum is given.

RECORDER: - 3 channel recorders are provided on each machine to record the parameters i.e.
versine, cross level and lift value after work.

GVA: - Geometrical value assessment computer is provided on only first five CSM.
computer feeds the required data to the machine automatically with respect to
distance. Linear feeding is only possible in this method.

POWER TRANSMISSION:

Funk P4
P3
ENGINE Gear
Reduction Box P5
ZF
Gear Box GEAR
BOX P1
M
P2

PTO

Distribution
Gear Box

Running Bogie Satellite Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession-II: 09-CSM Session-8:Name of PCBs & Their Functions And Electrical System

ELECTRICAL & ELECTRONICS

 BATTERY 12 V/ 180 AH = 2 NOS COMBINED IN SERIES

 ALTERNATOR 28V/55A = 2 NOS BOSH MAKE
 SELF STARTOR = 1 NO
 PENDULUM = 3 NO.
 HIEGHT TRANSDUGER = 2NOS
 LINING TRANSDUCER = 2NOS
 TAMPING DEPTH TRANSDUCER = 2 NOS
 DISTANCE ENCODER = 2 NOS

NAME OF PCB:

Sr. NO. PART NO. FUNCTION QUANTITY

1 EK813SV00 DC to DC Converter 5 Nos

2 EK812SV00 DC to DC Converter 1 No
3 EK851SV00 DC to DC Converter 1 No
4 EK345LV00 Front Input 1 No
5 EK24V00 Satellite Drive 1 No
6 EK28V00 Multiplexer 1 No
7 EK16V00 Tamping Unit UP/DOWN Control 2 Nos
8 EK347LV00 Track Lifting 2 Nos
9 EK346LV00 Pendulum Control 1 No
10 EK348LV00 Satellite Compensation 1 No
11 EK349LV00 Lining Control 1No
12 EK290LV00 Overslew 1 No
13 EK319LV00 Work Drive Control 1 No
14 EK99V00 Distance Simulator 1 No
15 EK110LV00 Pendulum Compensation 1 No
16 EK501P00 Programmer 1 No
17 EK552P00 Delayed Output 1 No
18 EK553P00 Input/Output 9 Nos
19 ELT631 Intercom 1 No
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession –III: 08-275 UNIMAT Session -9:Main Features Technical Data Main Assembly &
Components

08 – 275 UNIMAT
MAIN FEATURES: -

 THIS MACHINE HAS GOT 16 TAMPING TOOLS .WHICH CAN BE TILTED.

 MAIN GEAR BOX -- ZF
 THREE CABINS I. E FRONT , REAR & WORKING
 PLC CONTROL
 MULTICHECK SYSTEM
 TWO OPERATORS REQUIRED IN WORKING CABIN.
 DOUBLE CHORD FIXED LEVELING SYSTEM.
 HOOK BLOCK FOR LIFTING
 MAXIMUM PERMISSIBLE SPEED 60 KMPH
 MAXIMUM OUTPUT 90 MINUTE/ T.O.

GENERAL DATA

 OVERALL LENGTH -- 19170 MM

 HEIGHT ABOVE RAIL LEVEL -- 3500 MM
 WIDTH -- 3020 MM
 WHEEL DIAMETER -- 730 MM
 TOTAL LOAD -- 44000 KG
 LINING BASE -- 20600 MM
 LEVELING BASE -- 12210 MM

MAIN ASSEMBLY:-
ENGINE -- CUMMINS NT 855 L 320 HP @ 2000 RPM
 CHASSIS --
 MAIN GEAR BOX -- Z F GEAR BOX
 TAMPING UNITS - WITH TILTING ARRANGEMENT
 LINING AND LIFTING - MONOBLOCK WITH SEPARATE LIFT- ARRANGEMENT.
 DISTRIBUTION GEAR BOX
 REDUCTION GEAR BOX.

HYDRAULIC SYSTEM
PUMPS - 3 DOUBLE PUMPS ARE PROVIDED
1. D/PUMP 38×22 GPM COMBINED FOR THE SYSTEM PRESSURE.120- 140 BAR.

2. DOUBLE PUMP - 20 × 17 GPM

20 GPM = VIBRATION (ONE SIDE) PRESSURE 150 BAR
17 GPM = 3 HYDRAULIC COOLERS MOTOR PRESSURE 150 BAR

3 DOUBLE PUMP 20×22 GPM

20 GPM = VIBRATION (ANOTHER SIDE) PRESSURE 150 BAR.
22 GPM = HIGH PRESSURE. 150 BAR.
MOTOR: - 7 MOTORS ARE USED ON THIS MACHINE.
VIBRATION MOTOR - 2 NOS
DRIVING MOTOR - 2 NOS
HYDRAULIC OIL COOLER - 2 NOS
Z F COOLER MOTOR - 1 NO

ACCUMULATOR:-

TWO ACCUMULATORS BLADDER TYPE.

1. 32 LITERS CAPACITY NITROGEN PRESSURE 85 BAR FOR SYSTEM PRESSURE.

2. 20 LITERS CAPACITY NITROGEN PRESSURE 100 BAR FOR HIGH PRESSURE.

PROPORTIONAL VALVE:-

TWO NOS FOR TAMPING UNIT UP/DOWN CONTROL.

SOLENOIDS: - 43 SOLENOIDS.

CYLENDERS: - 57 CYLINDERS OFF SIZES.

PNEUMATIC SYSTEM.

1. COMPRESSOR = 1 NO CAPACITY 500 CUM/MINUTE

2. PRESSURE TANK = 2 NOS CAPACITY 100 LITER/ INCH

3. BRAKE CYLINDER = 2 NOS. DIA. = 12 INCH.

4. CYLINDER = 48 NOS OF SIZES

5. SOLENOID = 12 NOS
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession -III :08-275-UNIMAT Session -10:Working Principle & Power Transmission

WORKING PRINCPLE
DRIVING:
RUN DRIVE: - BY HYDRODYNAMICS (ZF) IV SPEED GEAR BOX.

WORK DRIVE: - BY HYDRAULICS MOTOR WITH CONSTANT SPEED.

LINING: SINGLE CHORD LINING SYSTEM.

LEVELLING:- DOUBLE CHORD FIXED TYPE SYSTEM AND CROSS-LEVEL RECORDING

REAR PENDULUM IS PROVIDED.

RECORDER 2- CHANNEL RECORDER IS USED TO RECORD CROSS LEVEL AND

VERSINE AFTER THE WORK.

POWER TRANSMISSION:

P3 ENGINE

ZF
Reduction GEAR P1
Gear Box BOX
M
P2

PTO Distribution
Gear Box
M

Running Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession -III : 08-275-UNIMAT Session -11:Name Of PCBs & Their Functions And Electrical
System

ELECTRIC SYSTEM.
1. BATTERY 12 V/ 180 AH = 2 NOS COMBINED IN SERIES.
2. ALTERNATOR 28 V/55A = 2 NOS BOSCH MAKE.
3. SELF STARTER = ONE
4. PENDULUM = 3 NOS
5. HEIGHT TRANSDUCER = 2 NOS
6. VERSINE TRANSDUCER = 2 NOS
7. TAMPING DEPTH TRANSDUCER = 2 NOS
8 LINING CHORD FOLLOW UP COMPENSATION = 1 NO
TRANSDUCER

PCB 15 DIFFERENT TYPE PCB (MAIN)

Sr. NO. PART NO. FUNCTION QUANTITY

1 EK813SV00 DC to DC Converter 4 Nos

2 EK2072LV00 Front Input 1 No
3 EK28V00 MULTIPLEXER 1 No
4 EK132V00 Tamping Unit UP/DOWN Control 2 Nos
5 EK144V00 Hook + Three Stage Regulator 1 No
6 EK2041LV00 Track Lifting 2 Nos
7 EK2042LV00 Pendulum Control 1 No
8 EK2038LV00 Lining Control 1 No
9 EK290LV00 Overslew 1 No
10 EK719A00 Lining Chord Follow up 1 No
11 EK502P00 Programmer 1 No
12 EK552P00 Delayed Output 1 No
13 EK553P00 Input/Output 11 Nos
14 EK554P00 QL Plate 5 Nos
15 ELT631.00 Intercom 1 No
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession -IV : 08-275-3S UNIMAT & MPT Session -12:Main Features Technical Data Main
Assembly & Components

08 – 275 – 3S UNIMAT - 3S
MAIN FEATURES
 ALL FOUR BOGIES ARE POWERED.
 TAMPING UNIT CAN BE RUNNING 8 EACH SIDE.
 3RD RAIL LIFTING ARRANGED ALSO.
 LINING AND LIFTING: - SERVO VALVE
 SQUEEZING: - PROPORTIONAL VALVE
 MAX. PERMISSIBLE SPEED: - 60 KMPH.
 OUTPUT: - 60 MINUTE/T.O.
GENERAL DATA
 OVER ALL LENGTH = 22305 MM
 WIDTH = 3550 MM
 WHEEL DIA = 730 MM
 L. CHORD LENGTH = 22.60 M
 LEVELING CHORD = 15.58 M
 WEIGHT = 64 TONNES

MPT-2000
MAIN FEATURE

i. It can tamp plain track as well as point and crossing.

ii. It has a small 1 tonne capacity crane for loading and unloading 4 No. Rail pieces of about 6.5
metres long.
iii. It can carry 20 workers to site of work.

GENERAL DATA

LENGTH : 20.270 M
WIDTH : 3.100 M
HEIGHT : 3.700 M
DISTANCE BETWEEN BOGIE PIVOTS : 12.000 M
WHEEL DIA : 0.730 M
WEIGHT : 46 TONNES
ENGINE CUMMINS : KT 855
SPEED POTENTIAL : 80 KMPH
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession –IV: 08-275-3S UNIMAT & MPT Session -13:Working Principle & Power Transmission

WORKING PRINCPLE
DRIVING:

RUN DRIVE: - BY HYDRODYNAMICS (ZF) IV SPEED GEAR BOX.

WORK DRIVE: - BY HYDRAULICS MOTOR WITH CONSTANT SPEED.

NORMALLY TWO MOTORS ARE WORKING BUT ON GRADIENT THIRD MOTOR IS
APPLIED

LINING: SINGLE CHORD LINING SYSTEM WITH PNEUMATIC FOLLOW UP

SYSTEM LEFT OVER ERROR IS VERY LESS (FR = FD/7.6)

LEVELLING:- DOUBLE CHORD FIXED TYPE SYSTEM THIRD RAIL LIFTING

ARRANGEMENT IS GIVEN WHICH CAN LIFT ADJACENT RAIL AND PACKED
MANUALLY

POWER TRANSMISSION:

P3 ENGINE P4

ZF
Reduction GEAR
Gear Box P1
BOX
M
P2

PTO Distribution
Gear Box
M
M

Running Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession –IV : 08-275-3S UNIMAT & MPT Session -14:Name Of PCBs & Their Functions
Electrical System And Difference Between 2S & 3S

NAME OF PCBs & THEIR FUNCTIONS:

08-275-3S:
S. No. PCB Part No. Function Qty.
1. EK 813 SV 00 DC to DC Convertor 24V  15 V and  10V 4 Nos.
2. EK 812 SV00 DC to DC Convertor 24V +24V and + 12V 1 No.
3. EK2072 LV00 Front input 1 No.
4. EK2173 LV00 Lining Inputs control 1 No.
5. EK2140 LV00 Lining Output& Over Slew control 1 No.
6. EK2041 LV00 Track lifting 2 Nos.
7. EK2042 LV00 Pendulum control 1 No.
8. EK 120 V00 Hook Control 1 No.
9. EK 140 A00 Proportional squeezing 1 No.
10. EK 132 V02 Tamping Unit UP/DN control 2 Nos.
11. EK 28 V02 Multiplexer 1 No.
12. EK 502 P00 Programmer PCB 1 No.
13. EK 552 P00 Time Delay 1 No.
14. EK 553 P00 Programmer Input/output 13 Nos.
15. EK 554 P00 QL-relay 5 Nos.
16. EL-T 631.00 Inter com. 1 No.

FOR MPT:

1. Tamping unit control PCB → EK 176V-00

2. Leveling circuit control PCB → EK 2041LV00
3. Pendulum Control PCB → EK 2042LV-00a
4. Front input → EK 3049 LV-002a
5. Lining control → EK 1.1/17LV-00
6. Over slew lining PCB → EK 2140LV-00
7. Hook control → EK120V-00
8. Drive control → EK 3045LV-00
9. Speed control card → EK-197V-00
10. Processor card → EK 650P-00
11. Power supply card → EK-813 SV-002a
13. Multicheck card → EK 28V-00a
14. Input-output card → EK-651P-00
15. Input-output card → EK-553P-00
16. Time delay card → EK-652P-00
17. Receiver card → EK-430 DV.00b
18. Sender card → EK-429 DV.00b
18. QL relay PCB → EK-554P-00a
ELECTRICAL SYSTEMS:

FOR UNIMAT-3S:

1. BATTERY =4 NOS. (12V/180AH-2 NOS, 12V/40AH 2 NOS)

2. ALTERNATOR 28 V/55A = 2 NOS BOSCH MAKE.
3. SELF STARTER = ONE
4. PENDULUM = 2 NOS
5. HEIGHT TRANSDUCER = 2 NOS
6. VERSINE TRANSDUCER = 2 NOS
7. TAMPING DEPTH TRANSDUCER = 2 NOS

FOR MPT:

1. BATTERY = 2 NOS. (12V/180AH)

2. ALTERNATOR 28 V/55A = 2 NOS BOSCH MAKE.
3. SELF STARTER = ONE
4. PENDULUM = 2 NOS
5. HEIGHT TRANSDUCER = 2 NOS
6. VERSINE TRANSDUCER = 2 NOS
7. TAMPING DEPTH TRANSDUCER = 2 NOS
8. LINING CHORD FOLLOW UP COMPENSATION = 1 NO
TRANSDUCER
 Differences between unimat 2S & 3S
UNIMAT -08-275-2S UNIMATE -08-275-3S
1. Cummins engine water cooled , model 1. MWM engine water cooled , model TBD-
NTA-855 L six cylinder with 320 H.P at 232 v-12 with 473 H.P at 2000 rpm
2000 rpm 2. Two turbochargers
2. One turbocharger 3. Two radiators and two water pumps
3. One radiator and one water pump 4. Two batteries of 12 v / 20AH in additions 2
4. Two batteries of 12 v / 180 AH no.s 12 v 220 AH
5. Inter communication system is not 5. Inter communication system is provided in
provided in the driving cabin all the three cabin
6. Automatic chord follow up system by 6. Automatic chord follow up system by
electrical power. pneumatic power.
7. Two hydraulic motors for work drive 7. Three hydraulic motors for work drive
8. Two separate valves are used each for 8. Servo valves are used for lifting and lining
slow & fast movement of lifting & lining operations
operations 9. Three double pumps of 38/17 GPM. 25/25
9. Three hydraulic pumps of 38/22 GPM, GPM. And 20/14 GPM are provided and
20/22 GPM and 20/17 GPM Are provided. one axial piston pump
10. Pump 38-22 GPM : used for system at 135- 10. Pump 38-17 GPM : used for system at 135-
150 bar 150bar
11. Pump 20-22 GPM : 20 GPM pump 11. Pump 25-25 GPM : for vibration motors
vibration at 150 bar and 22 GPM high LH & RH at 150bar vibration motors are of
pressure system of 150 bar 22 GPM capacity
12. Pump 20-17 : 20GPM pump for vibration 12. Pump 20-14 for drive of cooler and engine
at 150 bar 17 GPM for cooling circuit radiator fans
13. Two return & One pressure filter 13. Two return & three pressure filters
14. Tamping units moves laterally only 14. The t/units can be rotated through 8.5
15. Fail safe brake arrangement is not provided degrees on both the sides.
16. No emergency brake-up is provided for 15. Fail safe- brakes are provided.
locking tamping unit. Lifting unit etc. in 16. Back-up system is provided.
case of shut-down or hydraulic pump 17. Recorder is not provided.
failure 18. Only two pendulums have been provided.
17. Recorder is provided to record track 19. Lining unit frame work is in two pieces
parameters 20. Can lift third line synchronous with main
18. There are three electrical pendulums one line but cannot tamp. Manual katcha
each on front tower. Working cabin and packing has to be done.
recorder
19. Lining unit frame work is in piece
20. Cannot lift third rail. Jacking has to be
done with kutcha packing
 08-475-4S UNIMAT:

Main Features:
- 2 bogies of 2-2 Axles & one idle axle.
- Z.F. Gear box.
- Fully automatic tamping cycle (plain track).
- (Adjustment automatic system) SJA systems.
- ALC system.
- Maximum permissible speed 60 km/hrs..
- Toeing speed 100kg/hrs.
- 3rd Rail Lifting & 4th Rail tamping arrangement.
- Out put one turn out/hrs.
- Intercom in all cabins
- General Data:
Overall length – 28370mm
Width – 3000mm
Height – 3743mm
Axle – 5Nos.
Wheel diameter – 920mm
Total Weight – 84100 Kg.

Main Units:
Tamping Unit – In 4 parts & each contains 4 tilt able tools.
Lining & Lifting Unit – 4T tool
ZF Gear Box – 4 speed
Engine – 2 Nos.
(1) Cummins KTA-1150L 350Wat 2100RPM
(2) Additional Engine Kirloskar 6.8KW

Tamping Unit: Tamping Unit in 4 parts & each contains 4 tilt able tamping tools. The two
outer tamping unit parts can be slewed laterally 200mm to the inside & 1500mm to the outer
side.
- The two tamping unit parts can be slewed on guide columns 200mm to inside & 640mm
to the out side of the machine.
- Each tamping unit parts can tilt 8½0.in either side.
- Each tamping tool can tilt 150 inside & 850 out side.
Proportional valves are provided for smooth and jerk less up and down movement of tamping
units .

Lining : In this machine single chord lining (4 point and 3 point lining) systems are provided.4
point lining is called smoothening mode and 3 point is called precision mode.
design lining is possible in every mode for which offset value is feeded.

Levelling :Double chord levelling systems are provided on this series machine. In this method
one rail is kept base line and other line is cant line. Cross level is maintained with the help of
pendulums. This machine is design for cross-level and longitudinal level correction.
the leveling may be done by proportional mode or design mode.

Driving:
Run Drive – By Hydrodynamics (ZF) IV Speed Gear Box.
Work Drive – Three Hydraulic Motors are provided. Machine work in constant speed.
Fuel Tank Capacity – 3000 ltr. + 1 additional tank of 900 ltr. Capacity.
POWER TRANSMISSION :

P ENGINE

ZF
GEAR P1
BOX

Distributi
on Gear
M M
Box
M

Axle 5 Axle 4 Axle 3 Axle 2 Axle 1

Engine KT-1150L 350KW 2100RPM

ZG ZF Gear Box Model – 4WG 65II
Distribution Gear Box WN-75 200/1800
MX – Hydraulic Motor – Hy 916N800
P1 = Hydraulic Triple Pump Hy 832 x 24-14-14L
P2 = Hydraulic Triple Pump Hy 832 x 20-14-14L
P3 = Hydraulic Triple Pump Hy 832 x 38-22-14RE

Hydraulic System:
1. Hydraulic Pumps Hy 832 x 24 x 14 x 144 – 1 No.
2. Hydraulic Pumps Hy 832 x 38 x 22 x 14RE – 1 No.
3. Hydraulic Pumps Hy 832 x 38 x 14 x 14Li – 1 No.
4. Gear Pumps Hy 711 x 08 RE – 1 No.

Hydraulic Motors:
1. For Driving – 3 Nos.
2. For Vibration – 4 Nos.
3. For AC = 2 Nos.
4. Engine Radiator – 1 No.
5. With Small Engine – 1 No.
6. Cooler + ZF Cooler - 3

Hydraulic Filter:
Suction filter Hys-501-460-150H – 3 Nos.
Return flow filter Hys-501-330-10A/H – 1 Nos.
Filter Elements Hyd-501-32-10ES – 2 Nos.
Filter Hyr-508-05-01 – 3 Nos.
Filter DL-40-60E – 2 Nos.
Filter Hyd-501-225-25 – 1 No.
Filter (Diesel) Hyd-506-10-30 – 1 No.

Accumulator:
1. 85 bar 32 ltr capacity – 2 Nos.
1. 85 bar 20 ltr capacity – 1 No.

Special Valve:
Servo Valve 3 Nos.
Proportional Valve – 4 Nos.

Hydraulic Pressure
Vibration Pressure – 185bar
Squeezing Pressure – 130-140bar
Big Squeezing – 150bar
AC - 10bar

Cardon Shaft – 5 Nos.

Pneumatic System:
Two cylinder compressor
Use (i) For Brake System
(ii) Lifting & Lowering of Trolleys
(iii) For locking of trolleys
(iv) For warming device.
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession -V : 09-3X Tamping Express Session -15:Main Features Technical Data Main
Assembly & Components

09 - 3X TAMPING EXPRESS
MAIN FEATURES:
 LATEST VERSINE OF CSM
 PROGRAMMABLE LOGIC CONTROL (PLC) MECHANISM.
 COMPUTER
 ALC: - FOR AUTOMATIC DATA FEEDING
 3.BOGIES OF 2 – 2 AXLES (INCLUDING SATELLITE BOGIE)
 2 – ENGINES OF CUMMINS NT 855 & KTA 1150
 MAXIMUM PERMISSIBLE SPEED 60 KMPH (BY RDSO)
 OUTPUT 2700 SLIPPER/HOUR

GENERAL DATA:
 OVERALL LENGTH -- 22940 MM
 WEIGHT -- 4090 MM
 WIDTH -- 2900 MM
 DISTANCE BETWEEN BOGIE PIVOTS -- 15700 MM
 WHEEL DIA -- 730 MM
 TOTAL WEIGHT -- 830 TONNES

MAIN UNITS:
 FOUR TAMPING UNITS
 ENGINE: TWO ENGINES ARE PROVIDED KTA 1150L AND NT 855
 SATELLITE HAVING TWO AXLES WITH HYDRAULIC BRAKES
 ZF GEAR BOX WITH FOUR SPEED
 DIFFERENTIAL GEAR BOX

HYDRAULIC SYSTEM:-
PUMP 6 DOUBLE PUMP AND ONE VARIABLE PUMP.

1. Double pump 38×22 GPM Combined for system pressure adjust 130 bar.
2. D/ Pump 35×25 GPM = 01 No.
35 GPM = Vibration + 2nd tam/ v Pressure 150 bar
17 GPM = ZF Cooler motor + Radiator of KTA 1150 L
3. D/Pump 35 ×17 GPM = 01 No
35 GPM = Vibration (another side) pressure 150
17 GPM = Counter pressure for big cylinder and small Cylinder.
4. D/Pump 35 X 17 GPM
35 GPM = Vibration of tamping unit
17 GPM = Hydraulic coolers
5 D/Pump 38 X 25 GPM Combined for the system pressure 130 bar
6 D/Pump 35 X 17 GPM
35 GPM = Vibration of tamping unit
17 GPM = Hydraulic cooler motor drive
7. Variable Pump: Capacity 125 LPM for continuous drive
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession –V: 09-3X Tamping Express Session -16:Working Principle & Power Transmission

WORKING PRINCPLE

DRIVING SYSTEM: -

WORK DRIVE: During work machine is driven by variable pump with variable speed 0 to 2
kmph. but satellite drive is proportional drive. the speed of satellite varies with
the main frame speed.
RUN DRIVE: - Hydro dynamics gear box (ZF) is provided on the machine.
LINING: - Single chord lining system is provided on 3x. alc is provided on this machine for
measuring run and automatic data feeding .
LEVELING: - On this machine double chord fixed type leveling system is provided. this machine
is designed for the twist correction for that rear pendulum is given.
RECORDER: - ALC is provided for recording the datas during the measuring run mode.

POWER TRANSMISSION:

P3 ENGINE

ZF
Reduction GEAR
Gear Box P1
BOX
M
P

PTO

Distribution
Gear Box
M
M

Running Bogie Satellite Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lession –V:09-3X Tamping Express Session-17:Name of PCBs, their functions and Electrical
System.
Sr. NO. PART NO. FUNCTION QUANTITY
1 EK813SV00 DC to DC Converter 2 Nos
2 EK816SV00 DC to DC Converter 4 Nos
3 EK812SV00 DC to DC Converter 1 No
4 EK805SV00 DC to DC Converter 1 No
5 EK2343LV00 Front Input 1 No
6 EK2361LV00 Lining Control 1 No
7 EK2140LV00 Auxiliary Lining 1 No
8 EK526MC Satellite Compensation 1 No
9 EK3069LV00 Track Lifting 2 Nos
10 EK2361LV00 Pendulum Control 1 No
11 EK1AP7-02 Tamping Unit UP/DOWN 4 No
12 EK2360LV00 Drive Pump Control 1 No
13 EK140V00 Squeezing Control 1 No
14 EK650P00 Programmer 1 No
15 EK651P00 Subroutine 5 Nos
16 EK652P00 Time Delay 6 Nos
17 EK653P00 Input/Output 28 Nos
18 EK654P00 Load Relay PCB 2 Nos
19 EK2324LV00 Satellite Control 1 No

ELECTRICAL SYSTEM:

BATTERY: FOUR BATTERIES ARE PROVIDED

TWO BATTERIES OF 12V/200AH
TWO BATTERIES OF 12V/70AH FOR ALC AND PROGRAMMER

ALTERNATOR: THREE ALTERNATORS

TWO ALTERNATORS ARE MOUNTED ON ENGINE I. CURRENT RATING
120A, BOSCH MAKE
ONE ALTERNATOR IS MOUNTED ON ENGINE II. CURRENT RATING
40A, LUCAS MAKE

SELF STARTER: TWO SELF STARTERS ARE PROVIDED ONE ON EACH

DEPTH TRANSDUCER: FOUR NUMBERS

HEIGHT TRANSDUCER: TWO NUMBERS

LINING TRANSDUCER: TWO NUMBERS

PENDULUM: THREE NUMBERS

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-VI:WST Session-18: Main features, Technical Data, Main assemblies and components..

MAIN FEATURES:
 ZF HYDRODYNAMIC GEAR BOX IS PROVIDED INSTEAD OF MAIN GEAR BOX,
DRIVE CLUTCH, REVERSING GEAR BOX, 6-SPEED GEAR BOX, PTO ASSEMBLY.
 TWO TRIPLE HYDRAULIC PUMP & ONE DOUBLE PUMP PROVIDED.
 ONE EMERGENCY PUMP PROVIDED FOR BACK-UP SYSTEM.
 TWO HYDRAULIC MOTORS ARE PROVIDED FOR WORK DRIVE.
 CENTRAL LUBRICATION SYSTEM IS PROVIDED.
 SERVO VALVES ARE PROVIDED OR LINING & LIFTING
 THE PROGRESS IS RELATIVELY MORE.
 AIR DRYER IS PROVIDED IN PNEUMATIC SYSTEM.
 CUMMINS ENGINE NTA855-L 380HP (280 KW) IS PROVIDED INSTEAD OF NT-743C
IN OLD MODEL.

GENERAL DATA:

 OVERALL LENGTH = 18940MM

 GAUGE = 1676 MM
 HEIGHT FROM RAIL LEVEL = 3350MM
 WIDTH = 2900MM
 WHEEL DIA (NEW) = 730MM
 WHEEL DIA (WORNOUT) = 680MM
 MAXIMUM PERMISSIBLE SPEED (OWN POWER) = 75 KM PH.
(TRAIN FORMATION) = 80 KMPH.

MAIN UNITS:

ENGINE: CUMMINS NTA 855L HP: 380 HP @ 2100 RPM

CHASIS: Sturdy welded construction of welded steel girders and sheet provide utmost stability.
UNDER CARRIAGE: The machine is equipped with 2 axle bogies with rigid axles i.e. front & rear
bogie.
SUSPENSION: It is done by bonded metal-rubber springs between axles & bogie frame and two
rubber spring disc between bogies and machine frame, provides sufficient absorption of vibrations
and smooth running of the vehicle.
AXLE BEARINGS: Axles are supported by means of cylindrical roller bearings (02 Nos. on each
side) (NJ 2224 & NJP 2224) outside the wheels in separate bearing housing.
BRAKES: Pneumatic operated block brakes are applied on all wheels. During travel drive, brakes
are operated by hand controlled valve i.e. brake valve. During work drive hydraulic operated brakes
are operated automatically by working control.
DRIVE POWER TRANSMISSION: ZF hydrodynamic gear box model No. 4WG 65 II WK is
provided to drive the machine in traveling mode
 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-VI:WST Session-19: Working Principle and Power Transmission

DRIVING:

RUN DRIVE: - BY HYDRODYNAMICS (ZF) IV SPEED GEAR BOX.

WORK DRIVE: - TWO HYDRAULIC MOTORS ARE PROVIDED. MACHINE WORKS IN

CONSTANT SPEED.

LINING: SINGLE CHORD LINING SYSTEM.

LEVELLING:- DOUBLE CHORD FIXED TYPE SYSTEM AND CROSS-LEVEL

TAMPING UNIT: DUOMATIC TYPE (32 TOOLS) PROVIDED ON THE MACHINE

POWER TRANSMISSION:

ENGINE
P3
ZF
Reduction GEAR
Gear Box P1
BOX
M
P2

PTO Distribution
Gear Box
M

Running Bogie Driving Bogie

 SUB DESCIPLINE- TRACK MACHINE (LESSIONS-06 SESSIONS-18)
Lesson-VI:WST Session-20:Name of PCBs, their functions and Electrical System.

Sr. NO. PART NO. FUNCTION QUANTITY

1 EK813SV00 DC to DC Converter 4 Nos

2 EK2039LV00 Front Input 1 No
3 EK28V00 MULTIPLEXER 1 No
4 EK176V00 Tamping Unit UP/DOWN Control 2 Nos
5 EK2041LV00 Track Lifting 2 Nos
6 EK2042LV00 Pendulum Control 1 No
7 EK2286LV00 Lining Control 1 No
8 EK2195LV00 Overslew 1 No
9 EK600P00 Programmer 1 No
10 EK652P00 Delayed Output 1 No
11 EK653P00 Input/Output 11 Nos
12 EK554P00 QL Plate 5 Nos
13 ELT631.00 Intercom 1 No
14 EK805SV00 DC to DC Converter 1 No

ELECTRIC SYSTEM.

1. BATTERY (12 V/ 180 AH) = 2 NOS COMBINED IN SERIES.

2. ALTERNATOR (28 V/55A) = 2 NOS BOSCH MAKE.

3. SELF STARTER = 1 NO

4. PENDULUM = 2 NOS

5. HEIGHT TRANSDUCER = 2 NOS

6. VERSINE TRANSDUCER = 2 NOS

7. TAMPING DEPTH TRANSDUCER = 2 NOS

SUB DESCIPLINE-BALLAST HANDLING MACHINE (LESSONS-05 SESSIONS-14)
Lesson-I: BCM: RM-76 Session – 21:Main Features Main Units & Their Functions

INTRODUCTION:
Ballast cleaning machine is to carry out cleaning of ballast by removing muck ,thereby improving
drainage of track and elasticity of the ballast bed. basically the machine its excavates and picks up
ballast by means of cutter chain and carries it to a set of vibrating screens where muck is separated
and thrown out.
three types of ballast cleaning machines are available on indian railways
1. Plain Track Ballast Cleaning Machine – RM80
2. Point And Crossing Ballast Cleaning Machine – RM76
3. Shoulder Ballast Cleaning Machine – SBCM (FRM80)

RM76 - MAIN UNITS:

EXCAVATION UNIT
It consists of a excavating chain of 82 scraper shovels and 82 intermediate links. scraper shovel is
fixed with 2 scraping fingers.

DISTRIBUTING UNIT
It consists of two ballast distributor belts on both sides of track to distribute clean ballast at desired
locations.

MUCK DISPOSAL UNIT

This throws away the muck outside track through waste conveyor belt.

SCREENING UNIT
This consists of three sets of screens and the total screen area is 21 m2. the unit has three square
meshes of size 80 mm, 50 mm and 36 mm. the screens vibrate with hydraulic power.
SUB DESCIPLINE-BALLAST HANDLING MACHINE (LESSONS-05 SESSIONS-14)
Lesson-I: BCM: RM-76 Session-22: Power Transmission & Technical Data

RM76 :

GENERAL DATA:
ENGINES DEUTZ-BF12L 513C 396 HP AND 221 HP
LENGTH OVER BUFFERS 24730 MM
WIDTH 3130 MM
HEIGHT ABOVE RAIL TOP 4015 MM
BOGIE PIVOTS SPACING 19500 MM
WHEEL DIA 900 MM
TOTAL WEIGHT 71 TONNES
SPEED 40 KMPH

POWER TRANSMISSION:
BLOCK DIAGRAM OF POWER TRANSMISSION IN RM76

ENGINE

CONTROL
VALVE

PUMP GEAR BOX

PILOT
VALVE
PUMP
MODULE
BRAKE BRAKE
VALVE VALVE

M M
AXLE
AXLE AXLE AXLE
GEAR
GEAR GEAR GEAR
BOX 2
BOX 4 BOX 3 BOX 1
M M
SUB DESCIPLINE-BALLAST HANDLING MACHINE (LESSONS-05 SESSIONS-14)
Lesson-I: BCM: RM-76 Session-23:Working Principle & Precaution during work

WORKING PRINCIPLE:
The excavating chain designed in pentagon shape cuts the ballast bed and carries the ballast and
muck through the chain guides to the screening unit. The freely vibrating screen with linear vibration
effects separation of ballast and muck. Underneath the vibrating screen, the muck falls on a conveyor
belt which then carries this muck to a slewable conveyor belt (which can be folded also during
travel). This slewable belt is called waste conveyor and it throws the muck outside the track. The
cleaned ballast is led directly on to the distributor conveyor belts and from there, it is distributed over
the entire ballast profile.

CAPABILITY OF MACHINE:

It is capable of disposing off muck along cess at a distance of more than seven metres from the centre
of track. Lifting of track upto 100 mm and slewing upto +300 mm can be achieved.
The machine can deep screen 1 in 12 turnout in 1 hour, 30 minutes and can deep screen plain track
upto 140-150 metres per effective working hour.

PRECAUTIONS DURING WORKING:

i. When the machine reaches site, the cutter bar should be lowered in the trench, both ends of
cutter bar shall be connected to guides through links. For subsequent work, cutter bar is left
under the track.
ii. When the machine starts working, cutter bar scarifies the ballast. Links of rotating chain push
ballast in the inclined guides and lead the ballast to screening unit. One person on either side
should move with the machine to watch for any obstruction to cutter chain, so as to arrange
for stoppage of the machine immediately. Thereafter, the necessary corrective action should
be taken.
iii. Screening should be stopped well before expiry of traffic block to permit proper closing of the
work and packing before resumption of traffic.
iv. If the machine stops moving during work, it should be ensured that gates for clean ballast
below screen are instantly closed. otherwise, the screened ballast will get heaped up at one
place.
v. Utmost caution should be observed while manipulating movement of waste conveyor to avoid
hitting against electrical mast/signal post. Safety switch provided to sense the mast should,
therefore, be kept ‘ON’.
vi. All the staff working with the machine should wear safety helmets and masks to avoid
inhaling dust.
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -05 SESSIONS -14)
Lesson-II: BCM: RM-80 Session – 24:Main Features, Main Units & Their Functions

MAIN FEATURE:
1. This machine is for plain track ballast cleaning.
2. Machine is powered by two independent power units
3. Front engine powers for all conveyor belt drives, lifting movement and driving.
4. Rear engine powers for excavations, chain drive and screen drive.
5. The chain speed is variable between 2.4 to 4 m/sec.

MAIN UNITS & THEIR FUNCTIONS

EXCAVATING UNIT
The excavation chain is guided in two slanted lateral channels and one horizontal channel. The top of
the lateral guides are pivoted to the machine frame and hydraulically adjusted. The lower part of the
chain guide is parallel to the machine body and is made of wear resistant steel. For protection against
dust, noise and for safety reasons, the lateral guides are covered with solid rubber sheets which open
by hinges.
At the beginning of work at a site, the cutter bar is inserted underneath the sleepers and connected to
the lateral guides by quick action locks. Hydraulic hoists are provided for easy handling of the cutter
bar. At the end of work at a particular site, the cutter bar is removed.

SCREENING UNIT
The screening unit consists of three vibrating sieves of the following square mesh sizes:
Upper screen: 80 mm
Middle screen: 50 mm
Lower screen: 36 mm
The vibrations are provided by the hydraulically driven rotating fly weights. In super-elevated curves,
the entire unit is hydraulically adjusted by the operator to keep it horizontal.

CONVEYER SYSTEM FOR DISTRIBUTION OF BALLAST AND DISPOSAL OF MUCK

The distributing conveyors receive the cleaned ballast and distribute it evenly across the entire
surface of track right behind the excavating chain.
From underneath the screening unit, the waste drops to the conveyor belt which carries it to a
hydraulically adjustable belt controlled from the cabin. The waste can be discharged outside the track
by means of the tilting waste conveyor.

TRACK LIFTING AND SLEWING UNIT

A track lifting and slewing unit is located next to the cutter bar for adjusting the excavation depth and
for avoiding the obstacles.

RECORDING UNIT
This is for recording the track parameter after the work.
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -05 SESSIONS -14)
Lesson-II: BCM: RM-80 Session-25: Power Transmission & Technical Data

POWER TRANSMISSION:

ENGINE ENGINE
(REAR) (FRONT)
CONTROL CONTROL
VALVE VALVE

PUMP GEAR BOX PUMP GEAR BOX

PILOT PILOT
VALVE PUMP PUMP VALVE
MODULE MODULE

BRAKE LINE VALVE BLOCK BRAKE

VALVE VALVE

M M

AXLE AXLE AXLE AXLE

GEAR GEAR GEAR GEAR
BOX 4 BOX 3 BOX 2 BOX 1
M M

TECHNICAL DATA:

ENGINES DEUTZ-BF 12L 513C, 453 HP, 2 NOS

LENGTH OVER BUFFERS 30600 MM
WIDTH 3050 MM
HEIGHT ABOVE RAIL TOP 4015 MM
BOGIE PIVOT SPACING 22200 MM
BOGIE WHEEL BASE 1830 MM

DIAMETER OF WHEELS:
A) POWER 900 MM
B) IDLE 700 MM

SPEED:
A) SELF PROPELLED 40 KMPH
B) IN TRAIN FORMATION 30 KMPH

TOTAL WEIGHT 91 TONNES

MAXIMUM AXLE LOAD 18.5 TONNES
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -05 SESSIONS -14)
Lesson-II: BCM: RM-80 Session-26: Working Principle & Precaution during work

WORKING PRINCIPLE:
The excavating chain designed in pentagon shape cuts the ballast bed and carries the ballast and
muck through the chain guides to the screening unit. The freely vibrating screen with linear
vibration effects separation of ballast and muck. Underneath the vibrating screen, the muck falls
on a conveyor belt which then carries this muck to a slewable conveyor belt (which can be
folded also during travel). This slewable belt is called waste conveyor and it throws the muck
outside the track. The cleaned ballast is led directly on to the distributor conveyor belts and from
there, it is distributed over the entire ballast profile.

PRECAUTIONS DURING WORKING:

i. When the machine reaches site, the cutter bar should be lowered in the trench, both ends
of cutter bar shall be connected to guides through links. For subsequent work, cutter bar
is left under the track.
ii. When the machine starts working, cutter bar scarifies the ballast. Links of rotating chain
push ballast in the inclined guides and lead the ballast to screening unit. One person on
either side should move with the machine to watch for any obstruction to cutter chain, so
as to arrange for stoppage of the machine immediately. Thereafter, the necessary
corrective action should be taken.
iii. Screening should be stopped well before expiry of traffic block to permit proper closing
of the work and packing before resumption of traffic.
iv. If the machine stops moving during work, it should be ensured that gates for clean ballast
below screen are instantly closed. Otherwise, the screened ballast will get heaped up at
one place.
v. Utmost caution should be observed while manipulating movement of waste conveyor to
avoid hitting against electrical mast/signal post. Safety switch provided to sense the mast
should, therefore, be kept ‘ON’.
vi. All the staff working with the machine should wear safety helmets and masks to avoid
inhaling dust.

BCM WORKING AND THEIR LIMITATIONS

1. The stretches must be carefully surveyed and detailed planning must be made as to how
the machine will tackle the features like level crossing, yards, platform lines, culverts,
ballast walls side drains etc.

2. The detailed survey should be made of obstructions like S&T cable, OHE, bonds etc.

3. In case of BCM the judicious combination of lifting along with the deep screening must
be pre-decided. For this rail and the formation, cross level have to be recorded in advance
and the proposed rail level taking care of sags are to be decided. There are chances of
formation cutting. The lifting is to be decided as such there is no resistance to the cutter
bar & the cutting chain which will ultimately reduce the load on conveyer belt and
increase the lengths of screened ballast per effective hour.

4. Major maintenance work to be planned in Monsoon season.

5. It is to be ensured that minimum time may be utilized for linking and de-linking of
cutting chain and proper markings to be made.

6. Proper siding of BCM to be decided at the divisional level for better maintenance i.e.
non-OHE line. It is practically seen in the working of BCM Machines, proper sidings are
not available due to which machine staff faces lot of difficulties to carryout machine
maintenance work.

 While working with BCM Machine, minimum cushion of 250mm to 270mm may be
ensured.
 It is always advisable to have longer block because maximum progress can be achieved
in a longer block only.
 The range of lifting is 2” to 4”. It is generally seen that PWI never allows for more than
2” of lifting as not to allow to raise the tail due to OHE restriction as in this case, further
lifting is not acceptable where as the machine staff works happily if value for lifting is
more than two inches as in this case more the trough is lifted, more will be the speed of
cutting chain and progress thus achieved will be more and cutting chain speed will be
very much smooth and normal.
 This should always be ensured that BCM should not be shifted frequently, which rather
causes inconvenience to machine staff.
 Selection of proper siding is also necessary. On account of non-availability of proper
siding, machine maintenance is badly hampered because lot of jobs are involved on top
of machine which can be done only on non-OHE line.
 Proper survey of track is also required, because it has been seen during working of BCM
embedded rail is found and their removal is necessary by means of Gas cutting. So by the
time, the embedded rail is removed the machine stands idle and no progress is achieved.
So optimum progress is not achieved.
 It is a general phenomenon that there happens to be difference of cross-level i.e. lot of
variation takes place on account of BCM working. And for checking of Cross level
difference, Galvanometer or pendulum is not provided. To ensure proper cross-level,
ballast distribution is equally divided on each rail to have same cross-level difference.
This is nothing but approximate way of correction of cross-level of track being screened
while working on curve amount of ballast is changed by means of lifting plate/flap
cylinder provided on the top of screen of machine this enable to keep the outer rail of
curve at higher level. BCM (Plain or Turnout) are not able to work in track circuited,
yard, because, at times it is seen if BCM’s are deployed then it cuts the S&T cable and
thereby resulting into signal failure and subsequently detention of trains.
 BCM does not screen on 500 to 600mm (8-10%) of ballast width of shoulder ballast. That
needs deployment of manual labour to put this portion of ballast in screening zone of
BCM or FRM to screen the same later on.
 BCM throws muck on the cess which is required to be spread on cess side for building up
cess before raining season.
 BCM fails to screen the ballasted bridge where side walls come within 4100mm
necessitating deployment of manual labour.
 Brooms provided on plough are not so much effective so BCM needs deployment of
BRM or manual labour for profiling.
 BCM should be followed by DTS to compact ballast in layers, as it cannot stabilize track.

DIFFICULTIES EXPERIENCED IN TURN-OUT SCREENING BY

 BCM MODEL RM 80-92U – A CASE STUDY

A typical double line station with 2 loops (one loop as common) is taken as illustrative example of
deep screening requirements of turnouts as under.

Let us discuss the intricacies of deep screening of each turnout at this station. The details of
difficulties encountered for deep screening each of the turnout in this station turnout wise is
as under.
1. Presuming direction of working of machine as NDLS to CEN.

I. Turnout 1: ( X-over RT hand type turnout)

a) Working is favorable but multiple pits for cutter bar extension pieces in 4
stages (for 1:12 & 1:16) 3 stages (for 1:8½) will be required to be done
manually.

II. Turnout 2: (X-over machine facing X-ing first)

a) Work to be started from X-ing side.
b) Pit for entire width of extended cutter bar (7.5 mtrs to 8 mtrs depending upon
type of turnout 1:8½, 1:12 and 1:16) to be dug. Additionally 5 sleepers (sleeper
number 83 to 78) to be removed. Entire ballast in this zone to be removed
manually to accommodate curve shaped (in plan) cutter bar.

III. Turnout 3: (Loop line turnout LHS type)

a) Favorable if BCM takes path of loop line track.
b) However Pit in 4 stages for cutter bar extension to be done manually.
c) Due to machine taking loop line track path while screening, ballast
deficiency is likely to take place on main line (This depends upon total quantity
of ballast available and net quantity of screened clean ballast). Please see
drawing for details.

IV. Turnout 4: (Loop line turnout RHS type)

a) The only ideal and most favourable type turnout and orientation.
b) However multiple cutter bar extension pits to be done manually.
V. Turnout 5: (Loop line turnout RHS type but machine facing X- ing first)
a) Work can be started from X-ing side only.
b) Entire width of extended cutter bar to be provided initially (7.5 to 8 mtrs)
long.
 c) 5 long sleepers in crossing side (Sleeper Nos. 83-78) to be removed from
track.
d) Ballast to be removed manually upto formation level in all these 5 galas
for both main and loop tracks.

VI. Turnout 6: (Loop line turnout LHS type but machine facing X- ing first)
a) Work can be started from X-ing side only.
b) Entire width of extended cutter bar to be provided initially.
c) 5 long sleepers in crossing side (Sleeper nos. 83-78) to be remove from
track to accommodate curve shaped cutter bar extended portion.
d) Ballast to be removed manually upto format level in all these 5 galas for
both main and loop tracks.

VII. Turnout 7: (X-over turnout LHS type)

a) Favourable if BCM takes X-over track path.
b) Pits in 4 stages for cutter bar extension to be done manually.
c) Due to machine movement on X- over track, while screening, ballast
deficiency is likely to take place on main line after screening.

VIII. Turnout 8: (X-over turnout LHS type but facing X-ing first)
a) Work can be started from X-ing side only.
b) Entire width of extendable cutter bar to be provided initially.
c) 5 long sleepers in X-ing side (sleeper nos. 83-78) to be completely
removed from track.
d) Ballast in above area to be completely removed manually upto formation
level.

IX. The intricacies of screening turnout ‘10’ are similar to ‘4’ and turnout ‘9 ‘are
Similar to ‘2’.

2.
a) So it is possible to screen only point 1 & 4 which are most favourable, allow
switch side starting of screening and machine can take main line path while
screening.
b) In case of point no. 3& 7 although screening can be started from switch end, the
BCM has to take loop line path and clean ballast distribution in main line gets
effected. This results in ballast shortage and undesirable subsidence in main line
track.
c) In case of turnout no. 6&8 works has to be started from X-ing side and manual
removal of sleepers, ballast in sleeper no. 78-83 area is necessary. The manual labour
involved is so much and this type of screening is prohibitive. However machine can
take path of main line in these 2 cases and even distribution of ballast can be ensured.
d) In case of turnout no. 2 & 5 work to be started from X-ing end of turn out and
machine has to take path of X-over and loop line track respectively. This will result in
shortage of ballast on main line tracks.

It goes to say that out of 10 turnouts of a station, only 3 turnouts (numbered 1,

4&10) deep screening is feasible subject to other problems discussed in later stages of
this paper.
3. As explained above only 1, 4 & 10 are the turnouts that can be screened starting from
switch side and machine can take path of main line and screened clean ballast
redistribution can be even.
4. Only if the direction of machine is reversed, point no. 5,2&9 will be convenient and
assume position of point 1 , 4 &10 as explained in Para 3 above.

5. Conditions are vice- versa if screening is to be done with machine in reversed direction.
So to complete deep screening of all turnouts in a station, the machine direction has to be
reversed by taking it to any bypass line or loco reversing triangle. Normally loco reversing
triangles are not having ends long enough to accommodate 32 mtrs length BCM.

6. Why machine has to take path of loop line / Cross over line, as the case may be, while
screening point nos. 3&7 etc.

a) The BCM model no. RM 80 -92U is provided with extendable cutter bar to screen
entire width of turnout which increases upto 8 mtrs at end of crossing. This is done by
adding extension pieces 8 numbers in multiples of 0.5mtrs length each. Originally
cutter bar along with trough width is 4 mtrs and the same can be extended upto 8
mtrs. However 7.5mtrs will be sufficient for 1:12 type turnout.
b) We have LHS and RHS type turnouts. But the machine is provided with hydraulic
cylinders that can be extended by 1.5mtrs on the left and 3.5mtrs on the right side
(approximately).
c) Hence while working from switch end, if the turnout is RHS type, machine can move
on main line and complete screening of turnout. But it has to move on loop line track
if turnout is LHS as given below.

In ‘Case A’ machine takes path of main line and screening can be completed on the
turnout. In ‘Case B’ machine has to move on loop line since only on right hand side the
extendable hydraulic cylinder (3.5 Mtrs) is provided. Since machine is moving on loop
line path, clean ballast dumping will be more on loop line and ballast deficiency will occur
on main line.
Please note that clean ballast is divided in 4 portions before it is dumped back to
track. The 2 portions in rear will invariably be dumped in the track on which machine
moves (location A&B). One portion of LHS distribution belt (location D) will be dumped
in loop line LHS side. Only one portion of the RHS conveyor belt i.e (location C) can be
diverted to main line track. This results in ballast deficiency as explained below.
7. Why machine cannot start work from crossing side and progresses towards switch.
a) The cutter bar for plain track including both sides connecting elbows of ascending
trough will be 4 mtrs and absolute straight. But when extension pieces are connected
to this cutter bar, it is in the shape of curve in plan as designed by Plasser.
(b) So if 7.5mtrs or 8mtrs length cutter bar is to be introduced under the track at crossing
end, removal of 5 sleepers( i.e number 78-83) and all the ballast in this zone upto
formation level is necessary to insert cutter bar, extension pieces and chain under the
track. The details are as under.

8. How turn-out deep screening spoils cross slope of formation:

a) Normal cutter bar when used in plain track is in one piece, rigid and total width
including elbows is 4mtrs. No deflection takes place in the cutter bar. Thus the cutting
of ballast bed will be in one plane and does not penetrate into or spoil formation.
b) When once the cutter bar width is increased by adding extension pieces, it deflects
and sag increases proportionately to width of cutter bar. This deflection is even more
than 30 Cms.
c) So this extended cutter bar is a straight and curve in both plan and elevation as under.
This will cause trenching in the center of formation and depth of trench increases
progressively from switch towards crossing and maximum at crossing end.

d) Cutter bar in action when extended

 e) Formation of screened turnout before and after

9. How the turnout screening spoils the longitudinal level of track and formation.
a) When Unimat machine tamps a turnout, to hold rail and lift in difficult locations like
switch and crossing, lifting hooks are provided. This work is done by rail clamp discs
in plain track packing machines.
b) BCM is provided with rail clamp disc (Plain track type) to hold the track when the
ballast bed underneath the track is excavated for screening. This will prevent sinking
of track due to self weight and machine weight.
c) There is no lifting hook type arrangement in BCM RM80-92 U. The roller clamp type
lifting mechanism which is used in plain track is also removed from the track when
once screening starts at turnout. Due to this track sinks in entire turnout portion and
sleeper level also gets consequently lowered. The cutter bar which has to pass through
below the sleeper, is lowered further by operator to avoid hitting of sleeper bottom by
cutter bar’s top edge. This results in excavation of formation. Thus both track and
formation levels are lowered to unacceptable levels.
d) However the track surface can be corrected by dumping additional ballast, lifting the
track to desired level and packing. Thus turn- out surface can be brought to the level
of, adjoining plain track on either side.
e) However the damage to formation and disturbance to its longitudinal level is
permanent. The longitudinal level of formation as be visualized as under.
 Portion of track
where lifting units
Portion of track where
hold the rails to Turnout portion where track
lifting units hold the
proper level and is not held by machine’s
rails to proper level
clean the ballast is lifting unit in present design.
and clean the ballast is
dumped with jet force Heavy subsidence observed.
dumped with jet force
from conveyor belt as Formation gets excavated by
from conveyor belt as
initial packing. Track cutter bar
initial packing. Track
subsidence is Rail levels also get badly
subsidence is
controlled and no disturbed creating unsafe
controlled and no
excavation of condition to resume traffic
excavation of
formation takes after block.
formation takes place.
place.

10. Why extra length pits are needed, to be opened manually in installments while
Screening from switch end towards X-ing.

a) Initially the cutter width in plain track portion is 4 mtrs. After approaching switch we
have to increase the width by 1 mtr duly attaching 2 extension pieces as first
installment. At that point extra width pit to be dug to join 2 extension pieces. This pit
has to be 2 mtrs wide approximately and deep enough to reach the actual level of
cutter bar at that point. This will facilitate easy connection to cutter bar.
b) Similarly pits are required to be dug manually at 3 or 4 locations which depends on
the type of turnout( i.e 1:8½, 1:12, 1:16)
c) This involves extra labour. The pits required are illustrated below
11. The progress & utilization of S.C.Rly BCMs in model RM 80 – 92 U.

Machine Months Kms Monthly Turnout

Date recd
no. worked screened average screened
BCM
10/7/2003 36 236 6.5 km 2
339
BCM
8/9/2004 22 138 4.9 km 1
346
a) From above it is clear that machine’s performance on plain track is very good. But
due to the difficulties in operation, detrimental effects on track, field staff of track
machine and P.way are not showing interest in turnout screening although this work
is available in abundance.
b) This machine involves lot of manual labour and cumbersome for turnout screening.
c) Turnout can be screened only from switch end and machine needs reversing to
complete work at each station.
d) Normal time required to complete screening of 1:12 turnout is not less than 4 hours.
So the block required is more than 4 hours which is required for packing and S&T
restoration works.
e) Machine’s design is convenient only for RHS turnouts and not versatile.
f) To screen LHS turnout, machine has to take loop line path and ballast deficiency
takes place on main line.
g) The cutter bar’s extended portion is both horizontal and vertical curve in shape after
assembly and damages formation permanently.
h) Lifting and holding of track in turnout portion is not possible in present design and
causes undesirable subsidence.
i) Because of excavation of formation screens get chocked intermittently in block due to
increased volume of muck entry and wetness in formation.
j) Present design of sleeper scraper cannot work in turnout portions of track.
k) Cross grade of formation is also spoiled. A deep trench whose depth is progressively
increasing from switch end towards crossing forms while screening.
l) Additional ballast to be trained to screening spot in advance, failing which traffic
cannot be restored after block.
12. CONCLUSION.
This model RM 80 – 92 U BCM is excellent for plain track screening and not fit for turnouts. Not onl
are being screened in parts in 2 days with two traffic block spells of 3 hours each. The turnout
screening machine shall be exclusive in design and shall cater for all the defects noticed in
present version as explained above. Lot of turnout screening is in arrears and we are aware of the
fact that manual screening is not the answer. However the experiences of screening turn-outs in
other railways and any remedial measures adopted by them to overcome the above difficulties
may please be shared with all BCM RM 80-92U users please.
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson-III: FRM-80 Session-27: Main features main units and their functions.

MAIN FEATURES:

This machine is for cleaning of shoulder ballast to improve the drainage of track. This machine is
similar to RM80. This machine is provided with two excavating cutter chain, one on each side
Each chain excavates and pick ups the shoulder ballast and direct to a set of vibrating screening

MAIN UNITS:

 Excavating wheel and scarifier

 Hopper assembly/bucket
 Screen drive assembly
 Broom assembly
 Conveyor system

Heavy duty scarifier breaks up the mud pockets underneath the sleeper ends to allow the track to
drain. The ballast is transferred to the screening unit by the excavating wheel having
hoppers/buckets. The reclaimed ballast is distributed back to shoulder area of the ballast profile.
The machine completes the job by shaping the reclaimed ballast with the built-in shoulder
regulator wings and then finally sweeps the sleepers by broom.
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson-III: FRM-80 Session-28: Power Transmission & Technical Data

TECHNICAL DATA:
ENGINE DEUTZ TBD-234V-12, 470 HP
CUMMINS VTA-1710L, 515 KW
LENGTH OVER BUFFERS 39470 MM
WIDTH 3135 MM
HEIGHT ABOVE RAIL TOP 4260 MM
BOGIE PIVOTS SPACINGS:
A) FRONT AND MIDDLE BOGIES 15000 MM
B) MIDDLE AND REAR BOGIES 16000 MM
BOGIE WHEEL BASE 1830 MM
WHEEL DIAMETER 900 MM
MAX. AXLE LOAD 20.0 TONNES
TOTAL WEIGHT 80 TONNES
SPEED:
A) SELF PROPELLED 40 KMPH
B) IN TRAIN FORMATION 30 KMPH
POWER
TRANSMISSION

P1 P2 P5 P8
GEAR
GEAR
BOX 1
BOX 2
ENGINE
Cummins P4 WN- P3 P5 P6 P7
WN-
VTA -1710L 80.2600F
80.2600F
2224 RPM
2354 RPM
P1 P2 P10 P9 P6

P1-Cutter chain Pump (Axial Piston Type)-HY704X90R/EL/A350BAR=02 NO.

P2-Drive Pump (Axial Piston Type)-HY704X180L/EL/A380BAR=02 NO.
P3-Water Cooler + Two Oil Cooler Pump (Double Vane Pump)-HY830X08.05 L1=01 NO.
P4-Clutch Pump (Double Vane Pump)-HY830X06.06 RE=01 NO.
P5-Excavating Belt Pump (Axial Piston Type)-HY709X28 R=02 NO.
P6-Distributor Belt Pump (Axial Piston Type)-HY709X28 L=02 NO.
P7-Brush Box + General System Pump (Double Vane Pump)-HY830X7.06 RE=01 NO.
P8-Screen Drive Pump-HY712X60 L=01 NO.
P9 & P10-Main Conveyor + Waste Conveyor Pump-HY709X71 (65) R/FED=01+01=02 NO.
(Axial Piston Type)

SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)

Lesson-III: FRM-80 Session-29: Working Principle & Precaution during work
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson-IV: KSC-500 Session-30: Main features main units and their functions.

This machine is for cleaning of shoulder ballast to improve the drainage of track.This machine is
similar to RM80.This machine is provided with two excavating cutter chain, one on each side.
Each chain excavates and pick ups the shoulder ballast and direct to a set of vibrating screening.

MAIN UNITS:
 ENGINE
 CUTTING CHAIN UNIT
 EXCAVATING CONVEYOR BELT
 SCREENING UNIT
 DISTRIBUTOR BELT UNIT
 MAIN CONVEYOR BELT UNIT
 WASTE CONVEYOR UNIT
 SHOULDER PLOUGH UNIT
 CENTRE PLOUGH UNIT
 BROOMING UNIT
 SCRAPPER UNIT

Heavy duty scarifier breaks up the mud pockets underneath the sleeper ends to allow the track to
drain. The ballast is transferred to the screening unit by the excavating wheel having hoppers/buckets.
The reclaimed ballast is distributed back to shoulder area of the ballast profile. The machine
completes the job by shaping the reclaimed ballast with the built-in shoulder regulator wings and then
finally sweeps the sleepers by broom
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson-IV: KSC-500 Session-31: Power Transmission & Technical Data.

TECHNICAL DATA:

ENGINE CUMMINS DIESEL ENGINE,

VT28-P, 800 HP
LENGTH OVER BUFFERS 37340 MM
WIDTH 3081 MM
HEIGHT ABOVE RAIL TOP 3917 MM

BOGIE PIVOTS SPACINGS:

A) FRONT AND MIDDLE BOGIES 15240 MM
B) MIDDLE AND REAR BOGIES 13720 MM

WHEEL BASE 2000 MM

WHEEL DIAMETER 839.8 MM
DIAMETER OF EXCAVATING WHEEL 2440 MM
TOTAL WEIGHT 99.7 TONNES
MAXIMUM AXLE LOAD 19.93 TONNES

SPEED:
A) SELF PROPELLED 40 KMPH
B) IN TRAIN FORMATION 30 KMPH

POWER TRANSMISSION:

SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)

Lesson-IV: KSC-500 Session-32:Working Principle & Precaution during work .
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson – V: BRM Session – 33 : Main Features, Main Units And Their Functions

MAIN FEATURES:

1. Regulation of ballast to proper profile

2. Transfer of ballast from center to outwards either on both sides or on the desired side
3. Transfer of ballast from one side to the other or to the center.
4. Sweeping the sleepers and cribs
5. Cleaning the fasteners after ballast regulation
6. Transfer of surplus ballast from the place it is excess to the place it is deficient (optional)
7. The machine operates in either direction

MAIN UNITS AND THEIR FUNCTIONS:

1. ENGINE:
MODEL-CUMMINS- NT 743, 232 HP @ 1800 RPM
NO. OF CYLINDERS-6, FIRING ORDER 1-5-3-6-2-4
BORE-130 MM, STROKE-152 MM

2. Wings-LHS & RHS (shoulder plough) these are made of wear resistant steel assembled with pieces
and fully operated hydraulically. These ploughs are provided one on each side. These are pressed
down keeping margin for ballast profile and held firmly against the shoulder for achieving the desired
ballast profile in new paces. The plough blades can be adjusted along with the plane of the shoulder
angle in conjunction with the centre plough. Large heaps of ballasts at sides are raked up to the track.
Shoulder plough angle varied from about 70o to 0o from the cabin as desired. On Kershaw ballast
regulating machine the shoulder plough is in trough shape. It can be locked up side down to the top
frame of the machine. This trough shaped plough is lowered sideways and activated with hydraulic
cylinder.
To pull ballast from bank slopes, this plough can be bend to suit the site.

3. CENTRE PLOUGH
On Kershaw machine the plough has been provided in the front of the machine there are two
templates operated independently by hydraulic cylinder. A number of shifting operations may be
executed with the centre plough.

4. BROOM (SWEEPER CONVEYOR SYSTEM)

The sweeper unit consists of rotating drum fitted with flexible hyd. Hose pieces of designated length
and mounted inside a steel plate housing. While rotating it throws surplus ballast via a guiding duct
on to two lateral conveyors. These takes to a steep conveyor belt which takes it to a Hooper for
collection. Broom is rotated by hydraulic motor.
SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -5 SESSIONS -14)
Lesson – V: BRM Session-34: Power Transmission, Technical Data,
Working Principle & Precaution during
work.

POWER TRANSMISSION:

TECHNICAL DATA:
MODEL 66-4
ENGINE CUNNINS MODEL, NTA 743P DIESEL
ENGINE,
265 HP @ 1800 RPM
LENGTH OVER BUFFERS 10389 MM
WIDTH 3166 MM
HEIGHT ABOVE RAIL TOP 3617 MM
WHEEL BASE 4725 MM
WHEEL DIA 838.2 MM
AXLE LOAD 10.66 TONNES

SPEED:
A) SELF PROPELLED 50 KMPH
B) IN TRAIN FORMATION 40 KMPH

MODEL 56-3

ENGINE CUNNINS MODEL, NTA 743P DIESEL

ENGINE,
250 HP @ 1800 RPM
LENGTH OVER BUFFERS 12344 MM
WIDTH 3122 MM
HEIGHT ABOVE RAIL TOP 3810 MM
WHEEL BASE 5791 MM
WHEEL DIA 832.0 MM
AXLE LOAD 12.97 TONNES

SPEED:
A) SELF PROPELLED 60 KMPH
B) IN TRAIN FORMATION 40 KMPH
 SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -03 SESSIONS -08)
Lesson-I: PQRS Session-35: Main features main units and their functions.
.

MAIN FEATURES:

i. The damage to the concrete sleepers is avoided because of mechanized handling of the
sleepers by PQRS equipment.
ii. The work done is of better quality, as the track obtained has better alignment and the
sleepers are laid to correct spacing.
iii. The concrete sleepers can be laid radially on curves with the help of PQRS equipment,
which is not possible in manual relaying.
iv. No pre-fabrication of panels is necessary as the work of laying the sleepers at the correct
spacing and linking of track is done directly at site.
v. The double handling of the concrete sleepers is avoided as the BFRs loaded with concrete
sleepers are taken directly to the site.
vi. Deep screening can be done ahead of relaying with the help of ballast cleaning machine
in shadow blocks, thereby giving clean ballast cushion below the track.
vii. The track can be packed with heavy ‘on track’ tie tampers immediately following the
track relaying equipment, thereby giving better quality of track and restoring the speed to
normal in a lesser time.
viii. The requirement of labour is very much less, thereby not affecting the progress of work
due to seasonal shortage of labour.
ix. The method may work out to be economical on a long term basis, particularly if long
blocks are available and there is shortage of labour.

MAIN UNITS AND THEIR FUNCTIONS

1. SIDE FRAMES:
The machine contains two vertical side frames that house two vertical sliding frames.

2. BRIDGE:
Sliding frames are joined together with horizontal cross frame known as bridge. The motive
power, hydraulic and electrical assemblies are installed over the bridge. The whole bridge is
raised/lowered to facilitate lifting of panels.

3. SLEEPER GRIPPER:
On the underside of the bridge, gripper to pick up sleepers is provided. Gripping of sleepers by
its end is done by two angles welded to the gripper.

4. RAIL CLAMPS:
On the end side of the frame, scissors type clamps are provided to hold the rails/panels.

5. TURN TABLES:
To facilitate turning of portal crane for placing it on the BFR and off tracking in mid section, a
turn table is provided. On the BFR, a wooden platform is provided to support the turn table.
 SUB DESCIPLINE - BALLAST HANDLING MACHINE (LESSONS -03 SESSIONS -08)
Lession – I :PQRS Session – 36:Yard Activities, Fabrication Of Panels, Rake Formation, Amenities
At Base Depot

YARD ACTIVITIES:
i. Unloading of PSC sleepers from the rake and stacking.
ii. Fabrication of new panels.
iii. Unloading of released panels from PQRS rake.
iv. Dismantling of released panels.
v. Loading of pre-fabricated new panels.
vi. Formation of PQRS rake.
vii. Maintenance of machines.
viii. Dispatch of released material.
ix. Loading/unloading of ballast, if the Base Depot is also to be used as ballast depot.

FABRICATION OF PANNELS:

i. Concrete sleepers are laid by portal cranes almost at correct spacing and minor adjustment
about spacing is done manually.
ii. The rails in suitable lengths are then placed in position and fixed to sleepers with proper
fittings and fastenings.
iii. For the sake of easy handling the Pre-assembled panels are of 9.1 metre length so that one
portal crane of 5 tonnes capacity can handle one panel conveniently.
iv. These fabricated panels are loaded in 3 to 4 tier to form a PQRS Rake including empty BFRs.

RAKE FORMATION:

A complete material train having the following rake is taken to site along with one loco motive:
1. Engine
2. Camping coach
3. BFR carrying the portal cranes
4. BFR (As required) loaded with new fabricated panel
5. 2 empty BFRs for released panel.

AMENITIES AT BASE DEPOT:

i. For smooth working, the Base Depot should have at least three sidings of 500 metres each
connected to a shunting neck of 350 metres.
ii. Of these, at least two sidings should be provided with auxiliary track for movement of portal
cranes.
iii. It is desirable to illuminate the Base Depot so that the activities listed in item (i) above can be
undertaken safely at night.
iv. To strengthen depot working, it is desirable to install a few hand-operated/motorized gantry
cranes moving on auxiliary tracks in addition to the third portal crane in the depot.
v. Some of these gantry cranes can be of 6.5 metres height from rail level to facilitate repair of
portal cranes.
 SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 03 SESSIONS - 08)
Lesson – I :PQRS Session-37: Working Principle, Auxiliary Track and Mode of working.

WORKING PRINCIPLE:

1. Panels are fabricated with new sleepers and service rails in a Base Depot. These panels are
loaded on BFRs in 3 or 4 layers.
2. The existing rails in track are cut in lengths of 13 m.
3. Auxiliary track is laid to proper line and level with the new rail panels, if rail renewal is also
to be carried out as part of track renewal. Otherwise, service rails are used for making
auxiliary track.
4. PQRS rake is brought to site of relaying after getting proper traffic and OHE block.
5. Following three methods of laying of new panels are used depending upon site conditions:
 Pulling the PQRS rake
 Pushing the PQRS rake
 Parting the PQRS rake
6. Portals are unloaded on the auxiliary track.
7. Old panels are removed and loaded on PQRS rake, ballast bed is scarified manually and new
panels are laid at site by using portal cranes.
8. Proper ramp is provided at the beginning and at the end of the day’s work.

AUXILIARY TRACK:

i. Auxiliary track should be laid at 3400 mm gauge keeping the centre line same as that of main
line track.
ii. CST-9 plates or wooden blocks of size 560 X 250 X 125 mm should be used at 1.5 to 2.0
metres distance for laying the auxiliary track.
iii. The length of the auxiliary track should match with the daily progress of work.
iv. The level of auxiliary track should be same as that of existing main line track and must have
proper longitudinal and cross levels to avoid derailment of portal cranes.
v. In no case, the auxiliary track should be more than 50 mm higher than the existing track.

MODE OF WORKING:

PULLING METHOD:
When engine leads in the direction of work and the work is done in the leading direction, it is called
pulling.

PUSHING METHOD:
When engine is opposite to the direction of work and the work is done in trailing direction, it is called
pushing.

TRAIN PARTING METHOD:

In case of non availability of proper length of auxiliary track PQRS rake is parted in two portions at
site, and it is called ‘Train Parting.’ In this case, lot of time is wasted for parting and coupling and
therefore this method is not very economical.
SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 3 SESSIONS - 8)
Lesson – II: TRT Session – 38: Main Features, Main Units & Their Functions

MAIN FEATURES:

i. There is no need to prefabricate panels.

ii. No auxiliary track is to be laid.
iii. Concrete sleepers loaded on BRHs are directly taken to site and relayed one by one.
iv. New rails unloaded at site on shoulders and duly paired or fishplated are exchanged with old
rails along with sleeper renewals.

MAIN UNITS & THEIR FUNCTIONS:

TRT consists of the following:

BEAM CAR (22.34m Length):

The beam car is hinged with handling car and has one common bogie and one independent bogie.
Below this car, all the working units like old sleeper pickup, dynamic plow, sleeper, flipper, indexing
wheel, new tie conveyor, self guiding roller for guiding in and guiding out rails, are provided. If
sleeper spacing is to be changed, this can be achieved by changing the indexing wheel. Sled is hung
from this car when not in use.

HANDLING CAR (21.05m Length):

This car has one independent bogie and one common bogie with beam car. All the conveyors are
provided on this car.

POWER CAR (14.81m length):

This is a four axle vehicle. TRT power unit is provided on half the length of this car and remaining
half is utilized for loading of sleepers. Power unit is Cummins NTA-855 turbo-charged, 6 cylinder
diesel engine, maximum rating 360 hp at 2100 rpm, continuous rating 295 hp at 1800 rpm.
SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 3 SESSIONS - 8)
Lesson – II: TRT Session – 39:Yard Activities, Modified BRHs & Rake Formation

YARD ACTIVITIES:

i. Ensure proper selection of Base Depot site. The Base Depot for TRT should be centrally
located (30-40 kms. Lead) in the area of working.
ii. Provide sufficient stock of new sleepers, elastic rail clips/fastenings, liners and rail pads in the
Base Depot.
iii. Ensure proper line and level of auxiliary track for 3400/3700 mm gauge for portal working.
iv. 30 nos. BFRs should be modified for one set of TRT. 160 sleepers are loaded in one BFR and
about 1500-2000 sleepers should be loaded as required during block.
v. Load rail fastening like elastic rail clips, liners and rail pads as required during block.

MODIFIED BRHs:

On both side of BFR, for running of gantries, plates are welded, which makes gantry track. The gauge
of this track is kept 3050 mm. Due to this modification these BFRs are called modified BRH.

RAKE FORMATION:

Empty BRH
Power Car Beam Car

Handling Car Loco

BFR for p/clips

& Liners Loaded BRHs

In working direction, first vehicle is locomotive which is used to take the TRT rake, then we provide
1 or 2 empty BRH & then loaded BRH, on which new PRC sleepers are loaded. The number of
loaded BRH depends on the traffic block.
As we know it very well that the progress of TRT is app. 10 sleepers per effective minute. Hence we
can calculate the number of sleepers required for the block. 80 minutes is deducted for total block
time for reaching at site, clearing section and setting & closing of diff. units. Remaining time is
effective time. On one BRH 160 sleepers ( 20X4X2) are loaded.
SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 3 SESSIONS - 8)
Lesson – II: TRT Session-40: Working Principle & SRs after relaying.

WORKING PRINCIPLE:

i. Removal of fastening: the fastenings of old rails to sleepers are removed in advance of track
renewal work.
ii. Placement of new rails: the new rails are placed in advance on either side of the track duly
welded or fish plated at a distance of 1.5 metres from the track.
iii. Positioning of the track: the main vehicle is now positioned on the track to be renewed. The
design of the machine is such that with the help of ‘guidance sled’, the machine is located in
the track at three points: the front and rear bogies and the sled at the centre. The guidance sled
rests on the old sleepers at the point made free by the removal of the old rails. This design
ensures an accurate reproduction of the old track layout without the need for an external
machine guidance system.
iv. Lifting of old rails: the old rails which are already free from fastenings, are lifted and properly
guided, with the help of ‘Rail lifting and guidance frame.’ The machine continuously lifts the
old rails and deposits them on either side of the track.
v. Picking up of old sleepers: the old sleepers are picked up with the help of sleeper pick up
system and these are placed upright on the conveyor system. With the help of chain conveyor
belts, the old sleepers are carried and stored on the train in stacks of 4 layers separated by
Dunn age with the help of handling gantry.
vi. Leveling & Compaction of ballast bed: Following the old sleeper pick up position is a
vibratory plough and compactor. This plough levels the ballast ready to accept the new
sleepers.
vii. Laying of new sleepers: The new sleepers are already stacked on the train in wagons. New
sleepers are now placed automatically at a specified distance by using a wheel of specific
circumference. The wheel send a signal after each revolution to the sleeper spacing
mechanisms giving accurate sleeper positioning. Because of the unique geometry of this
mechanism, the system ensures that sleepers are laid square and at specified distance.
viii. Laying of new rails: The new rails, which are already lying along the track, are then lifted and
put in the position on the sleepers.
ix. Fixing of insulators & elastic rail clips: Attached behind the P811 S machine is a wagon
containing elastic rail clips and insulators. Two labours place these adjacent to each sleeper.
Two additional labours then position the rail clips and insulators in the correct position on the
sleeper. Following this wagon is a clip applicator which fits the elastic rail clip into position,
thereby, capturing the rail.
x. Picking up of old rails: the final operation is to remove the old rails. It is necessary prior to
rail pick up to cut the rail into 39m lengths for proper handling. There wagons towed by
utility vehicle (UTV), containing a mobile crane then pick up the old rails and place them
onto the wagons for transporting to the depot.

SRs AFTER RELAYING:

First day relaying & tamping : 40 kmph

Second day, second tamping & welding : 60 kmph
Third day, third & final tamping : 80 kmph
Fourth day : Full Speed
SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 3 SESSIONS - 8)
Lession – III: T-28 Session-41: Main features main units and their functions

MAIN FEATURES:

i. These are special bridge trains with adjustable span and height.
ii. These are equipped with crawlers and rail beams.
iii. These can lift and handle turn-outs as well as plain tracks.

MAIN UNITS & THEIR FUNCTIONS:

The important assemblies of T-28 are

I. Portal Cranes:
The portal crane permits adjustment of span and height and is equipped with both circular and
flanged wheels. A set of two cranes can lift and handle a complete turnout. It can also be used to
handle normal track. When working with a set of two portal cranes, the connection is provided by the
turnout or track portion which is being handled.

II. Trolleys:
The trolleys are used to transport the turnout assembly on track. The motorized trolleys have the
facility to move laterally by 300 mm on either side and lift vertically by 300 mm. one such trolley is
placed below each of the crossing portion and switch portion and is used for shifting the turnout
laterally or vertically for clearing any obstructions e.g. signal post, OHE mast, platform etc while
transporting the turnout.

III. Jib Crane:

Pre-stressed concrete (PSC) sleepers for turnouts require careful handling to avoid damages during
loading/unloading, assembling and laying. The sleepers loaded on BFRs are unloaded either at
assembly depot or in yards near to the site of laying. Thereafter the PSC sleepers have to be spread at
proper spacing for linking of turnout assembly. The jib crane is used for unloading and placement of
PSC sleepers.

SUB DESCIPLINE – TRACK LAYING MACHINES (LESSONS – 3 SESSIONS - 8)

Lesson – III: T-28 Session-42: Power Transmission and Working Principle.

POWER TRANSMISSION:

WORKING PRINCIPLE:
SUB DESCIPLINE – DYNAMIC TRACK STABLIZER (LESSONS – 1 SESSIONS - 2)
Lesson – I:DTS/DGS Session -43:- Main Features, Main Units & Their Functions And Technical
Data

The application of the dynamic track stabilizer anticipates the initial settlement in a
controlled manner without altering the track geometry. After tamping the DGS lowers the
track as required, gripping the rail heads with roller clamps and serving the track into
horizontal oscillations. And at the same time each rail is automatically pressed down in
accordance with the readings of the leveling device and Super – elevation Gauge.
DGS is a firm and proven part of the track maintenance. By this we can achieve horizontal
stability along with rise in safety and earlier removal of speed restriction as it also improves
the lateral stability.

MAIN FEATURES:

 Elimination of initial differential settlements which are caused by the impact of passing trains.
 The track geometry achieved by tamping machines is retained for a longer duration.
 Homogenous structure of ballast bed is built up.
 Lateral track resistance increases resulting in enhanced safety against track buckling.
 Speed restrictions are relaxed faster.

MAIN UNITS & THEIR WORKING:

STABILIZER UNITS:
The machine has two dynamic stabilizer units which run on the track beneath the main frame, make
contact with the rail heads through eight flange rollers on the inside and four roller discs on the
outside. The two synchronized vibration units cause the track to vibrate horizontally. The frequency
is adjustable from 0 to 45 Hz from the cabin. Two centrifugal force, independent of the frequency,
can be up to 320 kN.

RECORDING AND MONITORING SYSTEM:

A proportional chord-leveling device enables controlled settlement of the track. A steel chord is
spread over each rail between the sensor rods which are jointed to the inside axles of the bogies. They
form the reference base of the recording system of the longitudinal level. By means of a sensor rod
between the stabilization units, on which a recording value transmitter is attached to the left and rigt
hand side, the settlement is recorded and monitored.

TECHNICAL DATA:

ENGINE:
(OLD STOCK) DEUTZ-BF-12L-513C
460 BHP (AIR COOLED)
(NEW STOCK) KTA-1150L FROM KCL
473 BHP AT 2200 RPM
LENGTH OVER BUFFER 17250 MM
WIDTH 2800 MM
HEIGHT ABOVE RAIL 3790 MM
BOGIE PIVOTS SPACING 12000 MM
BOGIE WHEEL BASE 1500 MM
WHEEL DIAMETER 730 MM
WEIGHT 57 TONNES
AXLE LOAD:
(I) FRONT AXLE LOAD 14.5 TONNES
(II) REAR AXLE LOAD 14.0 TONNES
SPEED:
(I) SELF PROPELLED 60 KMPH
(II) IN TRAIN FORMATION 50 KMPH
SUB DESCIPLINE – DYNAMIC TRACK STABLIZER (LESSONS – 1 SESSIONS - 2)
Lesson – I:DTS/DGS Session-44: Power Transmission, Name of PCB’s and their function.

POWER TRANSMISSION:

P3
ENGINE
ZF
GEAR P1
BOX

P2

Distribution
Gear Box
M
M
PTO

Running Bogie Reduction Driving Bogie

Gear Box
NAME OF PCB’S AND THEIR FUNCTION:
PCBs used in DGS (New) PCBs used in DGS (Old)
1. Levelling Control (L&R) EK 2186LV Levelling Control (L) EK 2031LV
2. Peak Value measuring EK2155LV Levelling Control (R) EK2032LV
control
3. Servo control vibration EK 2683LV Amplitude control EK 2033LV
4. Servo control working EK2684LV Pendulum compensation EK97V
drive
5. Safety drive circuit EK182LV Power supply EK813SV
6. Relay circuit EK603E Encoder PCB ELT5034
7. Processor PCB EK650PX Processor EK501P
8. Input-Output EK653P Input-Output EK553P
9. QL EK654P QL EK554P
10. Time delay EK657P Measurement Display PCB ELT 5144
11. Power supply EK813SV
12. Power supply EK805SV
13. Servo adjustment VT3005
14. Encoder PCB ELT 5348
15. Distance delayed EK152.00
Analogue value
16. Measurement Display ELTELT5353
PCB &ELT5354
17. Servo Adjustment VT3005G-
5032-A822
SUB DESCIPLINE – QUALITY CONTROL (LESSONS – 3 SESSIONS - 4)
Lesson-I: Tamping Machines Session-45:Pre-requisites, Pre-tamping Operations.

PRE-REQUISITES:

i. A minimum cushion of 150 mm of clean ballast is recommended for the proper functioning of
the machine. Adequate ballast should be available in shoulders and cribs to allow for required
lift (about 20 mm in each tamping operation) and retention of packing after tamping.
For this purpose, planning and execution of deep screening of ballast as well as training out of
ballast should be done well in advance.
ii. Sanction of Commissioner of Railway Safety for working of the concerned tamping machine
shall be available.
iii. Traffic blocks of adequate duration shall be planned.
iv. The sleepers shall be uniformly spaced.

PRE-TAMPING OPERATIONS:

i. Field survey should be carried out to determine existing profile of track and to decide the
general lift. In case of design mode working, the survey should be done as per guidelines.
ii. The beginning and the end of curves/ transition curves should be marked on sleepers. Super-
elevation and slew should be marked on alternate sleepers to act as guide for the operator.
iii. Ballast shall be heaped up in the tamping zone to ensure effective packing. However, sleeper
top should be visible to the operator and the ballast should not obstruct the lifting rollers.
iv. Hogged, battered and low joints shall be attended.
v. Low cess should be made-up.
vi. Track drainage should be improved for better retentivity of packing. Pumping locations
should be attended. Rounded ballast should be replaced with clean and angular ballast.
vii. Deficient fittings and fastenings should be made good and all fittings and fastenings like
fishbolts, keys, cotters, loose jaws, elastic rail clips, pads etc should be properly tightened.
Worn out fittings should be replaced.
viii. Broken and damaged sleepers shall be replaced.
ix. Sleepers should be squared, correctly spaced and gauge corrected.
x. Destressing of rails, adjustment of creep, expansion gaps in joints, buffer rails and SEJs etc, if
necessary, shall be carried out.
xi. Guard rails at the approach of bridges and check rails shall be removed temporarily.
xii. All obstructions such as rail lubricators, signal rods and cable pipes which are likely to
obstruct the tamping tools should be clearly marked and made known to the operator before
the start of work.
xiii. Wooden blocks and joggled fishplates shall be removed temporarily ahead of tamping.
xiv. In electrified sections, the earthing bond should either be removed or properly adjusted for
tamping.
 SUB DESCIPLINE – QUALITY CONTROL (LESSONS – 3 SESSIONS - 4)
Lesson-I: Tamping Machines Session-46:Operations during tamping and Post tamping
operations..

OPERATIONS DURING TAMPING:

i. The gap between top edge of the tamping blade and the bottom edge of the sleeper in closed
position of the tamping tool should be adjusted depending upon the type of rail and sleepers.
The gap for different types of sleepers will be as under:
a. Metal sleeper : 22-25 mm
b. Flat bottom sleeper : 10-12 mm
ii. The tamping (squeezing) pressure should be adjusted according to the type of sleeper as
under:
a. CST-9 sleeper : 90-100 kg/sq.cm.
b. ST or wooden sleeper : 100-110 kg/sq.cm.
c. PSC sleeper : 110-120 kg/sq.cm.
iii. Care should be taken to ensure that tamping tools are inserted centrally between the sleepers
into the ballast to avoid damage to sleepers. The number of insertions of the tamping tool per
sleeper varies with the type of sleeper and the amount of track lift to be given. While tamping,
following guidelines should be adopted:-
a. CST-9 sleepers and steel trough sleepers may require double insertion before passing
on to the next sleeper.
b. Wooden sleepers require one insertion upto 20 mm lift and two insertions for lifts
above 20 mm.
c. One additional insertion for joint sleepers will also be required.
d. Concrete sleepers require one insertion upto 30 mm lift. Two insertions may be
required for lifts above 30 mm.
iv. For maintenance packing, squeezing time of 0.4 second to 0.6 second should normally be
adequate. Higher squeezing time may be required for track with caked up ballast.
v. The machine should have full complement of tamping tools. The tamping tools should not be
loose or worn out. The wear on the tool blade should not be more than 20% of its sectional
area.
vi. A ramp of 1 in 1000 shall be given before closing the day’s work and obligatory point. The
next day’s work shall begin from the point of commencement of previous day’s ramp.
vii. If work is to be done during night, sufficient lighting at work site should be ensured.
viii. Care shall be taken to provide for slew and lift compensation as necessary. Heavy slewing or
lifting should normally be done in steps of not more than 50 mm. for LWR/CWR track, the
relevant provisions of LWR manual shall be adhered to.
ix. During tamping, the parameters of tamped track should be checked immediately after tamping
for cross level and alignment, and necessary corrective action should be taken.
POST TAMPING OPERATIONS:
i. Checking and tightening of loose fittings.
ii. Replacement of broken fittings.
iii. The ballast shall be dressed neatly. Proper consolidation of ballast between the sleepers shall
be done.
iv. Final track parameters should be recorded with the help of recorders provided on the tamping
machine. A copy of this record should be kept with the Section Engineer (P.Way) and the
recorded values should not exceed the following limits:-

Parameter Not more than 10 peaks per km Any peak exceeding this value
to exceed this value
Alignment + 4 mm + 6 mm
Cross level + 6 mm -
Unevenness 6 mm 10 mm

If the recorder is not available, then track parameters of at least four stretches of 25 sleepers each per
kilometer of tamped track should be recorded. In addition, the versines and super-elevation of curves
shall be recorded for atleast ten stations at a specified chord length.
v. While working in LWR territory, the provisions of Manual of Instructions on Long Welded
Rails – 1996 should be followed.
vi. The fixtures like check rails removed during pre-tamping operation should be restored.
 SUB DESCIPLINE – QUALITY CONTROL (LESSONS – 3 SESSIONS - 4)
Lesson-II: BCM Session-47: Pre-requisites, Operations prior to deployment, Operations during
Traffic Block and Post Block Operations.

FOR BCM & SBCM:

PRE-REQUISITES:

i. The cutter bar will cut the formation and form channel under the track if minimum 250 mm
ballast cushion (caked and clean) is not available. If the availability of cushion is less, the
track can be temporarily lifted up to 100 mm by BCM itself during working. If this temporary
lifting is inadequate, the track shall be lifted up to desired level in consultation with Traction
Distribution branch in electrified areas.
ii. Since the cutter bar moves continuously below the track, the machine can not work if there is
any lateral or vertical infringement. For such locations, either some special preparations are
required or work has to be done manually.
iii. Since the setting and closing time of the machine is longer, a block of at least four hours is
necessary to effectively utilize the machine.
iv. Adequate arrangements for supply and training out of ballast shall be ensured.
v. While working in LWR territory, provisions of Manual of Instructions on Long Welded Rails-
1996 should be followed.

OPERATIONS PRIOR TO DEPLOYMENT:

i. Foot by foot survey of the section shall be conducted to see the condition of track
components, ballast, cess width and availability of land for waste disposal.
ii. Requisite survey shall be carried out and the longitudinal profile and alignment shall be
finalized as per the relevant provisions in the Indian Railways Permanent Way Manual-1996
and Schedule of Dimensions-1939.
iii. Depth of cutting/magnitude of lifting of track should be decided on the basis of proposed rail
level. The longitudinal section showing formation level, existing and proposed rail levels
should be plotted on a graph sheet. Otherwise, aid of computer along with suitable software
may be taken. The final rail level shall be transferred on pegs or traction masts.
iv. The pockets of ballast beyond the reach of cutter chain shall be transferred in its cutting width
before commencement of deep screening.
v. It should be ensured that there is no obstruction in the width of 4100 mm to avoid
infringement to cutter chain. Rail pegs of LWR, creep posts etc should be removed. Pucca
drain wall, if infringing, should be dismantled, alternatively the track can be slewed
temporarily.
vi. In electrified section, distance of mast foundation from track centre will have to be accurately
measured to ensure free movement of cutting chain.
vii. Any signal rodding or cable which is likely to interrupt the work should be temporarily
removed.
viii. Approaches to bridges which can not be screened by the machine should be screened
manually in advance of the machine working.
ix. Level crossings should be opened in advance so as to enable machine to work.
x. Sleepers should have all the fittings intact so that no sleeper becomes loose and come in the
way of cutter chain while the ballast is being excavated. The broken tie bar and ST sleepers
should be replaced.
xi. Gas cutting equipment should be available at site to cut any obstruction like rail pieces, pipes
etc, which might get entangled with cutting chain.
xii. Spoil disposal units should be attached with the machine while working in station yards,
cuttings or multiple lines section where dumping of the spoil along the cess is not feasible. If
waste is to be disposed off across any adjacent track, the adjacent track shall also be blocked
for traffic.
xiii. A trench of 30 cm depth and one metre width should be made for lowering cutter-bar by
removing one sleeper or re-spacing of sleepers.

OPERATIONS DURING TRAFFIC BLOCK

i. When machine reaches site, the cutter bar should be lowered in the trench, both ends of cutter
bar shall be connected to guides through links. For subsequent work, cutter bar is left under
the track.
ii. When the machine starts working, cutter bar scarifies the ballast. Links of rotating chain push
ballast in the inclined guides and lead the ballast to screening unit. One person on either side
should move with the machine to watch for any obstruction to cutter chain, so as to arrange
for stoppage of the machine immediately. Thereafter, the necessary corrective action should
be taken.
iii. Screening should be stopped well before expiry of traffic block to permit proper closing of the
work and packing before resumption of traffic.
iv. If the machine stops moving during work, it should be ensured that gates for clean ballast
below screen are instantly closed. Otherwise, the screened ballast will get heaped up at one
place.
v. Utmost caution should be observed while manipulating movement of waste conveyor to avoid
hitting against electrical mast/signal post. Safety switch provided to sense the mast should,
therefore, be kept ‘ON’.
vi. All the staff working with the machine should wear safety helmets and masks to avoid
inhaling dust.

POST BLOCK OPERATIONS:

i. At the end of work, about five sleeper spaces are left without ballast. These should be filled
manually with the clean ballast.
ii. The vertical and lateral clearances for OHE, signal post and any other structure should be
checked and adjusted before clearing the BCM block.
iii. Ballast recoupment activity should synchronize with deep screening activity so as to enable
raising speed to normal after necessary packing.
iv. One watchman should be posted at the location where cutter bar and chain are left whenever
considered necessary.
v. It is desirable that one round of tamping along with DTS should be carried out immediately
after deep screening to resume traffic at a speed of 40 kmph.
The combining of BCMs, training out of ballast and DTS in the same block should be
considered for opening of track at 40 kmph while clearing the block.
 SUB DESCIPLINE – QUALITY CONTROL (LESSONS – 3 SESSIONS - 4)
Lesson-III: PQRS, TRT & T-28 Session-48: Pre-requisites, Operations prior to deployment,
Operations during Traffic Block and Post Block
Operations

PRE-REQUISITES:
i. A well organized and properly laid out Base Depot is the back bone of relaying by portal
cranes. Smooth functioning of the Base Depot will ultimately reflect in efficiency and
productivity of the relaying work. The Base Depot is required to cater to the following
activities:-
a. Unloading of PSC sleepers from the rake and stacking.
b. Fabrication of new panels.
c. Unloading of released panels from PQRS rake.
d. Dismantling of released panels.
e. Loading of pre-fabricated new panels.
f. Formation of PQRS rake.
g. Maintenance of machines.
h. Dispatch of released material.
i. Loading/unloading of ballast, if the Base Depot is also to be used as ballast depot.
ii. It is desirable to locate the Base Depot at a central place such that the distance of remotest
work site on either side does not exceed 60-70 kilometers. At the same time, the site selected
should be accessible by road, there should be electric power supply and watering facilities.
The Base Depot may have facility of entry and exit on both sides from the running line.
iii. For smooth working, the Base Depot should have at least three sidings of 500 meters each
connected to a shunting neck of 350 meters. Of these, at least two sidings should be provided
with auxiliary track for movement of portal cranes.
iv. It is desirable to illuminate the Base Depot so that the activities listed in item (i) above can be
undertaken safely at night.
v. To strengthen depot working, it is desirable to install a few hand-operated/motorized gantry
cranes moving on auxiliary tracks in addition to the third portal crane in the depot. Some of
these gantry cranes can be of 6.5 meters height from rail level to facilitate repair of portal
cranes.

OPERATIONS PRIOR TO DEPLOYMENT

i. The requisite survey shall be carried out and the longitudinal profile and alignment shall be
finalized as per relevant provisions in the Indian Railways Permanent Way Manual 1986 and
Schedule of Dimensions-1939.
ii. Track may be deep screened one or two days in advance of relaying.
iii. Auxiliary track should be laid at 3400 mm gauge keeping the centre line same as that of main
line track.
iv. The level of auxiliary track should be same as that of existing main line track and must have
proper longitudinal and cross levels to avoid derailment of portal cranes. In no case, the
auxiliary track should be more than 50 mm higher than the existing track.
v. Removal of ballast from the crib and shoulders up to the bottom level of the sleepers should
be ensured.
vi. Full fittings of the old sleepers should be ensured to avoid their falling off while lifting
released panels.
vii. All broken sleepers should be removed or replaced.
viii. In case a level crossing is to be encountered, it should be opened in advance.
ix. Proper planning and insertion of Switch Expansion Joints at correct locations should be
ensured.
 x. Cutting of LWR/SWR to single rails should be ensured for lifting released panels. Otherwise,
replace the existing running rail by service rails for the stretches which are to be relaid during
the next day.
xi. Temporarily disconnect or remove any other permanent obstructions.
xii. The following equipments should be available during working:
a. One set each of rail cutting and gas cutting equipment.
b. Two sets of rail closures of the each rail section being laid, in various sizes from 0.5 m
to 3 m lengths.
c. 4 sets of junction fish plates with bolts.

OPERATIONS DURING TRAFFIC BLOCK

i. After the train has reached the site, first of all the portals are unloaded from BFR on the
auxiliary track.
ii. Both the portals have to go to that point from where the work has to be started.
iii. Both portal cranes will lift the released panel and keep them on empty BFR.
iv. After the old track is removed, the ballast section is leveled up manually and brought to the
required level.
v. In second round, both the portal cranes will come without new panel and pick up old panels.
vi. In third round, both the portal cranes will bring pre-fabricated panels and lay these panels on
working place.
vii. These operations are repeated until the last panel is laid.
viii. At the end of block, proper ramp is provided.
ix. Block is then cleared as the thus the track is already linked.

POST BLOCK OPERATIONS:

i. Clearance of track from any obstructions before removal of traffic block.

ii. Complete track fittings including their correct positioning and tightness.
iii. Proper lifting, packing, ballast regulating and compaction/stabilization of track to raise the
speed of the different stretches.
iv. Training out of adequate quantity of ballast over the newly relayed track to full ballast
section.
v. Picking up of left over released materials.
vi. Dismantling of auxiliary track and relaying the same in advance for the next day’s work.
vii. Restoration of cables and other fixtures e.g. guard rails on bridges and check rails on level
crossings which were removed temporarily.
viii. Tie tamping machines, BRM and Dynamic Track Stabilizer should be deployed to enable
raising of speed to normal.
ix. Provision of SEJs as per approved plan, in-situ welding of panels and distressing of LWR
should be done after welding of panels.
FOR TRT:

OPERATIONS PRIOR TO DEPLOYMENT:

i. Base Depot
a. Ensure proper selection of Base Depot site. The Base Depot for TRT should be centrally
located (30-40 kms. Lead) in the area of working.
b. Provide sufficient stock of new sleepers, elastic rail clips/fastenings, liners and rail pads in
the Base Depot.
c. Ensure proper line and level of auxiliary track for 3400/3700 mm gauge for portal
working.
d. 30 nos. BFRs should be modified for one set of TRT. 160 sleepers are loaded in one BFR
and about 1500-2000 sleepers should be loaded as required during block.
e. Load rail fastening like elastic rail clips, liners and rail pads as required during block.
ii. All corroded and broken steel/CST-9 sleepers should be marked.
iii. There should be no infringement within one metre of sleeper ends.
iv. Adequate ballast should be available before relaying operations start.
v. Deep screening should be carried out in advance wherever feasible.
vi. Check-rails of level crossings falling in the range of work should be removed in advance.
vii. New rails should be unloaded, paired, fishplated or welded in one piece and set at about
1.5 metres from track centre.
viii. All longer wooden sleepers from joints be either removed or cut to size in advance.
ix. Interlaced sleepers of height different from remaining sleepers should be removed.
x. In case of CST-9 sleepers, gauging should be done in advance to avoid hitting of sleepers
by sled assembly during lifting of CST-9 sleepers.
xi. Seven wooden sleepers should be laid in track at a location five sleepers behind the rail
cut and ballast around them removed for easy placement of plow.
xii. The new location should be planned that it matches with the new rail end for threading at
the start of work.
xiii. At location where relaying is to start, two rail pieces of 7.3 metres length are cut and
connected together using well greased fishbolts to enable quick opening during block.
xiv. Plan the location of cut in the old track at the closing of work site so that it matches with
the rail end of new rail panel.
xv. Ensure availability of S&T staff to connect any wire/rodding disturbed during the block,
and OHE staff for opening of temporary bonds and bonding back after the work.
xvi. Ensure earth bonding of new rail panels.
xvii. Ensure removal of alternate keys in case of CST-9 sleepers and inside alternate keys in
case of ST sleepers.
xviii. Existing small nos. of PSC sleepers should be replaced with wooden sleepers to avoid loss
of time while working.
xix. High temperature distressing of the old track should be carried out as provided in Manual
of Instructions on Long Welded Rails-1996.

OPERATIONS DURING TRAFFIC BLOCK

i. Shield hydraulic pipes and other moving parts of the TRT so that in case of any mishap, these
do not hit OHE mast.
ii. Take OHE block, if staff is required to climb on top of the machine for repairs etc, in case of
any breakdown.
iii. Ensure proper track protection at the site of work, look-out men and hooter in good working
order to give warning for train approaching on the other line.
iv. Utmost caution should be taken while lowering and raising Clamp in order to avoid
infringement to the adjacent line.
POST BLOCK OPERATIONS:

i. Ballasting of the track should be done immediately after track relaying operation.
ii. Then, Ballast Regulator, Tie Tamping machine and Dynamic Track Stabilizer should be
deployed to enable raising of speed to normal in shortest possible time.
iii. In-situ welding of isolated joints should be done before restoration of speed to normal.
iv. Switch Expansion Joints should be provided at locations as per approved LWR/CWR plans.
v. Check rails should be provided at Level Crossings after final tamping of the track.
vi. Destressing of LWR should be done immediately after welding the rail panels to long welded
rails.

FOR T-28:

PRE-REQUISITES:

PRE-BLOCK OPERATIONS:

i. New turnout should be assembled using Jib Crane near the site of turnout to be replaced. The
fittings of assembled turnout should be complete and properly tightened. If suitable location is
not available nearby, assembly may be done away from site and then transportation can be
done with the help of trolleys. Infringements on the way should be checked and movement
with slewing accordingly may be planned.
ii. The assembled turnout should be loaded on trolleys for transportation.
iii. Rails on either side of existing turnout should be of the same section as that of new turnout.
iv. Deep screening of turnout portion should be done. Ensure required cushion and proper
drainage. Rail levels should be taken for sufficient length on either side of turnout. Proposed
rail profile should be plotted both for main line and loop line.
v. Point machines should be disengaged and turnout should be non-interlocked before taking up
its replacement.
vi. Ballast from crib and shoulder of sleepers should be removed up to sleeper bottom for full
turnout length.
vii. 60 wooden blocks, each approximately 60 cm long, should be kept ready for facilitating
passage of crawler on the obstacles.
viii. 4 nos. of rail pieces, each 70 cm long, should be kept ready for housing below the rail wheels
of the crane.
ix. Jumpering of both ends of the turnout should be done by electrical staff before lifting and
removing of existing turnout.
x. Adequate arrangements should be made for protection of the line involved and adjacent lines
while the machine is working.
xi. Fishbolts should be lubricated and worked to facilitate easy removal during block.
xii. Location where clamp of each crane will hold the crossing and switch portions for lifting
should be marked on the assembled turnout.
OPERATIONS DURING TRAFFIC BLOCK

i. Immediately after getting traffic block, the fishbolts of existing turnouts should be opened.
ii. Both cranes should be traversed and brought in position for handling the existing turnout at
the demarcated position.
iii. Old turnout should be lifted by cranes and traversed to suitable location for further
dismantling after the block.
iv. The cranes should be traversed to the pre-assembled concrete sleeper turnout and both the
cranes should be taken to demarcated positions on turnout.
v. Simultaneously, the gangs should scarify the ballast from the location where the turnout has
been removed. The ballast bed is lowered to accommodate extra height in case of concrete
sleepers.
vi. The crawler side frame of the cranes should be spread suitably in stages to accommodate the
length of the turnout sleepers on their demarcated locations for each crane.
vii. Pre-fabricated turnout should be held by the cranes. The cranes with the turnout be traversed
across in stages and brought to the location of laying. The turnout is laid in position and
fishplates are bolted to the existing track.
viii. One crane is traversed on the track and the second is utilized for final alignment of turnout.
After placing the turnout, gangs should fill back the ballast manually.

POST BLOCK OPERATIONS:

i. Ballast deficiency should be made good by putting additional ballast. Profiling and boxing of
ballast should be done.
ii. The turnout should be tamped with the help of UNIMAT machine. Both alignment and levels
should be corrected while tamping the turnout.
iii. The turnout may be interlocked and point machine engaged immediately after laying the
turnout.
iv. Damage to the cess during machine operation should be made good.
v. Provision of proper earthing points should be ensured by the electrical staff.
 SUB DESCIPLINE – MAINTENANCE SCHEDULE (LESSONS – 4 SESSIONS - 4)
Lesson – I: Tamping Machines Session - 49Maintenance Schedules Of Tamping Machines

MAINTENANCE SHEDULES OF TAMPING MACHINES:

SCHEDULE-I
(TO BE DONE DAILY)
DURATION-ONE HOUR
i. Check and top up the hydraulic oil tank, if required.
ii. Check the level of tanks for lubrication of guide columns and top up with hydraulic oil, if
required.
iii. Lubricate eye and fork end of every squeezing cylinder with grease.
iv. Change the worn out tamping tools.
v. Check the tightness and infringement of tamping tools with one another.
vi. Check locking device of all units.
vii. Lubricate all the lining roller pins with grease.
viii. Check leakages from hydraulic hose connections.
ix. Check for any air leakage from the system.
x. Check the air brake pressure.
xi. Check for any unusual sound from machine.
xii. Record the maximum hydraulic temperature of the day’s work.
xiii. Observe the leakage from all gear boxes.
xiv. Check the level of tank for lubrication of tamping arm and main bearings.
xv. Check the level of main gear box.
xvi. Lubricate the vibration shaft bearing with grease.
xvii. Check the tightness of cardon shaft bolts.
xviii. Check the brake application.
SCHEDULE-II
(TO BE DONE AFTER 50 HOURS OF ENGINE RUNNING)
DURATION-TWO HOURS
i. Check the condition of brake shoes.
ii. Check the oil level of all gear boxes and top up, if required.
iii. Lubricate the axle gear box flange cover with grease.
iv. Lubricate the guide bushing of front and rear feeler with engine oil
v. Grease all cardon shaft.
vi. Grease flange of driving axle.
vii. Lubricate all link rods, pivots and rocker bearing of all assemblies.
viii. Grease lifting/lining unit assembly.
ix. Check the tightness of 55 mm and 35 mm pin.
x. Check bolts/welding of holding brackets of tamping units.
xi. Check nuts and bolts of suspension block of tamping units.
xii. Check/clean air breather of tamping units and gear boxes.
xiii. Lubricate the feeler rods with grease.
xiv. Clean and lubricate the guide rods of lining trolley with engine oil.
xv. Lubricate all other moving parts except above with oil or grease.
xvi. Check and clean the air oiler and fill up with new hydraulic oil.
xvii. Check air leakage from pneumatic system.
xviii. Check all lights for proper functioning.
xix. Check the bolts of cover plate of squeezing cylinders for tightness.
 SCHEDULE-III
(TO BE DONE AFTER 100 HOURS OF ENGINE RUNNING)
DURATION-ONE DAY
i. Inspect the hydraulic pumps for any abnormal sound.
ii. Inspect the hydraulic motor for any abnormal sound.
iii. Inspect the water separator for proper functioning.
iv. Lubricate the tamping unit lateral adjusting cylinder guide rod with grease.
v. Examine the expiry date of the fire extinguisher.
vi. Check tightness of tamping unit lifting/lowering cylinder piston rod.
vii. Inspect main gear box cover through inspection window.
viii. Check hydraulic system pressure.
ix. Check vibration pressure.
x. Check squeezing pressure.

SCHEDULE-IV
(TO BE DONE AFTER 200, 400, 600 & 800 HOURS OF ENGINE RUNNING)
DURATION-TWO DAYS
i. Replace the hydraulic oil of reservoir for lubrication of vibration shaft main bearing.
ii. Lubricate the pre load cylinder of front tightening, lining and measuring trolley with grease.
iii. Lubricate the lifting cylinder of lining and measuring trolley with grease.
iv. Replace the proportional valve filter element.
v. Replace the return line filter element.
vi. Change the oil of distributor gear box.
vii. Change the oil of drive intermediate shaft and main gear box.
viii. Change the oil of six speed gear box.
ix. Change the oil of reversing gear box.
x. Change the oil of axle gear boxes.
xi. Change suction filter.
SCHEDULE-V
(IOH)
(TO BE DONE AFTER 1000, 3000 & 5000 HOURS OF ENGINE RUNNING)
DURATION-7 DAYS
i. Send the hydraulic oil for chemical testing.
ii. Clean the hydraulic oil tank.
iii. Clean the hydraulic oil through 10 if found OK in chemical testing otherwise fill new oil.
iv. Check the bearings of all the axles and lubricate with grease.
v. Check the condition of meggi springs and replace them if required.
vi. Recondition the worn out wheels of all trolleys, if required.
vii. Check bearing of trolley wheels and lubricate them with grease.
viii. Clean and check the air reservoir for rated air pressure.
ix. Overhaul/Replace the tamping units, if required.
x. Overhaul/Replace the lifting units, if required.
xi. Replace the hydraulic hoses, which are damaged.
xii. Replace the seals of leaking hydraulic cylinders.
xiii. Overhaul all the transducers.
xiv. replace the defective transducer fork.
xv. Thoroughly clean all the panel boxes with pressurized air.
xvi. Check the wire connections in panel boxes.
xvii. Replace the missing or defective lights.
xviii. Calibrate the sensing trolleys.
xix. Strengthen the machine frame where cracks have been developed.
 xx. Test the machine on track for all functions.
xxi. Replace the brake shoes.
SCHEDULE-VI
(IOH)
(TO BE DONE AFTER 2000 & 4000 HOURS OF ENGINE RUNNING)
DURATION-45 DAYS
Replace the seal of brake cylinders.
Clean and repair the hydraulic oil cooler, if it is blocked more than 20% or badly leaking.
Check the hydraulic motors for rated delivery and replace if required.
Replace the damaged and chocked pneumatic pipes.
Overhaul all the pneumatic valves and change unserviceable ones.
Replace the seals of all pneumatic cylinders.
Check the machine wheels for tyre defects. Reprofile or replace if required.
Replace the defective switches and potentiometer.
Calibrate the machine on track for all functions.
SCHEDULE-VII
(POH)
(TO BE DONE AFTER 6000 HOURS OF ENGINE RUNNING)
DURATION-90 DAYS
i. Replace all hydraulic pumps.
ii. Replace all the hydraulic motors.
iii. Check and recharge the hydraulic accumulators.
iv. Replace the hydraulic cylinders on condition basis otherwise replace all the seals.
v. Replace all the D.C. and pilot operated valves.
vi. Get calibrated the proportional valve, if possible, otherwise replace it with new ones.
vii. Replace all pressure control valves.
viii. Check the functioning of all stopcock and flow control valves, if anyone found defective then
replace it with new ones.
ix. Replace all hydraulic hoses along with crimped fittings.
x. Clean the hydraulic tank. Inside to be painted with approved quality paint.
xi. Flush the complete hydraulic system.
xii. Replace all pneumatic hoses.
xiii. Test the air tank for rated air pressure.
xiv. Replace all pneumatic valves.
xv. Replace the pneumatic cylinders on condition basis, which were creating the frequent trouble
during work. Otherwise replace seals only
xvi. Overhaul the brake cylinders and replace the seals if cylinder is o.k.
xvii. Overhaul the sensing trolleys.
xviii. Re-profile all the trolley wheels.
xix. Replace the axle bearings.
xx. Overhaul all the gear boxes.
xxi. Overhaul the cardon shafts.
xxii. Repair or replace the defective PCB’s.
xxiii. Check the limit switches and replace on condition basis.
xxiv. Overhaul the pendulums.
xxv. Overhaul the panel boxes and provide thimbles as required.
xxvi. Replace the defective switches and indicator lights.
xxvii. Check and replace the defective LED’s of solenoids if required.
xxviii. Calibrate all the potentiometers for zero correction.
xxix. Calibrate the machine in all respects.
xxx. Paint the complete machine with approved quality paint.
 SUB DESCIPLINE – MAINTENANCE SCHEDULE (LESSONS – 4 SESSIONS - 4)
Lession – II:BCM & FRM Session – 50:Maintenance Schedules Of RM-76, RM-80, FRM-80,
FRM-85 & KSC-600

SCHEDULE-I
TO BE DONE DAILY
(DURATION-ONE AND HALF HOURS)

i. Check hydraulic oil level in tank and top up if required.

ii. Check oil level in vibration screen drum.
iii. Check proper locking of all units.
iv. Check the function and condition of conveyor belt, belt tension, scrapers of conveyors and
look out for damages.
v. Check anti collision device of waste conveyor and cutting unit.
vi. Screening mesh should be checked in order to have proper size of ballast.
vii. Check for any unusual sound from machine.
viii. Check air brake pressure.
ix. Check and lubricate corner rollers of excavating chain.
x. Check the safety screw, scraper fingers and safety bolts of the excavating chain.
xi. Check the connection between connecting elbow and cutter bar.
xii. Check brake parts of idling bogie and powered bogie.
xiii. Check for any air leakage.
xiv. Check leakage in hydraulic circuit and do needful.
xv. Check tightness of cardon shaft bolts.
xvi. Record the max. hydraulic oil temperature of the day.
xvii. Check for proper axle clutch pressure.
xviii. Lubricate the cutting chain and excavating conveyor bearing.
xix. Check for any rubbing of hoses and loose clamping etc.
xx. Check and top up bottle for lubricating conveyor chain and ensure that lubrication system is
working properly.
xxi. Check the safety items, emergency tools and spares.
xxii. Check the filter indicators of axle gear box clutch.
xxiii. Check the filter indicator of suction filters.
xxiv. Check the ballast distributing chutes.
xxv. Clean the slots next to the joint of the hydraulic cylinders.
xxvi. Check oil level of pneumatic lubricator.

SCHEDULE-II
TO BE DONE AFTER 50 ENGINE HOURS
(DURATION-TWO HOURS)

i. Check brake linkage and lubricate the pivots and gear teeth of hand brake with grease.
ii. Check guide rollers of conveyor belts.
iii. Check the condition of the cutter chain and replace worn-out parts.
iv. Lubricate axle gear box flange cover of driving bogie with grease.
v. Lubricate screen guide plates with grease.
vi. Lubricate all cardon shaft with grease.
vii. Lubricate bearing for main and distributing conveyor chain and adjust if required.
viii. Clean complete machine.
ix. Check wear on ballast distribution chutes.
x. Inspect wear plates of chain trough.
 xi. Top up the bottle for lubrication of king pin pivot.
xii. Clean excavating conveyor sliding frame.
xiii. Check the tension of excavating conveyor chain and adjust if required.
xiv. Grease guide columns, plow pivots broom units and sliding planes of cutter unit.
xv. Check rubber bearing fitted under screen meshes and change if broken.
xvi. Check all working lights and do needful.
xvii. Check brake shoe clearance and adjust if required.
xviii. Check the oil level and top up both main gear boxes, if required.
xix. Check oil level of axle gear boxes and top up, if required.
xx. Lubricate the chain guide of excavating chain.
xxi. Check the oil level of conveyor belt gear box A1 and B1.
xxii. Check oil level of main gear box.

SCHEDULE-III
TO BE DONE AFTER 100 ENGINE HOURS
(DURATION-ONE DAY)
i. Check all the idler rollers of conveyor for free rotation.
ii. Check guide rollers and bushes of cutter chain.
iii. Check bushes, pressure separating rings and grooves of axle clutch shaft.
iv. Check the functioning of back up system.
v. Check the condition of torque arm bearing.
vi. Lubricate all cardon shaft.
vii. Check brake lining and brake block play

SCHEDULE-IV
TO BE DONE 200 ENGINE HOURS
(DURATION-TWO DAYS)
i. Check function of all limits switches.
ii. Check up rubber element of torque plate suspension and do needful.
iii. Check the excavation chain sprocket and change if required.
iv. Clean breather filter of hydraulic oil tank.
v. Change the filter s of axle gear box clutch.
vi. Repair ballast screens.
vii. Replace scraper shovel and intermediate links, if required.
viii. Lubricate hand brake gear with grease.
ix. Change oil in the axle gear boxes and replace clutch filter.
x. Change oil in the main gear boxes.
xi. Change oil in the waste conveyor gear box.
xii. Check the clutch pressure and adjust if required.
xiii. Clean the hydraulic oil with the help of hydraulic pump for about one hour.
xiv. Change hydraulic suction and return filters.
xv. Check and lubricate the sleeper scraper.
xvi. Check filter of hydraulic tank.
xvii. Check the function of the lifting device, Clean and lubricate.
xviii. Check the support rollers of the conveyor belts and lubricate them.
xix. Check draw bars and lubricate it.
xx. Check and lubricate pivot and side bearing of bogie.
xxi. Replace the filter cartridge and granule element of air dryer.
xxii. Change oil of conveyor belt A1 and B1.
xxiii. Check the main supply cable.
 SCHEDULE-V
TO BE DONE AFTER 1000, 3000 & 5000 HOURS
(DURATION-7 DAYS)

i. Check meggi spring and change oil required.

ii. Lubricate the axle bearings of the bogies with grease.
iii. Clean and lubricate sliding surfaces and bolts of torque supports with oil.
iv. Change oil in screen drive drum and replace filter element.
v. Change hydraulic oil on condition basis through lab test.
vi. Change the chute wear plates.
vii. Check shock absorber fro proper functioning and do needful.
viii. Check universal joints for play and replace if required.
ix. Replace all conveyor belts on condition basis and overhaul the driving stations.
x. Overhaul the complete plow.
xi. Replace the worn out broom sticks, if required.
xii. Repair the missing and defective hand tools.
xiii. Clean water separator.
xiv. Check tappet clearances and adjust if required.
xv. Check the cover plate bolts of all hydraulic cylinders.
xvi. Lubricate the turn table with grease.
xvii. Check foundation bolts of brake cylinders.
xviii. Check all pressure settings.
xix. Check wear of brake shoes.
xx. Check condition of trough plates and replace if required.
xxi. Change the chute wear plates.
xxii. Check condition of hydraulic and pneumatic hoses and replace as required.
xxiii. Check the functioning of pressure switch of axle clutch and adjust if required.
xxiv. Check wheel and axle cracks by magnifying glass.
xxv. Replace the defective lights.
xxvi. Paint the screen area and chain trough.
xxvii. Replace excavating belts, supports pipes and chains of excavating units & acrylic strip.
xxviii. Replace distributing conveyors and waste conveyor.
xxix. Replace main conveyor, support pipes and chains. And replace acrylic strip.

SCHEDULE-VI
TO BE DONE AFTER 2000 & 4000 ENGINE HOURS
(DURATION-45 DAYS)

i. Check wheel tyre defects and do needful.

SCHEDULE-VII
TO BE DONE AFTER 6000 ENGINE HOURS
(DURATION-90 DAYS)

i. Check hydraulic pumps, valves, motors in the test bench for rated output and replace if
necessary.
ii. Clean the hydraulic oil tank. Paint the surface of tank with approved quality of paint and fill
new oil.
iii. Change scraper rubber plates of excavating unit.
iv. Change the rear frame, chute box and wing frame.
v. Overhaul the gearboxes.
 vi. Check the bogie pivot for wear and attend as necessary.
vii. Change the scraper pads and skirt rubbers of all conveyors.
viii. Check all the direct acting and pilot operated direction valves and change if necessary.
ix. Check all the pressure control valves and change if necessary.
x. Check all the stopcocks and flow control valves and change if required.
xi. Check shock absorber and replace/repair as necessary.
xii. Replace defective switches and potentiometers.
xiii. Repair/replace screen frame.
xiv. Overhaul screen vibration drum and replace bearings.
xv. Replace bearing of cutting chain drive gearbox.
xvi. Replace bearing of excavating unit.
xvii. Check the wheel tyre profile.
xviii. Check the brake system.
xix. Replace pneumatic cylinder seals or cylinders as required.
xx. Replace all the hydraulic hoses along with clamps.
xxi. Check all hydraulic cylinders, change if necessary.
xxii. Clean hydraulic oil cooler.
xxiii. Replace air unloader.
xxiv. Test air tank.
xxv. Check all pneumatic valves and change if necessary.
xxvi. Check all the pneumatic cylinders and do needful.
xxvii. Change all the brake shoes.
xxviii. Check the axle bearing and grease them. Change if required.
xxix. Change mounting pad of all gearboxes.
xxx. Overhaul the bogies.
xxxi. Check the calibration of all the indicative instruments and replace the defective ones.
xxxii. Replace all the limit switches on condition basis.
xxxiii. Check the LED of all solenoids.
xxxiv. Overhaul all the panel boxes.
xxxv. Arrange insulation test of main cables and replace the defective ones.
xxxvi. Provide missing thimbles.
xxxvii. Replace the defective PCBs.
xxxviii. Strengthen the machine frame where cracks have developed.
xxxix. Flush the complete system.
xl. Fill new oil after replacing return line and suction filters.
xli. Check the function of all assemblies.
xlii. Test the machine for one week before it is put for actual working in section on regular basis.
xliii. Overhaul the cutting unit.
xliv. Replace excavating belts, supports pipe and chains of excavating units &b acrylic strip.
xlv. Replace distributing conveyors and waste conveyor.
xlvi. Replace main conveyor, support pipes and chains. And replace acrylic strip.
 SUB DESCIPLINE – MAINTENANCE SCHEDULE (LESSONS – 4 SESSIONS - 4)
Lession – II:DTS & BRM Session - 51maintenance Schedules Of DTS & BRM

MAINTENANCE SCHEDULES OF DTS:

SCHEDULE-I
TO BE DONE DAILY
(DURATION-ONE HOUR)

i. Check tightness of cardon shaft bolts.

ii. Check leakage from all gear boxes and do the needful.
iii. Check vibration frequency and adjust it if necessary.
iv. Drain water separator.
v. Check air-brake pressure on locking position.
vi. Check for any air leakage and do the needful.
vii. Check brake system before going into section for its effectiveness.
viii. Check leakage in hoses, valves and joints. Rectify if required.
ix. Check hydraulic oil level in tank and do the needful.
x. Record the max. hydraulic temperature of the day.
xi. Check for any rubbing of hoses, loose clamping etc. and do the needful.
xii. Check for any unusual sound from any section of machine.
xiii. Ensure proper functioning of parking brakes.
xiv. Clean complete machine.
xv. Check all hydraulic and pneumatic pressures.

SCHEDULE-II
TO BE AFTER 50 ENGINE HOURS
(DURATION-TWO HOURS)

i. Lubricate the king pin pivots of driving and idle bogies with grease.
ii. Check and top up oil of axle gear box, Drive intermediate shaft, ZF gear box, distribution gear
box and vibration gear box
iii. Lubricate both axle guides/Stabilizing unit rollers with grease.
iv. Lubricate clamp pivot pins with grease.
v. Lubricate link rod bearings with grease.
vi. Lubricate roller clamp housing with grease.
vii. Lubricate front, middle and rear feeler roller guide bushes and guide pulleys.
viii. Check bolts and nuts of all hydraulic cylinders.
ix. Check wear on brake shoes and do needful.
x. Adjust the gap between brake shoes and wheels, if required.
xi. Check horizontal swing of the unit.
xii. Lubricate the stabilizing unit guide column.
xiii. Lubricate axle gear box flange cover with grease.
xiv. Lubricate guide pulleys.
xv. Lubricate front and rear tightening trolley lifting cylinder pivot.
xvi. Lubricate front and rear tightening trolley preload cylinder pivot.
xvii. Check working of stabilizing unit derailment protection mechanism.
xviii. Lubricate the guide rod sleeve of vibration unit.
xix. Check all locking device for proper functioning.
 SCHEDULE-III
TO BE DONE AFTER 100 ENGINE HOURS
(DURATION-ONE DAY)

i. Grease all cardon shafts.

ii. Lubricate both brake linkage and torque arm pivot.
iii. Clean hydraulic oil cooler by blowing air from opposite direction.
iv. Check all working lights, push buttons, switches etc. and do needful.

SCHEDULE-IV
TO BE DONE AFTER 200 ENGINE HOURS
(DURATION-TWO DAYS)

i. Change suction and return line filter elements.

ii. Change proportional filter element.
iii. Check pneumatic valves for proper functioning and change if required.
iv. Grease sliding surfaces, guide column surface and bolts of torque supports.
v. Check foundation bolts of brake cylinders. Tighten them if required.
vi. Replace the oil of ZF-gear box.
vii. Replace the oil filter of ZF-gear box.
viii. Change the oil of working drive clutch.
ix. Change oil of distributor gear box.
x. Change oil of axle gear box.
xi. Change the oil of drive intermediate shaft.
xii. Change the oil of vibration gear box.
xiii. Check all the spares and tools for emergency.
xiv. Check for safety items.

SCHEDULE-V
TO BE DONE AFTER 1000 ENGINE HOURS
(DURATION-7 DAYS)

i. Change grease of hand brake gear.

ii. Grease the axle bearings of the bogies.
iii. Change hydraulic oil. (Before replacement, check quality through lab test).
iv. Check leakage from all hydraulic cylinders and replace the seals on condition basis.
v. Check condition of roller clamps and do the needful.
vi. Check function of opening and closing cylinder for roller clamps.
vii. Check function of lifting cylinders of vibration unit.
viii. Replace defective lights.
ix. Check meggy springs and replace if required.
x. Check wheel tyre defects and do needful.
xi. Inspect all electrical connections and do the needful.
xii. Check meggy flexi washer of axle gear box, torque plate for damage. Replace if required.
xiii. Lubricate hand brake gear with grease.
xiv. Repair the defective hand tools or replace them.
 SCHEDULE-VI
TO BE 2000 HOURS
(DURATION-45 DAYS)

i. Replace damaged hoses along with clamps.

ii. Clean the hydraulic oil tank. Paint the surface of tank with approved quality of paint.
iii. Thoroughly clean all panel boxes.
iv. Provide missing thimbles.
v. Replace defective switches and potentiometers.
vi. Replace defective indicative instruments.
vii. Check the function of all assemblies after maintenance.
viii. Test the machine for one week near the workshop before it is put for normal working in
section on regular basis.

SCHEDULE-VII
TO BE DONE AFTER 6000 ENGINE HOURS
(DURATION-90 DAYS)

i. Replace all the hydraulic hoses along with clamps.

ii. Check all hydraulic pumps and motors on the test bench for rated output. Replace if
necessary.
iii. Check all hydraulic cylinders change if necessary.
iv. Clean hydraulic tank, inside surface is to be painted with approved type of paints.
v. Fill new oil after replacing all the hydraulic filters.
vi. Clean hydraulic oil cooler. If it is blocked more than 20% during service or badly leaking, it
should be replaced.
vii. Check all the direct acting and pilot operated direction valves and change if necessary.
viii. Check all the pressure control valves and change if necessary.
ix. Check all the stop cocks and flow control valves and change if required.
x. Flush the complete system.
xi. Change all pneumatic valves.
xii. Check all the pneumatic cylinders and change on condition basis.
xiii. Check brake cylinder bore for corrosion. If corroded, the inner bore should be chrome-plated
and ground to standard size.
xiv. Change all the brake shoes.
xv. Strengthen the machine frame where cracks have developed.
xvi. Check the wheels for any tyre defects. Reprofile or change if required.
xvii. Check the axle bearing and grease them. Change if required.
xviii. Change mounting pad of all gear boxes.
xix. Overhaul all the gear boxes except ZF-gear box.
xx. Replace the cardon shaft or these may be overhauled.
xxi. Replace the shaft coupling and holding nuts & bolts on condition basis.
xxii. Overhaul the driving and idle bogies. Replace the defective parts.
xxiii. Replace the defective PCBs.
xxiv. Check the calibration of all the indicative instruments.
xxv. Arrange insulation test of main cables and replace the defective ones.
xxvi. Overhaul the panel boxes.
xxvii. Change all the defective switches and lights.
xxviii. Check the LED of all solenoids and replace if required.
xxix. Replace all the limit switches.
xxx. Check tightness of the frame of stabilizing unit.
 xxxi. Change stabilizing unit roller.
xxxii. Check stabilizing unit guide column. Change if required.
xxxiii. Change clamp pivot pins.
xxxiv. Change link rods with their bearings.
xxxv. Overhaul derailment protection mechanism.
xxxvi. Check chassis side members, cross frames, buffer beams and welded joints etc. if damaged, it
should be repaired.
xxxvii. Check bogie side frame, springs, shock absorbers, wheel’s torque supports, shackles, brakes
and rod linkage. If any damage is noticed, it should be changed.
xxxviii. Check all electrical and emergency switches and do the needful.
xxxix. Attend complete painting of the machine.

MAINTENANCE SCHEDULES OF BRM:

SCHEDULE-I
TO BE DONE DAILY
(DURATION-ONE HOUR)

i. Check oil leakage from both the main gear boxes.

ii. Check tightness of cardon shaft bolts.
iii. Check oil level of axles gear boxes and top up, if required.
iv. Check air brake pressure.
v. Check for air leaks, after shutdown the engine and do the needful.
vi. Check leakage in Hydraulic circuit and do the needful.
vii. Check hydraulic oil level in tank and top up if required.
viii. Record the maximum hydraulic temperature of the day.
ix. Check for any rubbing of hoses, loose clamping etc. and do the needful.
x. Check all hydraulic pressure for rated settings and adjust if necessary.
xi. Check functioning of power pack/emergency backup pump.
xii. Check the tightness of sweeping elements on broom.
xiii. Check chain for proper deflection.
xiv. Check for any unusual sound from machine section.
xv. Check all the spares and tools for emergency.
xvi. Check safety items.
xvii. Ensure proper functioning of parking brakes.
xviii. Check all locking devices for proper functioning.
xix. Grease rollers, universal joints and propeller shaft coupler.
xx. Check level of two-speed transmission fluid. Drain/flush/clean magnetic drain plug and refill
with recommended oil.
xxi. Clean complete machine.
xxii. Check all the functions of machine before block working.

SCHEDULE-II
TO BE DONE AFTER 50 HOURS OF ENGINE RUNNING
(DURATION-TWO HOUR)

i. Grease axle gear box flange cover of bogies.

ii. Check gear oil of transmission gear box.
iii. Lubricate all cardon shafts with grease.
iv. Check all pressure control valves for rated setting.
v. Check bolts and nuts of all hydraulic cylinders.
 vi. Lubricate the wing ballast box pivot pins with grease.
vii. Lubricate the wing lift frame, brake arm and wing pivot with grease.
viii. Lubricate wing mounting with grease.
ix. Lubricate the broom reel bearing with grease.
x. Check conditions of room wheel bearing, bushes and grease it.
xi. Check broom drive chain housing for oil level. Fill up if required.
xii. Check for water in oil. If water is present, check cover seal and repair. Drain and refill with
new oil.
xiii. Check wear on brake shoes. Adjust gap between brake shoe and wheels.
xiv. Check all grader blade for proper tightness and replace if required.
xv. Lubricate the hopper door hinges with grease.
xvi. Lubricate the lift frame locks front and rear.
xvii. Lubricate the brake arms with grease.

SCHEDULE-III
TO BE DONE AFTER 100 HOURS OF ENGINE RUNNING
(DURATION-ONE DAY)

i. Lubricate hand brake gear with grease.

ii. Lubricate all cardon shafts.
iii. Clean filters of axle gear box clutch.
iv. Lubricate bogie pivot bearing and clutch lever shaft.
v. Lubricate guide column surface and bolts of torque supports.
vi. Check foundation bolts of brake cylinders.
vii. Lubricate the broom chain and plough rollers with grease.
viii. Check condition of broom sticks and do needful.
ix. Check tightness of chains fitted with broom unit.
x. Check working of the manual lever arrangement for disconnecting engine to gear box
working.
xi. Check hinges of wing assembly for cracks and do needful.

SCHEDULE-IV
TO BE DONE AFTER 200, 400, 600 & 800 HOURS OF ENGINE RUNNING
(DURATION-TWO DAYS)

i. Check function of shock absorber.

ii. Lubricate hand brake linkage.
iii. Change oil in the axle gear boxes. Replace clutch filter.
iv. Check condition of hydraulic and pneumatic hoses. Replace if required.
v. Check effectiveness of the brake both manually and pneumatically.
vi. Change pump drive oil.
vii. Check all working lights, push buttons, switches etc. replace the defective/missing ones.
viii. Check working of water separator.
ix. Check all pressure gauges for proper working.
x. Check foundation and bracket bolts of compressor.
xi. Lubricate the bearing of sweeping element with grease.
xii. Check broken/crack brake shoes and do the needful.
xiii. Check universal joint for play and replace if required.
xiv. Check hydraulic pressures.
xv. Change oil in the axle gear boxes. Replace clutch filter.
xvi. Change oil of main gear box.
 xvii. Change return line filter element.
xviii. Change Suction filter element.
xix. Replace the oil of transmission gear box.

SCHEDULE-V
TO BE DONE AFTER 1000, 3000 & 5000 HOURS OF ENGINE RUNNING
(DURATION-7 DAYS)

i. Grease axle bearing of the bogies.

ii. Flush and drain entire hydraulic oil from the system.
iii. Grease sliding surfaces.
iv. Change air cleaner filter above the hydraulic tank.
v. Send the hydraulic oil fro chemical testing and refill it after filtering it by 10 porta filter if
found O.K. otherwise, replace with new oil.
vi. Clean breather and magnetic drain plug.
vii. Clean the hydraulic tank.
viii. Check function of shock absorber.
ix. Grease the bogie pivot.
x. Replace defective lights.
xi. Change sensors if required.
xii. Replace defective seals of pneumatic cylinder, pipe joints and hoses, if required.
xiii. Check pneumatic cylinders for their proper working.
xiv. Check revolution of the sweeping unit. It should be 244 rpm.
xv. Check condition of idler sprocket for its correct revolution and proper functioning of broom.
xvi. Check wheel tyre defects and do needful.

SCHEDULE-VI
(IOH)
TO BE DONE AFTER 2000 & 4000 HOURS OF ENGINE RUNNING
(DURATION-45 DAYS)

i. Check all gear boxes and repair, if required.

ii. Check the wheel tyre profile and do the needful.
iii. Replace old hoses along with clamps on condition basis.
iv. Clean the hydraulic oil tank. Paint the surface of tank with approved quality of paint and fill
new oil.
v. Thoroughly clean all panel boxes.
vi. Replace defective switches and potentiometers.
vii. Replace defective indicative instruments.
viii. Replace defective pneumatic cylinders.
ix. Replace damaged hoses.
x. Replace pneumatic valves, if required.
xi. Overhaul broom reel bearing and bushes.
xii. Overhaul broom chain.
xiii. Change all fittings of rubber elements if found defective.
xiv. Change worn out rubber pads provided at broom.
xv. Repair/replace missing and defective hand tools.
xvi. Check function of all assemblies after IOH.
 SCHEDULE-VII
TO BE DONE AFTER 6000 HOURS OF ENGINE RUNNING
(DURATION-90 DAYS)

i. Strengthen the machine frame where cracks have developed.

ii. Check the wheels for any tyre defects. Re-profile or change if required.
iii. Check the axle bearing and grease them. Change, if required.
iv. Change mounting pad of all gear boxes.
v. Overhaul all the gear boxes.
vi. Replace/overhaul the propeller shafts.
vii. Overhaul the bogies.
viii. Dismantle the clutch assembly. Inspect all parts for wear/damage etc. and replace defective
parts.
ix. Replace all the hydraulic hoses along with clamps.
x. Replace all hydraulic pumps and motors.
xi. Check all hydraulic cylinders. Change, if required.
xii. Clean hydraulic tank, inside surface is to be painted with approved type of paints.
xiii. Replace the hydraulic oil.
xiv. Check all the pressure control valves and change, if required.
xv. Check all the stopcocks and flow control valves and change, if required.
xvi. Flush complete hydraulic system.
xvii. Test air tank for rated pressure.
xviii. Check all pneumatic valves and change, if required.
xix. Check all the pneumatic cylinders and do the needful.
xx. Check brake cylinder bore and do the needful.
xxi. Change all the brake shoes.
xxii. Check calibration of all the indicative instruments.
xxiii. Arrange insulation test of main cables and replace the defective ones.
xxiv. Overhaul the panel boxes.
xxv. Change all the defective switches and lights.
xxvi. Change sensors, if required.
xxvii. Change worn out sweeping element.
xxviii. Change bearing of the broom unit.
xxix. Replace blade graders.
xxx. Replace chains fitted for broom unit in order to correct revolution of unit.
xxxi. Check the bogie pivot for wear and attend as necessary.
xxxii. Change oil pump of drive gear box.
xxxiii. Paint complete machine with approved paint.
xxxiv. Test the machine working for one week near POH Workshop, before it is put for actual
working in the section on regular basis.
 SUB DESCIPLINE – MAINTENANCE SCHEDULE (LESSONS – 4 SESSIONS - 4)
Lession – IV:UNIMAT Session – 52:Maintenance Schedules Of 08-275 2S & 3S

MAINTENANCE SCHEDULES OF 08-275 2S & 3S:

SCHEDULE-I
TO BE DONE DAILY
(DURATION-ONE HOUR)
POWER TRANSMISSION:
 Check in running condition (at 1000 rpm), the oil level of ZF gear box (Servo-Ultra 10-W)
and top if required, after stopping.
 Check oil level of axle gear boxes through sight glasses & top up. (G.OIL SAE90).

TAMPING BANKS:
 Check & top up oil level of tank for lubrication of main pin bearing of 55 mm dia and monitor
while working. (Oil same as hydraulic oil used on the machine).
 Check & top up oil level of tank for lubrication of guide columns.

LIFTING & LINING UNIT:

 Check locking and unlocking of lifting and lining unit.
 Grease all lining rollers.
 Check for oil leakage from pipes.

MEASURING DEVICES:
 Apply lube oil on bush bearing.
 Lubricate all ball & socket, pivot joints.
 Lubricate all ball & socket, pivot joints of trolleys.

ELECTRICAL:
 Check all lights, to be in working order.
 Check battery charging from ammeter. It should be positive.
 Check all PCB’s. They should be properly housed in sockets.

HYDRAULIC:
 Check hydraulic hoses and valves for leakage.
 Check hydraulic oil level in tank and top up if required.
 Check all system pressure.

PNEUMATIC:
 Drain air reservoirs after the day’s work.
 Top up air oiler.
 Check pressure on Dual Air Pressure Gauge.

GENERAL:
 Clean complete machine.
 Check for any unusual sound from tamping units, gear boxes, engine & hydraulic pumps.
 SCHEDULE-II
TO BE DONE AT 50 P & C OF WORK DONE OR APPROX. 50 ENGINE HOURS
(WHICHEVER IS EARLIER)

TAMPING UNIT:
 Check and tighten shoe plate bolts of guide column.
 Check and tighten squeezing cylinder cover plate bolts.
 Lubricate radial tilting guide plates and rollers.

TRACK LIFTING & LINING UNIT:

 Grease lining cylinder pivots.
 Grease rail clamp pivot pins.
 Check and tighten clamp roller locking bracket bolts.
 Grease the following points of the 3rd rail lifting unit (UNIMAT-3S)
a. Cylinder pivot pins
b. Rope pulley
c. Sliding plate
d. Rollers
e. Telescopic slide

MEASURING DEVICES:
 Grease pendulum bridge pivots.
 Check for play in feeler rollers of middle trolley.
 Check lifting transducer carrier rod, for excessive wear or damage.
 Check tension of wire cord for leveling & lining.

PNEUMATIC:
 Check foundation bolts of brake cylinders.
 Clean water separator filter.
 Check function of water oiler.

HYDRAULIC:
 Check all hoses for twisting, rubbing and replace leaking hoses.
 Check functioning of tank level indicator, tank breather and temperature sensor.
 Clean the fins of ZF Gear Box and System Oil Coolers, by blowing air in opposite direction.

DRIVING AND IDLE BOGIE:

 Grease king pin pivot of drive & idle bogies.
 Grease axle gear box flange cover of driving bogie.
 Grease torque arm pivots of driving bogie.
 Grease link rods.

POWER TRANSMISSION:
 Check and tighten bolts of cardon shafts.
 Check for oil leakage of other gear boxes.
 Check oil level of working drive reduction gear box and top up.
 Grease all cardon shafts.

ELECTRICAL:
 Clean battery plugs.
 Clean battery terminals and apply petroleum jelly.
 SCHEDULE-III
TO BE DONE AFTER 100 P & C OF WORK DONE OR APPROX. 100 ENGINE HOURS
(WHICHEVER IS EARLIER)

MISCELLANEOUS:
 Change proportional valve filter element.
 Change servo valve filter element.
 Check calibration of cross level.
 Check calibration of lining.
 Check calibration of tamping unit depth.
 Check universal joints of Cardon Shaft for play and replace in case of excessive play.
Visually examine for fracture, distortion & twist of splines of Cardon Shaft.
 Grease hand brake gear.

SCHEDULE-IV
TO BE DONE AFTER 250 P & C OF WORK DONE OR APPROX. 250 ENGINE HOURS
(WHICHEVER IS EARLIER)

MISCELLANEOUS:
 Change gear oil of hydraulic drive reduction gear box.
 Check oil of intermediate drive shaft.
 Change Z-F Gear Box filter.
 Change oil of axle gear boxes.
 Inspect all cardon shafts.
 Change vibration shaft housing oil
 Change suction filter (after 500 hours during alternative Schedule)
 Change inner and outer elements of air cleaner filter.
 Grease water pump bearing and pulley bearings.
 Clean diesel tank.
 Check RPM of the engine radiator fan.

SCHEDULE-V
TO BE DONE AFTER 625 P & C OF WORK DONE OR APPROX. ONE YEAR
(WHICHEVER IS EARLIER)

MISCELLANEOUS:
 Check bearings of all axles and grease them.
 Check meggy springs and replace, if required.
 Check wheel discs tyre defects and take necessary remedial action.
 Check backlash of drive axle pinions.
 Recondition worn-out wheels of all trolleys.
 Check bearings of trolley wheel and grease them.
 K and clean air reservoir.
 Inspect wires of all transducers.
 Replace/overhaul taming unit, if required.
 Change batteries.
 Overhaul water pumps.
 Recondition roller clamps and lining rollers.
 Check hooks vertical/horizontal guide bushes and replace if necessary.
 SCHEDULE-VI
IOH AFTER
A) 1250 P & C OR 2 YEARS WHICHEVER IS EARLIER
B) 2500 P & C OR 4 YEARS WHICHEVER IS EARLIER

HYDRAULIC:
 Check the hydraulic pumps for rated delivery on the test bench and replace if it is less than the
demand of circuit.
 Check the hydraulic motors for rated torque and replace, if required.

HOSES:
 Replace the Hydraulic hoses which are damaged by external abrasion & corrosion.
 Replace the hoses which have developed cracks in external and internal plies.

PNEUMATIC
 Clean cooling coils.
 Replace/overhaul air unloader.

MECHNICAL:
 Replace/overhaul the tamping units if required.
 Overhaul the lifting units.
 Overhaul the trolleys and wheels of all the feeler rollers.
 Strengthen the machine frame, where cracks have developed.

ELECTRICAL:
 Thoroughly clean all panel boxes.
 Provide missing thimbles.
 Replace defective switches and potentiometers.
 Replace defective indicative instruments.
 Replace the batteries.

GENERAL:
 Check the function of all assemblies after IOH.
 Calibrate the sensing equipments.
 Test the machine for one week near the workshop, before it is put for work in regular section.
 Update lo book entries indicating all the works done till on date.
 Update the Machine history book.

SCHEDULE-VII
POH AFTER 3750 P & C OR APPROX. 6 YEARS WHICHEVER IS EARLIER
(OR)
ON CONDITION BASIS WITH SPECIAL PERMISSION FROM COMPETENT
AUTHORITY

HYDRAULICS:
 Change all Hydraulic pumps, motors and cylinders.
 Replace all hydraulic hoses.
 Clean hydraulic tank, inside to be painted with approved quality of paint.
 Fill new oil after replacing return line and suction filters.
PNEUMATIC:
 Replace cooling coil, air unloader.
 Test air tanks.
 Replace water separator and air oiler.
 Change all pneumatic hoses & valves.
 Change pneumatic cylinders, brake cylinders and clapper cylinders.
 Overhaul the air compressor.
 Change all the brake shoes.

MECHANICAL:
 Replace tamping units.
 Overhaul the lifting units.
 Overhaul the trolleys, wheels & feeler rollers.
 Strengthen machine frame where cracks have developed.
 Axles may be replaced if the bearings are loose on the journal.
 Replace the propeller shaft or these may be overhauled.

GENERAL:
 A diesel driven portable filter should be installed on the machine.
 Through the above power pack, emergency back up system should be provided on the
machine.
 Update all log books entries, recording all the works done till on date.

ELECTRICAL:
 Replace the defective PCBs.
 Replace the limit switches.
 Calibrate all the indicative instruments.
 Overhaul the pendulums.
 Overhaul all the transducers.
 Calibrate the machine for lifting and alignment on zero setting for leveling and alignment.
SUB DESCIPLINE – IRTMM (LESSONS – 1 SESSIONS - 3)
Lesson – I: Introduction To IRTMM RDSO Reports Session-53: Ch 1: Track Machine Organization
& Duties of AEN, SSE, Operator & Technician.

TRACK MACHINE ORGANISATION:

The organization shall be under the overall charge of Chief Track Engineer (Machines) of the
Railway who shall be reporting to the Chief Engineer through Chief Track Engineer. The
organization shall be responsible for the following functions:
i. Field operation of track machines,
ii. Repair and maintenance of machines,
iii. Supervision and technical services including training, and
iv. Planning and deployment of machines.
To carry out each of the above functions, chief Track Engineer (Machine) shall be assisted by one or
more Deputy CE (Machine). As given below:

CHIEF ENGINEER/TMC

DY. CE/TMC/HQ DY. CE/TMC/L

(OR)
XEN/TMC/HQ
XEN/TMC

AXEN/TMC I AXEN/TMC II

DUTIES OF AEN:

GENERAL:
The Assistant Engineer is responsible for maintenance and efficient working of all the track machines
in his charge.

IMPORTANT DUTIES:
 Inspection and maintenance of all machines.
 Ensure adherence to stipulated maintenance schedules.
 Ensure availability of necessary staff for operation.
 Ensure achievement of stipulated target.
 Ensure adequate availability of consumables and spares.
 Initiate proposals and plans for major schedule of work.
 Ensure co-ordination with other units of engineering department.
 Verification of store.
 Ensure maintenance of various records.
 Ensure availability of tools.
TRAINING OF PROBATIONERS
STAFF MATTERS
All the section engineers and other staff working under him receive proper training in maintenance
practice.

SERVICE AND LEAVE RECORDS

WITNESSING PAYMENTS TO STAFFS
KNOWLEDGE OF RULE & REGULATION
INSPECTION BY HIGHER OFFICERS

INSPECTION OF MACHINE BY ASSISTANT ENGINEER

 Inspection of machines by the Assistant Engineer shall be carried out in detail covering
necessarily the following aspects and keep in view the Check List Maintenance Schedule
issued by RDSO:
 Health of engine.
 Condition of hydraulic, pneumatic, electrical and electronic systems.
 Condition of transmission/brake system.
 Performance of the machine.
 Staff accommodation.
 Availability of the spares with the machine.

EXECUTION OF WORKS

DUTIES OF (SENIOR) SECTION ENGINEER/TMC:

i. The (Senior) Section Engineer/Track Machines shall be responsible for the satisfactory
operation, maintenance and productivity of the machines under his charge and quality of
work.
ii. He shall be well acquainted with the working systems, operating instructions, maintenance
schedules, specifications of the oils/lubricants to be used, critical components etc of machines
under his charge.
iii. He shall have thorough knowledge of the rules and regulations and procedures concerning his
work and duties as laid down in this Manual, G&S Rules, IRPWM, Engineering Code and
other departmental codes, extant orders and circulars issued from time to time.
iv. He shall have in his possession up-to-date copies of the rule books/documents/manuals
pertaining to the safe, efficient and trouble-free working of the machines and also other codes
and books applicable and needed for the day-to-day working.
v. He shall maintain the records pertaining to the machines under his charge and submit the
prescribed returns regularly.
vi. He shall ensure discipline among the staff working under his within the framework of rules
and endeavour to keep their moral high and look after their welfare.
vii. He shall ensure proper handing over/taking over of the charge when transfer/change of
portfolio is effected.
viii. He shall plan and ensure timely execution of the maintenance schedules of the machines
within the specified time.
ix. He shall keep himself abreast of the various methods and techniques of reconditioning of
components and availability status of spares at the Base Depot for efficient recommissioning
of the machine during breakdowns.
x. He shall investigate major failure of the machine critically for corrective actions/remedial
measures and for fixing responsibilities in case of failures occurring due to lapses of staff.
 xi. He shall be conversant with the provisions in various Service Agreement/Contracts and
organize the visits of Service Engineers (scheduled or breakdown).

DUTIES OF MACHINE OPERATORS:

Each machine shall be under the direct charge of Section Engineer/Junior Engineer hereinafter called
the operator. He shall ensure the following:
i. Operation and maintenance of the machine.
ii. Carrying out pre-block maintenance and making the machine fit for working.
iii. Initial setting out for the block working and closing the work of the machine including
ramping in/ramping out of general lift to the track as in case of tie-tamping machine.
iv. Proper functioning of all the systems and components and keeping a watch on the
controls/indicators/gauges.
v. Taking precautions for special Design Mode operations such as curve slewing etc in case of
tamping machine.
vi. Posting of fitters/khalasis at respective places around the machine for monitoring the work of
various systems, carrying out during block maintenance (greasing, oiling, tightening of bolts
etc.) and also to attract attention of the main cabin Operator and assist him in the event of any
problem of malfunctioning of the machine or due to track obstructions.
vii. He shall ensure safe working of the machine and staff.

When there are more than one Operators on the machine, the senior-most Operator shall be the
Machine Incharge. In addition to his normal work as an Operator he shall be responsible for the
following functions in which he will be assisted by other Operators/staffs:
i. Carrying out the prescribed schedule of maintenance and keeping proper records of the same.
ii. Safe custody, accountal and replacement of the spares, Tools & Plants and consumables
issued for the machine and returning of released spares to base depot for
reclamation/condemnation.
iii. Keeping systems of the machine in working condition and ensuring the target output, duly
maintaining quality.
iv. Maintaining log books and other records, sending daily and other periodical
reports/statements using appropriate fastest mode of communication.
v. Liaisoning with the Divisional Officials for efficient working of his unit, coordination with
the Permanent Way staff and planning daily programme of machine work and interacting with
the Permanent Way staff for working in design mode, slewing of curve etc.
vi. Actively associating during visit of firm’s Service Engineer, furnishing of such information as
may be needed for proper examination of the machine and taking necessary follow up action.

DUTIES OF TECHNICIAN:
The main functions of Track Machine Fitters/Mechanics are:
i. To attend to the daily and weekly maintenance schedules of machine and record the
compliance in log book.
ii. To extend help during other maintenance schedules/service checks by the Service Engineers.
iii. To keep in his custody the various tools and equipment necessary to attend repairs and ensure
their working condition.
iv. To remain vigilant during movement and working of machine and to inform the operator of
any abnormalities.
v. To guide and supervise the semi-skilled/unskilled staff in attending to the
maintenance/repairs.
vi. To ensure safety of the machine and men from approaching trains on adjacent lines.
vii. Any other work assigned to him by the machine incharge.
 SUB DESCIPLINE – IRTMM (LESSONS – 1 SESSIONS - 3)
Lesson – I: Introduction TO IRTMM And RDSO TM reports Session-54: Ch 4 & 5: Rules for
Movement & Working of Track Machines and Planning, Operation & Monitoring of Track
Machines, Unit cost.

RULES FOR MOVEMENT:

GENERAL:
 Track machines are self propelled machines. These machines shall be worked as a train except
when attached in the rear of a train, they will be treated as part of that train. However, when
self propelled, there is no need of guard or breakevan.
 When more than one machines are required to work within the same block section, they may
be allowed under one authority. In such situation, all the track machines must leave and enter
the section simultaneously one after another keeping adequate distance among them and with
proper authority.
 In case of run through movement from one station to another, upto three machines may be
allowed under one authority to enter in a section with ruling gradient not steeper than 1 in
100. For gradients steeper than this only one machine shall be allowed at a time.
 Whenever the track machines are working in an integrated traffic block where other railway
agencies are also working, the relevant instructions for integrated block working should be
followed.

INCHARGE OF MACHINE:
 Each machine shall be under the direct charge of Section Engineer/Junior Engineer (Machine)
hereinafter called the ‘Operator’. Number of railway staff on driving cab of each machine
shall not exceed five. The operator shall have valid competency certificate.
 The track machine shall work under the direct supervision of an Engineering official, not
below the rank of Section Engineer/Junior Engineer (P.Way), who will be responsible for
taking the traffic block and for protection of the line while working and also timely clearance
of block after completion of work.

COMPETENCY OF OPERATOR:
 The operator shall be fit in A-3 medical category. If wearing spectacles, he shall carry and
extra pair while on duty.
 The operator shall undergo training in train working rules at the Zonal Training
Centre/IRTMTC, Allahabad. On successful completion of training, he shall be examined and
if found competent, shall be issued with the competency certificate by Dy. Chief Engineer
incharge of the machines which shall be valid for three years and shall be kept in the personal
custody of the operator. The certificate shall be produced promptly when required.
 The operator shall apply to the Dy. Chief Engineer incharge of machines well in advance of
the date of expiry for renewal of the competency certificate. The officer shall renew the
certificate for further period of three years at a time after holding a test. The operator shall,
however, be required to go for a Refresher Course in Zonal Training Centre/IRTMTC,
Allahabad, within a period of 6 years.

SAFETY EQUIPMENTS:
The following safety equipments must be available in good working condition in the machine:
i. Two red and one green hand signal flags,
ii. Two tri-colour hand signal lamps,
iii. Two chains with padlocks,
iv. Two clamps with padlocks,
v. Twelve fog signals (detonators) in a tin case,
 vi. A copy of the working time table of the section where the machine is working,
vii. G&SR book with upto date amendment slips,
viii. One 4 cell flasher light,
ix. One portable field telephone,
x. Two banner flags,
xi. One first aid box,
xii. Two skids,
xiii. Petromax/LPG lamps,
xiv. Safety helmets for all machine staff,
xv. Protective clothings, safety shoes and safety gloves,
xvi. Track Machine Manual, and
xvii. Accident Manual

HEAD & TAIL LIGHTS:

Each track machine must be equipped with prescribed head and tail lights, marker lights and flasher
lights as per GR 4.14, 4.15 & 4.16 and SRs thereof.

The following equipments should be available on the machine during block working to meet the
exigencies:
i. Fire extinguisher - one
ii. Hooter (manual) - two
iii. Jack 50 t - two
iv. Wooden blocks - four
v. Crow bars - four
vi. Trifor (3t) - four
vii. Hydraulic hand pump - one
viii. Emergency pneumatic/hydraulic
hose of sizes suiting different machines
(complete with end fittings) - one
ix. Wire rope with close loops at
both ends 2 metres & 9 metres for BCM -- one each

RULES FOR OPERATION:

GENERAL:
 When the track machines are stabled at a station, necessary precautions against rolling down
such as pinning down hand brakes, chaining and provision of skids, shall be taken.
 No track machine shall be moved between a running line and the siding/stabling line without
the written permission of Station Master on duty in the form of shunting order/shunt signals.
 When the track machine is required to move from one block station to another block station,
the operators shall run the machine only with proper authority to proceed.

SINGLE LINE SECTION-WORK AND PROCEED:

 Station master will obtain line clear, take off dispatch signals and issue special caution order
indicating the number of machines permitted and the work in block section, Junior/Section
Engineer (P.Way) shall move thereafter with token if any, shunting key, OPT form etc,
ensuring piloting if due. He shall travel in the last machine, in case proceeding ahead.
 One completion of the work, the machines will be received by lowering reception signals.
 Station porter shall display green signal at the foot of first stop signal till the last machine
enters the station.
  At the station in advance, the token and the key etc, if any, shall be handed over after the last
machine has cleared the block section. The Junior/Section Engineer (P.Way) shall certify the
fitness of track, then only the Station Master will clear the line for normal trains.

SINGLE LINE SECTION-WORK AND RETURN:

WITH TOKEN TABLET INSTRUMENTS:
 Station Master will obtain line clear from station in advance, lower last stop signal, issue
special caution order indicating the number of track machines permitted to work within the
block section, the station where they will return etc.
 On completion of the work, the machines will be received by lowering reception signals.
 Station porter shall display green signal at the foot of first stop signal till the last machine
enters the station.
 At the station, the token and the special caution order etc, shall be handed over after the last
machine has cleared the block section. The Junior/Section Engineer (P.Way) shall certify the
fitness of track, then only the Station Master will clear the line for normal trains.

WITH TOKENLESS BLOCK INSTRUMENTS:

 Station Master will block back the section, take out the shunting key, issue a special caution
order indicating the number of track machines permitted to work within the block section to
Junior/Section Engineer (P.Way).
 On completion of the work, the machines will be received by lowering reception signals.
 Station porter shall display green signal at the foot of first stop signal till the last machine
enters the station.
 At the station, the shunt key and the special caution order etc, shall be handed over after the
last machine has cleared the block section. The Junior/Section Engineer (P.Way) shall certify
the fitness of track, then only the Station Master will clear the line for normal trains.

DOUBLE LINE SECTION-WORK AND PROCEED:

VIA RIGHT DIRECTION:

 Station Master will obtain line clear from station in advance, lower last stop signal, issue
special caution order indicating the number of track machines permitted to work within the
block section, the station where they will return etc.
 On completion of the work, the machines will be received by lowering reception signals.
 Station porter shall display green signal at the foot of first stop signal till the last machine
enters the station.
 At the station, the special caution order etc, shall be handed over after the last machine has
cleared the block section. The Junior/Section Engineer (P.Way) shall certify the fitness of
track, then only the Station Master will clear the line for normal trains.

VIA WRONG DIRECTION:

 Station Master will take the line clear from station in rear on block telephone indicating the
number of track machines which will work from that station upto the next station, prepare
paper line clear ticket, issue special caution order. Both will be handed over to Junior/Section
Engineer (P.Way) who shall travel on the last machine.
 The machine shall be piloted out of the station with a written authority by the Station Master
after all the facing points are correctly set and locked and trailing points are set correctly.
 After completion of work, the operator will stop the machine at the first stop signal of the
right line or last stop signal of the wrong line (which they are running) at the next station.
 The Station Master will send a railway staff in uniform to pilot them into the station on a
written authority.
  After all the machines reaches the other end of the block section, Junior/Section Engineer
(P.Way) will return the paper line clear ticket, special caution order to Station Master. He will
also certify that the track is fit and then only the Station Master will close the line and normal
train running can be resumed.

DOUBLE LINE SECTION-WORK AND RETURN:

VIA RIGHT DIRECTION:

 Station Master will block forward the section. He will take out the shunt key if available and
issue special caution order to the Junior/Section Engineer (P.Way) along with the shunt key.
 In addition , requisite written authority will be issued for passing the last stop signal at danger.
 After completion of work, the operator will stop the machine at the first stop signal of the
right line or last stop signal of the wrong line (which they are running) at the next station.
 The Station Master will send a railway staff in uniform to pilot them into the station on a
written authority.
 After all the machines reaches the station, Junior/Section Engineer (P.Way) will return the
paper line clear ticket, special caution order to Station Master. He will also certify that the
track is fit and then only the Station Master will close the line and normal train running can be
resumed.

VIA WRONG DIRECTION:

 Station Master will block back the section. He will take out the shunt key if available and
issue special caution order to the Junior/Section Engineer (P.Way) along with the shunt key.
 The machine shall be piloted out of the station with a written authority issued by the Station
Master.
 On completion of the work, the machines will be received by lowering reception signals.
 Station porter shall display green signal at the foot of first stop signal till the last machine
enters the station.
 At the station, the special caution order and shunt key, shall be handed over after the last
machine has cleared the block section. The Junior/Section Engineer (P.Way) shall certify the
fitness of track, then only the Station Master will clear the line for normal trains.

PLANNING:

GENERAL:
i. Working of all track machines in a zonal railway shall be centrally controlled and managed by
the Chief Track Engineer in-charge of track machines hereinafter called CTE (MC).
ii. In drawing the programme, the following aspects shall be taken into consideration:
 Base depot locations,
 Loco requirements and loco power availability,
 Block requirements and block availability,
 Ballast needs and supply prospects,
 Speed restrictions,
 Working season,
 Output of individual machines,
 Effective availability of machines, taking into account slots for POH/IOH, on line
repairs, etc,
 Priorities/targets for completion of projects/works,
 Coordination with and requirements of S&T and TRD branches, and
 Any other factor having a bearing on machine utilization.
 iii. The divisions and construction units on receipt of the draft deployment plan shall initiate all
preliminary works such as development of base depots, execution of contracts, arranging
blocks, ballast collection, procurement of consumables like diesel oil etc. so that no time is
wasted once the machines reach site.
iv. The machines on arrival in the divisions/construction units shall be deployed as per the
approved deployment programme, their progress closely monitored, works completed in time
and machines handed over to the next worksite as per programme.
v. The concerned Sr. DEN/DEN shall arrange for expeditious movement of machines as per the
approved programme. Timely completion of preparatory works in the section/division where
the machine is due to arrive, shall be ensured.

PROJECT WORKS:
i. The quality of relaying will be better by using PQRS cranes.
ii. Keep “Panel assembling locations” or base depot as close as possible to the work site.
iii. Adequate availability of service rails and labour for allied activities shall be ensured for
uninterrupted working of machines.
iv. The initial standards of ballast cushioning, track linking and packing shall be such as to
ensure safe and efficient working of on-track machines.
v. The availability of a gang to work along with tampers, spot calculation of versines for design
lining and advance work for design mode of tamping for longitudinal surface with a
knowledgeable supervisor are essential for the working of machines.
vi. Adequate availability of critical spares and consumables and a mobile workshop with a
welding plant and gas cutting equipment shall be ensured.
vii. A separate “Imprest” for urgent requirement of spares and undertaking on the spot repairs
shall be kept handy to help intensive utilization of machines.
viii. An SEN/AEN exclusively nominated may monitor the working of machines and coordinate
with Construction branch for safe, efficient and uninterrupted working of machines.

INTER RAILWAYS DEPLOYMENT:

i. Inter-Railways transfer of machines will be done with the approval of Railway Board only.
ii. When machines are deployed to work in other railways for short duration, the “Owning
Railway” shall send the machine staff required for their working.
iii. The Railway receiving the machine shall associate its staff to pilot the machine movement in
its jurisdiction.
iv. The requirements of oils and consumables shall be supplied by the railway using the
machines.
v. The user railway shall be responsible for the optimum utilization of the machines and keep
appropriate records for future use.
vi. Output of the machine shall however be reported by the “Owning Railway” only in its
performance report.

OPERATION:

i. The machine staff and P.Way staff shall work as a team towards the common goal of ensuring
optimum utilization of the machine and manpower.
ii. The machine staff shall ensure adequate attention to the machine in time as prescribed in
RDSO manuals and manufacturer’s manuals in respect of their machines and keep the
machines ready for availing stipulated blocks.
iii. The machine shall be berthed in the sidings safely as stipulated in the G&SR and the P.Way
staff shall arrange for watchman for the machine during the non-working shift.
 iv. The machine incharge on arrival shall check up the condition of the machine and report any
unusual features observed by him such as disturbance to the machine at the berthing place,
missing of parts etc and initiate appropriate action as per extant rules.
v. The machine incharge and Junior Engineer/Section Engineer (P.Way) shall jointly inspect and
finalize the week’s. work in advance and discuss the day’s programme and share with each
other all information required for the working.
vi. The Junior/Senior Engineer (P.Way) of the section shall be responsible for the block working
of the machine.
vii. The Junior/Senior Engineer (P.Way) of the section shall be responsible for all the machine
related track works.
viii. The Junior/Senior Engineer (P.Way) of the section shall be responsible for arranging
necessary lighting etc for night works with the association/involvement of other divisional
staff such a Signal/OHE etc.
ix. It should be ensured by the machine incharge that no person climbs to the top of any machine
without OHE block in electrified sections.
x. The machine incharge shall ensure that all precautionary measures are taken for safety of the
staff while working on double/multiple line block section against the danger of trains moving
on adjacent lines. The Junior/Section Engineer (P.Way) should provide Lookout-men at the
site of machine working as per requirements.
xi. SM will liaison with Section Controller/Controller to ensure that at the end of work, the
machine is brought to the base station and placed in the nominated berthing line at the earliest
to enable post block maintenance of the machine being undertaken.

MONITORING OF TRACK MACHINES:

TRACK MACHINE CONTROL:

A Track Machine Control office shall function in the headquarter of railway under control of JA
Grade/Sr. Scale officer of the Track Machine Organization to co-ordinate between the divisions and
headquarter, as also between field units and the base depot/zonal workshops.

FUNCTIONS OF TRACK MACHINE CONTROL:

i. Contacting the Divisional Engineering Controls for obtaining and recording the daily progress
details, to co-ordinate between the divisions and headquarter, as also between field units and
the base depot/zonal workshops.
ii. Recording details of failures.
iii. Recording assistance required.
iv. Obtaining next day’s programme etc.
v. Communicating essential instructions from HQ to division/field units.

REPORTS AND DOCUMENTS:

I. T.M. ORGANIZATION’S REPORTS:

i. A daily performance report compiled by the Track Machine Control based on the information
collected from all divisional engineering controllers/field staff. A register shall be maintained
by Track Machine Control for serving as a “Master Record” for all relevant data.
ii. A daily report from the machine incharge to SEN incharge of field incorporating block
details, performance, schedules done/overdue, consumables/spares used, repair and failure,
shall be made out and submitted every ten days.
iii. The machine incharge will submit a report to Dy. CE/SEN incharge on every breakdown of
the machine resulting in failures exceeding half an hour on the proforma.
iv. Monthly Appreciation reports from the machine incharge on performance furnishing:
 a. Number of days worked
b. Number of days no t worked with reasons
c. Blocks availed
d. Target
e. Output
f. Reasons for less output
g. Other remarks
h. Consumables/spares used and cost thereof
i. Failures/repairs with spares and cost particulars
v. A summarized monthly performance report from SEN/AEN/MC (line) showing schedules of
inspections done, health of machine, failure analysis, adequacy of allied track works etc of the
machines under their control to Headquarter/Dy. CE/CE (Machines).
vi. A summary of availability of each machine for a period of 3 years shall be maintained at the
machine and Zonal Depot showing at a glance the availability, breakdowns, schedule repairs
and POH of machine.

II. DIVISIONAL REPORTS:

i. A daily report from the P.Way incharge to the Divisional Engineering Control giving the
following details:
a. Block details
b. Output kms
c. Ineffective time
d. Remarks on quality of work
ii. A monthly report giving
a. Details of blocks availed
b. Output
c. Reasons for deficiencies etc.
shall be prepared by the Divisional Engineer incharge of the section.
iii. A monthly joint report from the Section Engineer incharge of the section and the machine
incharge furnishing the details of work done by the respective machine shall be sent to
SEN/MC and Sr. DENs concerned.
iv. A monthly joint report signed by Sr. DEN and Sr. DOM should be submitted to CTE
(Machines) giving position of blocks demanded, the blocks actually made available and the
blocks actually utilized.

MONITORING SYSTEMS:
Monitoring of machine work involves the aspects of the following:
 Performance
 Failure
 Consumption of oils and consumables
 Consumption of spares
 Cost of machine working and financial control
 Tamping cycle

UNIT COST:

PROCEDURE FOR CALCULATING UNIT COST:

i. The unit cost of working shall be calculated taking capital recovery factor with interest rate of
12% from the tables in Annexure-C of Indian Railways Finance Code (1982 edition).
 ii. Life of the machine in terms of gross units of work done, unit cost of the machine, weightage
for different types of machines for proportionate distribution of overheads on technical and
general supervision and works units between IOHs.
iii. The life of machines has been given in terms of kilometers. This divided by annual output will
be the life of machine in years. The maximum life should be limited to 15 years.
iv. The proportionate expenditure on IOH/POH should be as follows:
4 X cost of IOH + Cost of POH
15
v. Unit cost of working for different machines shall be worked out for every financial year.

UNIT COST OF TAMPING DONE BY CSM:

1. DATA
Initial cost of the machine : Rs. 3.1 crores
Rate of interest : 12%
Life of machine : 7500 kms
Expenditure on IOH : Rs. 15 lakhs
(at 1200 kms)
Expenditure on POH : Rs. 30 lakhs
(at 3750 kms)
Expenditure on annual machine maintenance.
 Spares (actual) : Rs. 3.0 lakhs
 Staff (actual) : Rs. 0.7 lakh
Expenditure on annual machine operation
 Consumables : Rs. 2 lakhs
 Staff : Rs. 2.6 lakhs
Overheads (Proportionate) : Rs. 1.2 lakhs

2. ANNUAL COST OF WORKING

 Actual tamping done in the year : 500 kms
 Life of machine (7500/500) : 15 years
 CRF (Capital Recovery Factor) : 0.14682
Capital recovery : Rs. 45,51,420
Proportional expenditure on IOH/POH
(4 X 15 + 30) lakhs : Rs. 6,00,000
15
Annual maintenance expenditure : Rs. 3,70,000
Operation expenditure : Rs. 4,60,000
Overheads : Rs. 1,20,000

: Rs. 61,01,420

3. UNIT COST OF TAMPING ( = 61,01,420) : RS. 12,203/KM.

500
 SUB DESCIPLINE – IRTMM (LESSONS – 1 SESSIONS - 3)
Lesson-I :Introduction to IRTMM and RDSO TM Reports Session-55: Brief on other
Chapters of IRTMM and RDSO TM Reports.
BRIEF ON OTHER CHAPTERS OF IRTMM:
CHAPTER-6: PERIODICAL REPAIR AND MAINTENANCE OF MACHINES:
This chapter deals with types of maintenance schedules, types of workshops, central periodical over
hauling workshop (CPOH), intermediate overhauling workishop/zonal base depot, satellite depot, mobile
workshop-cum-transport van and camp coach workshop.
CHAPTER-7: DUTIES OF DIVISIONAL OFFICERS AND STAFF INCHARGE OF P.WAY:
This chapter deals with the duties of incharge SSE/SE/JE (P.Way), duties of Assistant Engineer (Open
Line) and duties of Sr. DEN/DEN.
CHAPTER-8: STAFF REQUIREMENT AND OTHER INFRASTRUCTURAL FACILITIES:
This chapter deals with the requirement of staff for machine working, training of track machine personnel
and other infrastructural facilities such as storage & carrieage facilities for fuel and oil, transport of spare
parts, communication facilities, etc.
CHAPTER-9: STORES:This chapter deals with store depot, inventory control, procedure for
procurement of materials, procedure regarding approved suppliers of indigenous spares, procedure for
inspection and acceptance of materials, cash imprest, emergency purchase, purchase of items for which
DG S&D rate contract exists, purchase of items through running rate contract, annual maintenance
contracts, other modes of repairs through contracts and inventory management.
LIST OF TM REPORT ISSUED BY RDSO UPTO 30.06.2009

S. Name of Maintenance Schedule Inspection Check List Trouble Shooting

No. Machines Report No. Date of Issue TM Report Date of TM Date of
No. issue Report No. issue
1 09-CSM TM-69(F) 22/27.07.04 TM-74(F) 10.12.04 TM-62(F) 10.03.04
2. Unimat TM-80(F) 01.03.05 TM-71(F) 2/6.09.04 TM-99(F) 31.03.2006
3 BCM TM-77(F) 18.01.05 TM-73(F) 4/8.11.04 TM-42(F) 30/31.01.02
4. FRM-80 TM-79(F) 22.02.05 TM-91(F) 21.09.05 30-
TM-47(P)
7/2.08.02
5. DGS TM-90(F) 31.08.05 TM-92(F) 28-10/14. 22.01.02
11.05 TM-41(P)
6. TM-87(F) 20/28.06.05 TM-96(F) 01.02.06 TM-70(F) 29-7/5.8.04
BRM
7 T-28 TM-102(F) 23/31.08.06 TM-103(F) 11.10.06 TM-110(F) 26.04.07
8 PQRS TM-101(F) 28.07.06 TM-108(F ) March-07 TM-128(P) 12/13.03.09
9 MP TM-100(F) 30.06.06 TM-105(F) 06.12.06/ Not issued
27/28.12.06
10 DUO TM-84(F) 13/17.05.05 TM-111(F) 29.06.07 TM-89(F) 18-
7/30.08.05
11 UNO TM-83(F) 06.05.05 TM-76(F) 22.12.04 TM-88(F) 14.07.05
12 TRT TM-104(F) 31-10/ TM-107(F) 23/27.02.07 TM-93(P) Nov.-2005
13.11.06
13 09-3X TM-85(F) 27/1-5/6.05 TM-106(F) 19/25.01.07 Not issued
14 WST TM-130(F) 31/03 - TM-129(F) March-2009 TM-117(F) 29-02/
(08-32) 02/.04.09 05.03.08
15 FRM-85 TM-119(P) 25.03/ Draft 25/26-03. Not issued
01.04.08 08
16 UTV TM-121(F) 21.07.08 TM-127(P) 6/12.02.09

Note: F = FINAL

P = PROVISIONAL
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I : Lining Session-56: Principle of Lining, Single chord system, Type of lining i.e. 4 Point
& 3 Point lining.

PRINCIPLE OF LINING:

 Machine measures only one rail and rectify that rail i.e. datum rail.
 Other rail is fixed with the sleeper hence that is also rectified.
 If there is a gauge problem that will remain there.
 During alignment machine corrects versine.
 The versine of straight track is zero and
 Versine on curved track depends on radius of curves, measuring chord length and
measurement method.

SINGLE CHORD SYSTEM:

On UT machine double chord lining system was used. In this system, two chords i.e. long chords and
short chords was used for measuring the versine. But in single chord lining system, one chord is used
to measure the versine. This system is used in all machine except UT.

TYPE OF LINING:
In single chord system there are two methods of lining.
.

Lining

4-Point 3-Point
System System

Smoothening Design Fix Point Design Laser

Mode Mode Mode Mode Mode
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-57: Principle of 4 Point lining & Left over error.

FOUR POINT LINING SYSTEM:

 GEOMETRICAL PRINCIPLE OF 4 - POINT LINING SYSTEM:

 In a circular curve, two Versines of a chord are related in a ratio, depending on the
measuring point distance. This Versine ratio is independent of the radius of the circular
curve and is always constant. It is also valid for a straight, which may be considered as a
curve with infinite radius. In 4 - point lining system, the track is measured at 4 points (A,
B, C & D) and Versines at two points are compared (B & C) to control the lining. The
existing errors are reduced or eliminated by means of the Hydraulic Lining System.

From the above figure, Existing Versine H1 = AC x CD

2R
Theoretical Versine H2 = AB x BD
2R
Versine Ratio i = H1 = AC x CD
H2 AB x BD
H1 = i x H2
 Hence, lining is done at Point C until Versine H1 is in the correct ratio to H2 (H1 = i x
H2) at Point B. Versine Ratio ‘i value’ for different machines, is as under:
Machine i Value
• 08-UNO-DUO = 1.33
• 08-275 UNIMAT = 1.35897
• 08-275-3S = 1.62241
• MP-2000 = 1.395122
• WST = 1.3292
• 09-32 CSM = 1.2157
• 09-3X TAMPING EXPRESS = 1.507
 The points A & B always remain on the corrected track and the Versine H2 at Point B
represents the measuring base. Point D always remains on the disturbed track. Lining is
done at Point C. H2 and H1 are separately measured by measuring and lining bogies of the
machine, respectively. H2 is fed in PCB where it is multiplied with constant i and
becomes “H2 x i”. Thus H2 x i and H1 are then fed in difference amplifier and if the
alignment is OK both will be equal and reading on the dial will indicate zero. If
alignment is not OK, the difference of the two will be indicated on the dial as well as the
current will flow to lining solenoids, the alignment will be corrected till both H2 x i and
H1 are equal or the ratio H1/ H2 = i, is maintained. The schematic diagram is as under:
 ERROR = THEORATICAL VERSINE (H2) ~ EXISTING VERSINE (H1)

CALCULATED BY PCB MEASURING TRANSDUCER LINING TRANSDUCER

 ERROR REDUCTION ACCORDING TO THE 4 - POINT LINING SYSTEM:

Ideal line = 1 Before lining = 2 After lining = 3

 In the above figure, Points A & B are on the already lined track behind the machine.
The front end of the chord, Point D is on the disturbed position with lining error FD,
resulting in new Versine H2. Point C is now lined until H1 is in the correct ratio to H2.
Depending on the measuring point distances (Error reduction ratio ‘n’), an error
remains at lining Point C, which is called Left over error or Residual error ‘FR’.
Error reducing ratio, n = AD x BD
AC x BC
Left over error FR = FD / n
For 08-Machine FR = FD / 6 n = (20 x 15) / (10 x 5) = 6

 n depends on Bogie distances, which is as under for different machines:

Machine n - value
08-UNO/DUO =6
08-275 UNIMAT = 6.42720
08-275 UNIMAT = 7.61997
08-32 WST = 5.7411
9-32 CSM = 6.27692
09-3X TAMPING EXPRESS = 6.47
 This error reduction ratio is valid under the presumption that the Points A and B are
on the perfect alignment. Proceeding with further lining, points A and B are
positioned at the remaining errors and determine therefore a new base for the
following measuring and lining operation. These errors are reduced and adapted to
another which results in a considerable improvement of the alignment.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-58:Calculation of Vm value on Transition Curve, Direction of Toggle
switch.
VERSINE COMPENSATION VALUE (Vm) FOR VARIABLE VERSINE:The constant
Versine ratio is only valid for tracks with the constant curvature e.g. circular curve, straight.
But when there is change in curvature (variable Versine), the Versine ratio is adapted to the
curvature by input of correction values called Versine Compensation (V) values. Generally,
the V values are fed manually to the Versine Potentiometer in the front tower. With the
provision of GVA/ALC, V values are calculated automatically and fed in the Lining system.
The cut off zero point of the Versine H1 is corrected accordingly. As an example, let us

STRAIGHT TRANSITION

consider a case of the

machine entering from straight to transition.

In the position of the machine shown in the above figure, Machine measures the Versine
H2 at the measuring bogie and the Versine H1 at the lining bogie. Had the machine been
on a circular curve the relationship H1 = i x H2 would have been true, but because of the
changing curvature, we actually have H1 = i x H2 ± V. Therefore, even though the
curvature of the transition is true the machine still experiences an error V. Therefore, we
have to apply some adjustment at the lining bogie to compensate for V. The prcedure of
applying V values and direction of toggle switch for different situations is given
below:

STRAIGHT TRANSITION CURVE END OF

TRANSITION
DIRECTION OF WORK UE
DIRECTION OF
START OF ADJUSTMENT
TRANSITION
UA
VM

STRAIGHT TRANSITION “L” Chord

Length
Chord CTP1
TTP1 Length
 CURVE TRANSITION STRAIGHT

START OF DIRECTION OF WORK

TRANSITION
UA DIRECTION OF END OF
ADJUSTMENT TRANSITION
UE
VM
Chord
Length Chord
Length
TRANSITION “L” STRAIGHT
CTP2 TTP2

DIRECTION OF TOGGLE SWITCH:

IF MACHINE IS INTERING:
(i) High radius to low radius = outside
(ii) Low radius to high radius = inside
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-59: Calculation of Vm value for Reverse Curve & non-
suitability of 4 Point lining on Straight.

CALCULATION OF VM VALUE ON REVERSE CURVE:

For the reverse curve or compound curve the value of V is decided as under:
Say R1 & R2 are the radius of the two curves and V1 & V2 are the corresponding adjustment for
the individual curve (page no. 4 & 5)
1. If the R1 is bigger that R2, the net adjustment, V0 will be V0 = V2-V1 or V0m = V2m-Vm,
2. The applicable of adjustment will start as soon as the front tightening starts entering the
transition.
 Calculation of Vm
• Readymade tables are given on each machine.
• Vm value may be calculated by following formula:

Vm = Constant Value / (Radius x Transition Length)

• Constant value depends on Machine Chord length as under:

Machine Constant value
08-UNO/DUO 83000
CSM 82485
UNIMAT 2S 88333
UNIMAT 3S 116603
WST 84000
 Direction of Compensation
• Toggle switch is given in front cabin to decide compensation direction as under:
High radius to low radius = Toggle switch outside +ve
Low radius to high radius = Toggle switch inside –ve
This during coco king 1/6 of the error will be left and therefore it is called smoothening lining of
some procedure is available with which it is possible to give exact location of various points
like beginning & end of transition and amount of fault at a particular location established with
some permanent works these, by shifting front and f the chord by the amount of fault. We can
achieve exact alignment.But in the field it is difficult to obtain correct reference marks as such
generally smoothing system is adopted which is fairly accurate for smooth running of trains.
If we are tamping constructed line we can always, lay a parallel reference line from which
difference can be calculated for feeding into the machine to achieve exact alignment.

NON-SUITABILITY OF 4-POINT LINING ON STRAIGHT:

On Straight Track H2 is zero hence machine corrects versine at C with respect to H2 as
H1 = 1.33 x 0 = 0
If at any point FD = 12mm
then FR = FD/6 i.e. 12/6 = 2mm.
On next sleepers H2 = 2mm
H1 = 1.33 x 2 = 2.66m
again H2 = 2.66mm\
then H1 = 1.33 x 2.66 = 3.53
As per above calculation if machine is leaving any error that will again accumulates. Hence
machine forms a false curve. Therefore 4 point is not suitable for straight track.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-60: Feeding method of Vm value at Reverse and Compound
curve.

FEEDING METHOD OF VM VALUE AT REVERSE AND COMPOUND CURVE:

CURVE 1 TRANSITION CURVE 2

R2
R1 BIGGER THAN R2 V0 = V2 – V1
END OF CTP4
TRANSITION
DIRECTION OF WORK UE
DIRECTION OF
START OF ADJUSTMENT
TRANSITION
R1
CTP1 UA
V0

STRAIGHT TRANSITION “L” Chord

Length
Chord CTP3
CTP2 Length

CURVE 1 TRANSITION CURVE 2

R1 SMALLER THAN R2 V0 = V1 – V2

DIRECTION OF WORK R2
END OF
TRANSITION CTP4
CTP1 START OF DIRECTION OF
R1 ADJUSTMENT UE
TRANSITION
UA
V0

Chord Chord
Length TRANSITION Length
CTP2
“L” CTP3
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-61: 3- Point lining & Left over error.
THREE POINT LINING SYSTEM:

 GEOMETRICAL PRINCIPLE OF 3 - POINT LINING SYSTEM:

H1 = (BC x CD) / 2R
 The Versine H2 at Point B is not measured. The track is measured at three points. The
lining Versine H1 at point C is specified according to the curvature. Lining commences until
the Theoretical Versine H1 is achieved. Using the 3-point system, the chord is generally fixed
at point B, which results in a reduction of the distance A-B.

ERROR = THEORETICAL VERSINE – EXISTING VERSINE

CALCULATED BY PCB
FED BY MAN OR COMPUTER
MEASURED BY M/c

 ERROR REDUCTION ACCORDING TO THE 3 - POINT LINING SYSTEM

 Point B is on the already lined track behind the machine. The front end of the chord, point
D is at the lining error FD. Point C is lined until H1 corresponds with the specified Theoretical
Versine. Specifying the Theortical Versine, H1 shifts Point C in a position which corresponds
with the required radius R. The remaining error FR = FD / n, is a result of the ratio of the
measuring point distances. Proceeding with the lining, Point B is at the remaining error and
influences therefore the next measurement.
 n(3- Pt) - value for different machines is as under:

Machine n(3- Pt) - value

8-UNO/DUO =3
08-275 UNIMAT = 3.12
08-275 UNIMAT -3S = 3.297
08-32 WST = 2.91
09-32 CSM = 3.138
9-3X TAMPING EXPRESS = 3.04
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-62: Calculation of ‘V’ value for each machine.
HV = 23617
FOR CSM IN 3-POINT LINING
RXL
VERSINE FOR SECTIONS A, B, C AND D IN TRANSITION CURVES WITH
HV = 23617
STRAIGHT CURVATURE
R
Constant
sections A 0 425 3399 11417 27191 53107 90534 135455 153120
&C
R = XL =
Meter after TP/CTP
2 4 6 8 10 12 14 14.75
OA/OE UA/UE
Versine in
curve H =
BC X CD
2R
Versine
section
A=
Constant
RXL
Versine
section
C=H-A
Constant
sections 195238 148428 104167 65004 33489 12170 2362 48 0
B&D
R = XL =
Meter after TP/CTP
2 4 6 8 10 12 14 14.75
OA/OE UA/UE
Versine in
curve H =
BC X CD
2R
Versine
section
A=
Constant
RXL
Versine
section
C=H-A
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-63: Method of feeding ‘V’ value.

B
C
Hv
H
Hv
A
D

A=B=C=D=14.75 M

Step 1: Calculate the value of H (as above chart).

Step 2: Calculate versine value of sections A, B, C & D (as above chart).
Step 3: For the calculation of ‘Hv’ value there are two methods:
Method 1: HV = CONSTANT mm/metre
RXL
Method 2: Versine at starting of B – Versine at the end of A mm/metre
Transition length – machine chord length

Step 4: The calculation of versine is for two metres interval as above. This may be divided for
alternate sleeper.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-64: Design lining, Laser lining and measuring run
method.
 Maintenance of track geometry to desired parameter is very important for the safe and
smooth running of trains. Track machines have facilities of measurement and rectification of
track defects for achieving design geometry. 5 CSMs & all 3x machines are also equipped with
Automatic Guide Computer (ALC) for track geometry measurement and LASER Sighting
System (LSS) for lining besides other features for design tamping. However, only few machines
are working in design mode mainly due to the inadequate knowledge of field staff. On NCR,
there is not much problem of leveling due to stable formation and good initial laying. Hence, this
Circular is to enrich knowledge of Design lining among field staff. Smoothening mode lining
details are also given in Annexure-I.

DESIGN LINING

 Modern Track Machine always corrects Versine during Alignment correction using
single chord. Machine measures only one rail i.e. Datum rail and rectify it. Other rail is fixed
with the sleeper, hence that is also rectified. Four trolleys are provided for alignment
measurement. In design lining, only three trolleys are used. The trolleys are pneumatically
pressed against Datum rail and transducer provided on lining trolley measures offset of
alignment at C i.e. distance between lining chord and center of lining trolley. After measuring the
offset, track is slewed so much that specified Versine is achieved at lining trolley, which is zero
for straight track and certain value on curved track.

Lining Chord

I I I
B C D

a b
B = Measuring trolley C = Lining trolley D = Front tightening trolley

 In the lining process Front trolley always remains on disturbed track and Measuring
trolley always remains on corrected track. Because of misalignment in track at front trolley, front
end of the chord will be out of its correct position equal to the alignment defect at that point. Due
to incorrect position of the front end proportional alignment error will remain after lining. Left
over error at C, FR = FD/n(3-Pt), where FD = Lining offset at front trolley and n(3-Pt) = BD/BC
= (a+b)/a.

 GEOMETRICAL PRINCIPLE OF 3 - POINT DESIGN LINING SYSTEM:

1 = Perfect alignment 2 = Before lining 3 = After lining without error input
4 = Lining Value 5 = Actual position of the lining chord
6 = Theoretical position of the lining chord 7 = After lining with error input
 For a perfect alignment of the track according to fixed points, the existing error FD, which
is measured at the front end of the chord, is adjusted to the opposite direction, and is
automatically and in the right proportion transmitted to the lining Versine by means of the lining
control. Thus, the lining error is transmitted, relatively reduced, to the cut off point on the lining
trolley C. Therefore radius and angular position are corrected perfectly. In design lining this error
is eliminated by shifting front end of the chord equal to alignment defect at that point. In Modern
Track Machine, proportional electric signals are relayed through Lining PCB to lining unit and
track is lined accordingly.

Slew at C = Specified Theoretical Versine at C ~ (Lining offset measured by

transducer at C + Proportional signals corresponding to lining offset
at D)
= H ~ (H1 + FC) where FC = FD / n(3-Pt) and Left over error FR = Zero

 DETERMINATION AND ADJUSTMENT OF LINING ERRORS:

 MANUAL SYSTEM:

 Surveying Design Lining Offset By Long Chord:

 In terms of Guidelines on ‘Survey for Alignment Correction’ as contained in Item No.

6.0 of Ann 5.3 to IRTMM, the lining errors are to be determined by measuring offsets at
every 5 m intervals on 40 m chord on straight track and at every 10 m intervals on 20 m
chord on curves track and marked on the track. The required slew at every alternate
sleeper is worked out by interpolating the offsets, taking note of the obligatory points and
ensuring that there are no infringements to moving dimensions. The slews are then
marked on alternate sleepers. During the lining operation these values are transmitted to
the lining value adjustment. An example on Field measurement for design lining offset
by long chord is given in Annexure-II.

 Surveying Design Lining Offset By Theodolite:

 The long-wave track geometry faults become significant with the increase in speed of
trains. Assuming the typical natural frequency of vehicular oscillation to be 1 Hz, the
critical track geometry fault wavelength even in speed range upto 160km/h is upward of
40 m. While working on straight track, the most preferable chord length for alignment
correction is in the order of 60 – 80 m.

 For achieving such chord length, if the Theodolite with the standard tripod stand is
used it takes about 10-12 minutes for centering, leveling and measurements. In the
saturated high density routes, so much time is not available and whenever a train
approaches, the Theodolite is required to be removed and reset. It is even difficult to
ensure verticality of Ranging rod at target.

 For making it more practicable, fast and efficient, some specially designed
gadgets, as given below may be developed, which makes the direct slew
measurement with Theodolite quite easy. Using these gadgets, a chord of upto 1 km
may be taken between 2 good points, which is the line of collimation of Theodolite at
a fixed lateral distance from gauge face of reference rail of existing track and the
slew measurements at every 5 m intervals are directly measured on specially
designed Satellite with reference to the line of collimation. The equipments and
specially designed gadgets used are as under:
 Theodolite: Normal Theodolite.
 Scaled Sliding Table: It may be made of wood or metal with 1.85 m Length and
0.45 m Height. On upper side, one horizontal graduated table is fixed in which a plate
is mounted on which Theodolite slides laterally to keep it at any required lateral
distance from the reference rail. A lug is provided similar to that provided in gauge-
cum-level. Touching Hook is on left side of the sliding table stand to bypass the burr
on rail. SST will be perpendicular to rail, when both lugs are touching reference rail.

 Satellite: It may be prepared from existing gauge-cum-level. In middle portion of

the vertical face towards Theodolite, a teethed scale made of luminous red strip is
pasted for a length 20 cm either side of zero (centre) point. The height of triangular
teeth is 10 mm and distance between the two apexes of teeth is 10mm. This is further
divided into 5 equal parts by 4 nos. of black horizontal lines to give a least count of 1
mm. Alternatively, the Satellite may be made like the Target described below with a
movable vertical arm of length 30 cm and height 45 cm in ‘reverse T shape’ ┴,
painted white with a black vertical central line pointer towards Theodolite and a
Satellite scale (30 cm Steel scale with Least Count – 1mm) on the upper side at
either ends starting at 15 cm distance from the centre point on which the vertical
arm slides laterally. During survey, this movable vertical arm is sighted and
brought in line with the alignment of line of collimation of Theodolite and Target.
The shifting of movable vertical arm from centre point is read from Satellite scale
and deviation is directly recorded as slew at that point.
 Target: It may be made of wood. One end of its horizontal board ensures
reference rail contact and zero point has a fixed vertical pointer of 0.75 m height
painted white and has got a red vertical central line passing through zero point
towards Theodolite.
  VHP Sets: One each at Theodolite, Satellite and Target i.e. total 3 Nos.
 Method of Working:

 Preliminary Works:

o a) Marking of stations at 5 m apart at the centre of track.

o b) Selecting good point at about ½ to 1 km apart. These good points
should have their position in the mean alignment of the existing track.

 Slew Recording:

o Step 1 – Check squaring of SST with reference rail by touching it’s both
the notches on gauge face.
o Step 2 – Set the Sliding table at zero point, place Theodolite and level it.
o Step 3 – Sight the Target and fix the line of collimation.
o Step 4 – With the alignment of line of collimation, read deviation at
Satellite scale by seeing through telescope of Theodolite.
o Step 5 – Take and record deviations of subsequent stations till the
readings are visible with the telescope of Theodolite.
o Step 6 – Leaving satellite on last recorded station, SST is shifted on
second last recorded station.
o Step 7 – Slide SST as per slew reading of the station on which it is shifted,
place Theodolite, level it at site the target again so that initial line of
collimation is maintained for further measurement of slews. Repeat the
steps till Slews of each stations at 5 m apart are recorded for full length.

 An example on Field measurement for design lining offset by Theodolite is

given in Annexure-II.

 LASER SIGHTING SYSTEM:

 5 CSMs and all 3x machines are provided with a LASER Sighting System (LSS) that
can be used to extend the measuring system on straight track. LASER lining is used on
straight track in 3-point mode to remove long misalignment or false curve. The LASER
system consists of LASER gun (transmitter) and LASER receiver. The LASER trolley
which consists of laser gun is placed in front of the machine up to 300 m away. The
receiver mounted on the front tightening trolley is adjustable so that it follows the
LASER beam and the position is detected by a transducer that provides an input to the
lining system equivalent to the offset of the front of the chord. As the machine is working
it moves up to the LASER trolley until the distance is a minimum of 20 m away. LASER
system operates fully automatically and is able to cope with distances of up to 300 m. But
LASER lining is only applicable for straight track. Important details are given below:

 By means of a special device, the LASER beam is fanned vertically in such a way
that, the eventual change in track height has no influence on the system.

 By means of an automatic follow up control, the LASER receiver is always

positioned at the centre of the LASER beam and therefore determines the input of the
slewing values.

 The distance of the LASER gun from the machine is also dependent on the
ambient conditions (rain, snow, fog, high ambient temperature). In good ambient
conditions (clear, dry air) the lining distance can be extended considerably.
 Working Sequence of Design Lining with the Laser Sighting System:

 Phase 1: When the design lining commences the front end of the chord with the
LASER receiver is shifted by the amount of the error FD in the direction of the
THEORETICAL alignment, whereby the follow up control is switched off. If the lining
errors exceed certain amount, a transition is necessary for the new alignment. LASER
transmitter is positioned as far as possible from the machine, adjusted laterally over the
amount of the lining error F, aimed at the LASER receiver and fixed in this position.

 Phase 2 and 3: The design is set; the follow-up control is switched on. The track is
lined at point C and matches exactly with the line of sight.

 Phase 4 and 5: The machine drives forward and the front end of the chord is matched
up again with the line of sight. The machine is ready for the next lining operation.
 ANNEXURE-II

A. FIELD MEASUREMENT FOR DESIGN LINING OFFSET BY LONG CHORD

 Surveying and Marking of Slews without any Infringement to SOD:

 Surveying should be done between two good points, which may be on well maintained
obligatory points i.e. girder bridges, level crossings, points & crossings, permanent
structure etc, with the centre line of track on the design or original theoretical position.
 In case of any shift in alignment of the centre line at obligatory points from the design or
original position, the centre line must be brought to design or original theoretical
position, manually for a minimum track length of 50m before surveying.
 The lining errors are to be determined by measuring offsets at every 5 m intervals on 40
m chord on straight track and at every 10 m intervals on 20 m chord on curves track and
marked on the track.
5mm 5mm

BRIDGE 0mm 10mm 10mm S8 S9

S7 S10 LEVEL CROSSING
S1
S6 S11
S2 0mm 10mm 10mm 0mm
S5
S3 S4
5mm 5mm

 The required slew at every alternate sleeper is worked out by interpolating the offsets.
The slews are then marked on alternate sleepers and Design tamping done by feeding the
slew values to Slew Potentiometer in the Front tower.

BRIDGE LEVEL
CROSSING
0 1 2 3 4 5 6 7 8 9 10 ------ 10 9 8 7 6 5 4 3 2 1 0
0 1 2 3 4 5 6 7 8 9 10 -------- 10 9 8 7 6 5 4 3 2 1 0

 Surveying and Marking of Slews in case of Infringement to SOD:

  If the required slew is infringing the SOD viz OHE Mast etc, the slew has to be worked
out taking note of the obligatory points and ensuring that there are no infringements to
moving dimensions as shown below.
EXISTING TRACK

BRIDGE
LEVEL CROSSING

OHE MAST INFRINGING

PROPOSED TRACK

Required Slew Values Infringing SOD

EXISTING TRACK

BRIDGE
LEVEL CROSSING

FINAL SLEW
ELECTRIC POLE

Final Slew Values With No SOD Infringement

 The final worked out slews are then marked on alternate sleepers and Design tamping
done by feeding the slew values to Slew Potentiometer in the Front tower.

B. FIELD MEASUREMENT FOR DESIGN LINING OFFSET BY THEODOLITE

 Surveying and Marking of Slews without any Infringement to SOD:

 Preliminary Works and Slew Recording Steps are already given in the Circular. However,
the following procedure may be followed for Permanent (Girder Bridges, Fixed Structure
etc.) and Temporary Obligatory points (Level crossings etc):

 In case of any shift in alignment of the centre line at Permanent obligatory points
(Girder Bridges, Fixed Structure etc.)from the design or original theoretical position,
the centre line must be brought to design or original theoretical position, manually for
a minimum track length of 50m before selection of good points.
 Either the Permanent obligatory points or any other points at about ½ and 1 km apart
having their position in the mean alignment of the existing track are taken as good
points. Thereafter, the Working Method as given in the Circular is followed.
 Temporary Obligatory points (Level crossings etc) should be opened out and may be
shifted to the extent possible after ensuring that there are no infringements to moving
dimensions as shown below.
 Any shifting of Temporary Obligatory points should be approved by the ADEN.
 PERMANENT TEMPORARY
PERMANENT
OBLIGATORY OBLIGATORTY
OBLIGATORY

BRIDGE
LEVEL CROSSING

LEVEL
BRIDGE CROSSING

0 1 2 3 4 5 6 7 8 9 10 ------ 10 9 8 7 6 5 4 3 2 1 0
ST 0 0 1 2 3 4 5 6 7 8 9 10 -------- 10 9 8 7 6 5 4 3 2 1
121
ST1
ST2 ST1

MEASURING RUN METHOD:

ALC MEASURING METHOD:
The measuring method is used where the track data is not known. The data for the track is
obtained via measurement run using the machines measuring system prior to working. During or
after the measurement any data that is known can be entered e.g. fixed points, cant, radius, etc.
After computation by the “ALC” computer the tamper is set to work with the “ALC”
automatically entering the computed lift and line data.
SEQUENCE OF OPERATION:
The machien can either measure in the working direction or the reverse. If the track is measured
in the working direction, the tamping machine must reverse back to the start of the work site
before commencing tamping. There is a “fast measuring drive” key switch on the front and rear
driving desks. These enable the machine to use the second gear of the main drive to make the
measuring run.
PERFORMING A MEASURING RUN:
Set up the machine for normal working, although there is not necessary to have the tamping
banks running. The tamping banks slew switch on the B2 panel should be set to automatic. If it is
on manual the fast measuring function will be disabled. It is advisable to drive the machine for a
short distance using the normal working drive. Thus checking that the lifting and lining system is
in working order before the start of the measuring run by avoiding errors at the start of the
measuring run, due to poor bogie alignment or incorrect pre-loading. It is important to select the
correct float rail. if the wrong rail is selected, the design for the lift will not be correct. It is also a
good idea to mark the position of the machine on the rail before the start of the measuring run, so
that the machine can be repositioned accurately at the start position after the measuring run has
been completed (Forward measuring run). The lining system has to be set to 3-point. Use the can
switch to select the datum rail for the longitudinal height recording. The reference rail for the
versine recording is selected by turning on the lining system and selecting the required pre-load.

END OF MEASURING RUN:

At the end of the measuring run return the key switch to the normal position. The computer will
automatically produce a “run in from” the old track geometry to the new target geometry at the
beginning and end of the measuring run. The measuring run should therefore only cover the
length of rail on which the work has to be carried out.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-I :Lining Session-65: Potentiometers & their calibration

CALIBRATION OF VERSINE POTENTIOMETER(4f1):

This potentiometer converts versine value to electrical

signal at the rate of 50mv/mm +ve for RH side and –ve
for LH side.

For calibration of versine potentiometer select Multicheck

address F00. Select “0” value in versine potentiometer then
output voltage of versine potentiometer should be zero on
display. If not , loose the screw of digital counter and take
out the counter and now rotate shaft of potentiometer to get
zero volt on display. Now set all digits to zero of counter
then fit counter on shaft of potentiometer.When voltage of
versine potentiometer is checked at multicheck address
F00 then polarity will be –ve for RH and +ve for LH side.
Before starting calibration +10V & -10V to this potentiometer should be checked and
adjusted by potentiometer P1 & P2 in EK 813SV of front input .

CALIBRATION OF SLEW POTENTIOMETER(4f4):

This potentiometer is provided in front cabin on panel

B4.This potentiometer converts slew value to electrical
signal at the rate of 50mv/mm +ve for RH side and –ve
for LH side.
For calibration of this potentiometer , keep slew
potentiometer at zero position then output voltage
should be zero, if not then take out the knob of
potentiometer then rotate the shaft of potentiometer to
get zero volt. Then by matching the knob at zero
position fit on shaft of potentiometer. When voltage of
slew potentiometer is checked at multicheck address
F06 then polarity will be –ve for RH and +ve for LH
side.
Before starting calibration +10V and –10V should be checked . If there is any
variation then adjust by P1 & P2 in EK813SV of front input .

GENERAL LIFT POTENTIOMETER (4f3):

This potentiometer is provided in panel no. B4 in front cabin. This potentiometer converts given
general lift value to electrical signal at the rate of 50mv/mm output of this potentiometer can be
checked at multicheck address F22.
For calibration of this potentiometer keep general lift potentiometer on zero and check output of this
potentiometer with the help of multi meter it should be 0V. If there is some signal on zero position
first take out knob of potentiometer now rotate shaft of potentiometer to get zero volt. Now fit knob
on shaft by matching zero position.

SUPER ELEVATION POTENTIOMETER(2f08):

This potentiometer is provided in B2 panel in working cabin this potentiometer is used do feed super
elevation or cant values on curves. This converts cant values to electrical signal at the rate of
50mv/mm.output of this potentiometer can be checked at multicheck address F08.
For calibration of this potentiometer. Set zero value in this potentiometer.. Select multicheck address
F08 then check voltage on display. It should be 0V if there is some voltage then remove digital
counter set it to zero and also set shaft of potentiometer to get zero volt on display then refit digital
counter on shaft.
DEPTH SELECTOR CALIBRATION:

(1) Select Zero depth in depth selector i.e. all three

digit should be set to zero. Now select
multicheck address F13 in multiplex PCB and
keep selector switch in 2nd position Now
display should read OV. If it is showing some
value then adjust potentiometer P3 to get zero
volt.

(2) Now select 300 MM depth in depth selector

then. Output of selector will be –7.5V if it is
not6 showing –7.5V, then adjust P1.

(3) Now select 399m depth in depth selector

output of depth selector in display should be
–9.975V if it is not, adjust potentiometer P2.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II:Leveling Session-66: Types of leveling system, Double chord system.
 Tamping Machine corrects the leveling error in the following two modes:

 Proportional or Compensation mode- In this mode, General lift over the Base rail
is generally fixed and smoothening action takes place. Longitudinal level and Cross-
level are not completely corrected and the Machine leaves some error. Only short
wave defects are removed. Details are given in Annexure-I.
 Design or Precision mode- In this mode instead of General lift, the target heights are
fed over the Base Rail to rectify 100% error. All long wave and short wave defects
are fully removed. This PCE Circular is to enrich knowledge of Design Levelling.

 Levelling and Lifting System consists of two chord wires one for each rail, stretched
tightly from Front tower (F) to Rear tower (R). Tamping machines rectify level defects in
track by lifting it with reference to these levelling chords. Height Transducers are
mounted on Middle feeler rods (M), which rest on track at the place where tamping is
actually done and these are also lifted when the track is lifted. Both rails are controlled
separately. For Cross-level/Super-elevation correction, Pendulums (P) are provided. Only
CSM & 3x are designed for twist correction also. Schematic diagram is given below:

Chord Wire
P P
Chord Wire
R M F

R M F

 Height transducers provided on Middle feeler rod measures the gap between its zero level
and chord wire. Base rail is lifted to eliminate this gap and other rail is lifted to bring
specified cant between two rails, which is kept zero in straight track and a certain value
on curved track. Values of unevenness and cant are fed through potentiometers.

Levelling chord

R M F

a b
R = Rear measuring point M = Measuring & correction point F = Front measuring point

 In levelling process, front tower always remains on unlevelled track and rear tower on
levelled track. Because of level defects in track at front trolley, front end of the chord
goes out of its correct position equal to level offset at that point. Due to incorrect position
of the front end of chord proportional level error remains after levelling.
  Thus, the leveled track at M is having
Level error = LF*a/(a+b) = LF/r, where LF = Level offset at front tower &
r = Reduction Ratio = (a+b)/a
 Bogie Distances and Reduction Ratio for different machines are as under:
Bogie Distance (m) UNO/DUO UNI-2S UNI-3S O9-CSM MP-2000 09-3X
RM (a) 4.04 3.32 4.85 3.90 5.10 4.56
MF (b) 9.64 8.89 10.73 8.90 9.05 10.67
RF (a+b) 13.68 12.21 15.58 12.80 14.15 15.23
Reduction Ratio (r) 3.326 3.678 3.212 3.232 2.775 3.333

 In Design levelling, this error is eliminated by raising or lowering front end of the
chord equal to level offset at that point. In CSM, UNIMAT and 3x, chord wire is not
physically shifted but electronic signals are relayed through microprocessor to
leveling unit and track is lifted accordingly.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II:Leveling Session-67: General lift, ramp in & ramp out.
General Lift: The amount of lift, which is given to track while tamping to cover all undulations over
the Base Rail, is called General Lift. It is decided on the magnitude of the dips/peaks
generally available in the track. General Lift should always be more than the largest of dips
which shall be ascertained by P.Way supervisor in advance.

 It is given to the Base Rail. General Lift is the algebraic difference of higher and lower
point of Base rail + 5mm. At one time, General Lift value should not exceed 50 mm.
If more than 50 mm lift is required, it can be achieved by lifting two times.
To be Lifted
5 mm

Existing Track
 While giving the General Lift, ramp in of 1:1000 and also while closing the work ramp
out of 1:1000 should be given to the track for smooth transition.
To be lifted

1 1
1000
1000
Existing Track
 For Curves, when the existing Super-elevation (SE) is less than equilibrium SE, General
Lift will be equal to track irregularities over the Base Rail (Inner Rail + 5mm) and when
the existing SE is more than equilibrium SE, General Lift will be the track irregularities in
the Base Rail + max difference between existing and equilibrium SE.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-68: Criteria for selection of Base line.

Base Rail: For carrying out attention to longitudinal profile, one rail is kept as Base or Datum Rail.
Machine corrects Cross-level w.r.t. Base Rail, which should be selected as under:

 On straight track in single line and middle track in multiple lines, higher/less disturbed
rail is kept as Base Rail.
 On straight track in double line, non-cess rail is kept as Base Rail.
 On curves, inner-rail is kept as Base Rail.
 In Plasser Tampers, direction of Cant Selector Switch is to be always kept opposite to the
Base Rail.
In Russian Tamper, Base Selector Switch is provided for selecting Base Rail.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-69: Double chord follow up system & fixed chord system,
Proportional leveling, Error reduction ratio.

YX
R

T
Y YX L
X=
R
L
X

A A C C B
CONTACT MEASURNING
FRONT CB
BOARD BOGIE
TOWER

5M
15 M

(DIMENSIONS HAVE BEEN ASSUMED IN THIS EXAMPLE )

AB
=R
CB
L AB
= =R
X CB
L
X=
R
AS THIS MACHINE MAX. AHEAD TO NEXT POSITION
AND SUPPOSE A TOTAL LIFT OF `Y'
HAS BEEN GIVEN ON FRONT TOWER,
TOTAL ACTUAL LIFT AT C.B. OR T.U. CAN BE WRITTEN.
Y-X
T= X+
R
T = TOTAL LIFT AT A PARTICULAR SLEEPER
X = ACTUAL LIFT ACHIVED ON PREVIOUS SLEEPER
Y = LIFT GIVEN TO FRONT TOWER AT THAT POINT
R = RATIO OF DISTANCE
 PROPORTIONAL LEVELLING SYSTEM

The tamping machines with non-displaceable front end of the leveling chords are equipped
with a proportional levelling and lifting system for measuring and correcting the track geometry.
1. Measuring of the Longitudinal Profile:
1.1 The track is measured at three locations per rail:
- At the front of the machine (location “F”) for determination of the actual level and the
front measuring reference point.
- In the area of the tamping units (location “M”) for the proportional control of the
hydraulic track lifting system.
- At the rear of the tamping units (location “R”) on the already corrected track for
determination of the rear measuring reference point.

1.2 A chord is stretched above each rail between the reference points “F” and “R” which forms
two, independent from each other, measuring references for the longitudinal level.
1.3 Measuring transducers are mounted on the feeler rod of the centre measuring device. The
control arms of the transducer are connected with the leveling chord. Proportional to the level
of the track at point “M” the measuring transducers send electronic signals for the automatic
control of the track lifting servo hydraulic system.
2. Measuring of the Cross Level:
At the measuring points “F” and “M” the cross level is measured by means of pendulums.
2.1 The difference between the THEORETICAL and the measured ACTUAL cross level at the
front measuring point “F” is automatically transmitted to the lifting adjustment, corresponding
to the side.
2.2 During the lifting and tamping operation the cross level is checked at the centre measuring
point “M” (in the area of the tamping units).
2.3 The measuring of the cross level at the rear measuring point “R” (optional) serves several
functions:
a) Checking the cross level of the track which has been lifted and tamped immediately
beforehand.
b) Recording of the cross level by means of an electronic recorder.
3. Input of the Lifting Values: The adjustment of the track lifting takes place at the front
reference point “F” and is automatically and in the right proportion transmitted to the cut off
points of the measuring transducer mounted on the centre measuring device “M”. The
leveling system may be used for the following methods:
3.1 Compensating method:
Without having the track surveyed, a required lifting value is selected. Existing longitudinal
errors are reduced and the cross level errors are eliminated.
3.2 Precision method:
The track has to be surveyed beforehand and the lifting values of one rail are marked on the
sleepers. During work the lifting values are set manually.
ERROR REDUCITON:

S. No. Dist 08 08 UNI-2S 08 UNI-3S O9 CSM MP-2000

DUO/UNO
1 Reduction 3.326 3.678 3.212 3.232 2.775
Ratio
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-70: Method of feeding of Cant on CSM.

METHOD OF FEEDING OF CANT ON CSM: FEEDING OF CANT. VALUE IN CURVE:

CTP1

CTP2

TTP1

TTP2

 JE/P.Way will write down cant value of curve on the sleeper near inside rail seat of outer rail.
 Total cant value should be distributed through out the transition length in such a way that it is
Zero at TP & Max. at CTP.
 Generally when the tamping machine enters into the transition position, the machine operator
start feeding cant value according to the value written on the sleeper.
 In front cabin cant potentiometer is not provided, hence operator will not feed the value.
 Once machine completed entered into transition, the cant value which is written on the sleeper at
measuring bogie is feeded.
 Similarly when front cabin reached at CTP1 the remaining bogie is stile in transition portion i.e.
working has not reached at full cant value.
 Similarly when machine reached at CTP2 suddenly the cant value will be reduced to the value till
TTP2 as per written on the sleeper when the front tower reached at TTP2 then although the
reaching of cant value digital reached at zero but reduced it in ergative till measuring bogie
reached at TTP2. no raise the cant value equal to zero.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-71: Method of feeding of Cant on other machines.
METHOD OF FEEDING OF CANT ON OTHER MACHINES:
Feeding of Cant Value in Curve:

CTP1 CTP2

TTP1 TTP2
Working Direction

 In all tamping machines, generally there are two digital potentiometers for feeding the
Cant value, one at front tower and another at working cabin except CSM in which there is
only one potentiometer in working cabin.

 Cant value is written by JE/P.way on the sleeper near inside rail seat of outer rail.

 Total cant value should be distributed through out the transition length in such a way that
it is Zero at TTP and Max. at CTP.

 There is incorrect practice of feeding of Cant value wrongly in the field i.e. when
tamping machine enters into the transition portion, the operator in the front cabin starts
feeding cant value according to the value written on the sleeper. As soon as cant value
is fed in front cabin when it is at TTP, the lifting starts and cant rail is also lifted. Since,
lifting is not required till measuring trolley reaches over TTP, it creates hump.

 So the operator of front cabin should not feed any cant value till the working cabin
reaches over TTP. Thereafter, whatever value is written on the sleeper in front of the front
cabin should be fed by the operator in the front cabin.

 When front cabin reaches at CTP1, the working cabin is still in transition portion i.e. it has
not reached at full cant value. The operator in the front cabin should keep on feeding the
Cant value at the same rate till the working cabin reaches at CTP1. Thereafter, the operator
in the front cabin should instantaneously reduce the Cant value to Max. Cant written on
the sleeper.

 Similarly when the front cabin reaches at CTP2, the cant value should be kept as Max.
Cant till the working cabin reaches at CTP2, when suddenly the cant value is reduced to
the value as written on the sleeper in front of the front cabin.

 When the front cabin reaches at TTP2, although the cant value becomes zero at TTP2, but
the cant value should be fed at the same rate by changing the direction of the toggle switch
i.e. negative cant value is fed, till working cabin reaches at TTP2, when suddenly the cant
value is brought to zero.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-72: Method of Calculation of Correction value (‘K’ Value),
Function of Pendulum- Front, Middle, Rear Pendulum & Twist
correction.

CALCULATION OF CORRECTION VALUE (‘K’ VALUE):

TRANSITION CIRCULAR TRANSITION

K K

K = 50 X SE
R

FUNCTION OF PENDULUMS:
FRONT PENDULUM: For automatic cross level correction.

MIDDLE PENDULUM: For indication only.

REAR PENDULUM: For twist correction , recording purpose, versine correction and for indication.

TWIST CORRECTION:

Rate of change of level per unit length is called twist. Only CSM machine & 3 X machine is designed
for the twist correction.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-73: Method of data feeding on Tamping
Machines - Manually and by Computer
(GVA&ALC)
METHOD OF DATA FEEDING ON TAMPING MACHINES( MANUALLY):

GENERAL LIFT:
The value of general lift is decided by survey i.e. peak value plus 5 mm. This value is fed in
general lift potentiometer in one to thousand ratio. In case of design mode target height is
feeded in place of general lift.

SUPER ELEVATION:
The value of cant is zero for the straight track. But cant value is feeded in super elevation
potentiometer whatever retain on the track on the circular curve this is constant but in case of
transition this value varies. The cant value is retain on the sleeper of the track on the outer
side.

GEOMETRY VALUE ASSESSMENT (GVA):

It is a small computer which eliminates the feeding of adjustment values from tables and
marking on sleepers. The locations of main points of curve i.e. starting of transition, end of
transition, transition length, radius, super elevation and vertical curve data etc are fed into the
computer.
The attention of the Operator is not distracted by adjustment operation, mistake in calculation
is avoided and therefore, the higher progress is achieved with improved quality.

AUTOMATIC GUIDING COMPUTER (ALC):The system have two modes, (i) geometry
mode and (ii) measuring mode
In geometry mode parameter of curve is feed in computer ALC. WinALC software draw the
curve as per parameters on screen then curve is corrected accordingly.
In measuring mode the parameters are measured first then mean value of each parameters i.e.
versine, longitudinal level are taken and displayed by the computer. The correction is done by
the computer as percentage of correction is fed by operator by seeing the position of the track
after the correction. This is almost same to the design mode.
 SUB DESCIPLINE – WORKING PRINCIPLE (LESSONS – 02 SESSIONS - 19)
Lesson-II: Leveling Session-74: Design leveling and feeding of target
height.
DESIGN LEVELING:Longitudinal section: Non-cess rail on straight track in double line
section and inner rail on curves.For single and middle line in multiple line sections, any of the
two rails which is less disturbed may be selected as datum rail, both for alignment and L-
section in straight track.
 DETERMINATION AND ADJUSTMENT OF LEVELLING ERRORS:Detailed
guidelines on ‘Survey for Vertical Profile Correction, Plotting of Vertical Profile
and Surfacing Operations’ etc. as contained in Para 2.0 to 5.0 of Ann 5.3 to IRTMM
at stations marked at 10m interval using conventional level and staff are very time
consuming because of repeated setting up (centering & leveling) of dumpy level,
change in height of instrument, difficulty in taking precise reading on conventional
staff and a lot of calculation work involved for interpolating the data. Hence, it cannot
be used at the site immediately after taking data. In view of the voluminous survey
work involved, some specially designed gadgets as given below may be
developed, which not only makes the direct measurement of ‘Design Level
Offset’ quite easy with Theodolite kept on rail but it is also more practicable,
fast, efficient and accurate.
 Theodolite Stand: Stand is modified as shown below for easy fixing over rail
head with the Theodolite at specified height (line of sight at 1.2m) to have a fixed
height of instrument. No centering and levelling of the Theodolite is required for
surfacing work in straight horizontal and inclined track as no turning of Theodolite is
required. Only correct sighting of Target staff and parallax removal at Intermediate
staff needs to be done.
1- Diopter focusing eye-piece 2- Rough Pointer 3- Tilting Screw 4- Telescope 5-
Focusing screw 6- mm graduation for height adjustment 7- Tripod 8- Air level 9-
Clamping device
 Target Staff: Height of target point on target staff is to be kept equal to the height
of instrument (1.2m) from the bottom of staff. It is designed using luminous strips for
clear visibility and also to ensure verticality without much effort.
 Graduated Intermediate Staff: It is designed as shown below to take direct
readings of lift required to be given to track, which can be transferred instantaneously.
Graduation on Intermediate staff starts from height equal to height of instrument
(1.2m) from the bottom of staff. It is designed using luminous strips for clear visibility
and Air level is also provided to ensure verticality without much effort. No negative
reading is indicated on staff, however, reading up to -25 mm can be incorporated in
the staff which may some times be used to reduce general lift at isolated points.
1- Staff 2- Air Level 3- Graduated scale 4- Application-angle 5- Supporting Tube

Mono-rail Clamping Arrangement for Theodolite and Levelling Staff

 Method of Working:
 Generally the rail, which is higher and has minimum undulation, is chosen as
the Base or Datum rail for leveling. Guidelines for selection of Datum rail is
contained in Para 1.0 of Ann 5.3 to IRTMM.
 Survey is started from obligatory points like bridges, level crossing, points &
crossings. When survey is started from other point, a level track of 15 m is
prepared and rail top level is transferred on traction mast or rail post as BM for
record. Survey of dips is done at Stations marked at 5 m interval on Base rail.
 Two high point are chosen on Datum rail at required base length (80 to 300m
interval within visual range). Care should be taken while choosing higher points
that no intermediate point is higher than the chosen points. In case negative
value appears during leveling, this indicates that the High Point has been badly
chosen.
 Height of instrument (line of sight) is fixed with respect to datum rail level.
For this fixed height of instrument the Target is sighted from Theodolite and
intersection point of Target staff is fixed with respect to rail level, which is equal
to height of line of sight with respect to rail level. Similarly height of zero point is
fixed on Intermediate staff equal to height of line of sight with respect to rail level.
Once the line of sight is fixed as above, the intermediate staff will read zero value
on each point which is on straight line joining base of target staff and base of
Theodolite stand. This is true for straight horizontal as well as inclined track. In
this way height of instrument is automatically deducted on each reading and
readings of sags are achieved without any calculations on site instantly. The
required design level offset (lift) at every alternate sleeper is worked out by
interpolating the level offsets taken at Stations. In this method neither plotting nor
computer calculations are required.

STRAIGHT HORIZONTAL

STRAIGHT INCLINED
 SUB: P.WAY, ESTABLISHMENT,ACCOUNTS,STORES &RAJBHASHA

Duration: 74 Sessions = 148 Periods

Sub Discipline -Track Technology (Lessons: 15 Sessions: 47)
Lesson-I: Introduction to Railway Organisation Session-1: History of Railways,Zonal
Railways Divisions,Production Units

History of Railways and General Features

History of Railways:
The history of railways is closely linked with the growth of civilization of mankind.
th
In 15 century stone slabs or wooden baulks were laid flush with the road surface for carriage
of heavy goods loaded on carts and drawn by animal. These were called “Tram ways’. These
Tram ways were extensively used in 16th century in mines in central Europe for carriage of
coal and other minerals.
The timber bulks were replaced by iron plates to reduce wear and these were called
‘Plate ways’. These iron plates were also substituted in course of time by angle irons to give
lateral support or better safety. The present railway track is a gradual evolution from these
‘Plate ways.’
The first public railway in the world was opened to traffic on 27th September, 1825,
when the first train made its maiden journey between Stockton and Darlington in U.K.
The maiden trip on Indian Soil of the first train consisting of one steam engine and 4
coaches was made on 16th April 1853, when it traversed a 21 mile stretch between Bombay
and Thana in 1.25 hours time. Starting from this humble beginning, the Indian Railways
system has grown up today into a giant net work consisting of 63221 route Kms.
The Indian Railways run about 13.000 trains every day, serving about 7.031 railway
stations and carry about 5112 million passengers and about 581 million tonnes of goods
traffic in a year. For moving this traffic, the Indian Railways deploy about 1441.000
(14.41lakh) employees and maintain 7,817 locomotives consisting.

Railway Board:
The responsibility of the administration and management of the Indian Railways rests
with the Railway Board under the overall supervision of the minister for railways. The
Railway Board consists of Chairman, financial commissioner for railways and five other
functional members.

The other members of the railway Board are separately incharge of matters relating to
staff, Civil Engg., Traffic, Mechanical Engg. & Electrical Engg. They function as ex-officio
secretaries to the Government of India. The board members are assisted by additional
members, executive directors & directors.

Zonal Railways:
The entire railway system has been divided into 16 zones. Zonal headquarters of each
railway are given as below:
S. No. Railway Zonal Headquarters.
1 Central Railway Mumbai V.T.
2 Eastern Railway Colcutta
3 East Central Railway Hazipur
4 East Coast Railway Bhubneshwar
5 Northern Railway New Delhi
6 North Central Railway Allahabad
 7 North Eastern Railway Gorakhpur
8 North Frontier Railway Maligaon (Guwahati)
9 North Western Railway Jaipur
10 Southern Railway Chennai
11 South Central Railway Secunderabad
12 South Eastern Railway Colcutta
13 South East Central Railway Bilaspur
14 South Western Railway Banglore (Hubli)
15 Western Railway Mumbai Churchgate
16 West Central Railway Jabalpur

Production Units:
Apart from Zonal Railways there are six production units as given below:

S. Name of Unit Headquarters Functions

No.
1. Chittranjan Locomotive Works Chittranjan Manufacture of Electric
(CLW) Locomotives
2. Diesel Locomotive Works Varanasi Manufacture of Diesel
(DLW) Locomotives.
3. Integral Coach Factory (ICF) Parambur Manufacture of
Coaches
4 Diesel Component Works Patiala Manufacture of Diesel
(DCW) components
5 Rail Coach Factory (RCF) Kapurthala Manufacture of
Coaches
6. Wheel& Axle Plant (W&AP) Bangalore Manufacture of Wheel
& Axles

Divisions:
Zonal Railways work on divisional system. Each division has around 800 to 1500kms
of track. There are 67 divisions on Indian railways. Each division works under the overall
Control of Divisional Railway Manager (DRM) who is assisted by ADRM. In Engineering
the division is headed by Sr. Divisional Engineer(C) and he is assisted by Sr.DEN/DENs.
Each Sr. DEN/DEN is incharge of around 1100 ITKM & has 2-3 ADENS to assist him in
maintenance of P. Way & Works. Zonewise break up of divisions over Indian Railways is
listed as below:

S. No. Railway Division S. No. Railway Division

1. Central Mumbai 2. Eastern Railway Howrah
Railway Bhusaval Asansol
Nagpur Malda
Pune Sealdah
Solapur
3. East Central Danapur 4. East Coast Khurda Road
Railway Dhanbad Railway Sambalpur
Mugalsarai Waltair
Sanastupur
Sonpur
5. Northern Delhi 6 North Central Allahabad
Railway Ferozpur Railway Agra
Ambala Jhansi
Moradabad
 Lucknow
7 North Izzatnagar 8 North Frontier Alipurdwar
Eastern Lucknow Railway Katihar
Railway City Lumding
Varanasi Rangia
Tinsukia
9 North Jaipur 10 Southern Railway Chennai
Western Ajmer Madurai
Railway Bikaner Palghat
Jodhpur Truchechirapa
lli
Trivendrum
11 South Secunderab 12 South Eastern Adra
Central ad Railway Chakradharpu
Railway Hyderabad r
Guntkal Kharagpur
Guntur Ranchi
Nanded
Vijayawada
13 South East Bilaspur 14 South Western Hubli
Central Nagpur Railway Bangalore
Railway Raipur Mysore
15 Western Mumbai 16 West Central Jabalpur
Railway Vadodara Railway Bhopal
Ratlam Kota
Ahamedaba
d
Rajkot
Bhavnagar
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-I: Introduction to Railway Organisation Session-2: TT Organisation on Indian
Railways , Organisation at Hd. Qtr. Level and Divisional Level,CPOH and Bridge
Workshop

TT Organization on Indian Railways

The organization shall be under the overall charge of Chief Track Engineer (Machines) of the
Railway who shall be reporting to the Chief Engineer through Chief Track Engineer. The
organization shall be responsible for the following functions:
v. Field operation of track machines,
vi. Repair and maintenance of machines,
vii. Supervision and technical services including training, and
viii. Planning and deployment of machines.

To carry out each of the above functions, chief Track Engineer (Machine) shall be assisted by
one or more Deputy CE (Machine). As given below:

CHIEF ENGINEER/TMC

DY. CE/TMC/HQ DY. CE/TMC/L

(OR)
XEN/TMC/HQ
XEN/TMC

AXEN/TMC I AXEN/TMC II

DUTIES OF AEN:

GENERAL:
The Assistant Engineer is responsible for maintenance and efficient working of all the track
machines in his charge.

IMPORTANT DUTIES:
 Inspection and maintenance of all machines.
 Ensure adherence to stipulated maintenance schedules.
 Ensure availability of necessary staff for operation.
 Ensure achievement of stipulated target.
 Ensure adequate availability of consumables and spares.
 Initiate proposals and plans for major schedule of work.
 Ensure co-ordination with other units of engineering department.
 Verification of store.
 Ensure maintenance of various records.
 Ensure availability of tools.

TRAINING OF PROBATIONERS
STAFF MATTERS
 All the section engineers and other staff working under him receive proper training in
maintenance practice.

SERVICE AND LEAVE RECORDS

WITNESSING PAYMENTS TO STAFFS
KNOWLEDGE OF RULE & REGULATION
INSPECTION BY HIGHER OFFICERS

INSPECTION OF MACHINE BY ASSISTANT ENGINEER

 Inspection of machines by the Assistant Engineer shall be carried out in detail
covering necessarily the following aspects and keep in view the Check List
Maintenance Schedule issued by RDSO:
 Health of engine.
 Condition of hydraulic, pneumatic, electrical and electronic systems.
 Condition of transmission/brake system.
 Performance of the machine.
 Staff accommodation.
 Availability of the spares with the machine.

EXECUTION OF WORKS

DUTIES OF (SENIOR) SECTION ENGINEER/TMC:

xii. The (Senior) Section Engineer/Track Machines shall be responsible for the
satisfactory operation, maintenance and productivity of the machines under his charge
and quality of work.
xiii. He shall be well acquainted with the working systems, operating instructions,
maintenance schedules, specifications of the oils/lubricants to be used, critical
components etc of machines under his charge.
xiv. He shall have thorough knowledge of the rules and regulations and procedures
concerning his work and duties as laid down in this Manual, G&S Rules, IRPWM,
Engineering Code and other departmental codes, extant orders and circulars issued
from time to time.
xv. He shall have in his possession up-to-date copies of the rule
books/documents/manuals pertaining to the safe, efficient and trouble-free working of
the machines and also other codes and books applicable and needed for the day-to-day
working.
xvi. He shall maintain the records pertaining to the machines under his charge and submit
the prescribed returns regularly.
xvii. He shall ensure discipline among the staff working under his within the framework of
rules and endeavour to keep their moral high and look after their welfare.
xviii. He shall ensure proper handing over/taking over of the charge when transfer/change
of portfolio is effected.
xix. He shall plan and ensure timely execution of the maintenance schedules of the
machines within the specified time.
xx. He shall keep himself abreast of the various methods and techniques of reconditioning
of components and availability status of spares at the Base Depot for efficient
recommissioning of the machine during breakdowns.
xxi. He shall investigate major failure of the machine critically for corrective
actions/remedial measures and for fixing responsibilities in case of failures occurring
due to lapses of staff.
xxii. He shall be conversant with the provisions in various Service Agreement/Contracts
and organize the visits of Service Engineers (scheduled or breakdown).
DUTIES OF MACHINE OPERATORS:

Each machine shall be under the direct charge of Section Engineer/Junior Engineer
hereinafter called the operator. He shall ensure the following:
viii. Operation and maintenance of the machine.
ix. Carrying out pre-block maintenance and making the machine fit for working.
x. Initial setting out for the block working and closing the work of the machine including
ramping in/ramping out of general lift to the track as in case of tie-tamping machine.
xi. Proper functioning of all the systems and components and keeping a watch on the
controls/indicators/gauges.
xii. Taking precautions for special Design Mode operations such as curve slewing etc in
case of tamping machine.
xiii. Posting of fitters/khalasis at respective places around the machine for monitoring the
work of various systems, carrying out during block maintenance (greasing, oiling,
tightening of bolts etc.) and also to attract attention of the main cabin Operator and
assist him in the event of any problem of malfunctioning of the machine or due to
track obstructions.
xiv. He shall ensure safe working of the machine and staff.
When there are more than one Operators on the machine, the senior-most Operator shall be
the Machine Incharge. In addition to his normal work as an Operator he shall be responsible
for the following functions in which he will be assisted by other Operators/staffs:
vii. Carrying out the prescribed schedule of maintenance and keeping proper records of
the same.
viii. Safe custody, accountal and replacement of the spares, Tools & Plants and
consumables issued for the machine and returning of released spares to base depot for
reclamation/condemnation.
ix. Keeping systems of the machine in working condition and ensuring the target output,
duly maintaining quality.
x. Maintaining log books and other records, sending daily and other periodical
reports/statements using appropriate fastest mode of communication.
xi. Liaisoning with the Divisional Officials for efficient working of his unit, coordination
with the Permanent Way staff and planning daily programme of machine work and
interacting with the Permanent Way staff for working in design mode, slewing of
curve etc.
xii. Actively associating during visit of firm’s Service Engineer, furnishing of such
information as may be needed for proper examination of the machine and taking
necessary follow up action.
DUTIES OF TECHNICIAN:
The main functions of Track Machine Fitters/Mechanics are:
viii. To attend to the daily and weekly maintenance schedules of machine and record the
compliance in log book.
ix. To extend help during other maintenance schedules/service checks by the Service
Engineers.
x. To keep in his custody the various tools and equipment necessary to attend repairs and
ensure their working condition.
xi. To remain vigilant during movement and working of machine and to inform the
operator of any abnormalities.
xii. To guide and supervise the semi-skilled/unskilled staff in attending to the
maintenance/repairs.
xiii. To ensure safety of the machine and men from approaching trains on adjacent lines.

Any other work assigned to him by the machine incharge

 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-I: Railway Track Session-3: Constituents of Railway Track.
Requirements of Good Railway Track, Classification of Routes. Different Gauges

1. TRACK:

It is also called permanent way. It basically consists of two parallel rails having
specified distance in between them and fastened to sleepers which are embedded in
the layer of ballast, which is spread over formation.

Rail are joined to each other longitudinally by fish plates and fastened to sleeper by
various fittings. Sleepers are placed at a specified distance and are held in position by
embedding in the ballast.
Gauge:
The perpendicular distance between inner faces of rail is called gauge. It Is
measured 13mm below from rail top.The Indian Railways operate in three different gauges
mainly Broad Gauge (1676mm), Metre Gauge (1000mm), Narrow Gauge (762mm &
610mm) wide. The broad gauge accounts for nearly 50% followed by metre gauge 43% of
the total route length. The gauge of track in India is measured as the minimum horizontal
distance between the running or gauge faces of two rails 14mm below from top of rail.The
standard gauge is 1435mm

DIFFERENT GAUGES ON INDIAN RAILWAY:

(i) B.G. (broad gauges) : - 1676 mm
(ii) M.G.(Meter gauges) :- 1000 mm
(iii) N.G. (Narrow gauges):- 762 mm
(iv) Specific Narrow Gauge:-610 mm
(v) Standard Gauge :- 1435 mm (Foreign Railways)
2. COMPONENTS OF TRACK:
Following are the main components of the track:-
(1) Rails
(2) Sleepers
(3) Fitting & Fastenings
(4) Ballast
(5) Formation
In earlier days, temporary track used to be laid for carrying earth and other building
material for construction of railway line, which used to be removed subsequently.
Permanent way is called to distinguish the final track constructed for movement of
trains from the temporary track constructed to carry building materials etc.
3. REQUIREMENT OF GOOD TRACK:
A permanent way or track should give comfortable & safe ride at maximum permissible
speed with minimum cost. For achieving the above objectives a good permanent way
should have the following characteristics:-

(i) The gauge should be correct and uniform.

(ii) The rail should have perfect cross-level.
(iii) The alignment should be straight and free of kinks.
(iv) The gradient should be uniform and as gentle as possible.
(v) The track should be resilient and elastics in order to absorb shocks and
vibrations of running trains.
(vi) The track should have good drainage so that the stability of the track is not
affected due to water logging.
 (vii) The track should have good lateral strength, so that it can maintain its stability
due to variation of temperature and other factors.
(viii) There should be provision for easy replacement and renewals of various track
components.

CLASSIFICATION OF ROUTES:

Broad Gauge Routes:

All the B.G. routes of Indian Railways have been classified based on speed criteria
as given below:

(A) Group ‘A’ Lines:

These are meant for a sanctioned speed of 160 KMPH. In this category the following
lines falls:
New Delhi – Howrah – by Rajdhani Exp. Route.
1. New Delhi – Bombay – By Frontier Main or Rajdhani Route.
2. New Delhi – Chennai Central – By Grant Trunk Route.
3. Howrah – Mumbai VT - via Nagpur.

(B) Group ‘B’ Lines:

These are meant for a sanctioned speed of 130 KMPH .
(C) Group ‘C’ Liens:
These include suburban section of Mumbai, Delhi ,Chennai and Kolkota

(D) Group ‘D’ special:

Section where traffic density is very high or likely to grow substantially in future and
sanctioned speed is 100 Kmph at present.
Group ‘D’ Lines:
Sections where Maxm speed is100 Kmph.

(E) Group ‘E’ Special:

Sections where traffic density is very high or likely to grow substantially in future and at
present the maxm. Sanction speed isles than 100 Kmph.
Group ‘E’ Lines:
These includes other sections and Branch line.

Classfication of M.G. Routes

Depending upon the importance of route, traffic carried and Maxm permissible speed. M.G.
routes are classified in three categories as Q.R. and S. routes.

(1) ‘Q’ Routes:

These routes consists of routes where the maxm permissible speed will be more than 75
Kmph. And the traffic density will be more than 2.5 GMT. Maxm speed do not exceeds
100 Kpmh. As Bangalore-Miraz route.

(2) ‘R’ Routes:

These routes will have a speed potential of 75 Kmph. and the traffic density will be more
than 1.5 GMT. Routes have further been sub-divided into 3 category depending upon the
volume of traffic as follows:
 (a) R1: Where the traffic density will be more than 5 GMT.
(b) R2: In between 2.5 GMT to 5 GMT
(c) R3: 1.5 GMT – 2.5 GMT

(3) ‘S’ Routes:

These routes will be the routes where speed potential will be less than75 Kmph and where
the traffic density is less than 1.5 GMT. These will consists of other routes which are not
covered in ‘Q’, ‘R1’, ‘R2’ and ‘R3’ routes.
‘S’ Routes have been further subdivided into 3 routes as S1, S2 and S3 etc.

SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)

Lesson-3: Formation Session-4: Formations in Embankment and Cutting.

Formation:
Formation is the prepared flat earth surface on which track ballast is laid. Formation
may be with or without sub-ballast. Top of formation is provided with a cross slope of 1 N 40
to drain off the water quickly.

Sub Grade: A formation without sub-ballast is called as sub-grade.

Types of Formation:
Formation may be of following types-
Formation in embankment: Formation prepared by depositing the soil over ground level is
called formation in embankment.
Formation in cutting: Formation prepared by excavating the soil below ground level is
called formation in cutting.
Zero fill formation: Formation where the track is laid on ground level is called zero fill
formation.

Function of Formation:
(i) To provide a smooth & uniform bed for laying of track.
(ii) To bear the static and dynamic loads transmitted to it through ballast section.
(iii) To facilitate drainage
(iv) To provide stability to the track.

Width of Formation:
Width of formation depends on the number of tracks to be laid and the gauge.
The minimum width of formation required to be provided on straight track for single
line/double line, embankment/cutting for BG as well as MG, on new construction and gauge
conversion shall be as under-

Straight Track:
Gauge Formation Single Line Double Line (m)
(m) Existing Line New Construction
BG Embankment 6.85 11.58 12.155
Cutting 6.25 10.98 11.555
MG Embankment 5.85 9.81 -
Cutting 5.25 9.21 -
 NG Embankment 3.70 7.32 -
Cutting 7.01 7.01 -

Note: (i) The above formation width in cutting does not include the requirement for drain and
width of berm.
(ii) These widths are for sections where concrete sleepers have been provided or
proposed to be provided.

Width of formation on curved track:

On curves, the actual formation width on single/double lines and track centres to be
adopted on double lines should be decided by the Chief Administrative Officer (Const.) after
giving due consideration to the following-

(i) Width of ballast shoulder

In case of LWR/CWR track the width of ballast shoulder on outside of curve shall be
500mm in place of 350mm, extra width of formation shall be taken into account for
single line and 300mm for double line.
(ii) Due to extra clearances on double line: On account of the effect of super elevation,
increase in track centres on curves with corresponding increase in formation width
shall also be taken into account

Formation profiles – The recommended track centre distance shall be as under:

(i) On BG
(a) For existing track – 4.725m
(b) For new constructions and gauge conversion, doublings – 5.305
(ii) On MG – 3.96m

Cess: The width of formation beyond toe of the ballast to the end of formation is called cess.
This additional width beyond ballast toe provides stability to formation. The level of
cess is measured with respect to top of rail and should be ensured in accordance with
ballast profile for different types of sleepers.

Height of Formation and side Slopes:

The height of formation depends upon the ground contours and gradients. Side slopes of the
formation is dependent on the shearing strength of soil and its angle of repose. In case of
clayey & sandy soil normally the side slope is 2:1 (Horizontal: Vertical) for the formation in
embankment and a slope of 1:1 in cutting or even sleeper in case of rock.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-4: Rails Session-5: Functions, Types & Standard Rail Section

(1) RAILS:

Rails are similar to steel girder placed end to end at gauge distance to provide
continuous of leveled surface for train move.

(2) FUNCTIONS OF RAILS:

Following are the main functions:-

(i) Rails provides continuous and leveled surface for movement of trains.
(ii) It provides a path way which is smooth and has very less friction like 1/5th of
road.
(iii) The rails serves as a lateral guide for running of wheels.
(iv) The rail wear various types of stresses such as vertical load, braking forces, and
thermal stresses due to temperature etc.
(v) Rails carry out the functions of transmitting load to a large surface area of formation
through sleeper and ballast.

(3) TYPES OF RAIL:

Various types of rails are:-

(1) Double Headed Rail (D.H. Rails):

Originally these rails were used having identical heads on both the sides, so that these
may be used on both the sides.

(2) Bull Headed Rail (B.H .Rails):

The shape of these rails is similar to D.H.R. and only difference is that
its head has more metal to allow wear & tear, so that it may run for long life.

(3) Flat Footed Rails (F.F.Rails):

These rails are having inverted ‘T’ cross-section and can be directly
fixed to the sleeper with the help of spikes. These rail have been standardized for use
in Indian Railways. These rails have more economical design giving greater strength
& Lateral stability.
 Sub Discipline-Track Technology (Lessons: 15 Sessions: 47)
Lesson-I: Rails Session-6: Standard length, Rolling marks & UTS

Standard Length of Rail:

Theoretically longer the rail, lesser are the number of joints and fittings and lesser
should be the cost of construction and its maintenance. Longer rails are not only economical
but give smoother and comfortable riding of trains. The length of rails is however, restricted
due to the following factors.

(i) Lack of facilities for transport of longer rails particularly on curves.

(ii) Difficulties in handling of long rails.
(iii) Uneconomical in manufacturing very long rail.
(iv) Difficulties in having a bigger expansion joint for long rails.
(v) Heavy internal thermal stresses in long rails.

Taking the above factors limit consideration. Indian Railways have standardized 13
metres rail length previously (42 ft. for Broad Gauge and 12 meters previously 39 fit) for MG
and NG track. Indian Railways are also planning to use 26 meters long and even longer rails
on its system.

Every rail rolled has a brand on its web, which is repeated at interval such:
IR – 90R-TISCO-II 1985-Basic BASSEMER
The abbreviations used indicates
(i) IR : Indian Railways
(ii) 90R : Weight and type of section; 90 ibs/yard rails as per revised
British specifications.
(iii) TISCO : Tata iron and Steel Company
(iv) If 1985 : Month and year of manufacture; Feb. 1985
As per IRS/T-18-88, the brand marks are being revised and these will be as follows:
IRS-52kg-710-TISCO-11 1991 → OB
The explanation for various new abbreviations is as given below:

(i) IRSE-52-kg : Number of IRS rail section i.e. 52 kg or any other section.
(ii) 710 : Grade of rail section i.e. 710 or 880.
(iii) TISCO : Manufacturer’s name i.e. Tata Iron & Steel Co. or any other
firm.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-V: Sleepers Session-7: Functions, Types & Sleeper Density

SLEEPERS

Sleepers are transverse ties on which rails are laid:

1. Functions of Sleeper:-
(1) Holds rails to correct gauge and alignment.
(2) Give a firm and even supports to rails.
(3) Transfer the load evenly from rails to the wide area of ballast.
(4) Act as an elastic medium between rail and ballast to absorb shocks and vibrations of
moving loads.
(5) It provides longitudinal and lateral stability to permanent way.

2. Types of Sleepers:
i) Wooden sleeper
ii) Steel sleeper
(a) Cast iron steel sleeper
(b) Steel trough sleeper
iii) Concrete Sleepers
(a) Mono block concrete sleeper
(b) Twin block
3. Sleeper Density: It is the no .of sleepers used per rail length.
Length of each rail = 13m (B.G.), 12m (M.G.)

Sleeper density is expressed as M + X or N + Y

Where M or N is the length of rails in meters or Yards respectively and X and Y is the
variable no. For example:

In B.G. the no. of sleeper per rail length for a sleeper density M + 7 will be 20 or 1540
sleepers per kilometer of rail.

Sleeper No. of sleeper Exact c/c spacing required C/c spacing to be provided in
density per kilometer as per calculation the filed
L.W.R. S.W.R.
M+8 1660/Km. 60.24 cm 60 -
M+7 1540/Km. 64.93 cm 65 66
M+4 1310/Km. 76.33 cm - 78

4. REQUIREMENTS OF AN IDEAL SLEEPERS:

The ideal sleeper should normally fulfill the following requirements:

i) The initial cost as well as maintenance cost should be minimum.

ii) The weight of sleeper should be moderate, so that it is possible to handle it easily.
iii) The design of sleeper and fastenings should be such that it is possible to fix and
remove the rails easily.
 iv) The material of sleeper and its design should be such that the sleepers do not break
or get damaged while packing below the sleepers.
v) The sleeper should be such that it is possible to maintain and adjust gauge
properly.
vi) The sleeper should have sufficient bearing area.
vii) The design of sleeper should be such that it is possible to have track circuiting.
viii) The sleeper should have anti-sabotage and Anti-theft quality.

SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)

Lesson-V: Sleepers Session-8: Requirements of PRC sleepers- their advantages
and disadvantages

CONCRETE SLEEPER
The use of concrete sleepers on Indian Railways becomes necessary due to following
reasons.
i) Scarcity of good quality of timber.
ii) High cost of maintenance in wooden and steel sleepers.
iii) Introduction of high speed and heavier axle loads.

ADVANTAGES OF CONCRETE SLEEPERS:

(i) Concrete sleepers being heavy, gives greater strength and stability to track and are
suitable specially for LWR/CWR due to great resistant to buckling .
(ii) Concrete sleepers with elastic fastening provide a track which can maintain better
gauge ,cross level and alignment and retains packing well.
(iii) Concrete sleepers have flat bottom therefore they are best suited for modern method
of maintenance.
(iv) These can be used in track circuited areas or track circuited section.
(v) These have longer service life approx 50 years.
(vi) It has anti-sabotage and anti-theft quality.
(vii) Not susceptible to fire hazard.

Disadvantages:
1. Being heavy, their handling and maintenance is difficult and mechanical means
have to be adopted for this.

2. They get heavily damaged in the case of derailment as they are brittle and hard.

3. Nil scrap value.

 TYPES OF CONCRETE SLEEPER:

PRC

Pre stress mono block Twin block ordinarily reinforced

Concrete sleeper concrete sleeper.

Pre-tensioned Post tensioned

SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)

Lesson-VI: Fastenings Session-9: Rail to Rail fastenings

Track fittings are of two types:-

(1) Rail to rail fittings
(2) Rail to sleeper fittings.

RAIL TO RAIL FITTINGS:

These fittings are used for tieing one rail to another longitudinally in same horizontal and
vertical plane. One of the main fittings of such types of rail is fishplate. Fishplate is called, so
as its section looks like a fish.

TYPE OF FISHPLATE:
Fishplates are of following two types:
i) Ordinary fishplate
ii) Combination fishplate.

(i) Ordinary Fishplate:

These plates are having I-section. These are used to connect similar line section together,
such as 90R rail to 90R rail and 60 Kg rail to60 Kg rail.

(ii) Combination Fishplate:

These are used for connecting the rail length of two different rail sections. Such as 90R rail
to 52 Kg rail, 52 Kg rail to 60 Kg rail. The combination fishplates are designed so as to
suit the two rail sections.
No expansion gap is kept at such joints so as to give more strength. A common top table
and gauge face of the two rail section is available with the help of the Junction fish plates
or combination fish plates in-spite of varying depth & thickness of the section.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VI: Fastenings Session-10: Rail to Sleeper fastenings

ELASTIC FASTENING:
Fastenings are subjected not only to severe vertical, longitudinal and lateral forces also to
heavy vibrations. With increasing load and speed, their effect become more and more severe,
with the result that the conventional rigid fastenings are not able to withstand these and start
working loose.
Therefore some such fastenings are to be adopted which are able to withstand shocks and
vibrations. Elastic fastenings possess all these qualities.

i) E.R.C. (Elastic Rail Clip or Pendrol):

It is made out of a round steel spring bar 20.6 mm of dia and has a typical shape. It exerts
toe load on the foot of the rail, of around 710 Kg to 1100 Kg, when fitted with proper
rubber pad and liner.

ii) Rubber Pad:

It is an integral part of an elastic fastenings. It is provided between rail and sleeper to
absorb or dampers the vibrations and shocks and provides a cushioning effect between the
bottom of rail and sleeper. It is made of special quality of rubber and has longitudinal
groove in both sides.

iii) Liner:
These are used with concrete sleepers and are provided between the toe of the pendrol clip
and rail foot. These are of two types:
(a) Steel Liner: It is used on non circuited track areas.
(b) Insulating Liner: These are used on track Circuited areas/sections.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VII: Ballast Session-11: Functions & Specifications

Ballast is the layer of broken stone placed and packed below and around sleepers.
Broken Stone – grit:

Functions of Ballast:

1. To transfer and distribute the load from sleeper to a large area of formation.
2. To provide elasticity and resilience to track for getting proper riding comfort.
3. To provide necessary resistance to track for longitudinal and lateral stability.
4. To provide effective drainage to track.
5. To provide effective means of maintenance.

BALLAST SPECIFICATIONS:
Ballast should be hard, tough, angular, durable, non porous and non water absorbent. It
should resist attrition. It should be machine-crushed. It should be cheap and economical.
Ballast should not be flaky ( )

SIZE OF BALLAST AND ITS GRADATION:

(a) Retained on 65mm square mesh sieve-NIL
(b) Retained on 40mm square mesh sieve-40-60%
(c) Retained on 20mm square mesh sieve7,98% machine crushed and 7,95% hand
crushed size of sieve – 100cm x 70cm x 10cm.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Session-12: Functions & Important terminology.

POINTS & CORSSINGS

Functions:-
Points and X-ing are provided to transfer a vehicle from one track to other. The points which
consist of a pair of switches gives the facility of diverting and X-ing provides gap in the rails
to be crossed by flanged wheel. A complete set of point and X-ing along with lead rails is
called turnout. It is designated or called as R.H. and L.H. turnout depending upon direction of
traffic diverted by it.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Session-13: Constituents of Turnout.

CONSTITUENTS OF POINTS AND CORSSING:

1. Tongue Rail:
It is the tapered moveable rail made up of high carbon and manganese steel to withstand
wear. It is connected to lead rail at its thicker end.

2. Stock Rail:
It is the running rail against which the tounge rail operates.

3. Switch:
A pair of tounge rail and stock rail with necessary connections and fittings form a switch.

4. Points:
A pair of tounge rails along with their stock rails are termed as points.

5. Turn Out:
It is an arrangement of point and X-ing with lead rails by means of which rolling stock
(Vehicles) may be diverted from one track to another track.

6. X-ING:
X-ING is introduced at the junction where two rails X-each other. It permits the wheel
flange of railway vehicle to pass from one track to another track.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Crossings Session-14: Types of switches.

SWITCHES:
There are two types of switches:

1. STUB SWITCH:
In this type of switch no separate tounge rail is provided and some portion of the track is
moved from one side to another side. These are obsolete now.

2. SPLITS WITCHES:
It has a pair of stock rail and a pair of tounge rail split switches are of two types:

(a) Loose Heel Type:

In this type, the switch rail or toung rail finishes at the heel of the switch. In order to
enable the free end of the toung rail to be moved, two bolts of the heel block are kept
loose.
(b) Fixed Heel Type:
In this type of switch, toung rail does not end at heel of the switch, but it extends further.
The movement of the toung rail is made on account of the flexibility of toung rail by
increasing its length.

TOE OF SWITCHES:
Depending upon the mode of machining of toe of switches, they may be of the following
type.

(1) UNDER CUT SWITCH:

This is the type of switch the foot of the stock rail is machined to accomodate toung rail.

(2) OVER RIDING SWITCH:

In this type of switch the stock rail has the full section and the toung rail is planned to
6mm thick edge which over rides the foot of the stock rail.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Crossings Session-15: Switch Angle, Flange way clearance,
Heel divergence, Throw of switch.

1. Switch Angle:
It is the angle between the gauge faces of stock rail and tounge rail at theoretical toe of
switch (TTS). This angle depends upon heel divergence and length of tounge.

2. Flange Way Clearance:

It is the distance between adjoining faces of running rail and wing rail/check rail near the
x-ing. It is meant for providing clearance for the passage of wheel flange. Limiting value
are:
Maxm Minm
B.G 48 44

M.G. 44 41

At L /X-ING 51 57 mm

3. Heel Divergence:
It is the distance between gauge faces of stock rail and tongue rail at heel joint.

4. Throw of switch:
It is the distance through which the tongue rail moves laterally at the toe of the switch for
movement of trains limiting value are:

Maxm Minm
B.G. 115 95
M.G. 100 89
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Crossings Session-16: Types of Crossings, Crossing
number & Main constituents of Built-up Crossing

TYPES OF CROSSING:

A. ON THE BASISOF CROSSING ANGLE CROSSINGS MAY BE DIVIDED INTO:

(i) Acute Angle Crossing:

An acute angle crossing or V-crossing is in which the intersection of two
gauge faces form an acute angle.

(ii) Obtuse Angle Crossing:

In this crossings gauge faces form on obtuse angle at the point of intersection.

(iii) Square Crossing:

In this case two gauge faces intersect each other at 90.

B. FROM THE MANUFACTURING POINT OF VIEW CROSSINGS CAN BE TWO

TYPES:

(i) Built up Crossing:

In this crossing two wing rails and nose are assembled together with the help of bolts
and distance blocks. These are being used broadly on Indian Railways.

(ii) Cast Manganese Steel Crossing:

In this crossing no bolts are there. This piece is one piece cast crossing which needs very
little maintenance.

CROSSING NUMBER

Number and angle of crossing:

A crossing is designated either by the angle the gauge faces make with each other or
more commonly by the number of crossing represented by ‘N’. There are three methods of
measuring the number of crossing and the value of ‘N’ depends upon the method adopted.
The methods.

Right angle method:

This is the method used on Indian Railways. In this method, the measurement of N is
taken along the base of a right angled triangle. This method is called ‘Coles ‘method.
N
Cot a = 1
or N = Cot a
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Crossings Session-17: Standard Turnouts & permissible
speed

Speed on the Turnouts:

The design of the turnouts and permissible speeds are closely linked with each other
as the forces coming on the turnout are dependent on the speed. The turnouts on IR are
curved without the superelevation and transition hence the speed on the turnouts is restricted
due to comfort, safety and the maintainability criteria.

Upgradation of speeds on Turnouts and loops upto 30 kmph:

Speed in excess of 15 kmph shall be permitted on turnouts laid with ST or PRC
sleepers only. All turnouts on running loops shall be laid with curved switches. With
minimum rail section being 52 kg. All rail joints on these turnouts shall be welded to the
extent possibly. Permissible speeds on curved switches ten sw1 shall be as under:
1. 1 in 8½ sw 1.5 kmph.
2. 1 in 8½ symmetrical split with curved switch. 30 kmph
3. 1 in curved switch 30 kmph
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-VIII: Points & Session-18: Position of Sleepers at Points & Xing

Position of sleepers at Points & Crossing:

The sleepers are normally kept perpendicular to track. At points and crossings a
situation arises when sleepers have to cater for the main line as well as for turn out portion.
Longer sleepers are used for some length of the track for this purpose.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Session-20 Evil effects of Rail Joints

WELDING OF RAIL

NECESSITY OF WELDING:
The rail joint is the weakest link in a railway track and therefore causes certain maintenance
problem.

Following are the evil effects of rail joint:

i) Due to moving load’s in pact on the joint ballast under the joint sleeper get loosed.
ii) The life of rail, sleepers and fastenings gets effected adversely. The rail ends
particularly get battered and hogged and chances of rail failure at joint increases.
iii) Lot of noise pollution is created due to rail joint, making the rail travel
uncomfortable.
iv) Due to a rail joint, there is a danger of removal of fish plates and rails by the
miscreants and chances of subotage increases.
v) Due to rail joint, there is excessive wear and tear of track components and rolling
stock.
vi) Pressure of rail joints, results in increased fuel consumption.
vii) 25% extra labour is required for maintenance of joints.

Due to these evil effects of rail joints we go for welding of rail joints.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Session-21: Different types of welding

The various types of rail welding techniques are as follows:

(1) OXY – acetylene welding
(2) Electric arc welding.
(3) Electric are welding
(4) Flash butt welding
(5) Alumino -thermit welding

(1) Oxy Acetylene or Gas Pressure Welding:

In this type of welding necessarily heat is produced by a combination of oxygen and
Acetylene gas. The rail ends to be welded are brought together and heat is applied
through a burner. Temperature upto 12000C to14000C is achieved, so that the metal of
the rail ends get melted and fusion takes place ,welding the rail ends together.

(2) Electric Arc Welding:

In this method the heat is created by the passage of electric current across a gap
between two conductors. About 35000c temperature is achieved, causing the two rail
ends weld together.

(3) FLASH BUT WELDING:

In this method heat is generated by electric resistance. The two rail ends are brought
together, so that they almost touch each other. The electric energy is switched on,
thereby allowing an electric current of about 5 volt and 35000 ampere to pass between
faces of two rails; lot of flashing takes place and considerable heat is generated rising
the temperature from 10000c-15000c. At this time the rail ends are pressed together
causing welding of the rails.

(4) ALUMINO – THERMIT WELDING:

This is the only form of site welding. Its principle is that when a mixture of finely divided aluminium and iron oxide called thermit
mixture is ignited a chemical reaction takes place with evaluation of heat, producing
iron and Aluminium oxide. The iron released from the reaction is in molten condition
(24500c), which is poured in the gap between the two rails, welding the rail ends
together. The equation which follows is:
2Al + Fe2O3 ……….> Al2O3 + 2Fe + heat
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-22: Development of Welded rails.

Development of Welded Rails:

Indian Railways keeping in pace with the advanced Railways of the world, have made
phenomenal progress in welding of rails in the last few decades. The development of welded
rails has been necessitated due to economic considerations coupled with the technical
advantages that a welded track possesses over the fish plated track. Rails were initially
welded into panels of rails, 5 rails and 10 rails. The development of these rail panels, called
short welded panels (S.W.P.) or short welded rails (S.W.R.) was the first stage of
development in the country. In course of time, the track technology got considerably
advanced and a new concept of ‘locking up of stresses’ in the rail, thereby resisting its
longitudinal movement was developed. Accordingly, long welded rails of varying lengths
were laid to eliminate rail joints and to get more advantages of welding. A time has now
come when the concept of ‘continuous welded rails’ is getting fast developed and welded
rails are being laid continuously so as to get full advantages of joint less track.

As per present practice, the rules are welded for the block section from station to station
to get maximum advantages of a welded track and also to minimize the use of switch
expansion joint.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-23: Welding Terminology

IMPORTANT DEFINITIONS:

1. L.W.R. (Long Welded Rail):

It is a welded rail, central part of which does not have any longitudinal movement due to
temperature variation. Length of rail more than 250 meter in B.G. and 500 m. in M.G.
should function as L.W.R.

2. S.W.R. (Short Welded Rail):

It is a welded rail, which contracts and expands throughout its length. It is generally
three rail length long.

3. Breathing Length:
It is the length at each end of L.W.R. or C.W.R. which is subjected to contraction or
expansion on account of variation in temperature.

4. S.E.J. (Switch Expansion Joint):

It is an expansion joint installed at each end of L.W.R.. to permit expansion or
contraction of the adjoining breathing length due to temperature variation.

5. Anchor Length:
It is the length of the track required to resist the pull exerted on rail by rail tensor during
distressing.

For B.G., Anchor length = La = 2.5 ( tooc – tpoc) in meter.

For M.G., La = 4.5 ( tooc – topc) in meter

Where, to = stress free temperature.

o = Prevailing rail temperature.

6. Destressing:
The operation under taken with or without rail tensor to secure stress free condition in
L.W.R. at a specified rail temperature is called destressing.

7. RAIL TEMPERATURE:
It is the temp. of rail as recorded by an approval type of rail thermometer at site.

8. MEAN RAIL TEMPERATURE :

Mean rail temperature of section is the average of maximum and minimum rail
temperature recorded for that section for last five years.

Mean rail temperature tm = Maxm Rail temp. + Minm. R.T.

2
RANGE OF TEMPERATURE:
= Maxm. Rail temp. – Minm. Rail temp.
Ex. = 60oC – (-10oC)
= 70oC

Temperature map of Indian Railway shows the range of temperature and mean rail
temperature of different places in India.

Ex. – Bombay 60oC (20oC)

Ze. Range of temperature = 60oC
Mean Rail temperature= 20oC

9. Prevailing Temperature:

It is the rail temperature prevailing at the time when any operation connected with de-
stressing is carried out, denoted by to.

10. Stress Free Temperature ( to):

It is the rail temperature at which the rail is free of all thermal stresses . At this
temperature, there is no thermal stresses in the rail panel.

11. DESTRESSING TEMPERATURE ( td):

It is the average rail temperature during the period of fastenings of rails to sleepers after
de-stressing the L.W.R. without using tensor. If rail tensor are used, for all practical
purpose, td can be taken as to. De-stresing temperature ranges are as follows.

Rail section De-stressing temperature range (td-range)

52 Kg & higher section - tm + 5 to tm +10
other section - tm to tm +5
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-24: Theory of Welded rails.

THEORYOF L.W.R.:

The theory of expension and contraction of metals with the increase or decrease of
temperature is well known.

A rail also expands and contracts depending upon the variation in temperature. The
expansion of the rail is the function of:

1.Co-efficient of linear expansion of rail material (x), x = 1.152 x 10-5/oC

2.Length of the rail (L)
3.The variation in rail temp. ( T)

Normally a free rail would have experienced longitudinal movement corresponding to the
variation in the rail temperature but rails are fastened to sleepers, which are embedded in
the ballast, these expansion and contraction due to temperature change are restricted
because of the restrain offered by the above factors. The restrain in the longitudinal
movement of the rail gives-rise to the internal stress in the metal called locked-up stresses
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-25: Thermal forces in LWR.

The resulting force known as thermal force given by

P = E.A.X.T

Where, E = Modules of elasticity of rail/metal

= 2.15 x 106t Kg/cm2
A = Cross-section of rail section in cm2
X = Co-efficient of linear expansion
T = Temperature variation in oC.

For 52 kg rail.

Area of cross section = 66.15 cm2

P = EAXT

i.e. P = EAXT
= 2.15 x 106 x 66.15 x 1152 x 10-5 x 10
= 1.638 tonnes
S = Wt. of rail = A x l x f

A = S, where l = 1 meter
f f = density
P = Ex S x  x t
f

P = 31.5 x S x T in Kg.

When t = 1oC.
P = 31.5 x 52 x 1
1638 Kg
1.638 tonnes.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-26: Permitted locations of LWR/CWR.

Permitted Locations for LWR/CWR:

General:
i) Complete track renewals (Primary) shall provide for LWR/CWR. Existing rails laid on
permitted locations may also be converted into LWR/CWR provided they meet the
requirements of welding.
ii) New constructions/doublings/gauge conversions, permanent diversions shall be opened
with LWR/CWR.
iii) In goods running lines, goods yards, classification, reception yards rail joints may be
welded if the condition of all the track component is sound.

LWR/CWR shall not be permitted on locations where:

i) Rails are subjected to heavy wear, corrosion, corrugation needing frequent renewals.
ii) Formation is weak and track deformations are large likely leading to buckling.
iii) Formation soil is susceptible to pumping failure causing excessive migration of soil into
the ballast cushion needing frequent opening & screening.
iv) Track is vulnerable to frequent flooding, subsidence and breaches.

Alignment:
i) LWR/CWR shall not be laid on curves sharper than 440m radius both for BG & MG.
However in temp. zone 1.LWR/CWR may be laid on curves upto 360m radius (50) on
BG with following additional precautions:
 Min. track structure should be 52 kg rail laid on PSC sleepers with M 7 sleeper
density and 300 mm clean ballast cushion.
 Shoulder ballast for curves sharper than 440 m should be increased 600 mm on
outside of curve over a length of 100 m on either side of common tangent point.
 Reference marks should be provided at every 50m interval to record deep if any.
 Each curve of length 250m should preferably be provided with SE on either side
which should be located in straight track at 100 m away from the tangent point.

ii) LWR/CWR may be continued through reverse curves not sharper than 875m radius. For
reverse curves sharper than 1500 m radius shoulder ballast of 600 mm over a length of
100 m on either side common tangent point shall be provided on out side of curve.

Gradients:
The steepest permitted grade shall be 1 in 100.

Vertical curve:
A vertical curve shall be provided at the junction of grade when the algebric difference
between two grades is either equal to or more than 4 mm per meter or 0.4%. The min. radius
of the vertical curve shall be kept as under:

BG MG
Route Min. Radius Routs Min. Radius
A 4000m
B 3000m All routes 2500m
C,D&E 2500m

Any deviation from above shall require the approval of territorial Chief Engineer.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-27: Different Temperature Zones.

DIFFERENT TEMP. ZONES

TEMPERATURE ZONES:
Indian Railway is divided into four temperature joins.

South
Zone Range of Temperature in ‘C’

I 40 – 50
II 51 – 60
III 61 – 70
IV 71 - 76

North India
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-IX : Welding of Rails Session-28: De-stressing

DESTRESSING OF L.W.R.
Whenever these is abnormal behaviour of L.W.R. indicated below, the distressing should be
done:

1. Gap in S.E.J: Whenever the gap differs beyond limit specified.

2. After special maintenance operation: Such as deep screening, lifting, lowering,

sleepers renewal.
3. Unusual occurrence: Such as rail fracture derailment, accident and breach.
4. After every three years as a maintenance operation
5. When breathing length is found to be excessive in spite of fastenings
being tight & the packing in sound condition or when any appreciable
movement is observed in non-breathing portion of track.
6. Initial de-stressing after laying must be done after passage of 10 GMT or one
year. Which ever is later at the discretion of Chief Engineer.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-X: Track Renewals Session-30: Classification of Track Renewals

TRACK RENEWALS:
Permanent Way Renewals:
Classification of Renewals –
(1) All track renewals can be classified generally into one of the following categories:
(1) Complete Track Renewal (Primary) abbreviated as C.T.R. (P)
(2) Complete Track Renewal (Secondary) abbreviated as C.T.R. (S)
(3) Through Rail Renewal(Primary) abbreviated as T.R.R. (P)
(4) Through Rail Renewal (Secondary) abbreviated as T.T.R. (S)
(5) Through Sleeper Renewal (Primary) abbreviated as T.S.R. (P)
(6) Through Sleeper Renewal (Secondary) abbreviated as T.S.R. (S)
(7) Casual Renewals.
(8) Through Turn-out renewal (TTR)
(9) Through Fitting renewal (TER)
(10) Through Weld renewal (TWR)
(11) Through Bridge timber renewal (TBTR)
(12) Scattered renewal

(2) Primary renewals are those where only new materials are used and secondary renewals
are those where released serviceable materials are used.
(1) Scattered Renewal- In this case, unserviceable rails, sleepers and fastenings are replaced
by identical sections of serviceable and nearly the same vintage track components.
These are carried out in isolated locations and not more than 10 rails and/or 250
sleepers in a gang beat in a year. Such renewals are a part of normal maintenance
operations.
(2) Casual renewal – In this case, unserviceable rails, sleepers and fastenings are replaced
by identical sections of serviceable and nearly the same vintage or new track
components. These are carried out in isolated locations of continuous but small
stretches. Such renewals are not a part of normal maintenance operations and cannot be
covered under scattered renewals.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-X: Track Renewals Session-31: Factors governing Track Renewal

Factors Governing Permanent Way Renewal:

(1) Criteria for Rail Renewal – The following are to be considered in connection with the
criteria of rail renewals:
 Incidence of rail fractures/failures.
 Wear on rails.
 Maintainability of track to prescribed standards.
 Expected service life in terms of Gross million tonnes carried.
 Plan based renewals.

(a) Incidence of Rail Fractures/Failures – A spate of rail fractures on a particular

sections having 5 withdrawals of rails per 10km. in a year due to fracture and/or rail
flaws detected ultrasonically failing in the category of IMR & REM will have priority
while deciding rail renewals. In case the rail failures at fishplate/welded joints are pre-
dominant, end cropping with or without welding could be considered.
(b) Wear on Rails – (i) Limiting Loss of Section- The limiting loss in rail section, as a
criterion for recommending rail renewals shall be as under:

Guage Rail Section Loss in section in percentage

52 kg./metre 6
B.G.
90 R 5
75 R 4.2
M.G.
60 R 3.25

Rail wear may be determined by actual weighment, taking rail profiles at ends after
unfishing joints and taking rail profiles with special profile measuring gadgets.

(ii) Wear due to corrosion – Corrosion beyond 1.5mm in the web and foot may be
taken as the criterion for wear due to corrosion. Existence of the localised corrosion such as
corrosion pits, specially on the underside of the foot, acting as stress raisers from the origin of
fatigue cracks and would necessitate renewals.
(iii) Vertical Wear – When the reduction of the depth cf the rail head reaches a point
beyond which there is a risk of wheel flanges grazing the fish-plates, such rails should be
renewed. The limits of vertical wear at which renewals are to be planned are given as below.

Vertical Wear

Rail Section Vertical Wear

Gauge
B.G. 60 Kg/metre 13.00 mm
52 Kg/metre 8.00 mm
90 R 5.00 mm

M.G. 90 R 4.50 mm
60 R 3.00 mm

Lateral wear is to be measured at 13 to 15 mm, below the rail top table. Worn rail
profile should be recorded and superimposed over new rail profile to find out the lateral wear.

(b) Maintainability of track to prescribed standards-

(i) There may be cases, where renewals may be necessary on the following considerations
viz.
(1) Poor running quality of track in spite of extra maintenance labour engaged for
maintaining the same,
(2) Disproportionate cost of maintaining the portion of track in safe condition.

(ii) The condition of rails with regard to hogging/battering, scabbing and wheel burns and
other conditions such as excessive corrugation of rail as can be ascertained by visual
inspections, with affects the running quality of track, and make the track maintenance
difficult and uneconomical, should be taken into account while proposing renewals.
(iii) Renewals of rail due to hogged and battered rails ends should be considered only if
other remedies have not been found to be effective.
(c) Renewals on consideration of service the life in terms of total G.M.T. of traffic carried
– The rail shall be planned for through renewal after it has carried the minimum total
traffic as shown below-

Gauge Rail Section Total G.M.T. carried for Total GMT carried
T.12 Med. Manganese for 90 UTS rails.
Rails
B.G. 60 Kg/m 550 800
52 Kg/m 350 525
90 R 250 375
M.G. 75 R 150 -
60 R 125 -
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XI: Maintenance of Track Session-32:General Instructions as contained in
IRPWM

System of Track Maintenance:

1. System to be adopted – The track should be maintained either by conventional system
of track maintenance or by 3-tier system of track maintenance.
2. Details of Maintenance Works –
(a) In both the systems, track requires to be overhauled periodically with the object of
restoring it to best possible condition, consistent with its maintainability. Periodicity of
overhauling depends on several factors, such as type of track structure, its age, volume
of traffic, rate of track deterioration, maximum permissible speed, system of traction,
condition of formation etc. Irrespective of the system of track maintenance adopted, it is
obligatory to overhaul specified lengths of gang beat annually. The length of the section
to be overhauled shall be such that complete overhauling of track will be accomplished
within a specific period (normally 3 to 5 years).
(b) Immediately after cessation of mansoon, the run down lengths should be quickly
attended to, to restore the section to good shape. After this is done overhauling/through
packing of track should be taken in hand. After completion of one cycle of systematic
through maintenance, track should be attended to wherever required.
(c) In any system of maintenance it is necessary to allot certain number of days in a week
for ‘picking up slacks’ to ensure that whole gang length is in safe condition for passage
of trains.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XI: Maintenance of Track Session-33: Provisions on Regular Track
Maintenance as contained in IRPWM

Through Packing:
Conventional Maintenance By Beater Packing – General: Through packing shall
consist of the following operations in sequence. The length of track opened out on any one
day shall not be more than that can be efficiently tackled before the end of the day:
(a) Opening of the road.
(b) Examination of rails, sleepers and fastenings.
(c) Squaring of sleepers.
(d) Slewing of track to correct alignment.
(e) Gauging.
(f) Packing of Sleepers.
(g) Repacking of joint sleepers.
(h) Boxing of ballast section and tidying.
Through packing is best done continuously from one end of a gang length towards the
other.
Track Maintenance by Machines:
General – Mechanical maintenance of track involving use of “on track machines” should be
planned, on long continuous lengths.
Systematic Overhauling:
(1) Sequence of Operations – Overhauling should consist of the following operations in
sequence:
(b) Shallow screening and making up of ballast.
(c) All items attended to, while doing through packing.
(d) Making up the cess.
(2) Shallow Screening and making up of Ballast.
(a) For good drainage periodical screening of ballast is essential.
(b) In the case of manual maintenance, the crib ballast between sleepers is opened out to a
depth of 50 to 75mm. below the bottom of sleepers, sloping from the centre towards
sleeper end. For machine maintained section, the crib ballast in the shoulders should
be opened out to a depth of 75 to 100mm. below the bottom of sleepers, sloping from
the centre towards sleeper end. The ballast in the shoulders opposite to the crib as well
as the sleepers is removed to the full depth. A slope is given at the bottom sloping
away from the sleeper end. The ballast is then screened and put back. Care should be
taken to see that the packing under the sleepers is not disturbed and the muck
removed is not allowed to raise the cess above the correct level.
(c) Two contiguous spaces between sleepers should not be worked at the same time.
(d) Screening should be progressed in alternate panels of one rail length. In no
circumstances should several rail lengths of track be stripped of ballast.
(e) Where drains across the track exist, they should be cleaned and filled with boulders or
ballast to prevent packing from working out and forming slacks.
(f) After screening, full ballast section should be provided, extra ballast being run put
previously for the purpose. Work should be commenced after making sure that the
ballast will not be seriously deficient. Deficiency, if any, should be shown in the
central portion of sleeper and this also should be made up soon.
(3) Through packing of track – The detailed operations are described in Para 224. Through
packing may be done either by conventional beater packing, or by using machines.
(4) Making up of Cess – Cess when high should be cut alongwith overhauling and when
low should be made up. A template should be used for this purpose.
(5) General – Overhauling should be completed before the end of March. In the case of
L.W.R. territory, the provisions in L.W.R. Manual should be followed.
(6) Screening in Welded area – In the case of S.W.R. area screening may be carried out at
rail temperatures and conditions.
SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XI: Maintenance of Track Session-34: Provisions on Works incidental to
Regular Track Maintenance with thrust on Deep Screening.

3-tier System of Track Maintenance:

3-tier System of track maintenance shall be adopted on sections nominated for mechanized
maintenance. This shall consist of the following 3 tiers of track maintenance.

(i) On-track machines (OMU)

(j) Mobile Maintenance Units (MMU)
(k) Sectional Gangs.

Picking up Slacks – Slacks usually occur on stretches of yielding formation on high banks
and cuttings, on approaches of bridges, on badly aligned curves, where ballast is poor in
quality or quantity or where drainage is defective. Attention to slacks should be need based,
need for the same being determined by inspections and results of track recording. Picking up
slacks shall be done where the alignment is kinky or top level is uneven and the track has to
be restored to normal condition quickly. The quantum of work turned out by a gang during
the day will depend on the extent of slacks. In all cases sighting is done, the defects assessed
and marks made on sleepers to be dealt with in chalk. The marked sleepers should then be
dealt with as in through packing care being taken to see that the packing of adjacent sleepers
does not get disturbed. In case a large percentage of sleepers needs attention in a rail length,
the entire rail length should be attended to. The marking of defects shall be as indicated
below:

Defects Symbol Place of indication

Cross levels C-2 On the sleeper inside gauge face.
Loose packing H or P On the sleeper outside the gauge face
Gauge O± On the sleeper inside the gauge face.
Unevenness → ← On the rail web on gauge face side.
Alignment ↓ On the foot of rail inside the gauge
→ face.

It is imperative that when joints are picked up, at least three sleepers on either side of
the joints are packed. Picking up slacks may be done, by conventional method or by off-track
tampers. In the case of a low joint, the fishplates should be slightly loosened and the joint
tapped, so that the rail ends are, rendered free and are capable of being lifted. After the joint
is thoroughly packed the fishplates should be tightened again.

Works Incidental to Regular Track Maintenance:

Deep Screening of Ballast:

General –
(a) It is essential that track is well drained for which screening of ballast should be carried
out periodically. Due to presence of bad formation, ballast attrition, excessive rain fall
and dropping of ashes and ore, ballast gets chocked up and track drainage is impaired.
In such situations, it becomes necessary to screen the entire ballast right up to the
formation level/sub-ballast level. Further through screening restores the resiliency and
elasticity of the ballast bed, resulting in improved running quality of track. Such
 screening is called “Deep screening”, as distinguished from the shallow screening,
which is done, during overhauling.
(b) Deep screening should be carried out in the following situations by providing full
ballast cushion:
(1) Prior to complete track renewal.
(2) Prior to through sleeper renewal.
(3) Where the caking of ballast has resulted in unsatisfactory riding.
(4) Before converting existing track, fish plated or SWR into LWR or CWR; or before
introduction of machine maintenance, unless the ballast was screened in recent past.
(5) The entire track must be deep screened atleast once in ten years.

(c) The need for intermediate screening between track renewals may be decided by the
Chief Engineer depending on the local conditions.
(d) At the time of deep screening, formation treatment should be carried out along with the
deep screening.
(e) In case of the bad formation, formation treatment should be carried out along with the
deep screening.
(f) The work of deep screening should be carried out continuously from one end of the
section to the other.

With Manual Packing: The details of the work to be carried out in stages on various days,
after the starting of the screening operation and the speed restriction recommended to be
imposed are shown in Table.
According to the above schedule normal Sectional speed can be resorted on the 21st day.

Table-I Proposed Schedules for Deep Screening (Manual Packing)

Details of Work Day of Work Speed Restrictions and their

length
Broad Gauge Metre Gauge
Deep Screening and Initial packing 1
First through packing 2 20 Km. p.h. 20 Km. p.h.
Second through packing 3
Picking up slacks as required 4
5
6
7 45 Km. p.h. 30 Km. p.h.
8
9
Third through packing 10

Picking up slacks as required 11

12
13
14
15 75 Km. p.h. 60 Km. p.h.
16
17
18
19
Third through packing 20
21 onwards Normal Normal
Sectional Speed Sectional speed
With Machine Packing: The details of the work to be carried out in stages on various days,
after the start of the screening operations and the speed restriction recommended to be
imposed are indicated in the schematic representation in Table II.
According to this schedule, normal sectional speed can be resumed on the tenth.

Table – II Proposed Schedules for Deep Screening (Machine Packing/B.G.)

Details of Work Day of Work Speed Restrictions and their

length
Deep Screening with Initial packing 1
First machine packing 2 20 Km. p.h.
3
Picking up slacks as required 4
5 45 Km. p.h.
Second machine packing 6
Picking up slacks as required 7
8
Third through packing 9 75 Km. p.h.
10 onwards Normal Sectional Speed

The period mentioned in the schedules shown above is the minimum and can be
suitably increased to suit local condition of the track consolidation.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XI: Maintenance of Track Session-35: Provisions on Maintenance of Track
in Track Circuited Areas as contained in IRPWM

Maintenance of Track in Track Circuited Areas:

Track Circuit:
Is an electrical circuit formed along running rails. It’s function is to indicate presence or
absence of a train on a portion of track. When track is not occupied track relay is energized &
in case of occupation, track relay is de-energized. The following precautions shall be taken
while working in track circuited areas-

 Incharge Sectional P. Way Engineer shall instruct the staff not to place across or
touching two rails in the track, any tool or metal object which may cause short
circuiting.
 All gauges, levels, trolleys and lorries used on the track circuited length shall be
insulated.
 Steel or C. 1 pipes used for carrying water gas under the track shall be placed
sufficiently below the rails to prevent any short circuiting.
 While carrying out track maintenance, care shall be taken to ensure that no damage of
track circuit fittings like bond wires bootlegs, jumped wires etc. tales [;ace/
 Use of steel tape should be avoided.
 Pulling back of rails in track circuited areas shall be done in the presence of S&T
staff.
 Proper drainage shall be ensured in yard to avoid flooding of track during rains.,
where watering of coaches is done. It would be desirable to provide washable
concrete aprons on platform lines.
 Ballast shall be kept clean through out the track circuited length and care shall be
taken to ensure that ballast is kept clear of rails i.e. 50mm from under side the foot of
rail.
 Min. ballast resistance per Km. of track < 20 ohms in the station yards and < 4 ohms
in block sections.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XI: Maintenance of Track Session-36:Provisions on Maintenance of Track
in Electrified Areas as contained in IRPWM & Precautions during Machine working

General Instructions to staff:

(1) General Knowledge of Engineering Staff –

(a) Every engineering official working in electrical traction area shall be in
possession of a copy of rules framed for the purpose of the operation of
the Traction Power Distribution system pertaining to Engineering
department and ensure that staff working under him are also
acquainted with the rules. He will ensure that rules pertaining to
carrying out engineering works are strictly observed.
(b) All electrical equipment, every power line or cable shall be regarded as being ‘live’
at all times. No work shall be commenced adjacent to any electrical equipment
except on authority issued in writing by a competent official of the Electrical
Department to the effect that the equipment has been made dead and earthed.
(2) Defects in a Overhead Equipment: Defects or break-downs in the overhead equipment
including track and structure bonds noticed by the Engineering staff shall be reported
immediately to the Traction Power Controller. When defects in the overhead equipment
that are likely to cause damage to pantographs or trains, are noticed and it is not possible
to convey information to Station Masters or signalmen to enable them to issue caution
orders, the line shall be protected by the staff noticing such defects according to General
Rule 3.62.
(3) Traction Bonds – In electrified area the return current fully or partially flows through the
rail. To ensure a reliable electrical circuit continuity and also to ensure proper earthing in
case of leakage of current, various types of traction bonds as described below are
provided at suitable places and maintained by the Electrical Traction Department-
(b) Longitudinal Rail Bonds – In the case of D.C. traction system, practically the whole
return current flow through the rail. Therefore, two flexible copper bonds offering
minimum resistance to the flow of current are provided at each rail joint under the
fish-plates. Two solid lugs at the two ends of the copper bonds are inserted in holes
drilled at the two rail ends between the fish bolt holes and are pressed by using a bend
press to rivet them firmly to the rail. On points and crossings and at junction fish-
plates where continuity bonds of the above type can not be provided due to space
constraint, continuity of return current path is achieved by using mild steel straps or
G.I. wire ropes.
Absence of such bonds may cause unsafe working condition and in extreme cases
may damage the rail ends.
(c) Cross Bonds (D.C): Cross bonds are provided between adjacent tracks at regular
intervals to reduce resistance of the current to the minimum. Such cross bonds are
also known as transverse bonds.
(d) Structure Bonds: All Structures supporting overhead equipment either in A.C. or
D.C. track circuited areas are connected to the running rails for ensuring good
earthing. Failure of insulator or leakage of current switches off the supply from the
sub-station so that men coming in contact with supporting structure etc. do not get
electric shock. Removal or tampering of such bonds can, therefore, result in unsafe
conditions. Since the structures are grouted in concrete, they are likely to become
charged in case such bonds are kept disconnected. Similarly other steel structures
such as foot-over bridges, sheds, etc., in the vicinity of O.H.E. lines are also
connected to rails through similar structure bonds.
Special Instructions to Staff Working in Traction Area:

(1) Need for Precautions – Precautions are required to be taken on account of

following:-
(d) Proximity of a Live Conductor – The risk of direct contact with live O.H.E. is
ever present while working in electrified sections such as for painting of steel work
of through spans of bridges and platform cover.
(e) Build up of potential due to return current in rail. – The return current in the
rails may cause a potential difference-
(i) Between rail and the surrounding mass of earth.
(ii) Between two ends of a fractured rail.
(iii) Between the two rails at an insulated joint.
(iv) Between earth and any other metallic mass.

(2) The following precautions should, therefore, be taken while working in traction areas:-
(a) No work shall be done within a distance of two metres from the live parts of the
O.H.E. without a ‘permit-to-work’.
(b) For work adjacent to overhead equipment the Engineering Inspector shall apply to
the proper authority sufficiently in advance for sanctioning the traffic and power
block required.
The Traction Power Controller through Traction Foreman will arrange to isolate and
earth the section concerned on the date and at the time specified in consultation with
the Traffic Controller. He shall then issue ‘permit-to-work’ to the Engineering
Inspector.
On completion of the work the ‘Permit-to-work’ should be cancelled and Traction
Power Controller advised, who will then arrange to remove the earth and restore
power supply.
(c) “No part of the tree shall be nearer than 4 mts from the nearest live conductor. Any
tree or branches likely to fall on the live conductor should be cut or trimmed
periodically to maintain the safety clearances. The responsibility for wholesale
cutting of the trees, i.e. cutting of tree trunks, will rest with the Engineering
Department. In the electrified territories, however, the cutting of the trees shall be
done by the Engineering Department in the presence of authorized TRD staff to
ensure safety and satisfactory completion of the work. The day-to-day trimming of
the tree branches, wherever required, to maintain the 4m safety clearances from
OHE shall be done by the authorized TRD staff and Supervisors.
In case of dispute, the decision whether to cut or trim a tree, shall be taken through a
joint inspection of Engineering and Electrical officials.
The modalities to be adopted for cutting/trimming of the trees i.e. contractually or
departmentally, may be decided by the respective departments based on local
conditions. Accountal and disposal of trees cut wholesale will be done by the
Engineering Department. While the disposal of the trimmed tree branches will be
the responsibility of the TRD Department. The expenditure for cutting/trimming of
trees to maintain safe clearance of OHE, shall be debited to revenue grant of TRD
Department.”
(d) No fallen wire or wires shall be touched unless power is switched off and the wire
or wires suitably earthed. In case the wires drop at a level crossing, the Gatekeeper
shall immediately make arrangements to stop all road traffic.
(e) Work on Station roofs and Signal Gantries- Staff working on station roofs and
signal gantries and similar structures adjacent to Live Overhead Equipment shall not
use any measuring tapes, tools and materials when there is a possibility of their
being dropped or carried by wind on to the live overhead equipment.
(f) Earth Work – For excavation work adjacent to tracks, the following action is taken:-
 (i) In D.C. traction areas, intimation should be given in writing sufficiently in
advance to the concerned Traction Distribution Officer to enable him to depute the
Traction staff to be present in order to prevent possible damage to the traction
underground feeder cables witch are always located near the running lines.
(ii) In A.C. traction area, intimation should be given to the concerned officers of the
Electrical General services and also S & T Department, since all the S & T and
Electrical lines are cabled of account of Electrical Induction.
In all A.C. and D.C. traction area, cable markers showing location of cables are
provided by the Traction Department. In addition, the cables are protected by tiles
and bricks, and during excavation if workmen come across such tiles or bricks in
an arranged manner, they should at once report the matter to the higher officials.
Any further excavation should be carried out only in the presence of the
authorized staff of Electrical Traction and or S & T Department as the case may
be.
(g) Alteration to Tracks – The relative alignments of the centerline of the track with
respect to the alignment of the contact wire must be maintained within the specified
tolerances. This applies to both horizontal and vertical clearances. Slewing or lifting
of track must nt be done outside the agreed maintenance limits, unless the position
of the contact wire is altered at the same time. Adjustment of cant has a magnified
effect of the horizontal displacement of the centerline of the track with respect to the
alignment of the contact wire.
Horizontal clearances to structures within the limits laid down in the Schedule of
Dimensions must be maintained. For Slewing or alternations to track involving
adjustment of contact wire (outside the agreed maintenance limits) sufficient notice
should be given to the traction staff so that they arrange to adjust the overhead
equipment.
(h) Alterations to Track bonding: All bonds removed by the staff of the Engineering
Department shall be replaced by the staff of the Engineering Department and all
such removals and replacements shall be reported to the Assistant Electrical
Engineer, Traction Distribution in-charge, concerned without delay.
(i) Working of Cranes: No crane shall be worked except on the authorized ‘permit-to-
work’. In every case of working a crane, arrangement should be made for the
presence of authorized overhead equipment staff to ensure that all safety precautions
are taken.
(j) Inspection of Tunnels: For inspection of roofs and sides of a tunnel, the overhead
equipment shall be rendered ‘dead’. Special insulated apparatus shall be rendered
‘dead’. Special insulated apparatus should be used if sounding the unlined portions
to locate loose rock in the roof and sides, is required to be carried out, when the
overhead equipment is ‘live’.
(k) As far as possible closed wagons shall be used for material trains. In case open or
hopper wagons are used, loading and unloading of such wagons in electrified tracks
shall be done under the supervision of an Engineering Official not below the rank of
a Permanent Way Mistry, who shall personally ensure that no tool or any part of
body of the workers comes within the ‘danger zone’ i.e., within 2m. of O.H.E.
(l) Steel tapes or metallic tapes with woven metal reinforcement should not be used in
electrified tracks. Linen tapes are safer and, therefore, should be sued even though
they are not accurate.
(m) The top foundation blocks in electrified structures should be kept clear of all
materials.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XII: Engineering Restrictions & Indicators
Session-37:Categorioes of Engineering Works, Engineering Fixed Signals/Indicators:
Temporary and Permanent

Engineering Indicators:
Engineering Indicators may be classified in two categories as below:

Temporary Engineering Indicators:

These indicators are used in connection with execution of some engineering work and
removed as soon as the work is over. These indicators are flood lit at night. Retro-
reflective indicators need not to lit at night. Significance of each indicator is given as
below:
(i) Caution Indicator – This cautions the driver to get ready to reduce the speed.
Caution indicator shall be provided at 800m in rear of the speed indicator and at
1200m where the trains are required to stop dead as in this case more braking
distance is required by driver. This shall consist of 1400mm long, 400mm wide.
Fish tailed at one end and pointed at the other having 130mm dia holes 2 nos. for
showing yellow lights at night . The board shall be painted yellow & black.
Height of the board (bottom of the board) shall be 2.0M from rail level post will
have 300mm high bends of white & black. Indicator shall be used in case of
permanent as well as temporary restrictions. Temp. Engg. Indicator shall display
at night 2 yellow lights to approaching trains or provided with fluorescent tape
luminous paint or retro-reflective indicators (need not to lit at night.
(ii) Speed Indicator – It indicates to the driver to reduce the speed as indicated. This
shall be provided 30M in rear from the point of commencement of speed
restriction. Indicator shall consist of an equilateral triangular board with 1 meter
sides having yellow base, 300mm high and 40 mm thick figures in black
indicating the speed at which the train may proceed. The board shall be provided
on a 2.0m high post (from the rail level to bottom of the board) painted with
300mm high white and black bands Indicator shall be illuminated at night by
fixing a hand signal lamp in front of it or provided with luminators.
(iii) Stop Indicator – It indicates to the driver to stop the train short of indicator.
Indicator shall be provided 30m m in rear of the commencement of stop dead
restriction. This shall consist of a rectangular board 1400mm x 400 mm in size
having 130mm dia holes 2 Nos. for showing red lights at night painted with red
and white vertical strips or provided with fluorescent tape luminous paint or retro
reflective indicator. The board shall be fixed 2.0 meter high from rail level to the
bottom of the board) painted with 300 mm high bands of white & black.
(iv) Termination Indicator – The indicates that the driver to resume normal; speed
and last vehicle has cleared the restricted zone. This indicator shall be fixed at a
distance equal to the longest length of passenger/goods train running in the
section beyond the restricted zone.
The indicator shall be in accordance with the diagram &shall consist of one meter
dia disc painted yellow bearing 250mm high and 40mm thick letter T P and T.G.
in black. The board shall be painted with 25mm thick black band at the
circumference. It shall be fixed on a post 1650mm high (from rail level to the
bottom of the disc) and shall be painted with 300mm high bands of black &
white. The indicator shall be lighted at night by a fixed hand signal lamp or
provided with fluorescent tape luminous paint or retro reflective indicator.
Permanent Speed Restriction Indicators:
(i) These indicators are same as mentioned above but used at the locations requiring
permanent speed restriction (less than maximum sanctioned speed) such as weak
bridge, sharp curve, weak formation turn out etc. As these restrictions last beyond
the currency of the working time table hence mention of such restrictions are
made in the working time table. Indicators provided are not lit at night.
(ii) Siding Boards – Siding boards indicating speed restriction are provided at facing
of an outlying siding letter ‘S’ is painted in 300 mm height with black paint on 1
metre dia circular board having yellow base. These boards are provided in
addition to caution & speed indicator where maximum sanctioned speed of the
section does not exceed 59 kmph.

Indicators (General):
These indicators are provided either to give audible warning by the driver to ensure
safety or shunting operation.

Whistle Indicator (W):

Whistle Indicators shall be provided at 600 m in rear of the places where the view of
driver is obstructed by cutting or tunnel or curves and where it is necessary to give
audible warning at the approach of a train to those working on the track.
Whistle Indicators for Level Crossing (W/L):
These indicators shall be provided at the approaches of all unmanned ‘C’ class level
crossing or manned level crossing where the view is not clear on either side for a
distance of 600 metres and those which have normal position open to road traffic.
Bilingual whistle boards shall be provided at 600 m distance along the track from the
level crossing to give audible warning by the drivers of approaching trains to the road
users.
Shunting Limit Boards:
Board shall be 600 x 1000 mm in size painted yellow with a black cross on top and
shunting limit written in black below it.

Works at Times of Poor Visibility:

No work which may cause obstruction to the passage of train shall be undertaken
during foggy or tempestuous weather impairing visibility except in case of
emergency. When such works are undertaken 2 detonators, 10 m apart shall be fixed
270 m in rear of caution indicator and caution hand signal exhibited to approaching
trains.
Speed Restriction:
In case where the trains are required to pass with restricted speed from site of
work, the following temporary Engineering Indicators shall be exhibited.
(i) Caution Indicator – At 800m in rear of the obstruction.
(ii) Speed Indicator – At 30m in rear of the obstruction.
(iii) Termination Indicators for passenger & goods train – At a place from where
the driver may resume normal speed, which is the length of longest
passenger/goods train running in the section.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XII: Engineering Restrictions & Indicators
Session-38: Emergency Protection of track: Single Line & Double Line, Detonators &
Flare Signals.

Whenever in consequence of an obstruction to line or any other cause it becomes necessary to

stop approaching train by railway official, he shall plant a danger signal in rear of the spot
and proceed with all haste in the direction of an approaching train on double line or likely to
approach first on single line showing danger hand signal (red flag by day and red light by
night) to a point 600m on BG and 400 m on MG/NG from the obstruction. He shall fix one
detonator over the rail. (Preferably supported by the sleeper underneath), after which he shall
proceed further to a point not less than 1200m on B.G. and 800 m on MG/NG from the
obstruction and fix 3 detonators 10 m apart. He shall take stand at a place not less than 45 m
away from the last detonator from where he can obtain a good view of the approaching train.
In case if no train is visible then he shall fix. 3 detonators on line and pick up intermediate
detonator (provided at 600 m) continuing to show the danger hand signal and reach to the site
of obstruction. In case of single line the track will be protected from other side in the similar
manner.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIII: Curves Session-39: Necessity of curves: their types, TTP, CTP &
Transition lengths.

Necessity of curves
Curves are provided to bypass obstacles, to have longer and easier gradients or to route the
line to obligating or desirable locations.

CLASSIFICATION OF CURVES:

1. Simple Curve:
In this curve radius is uniform through out its length.

2. Compound Curve:
This type of curve is made of two or more curves with different radii but same flexure.

3. Reverse Curve:
This type of curve is made of two curves having opposite flexure with no straight in
between or straight not less than 50m.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIII: Curves Session-40: Radius, Degree, Versine & Field Measurement.

RELATION BETWEEN DEGREE AND RADIUS OF CURVE:

A curve is designed either by its radius or by its degree. The degree of a curve ‘D’ is the
angle subtended at its center by a chord of 30.5.m or 100 ft.

2 R distance 3600
1 distance 360
2 R

30.5 distance 360 x 30.5

2 R
D = 1748 = 1750
R R
D = 1750/R or RD = 1750

VERSINE:
If a chord is stretched between two points on a curve, the perpendicular distance at any point
between the chord and curve is called versine at that point.

PWI uses 20m chord. Stations are 10m apart. At every station STN No. (station Number),
SE(Super-elevation) and V(versine) is written on sleeper.

Ex. SYN No. – 10

SE - 15mm
V - 9mm

RELATION BETWEEN VERSINEAND CHORD LENGTH:

Here
C- Chord length
V- Versine
2R- Dia of circle.
From theorem we know that
C x C = V (2R-V)
2 2

or, C2 = 2VR – V2
4
V being very small V2 is negligible.
C2 = 2VR
 4
V = C2
8R

SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)

Lesson-XIII: Curves Session-41: Super-elevation: Cant deficiency, Cant excess, Cant
gradient, Equilibrium cant.

SOME DEFINITIONS:

Super-elevation or Cant (Ca):

Super-elevation or cant is the difference in height between the outer rail and inner rail on a
curve. It is provided by gradually lifting the outer rail above the level of inner rail. The inner
rail is considered as the reference rail and is normally maintained as its normal level.

Functions of super-elevation are:

(1) To have a better distribution of load on both the rails.
(2) To reduce the wear and tear of rails and rolling stock.
(3) To neutralize the effects of lateral forces.
(4) To provide comfort to passengers.

NOTE: In transition portion super-elevation increases, versine increases. In circular portion,

both become constant.

RELATION BETWEEN SUPER-ELEVATION, SPEED AND RADIUS ON A CURVE:

EQUILIBRIUM SUPER ELEVATION:

Let Radius of the curve = R

Velocity on curve = V
Super-elevation =C
Mass =m=W
G
Now,
Centrifugal force on the rolling stock
F = MV2 = WV2
R gR

In CAB, tan Q = AB = F = V2 - (1)

AC W gR
Again in C’A’B’ tan Q = A’B’ = C - (ii)
AC G

Where G = Dynamic gauge = Perpendicular Distance between centers of two rails.

= 1750 (BG)
= 1058 (MG)

From equation (i) & (ii)

C = V2
G
gR
Or C = GV2
GR
Or C = GV2 = mm
127R

NOTE: Super-elevation is provided in formation.

Maxm permissible cant – 165mm (BG) By the order of C.E. in station area for
nominated stock maxm cant = 185mm.
Cant may be given by three methods.

1. Inner rail base rail.

2. Outer rail base rail
3. Outer rail is lifted equal to ½ cant and inner rail is downed equal to ½ cant.

EQUILIBRIUM SPEED:
It is the speed at which the effect of centrifugal force is exactly balanced by the cant
provided.

Maximum Permissible Speed:

This is the highest speed which may be permitted on a curve taking into consideration the
radius of curvature, actual cant, cant deficiency, cant excess and length of transition. When
the maxm. permissible speed of the curve is less the maxm. Sectional speed of the section of a
line, permanent speed restriction becomes necessary on such curves.

Cant Deficiency (Cd):

Cant deficiency occurs when a train travels around a curve at a speed higher than the
equilibrium speed. It is the difference between the theoretical cant required for such higher
speed and the actual cant provided.
Cant Excess (Cc):
Cant excess occurs when a train travels around a curve at a speed lower than
equilibrium speed. It is the difference between the actual cant provided and the
theoretical cant required for such lower speed.
|
CH |_____________VH
Ceg|______↕Cd_______Va
C L|____↕ Ce_________VL
|
|___________________

CANT GRADIENT AND CANT DEFICIENCY GRADIENT:

These indicate the amount by which cant or deficiency of cant is increased or reduced in a
given length of transition.

For ex: A gradient of 1 in 1000 means that cant or deficiency of cant of 1mm is attained or
lost in every`1000mm of transition length.

Cant deficiency gradient

= 50mm: 100m
= 50mm: 100 x 1000mm
= 1: 2000mm.

RATE OF CHANGE OF CANT OR CANT DEFICIENCY:

This is the rate at which cant or cant deficiency is increased while passing over the transition
curve.
For example: 35 mm/sec. Means that a vehicle when traveling at a maximum permitted
speed, willl experience a change in cant or deficiency of cant of 35mm in each second of
travel over the transition.

NOTE: Sectional speed is determined by commissioner Railway Safety (CRS)

Gauge Maxm. Degree Radius

B.G. 100 175m
M.G. 160 109m
N.G. 400 44m

LIMITED PARAMETERS CONCERNING CURVES:

S. No. ITEM B.G. M.G. N.G.

1. Maximum cant. ‘A’, ‘B’ ‘C’ route –165mm 90mm(100 with
permission of C.E.)
“D’ & ‘E’ - 140mm
2. Maxm cant 75mm (In spl. Cases 100mm 50mm 40mm
deficiency with nominated rolling stock
 and permission of C.E.)
3. Cant Excess 75mm 65mm -
m
4. Max cant In 720 (1 in 360 in exceptional 1:720 -
gradient cases with permission of C.E.)
5. Rate of change Desirable 35mm/sec. 35mm/sec.
of cant Maxm 55mm/sec.

TRANSITION CURVE:
A transition curve is an easement curve on which the change in degree of curvature and gain
of super-elevation are uniform throughout its length, starting from zero at the tangent point to
the specified value at the circular curve.

Y = X3
6RL
Indian railways mostly use cubic parabola for transition curve.
R Radius in meter
L  Length of transition curve in meter

OBJECTIVES OF TRANSITION CURVE:

1. To decrease the radius of curvature gradually in a planned way from infinity at
straight to that of the circular curve to help the vehicle to negotiate a curve smoothly.

2. To enable the vehicles to negotiate a curve smoothly ensuring a gradual increase or

decrease of centrifugal forces.

3. To enable the vehicles to negotiate a curve smoothly ensuring a gradual increase or

decrease of centrifugal forces.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIII: Curves Session-42: Negative Super-elevation, Gauge widening.

GAUGE WIDENING AT CURVES:

For smooth running of a vehicle with rigid wheel base on sharp curves it is necessary for the
rear axle to come in line of radius. A constant out ward thrust acts on the front axle, till the
rear axle does not come in the line of radius due to which a vehicle tries to widen the gauge
which is not safe. Therefore for such a curve it is necessary to widen the gauge.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIII: Curves Session-43: Safe Speed on Curves.

SAFE SPEED ON CURVES

MAXm PERMISSIBLE SPEEDON FULLY TRANSITIONED CURVE:

(1) Vm = 0.27 (Ca + Cd) R - B.G.

(3) Vm = 0.347 (Ca + Cd)R - M.G.

(3) Vm = 3.65 (R-6) - N.G.

But not more than 50 KMPH.

LENGTH OF TRANSITION:
It is maximum of the following:

(1) L = 0.008 Ca x Vm (Based on rate of change of cant)

(2) L = 0.008 Cd x Vm (Based on rate of change of cant deficiency)

(3) L = 0.72 Ca (Based on cant gradient)

Where Ca  cant actual
Cd  cant deficiency
Vm Maxm permissible speed on a curve.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIV: Track Tolerances Session-45: Different Track Parameters and their
service tolerances

TRACK TOLERANCES:

Safety in train operation and desired level of riding comfort to passengers is primarily
based on track geometry and its standard of maintenance. Maintenance of high standard of
tolerances in track is influenced by various factors of track design, manufacture laying and
maintenance. In addition to if stable formation suitability and adequacy of ballast, good
fastenings, and effective condition of other track components also pay a big role. Loss of
track geometry in directly proportional to loss in track foundation. Therefore in actual
practice it is not possible to obtain a flawless and perfect track parameters governing the track
geometry. The limits by which the track parameters vary may be defined as the track
tolerances.

Track Parameters:
The tolerances are generally laid down for the following track parameters-
(i) Unevenness - Difference in the longitudinal levels over a fixed base is called
unevenness and is generally measured over a base of 3.6m for left & right rail
separately.
(ii) Gauge Variation – This is measured as the deviation from the nominal gauge
which is 1676 mm for BG & 1000 mm for MG Gauge is the minimum horizontal
distance between running faces of two rails.
(iii) Cross Level Difference – This is measured in terms of relative difference in the
level of two rail tops measured at the same point.
(iv) Twist – It is the rate of change of cross level per unit length. Twist is determined
by measuring the cross level at two points over a fixed base say 3.6 m and divide
the cross level difference by the base length. Normally it is denoted in mm/mtre.
(v) Alignment Variation – This is measured in terms of variation in versines taken on
successive chords of fixed length of 7.2 in with overlaps of ½ chord on left & right
rail separately.
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XIV: Track Tolerances Session-46: Different Track Parameters and their
service tolerances

Tolerances Under Loaded or Floating Condition:

As regards unevenness, cross level and twist these parameters differ appreciably in
loaded condition vis-a-vis in floating condition. Where as gauge & alignment almost
remain unaffected.
Important of Tight Tolerances:
Keeping day by day increase in traffic density and higher speeds in view track must
be maintained to close tolerances. It will be more economical to control and reduce
the ill-effects of badly maintained track by enforcing tight tolerance in the track which
can be obtained by machine maintenance than by providing a heavier track structure
to increase its strength large tolerances in track cause heavy oscillations in the
vehicles and these are retransmitted to the track causing progressive deterioration.
Types of Track Tolerances:
The purpose of controlling track irregularities is to keep the track in safe and smooth
running conditions. With increase in track irregularities vibration of vehicles exceed.
Efforts to keep track irregularities within close tolerances lead to high maintenance
cost. Therefore it is beneficial for the Railways Administration to lay down track
tolerances which give most cost-effective solutions, depending upon their purpose,
track tolerances are classified as below:
New Track Tolerances:
These tolerances are prescribed for laying new track and also meant for testing the
quality of newly laid track. Since the material is new and track laying is done
independent of traffic blocks, the tolerances prescribed for new track are the closest.
The following limits of track geometry should be observed as a desirable initial
standard for track laying with new materials.

(a) As recorded by track recording car – The track parameters should generally
conform to category ‘A’ values.
(b) As recorded by portable acceler – meter/OMS-2000 – Vertical or lateral
acceleration value should be within 0.15 g.
(c) As measured in floating condition – The track parameters should conform to
the following standards-

S. No. Parameter Particulars Value

1 Gauge Sleeper to Sleeper variation 2mm
2 Expansion gap. Average gap worked out by recording ± 2mm
20 successive gaps.
3 Joints i) Low joints Not permitted.
ii) High joints Not more than 2
iii) Squareness of joints on Straight mm
± 10mm
4 Spacing of sleeper With respect to theoretical spacing ± 20mm
5 Cross level To be recorded on every 4th sleepers ± 3mm
6 Alignment On straight on 10M chord 5mm
On Curves
Radius≥ 600m on 20M chord
(Variation over theoretical versine)
Radius < 600mm on 20M chord 10mm
(Variation over theoretical versine)
7 Longitudinal level Variation with reference to approved ± 50mm
 longitudinal level

Maintenance Tolerances:
These are the tolerances which are set for bringing back the track geometry to the
desired standards after every maintenance operation cycle. The tolerances depend not
only upon the track structure but also on the tools/equipments used, method of
maintenance adopted, supervision of maintenance adopted, supervision available and
such other factors. These tolerances are set arbitrarily to assess the results of
maintenance.
Northern Railway has however laid down the following tolerances for maintaining the
track with tie tamping machines-
Unevenness 3mm over a base of 3.6m
Alignment 2mm over a base of 7.2m
Cross level 2mm.
In case of manual maintenance also the above tolerances can be obtained.

Index Tolerances:

S. No. Parameter Index Tolerance

1 Cross Level 3mm
2 Alignment on 7.2m chord 3mm
3 Sleeper to sleeper variation in gauge 2mm
 SUB DISCIPLINE-TRACK TECHNOLOGY (LESSONS: 15 SESSIONS: 47)
Lesson-XV: Schedule of Dimensions Session-47: Different Schedules, Standard
Dimensions, Loading Gauge, ODC.

Schedule of Dimensions:
Present Schedule of Dimensions:
The present SOD revised in the year 2004 consist all the dimensions in metric units. All
the dimensions in FPS units have been deleted. The following modifications have been
done in the SOD of 1973:
Schedules:
Revised SOD of year 2004 contains only two schedule i.e. Schedule-1 & Schedule-II.
Schedule-I: Consists of those items which are mandatory and have to be observed on
all 1676mm gauge on Railways in India. This also contains certain selected items of
schedule-II of 1973 version of SOD. In this schedule, dimensions have been classified
under two heads namely for “Existing works” i.e. the works existing before the issue of
new SOD year 2004 and for “New works” which would include new constructions,
additions of new lines/structure, gauge conversion and doubling except the alterations
to points & crossing siding, building etc. Any deviations to the dimension of new works
will require prior sanction of CCRS/CRS.
Schedule-II: Consists of items included in Schedule-III of 1973 version of SOD.
In addition to above the appendix dealing with extra clearances required on curves have
been modified to suit maximum speed of 160 Kmph and maximum SE of 165mm as per
high speed, Rajdhani and Shatabdi routes with other parameters kept as earlier.
Correction slips issued from time to time to SOD of 1973 have been incorporated in
revised SOD of year 2004.

Chapter Wise Details of Contents in Schedule of Dimensions:

Chapter Schedule Details of Contents

I General 1 Spacing of tracks curves bridge, rails, building and
structures, interlocking and signal gears tunnels,
through semi through girder bridges and safety
refuges formation width gauge on straight and curves.
II Station Yards 1 Spacing of tracks, platforms, buildings & structures,
points and crossings, length of sidings.
III Workshop & 1 Water tanks and Water Cranes, workshops and
Station running sheds.
machinery
IV(A) Rolling stock 1 Wheel and axles, height of floors, buffers & couplings
(C&W) wheel base & axles base and length of vehicles, max
moving dimensions, loading gauge for goods
IV(B) Rolling stock 1 Maximum future moving dimensions, loading gauge
(3660mm for goods.
wide stock)
IV(C) Rolling Stock 1 Wheels and axles, buffer & couplings, max. moving
(Locomotives) dimensions, max. moving dimension for
Locomotives.
V Electric
traction (DC)
V(A) Electric Electrical Clearances
traction 25KV
AC 50 Cycles
AC 50 II Existing infringements of schedule 1 which may be
Cycles permitted to continue on 167mm gauge railways.
Schedule
 Loading Gauge:
Loading gauge represents the maximum width and height to which a rolling stock viz,
Locomotive, Coach or Wagon may be built or loaded.
On Indian Railways maximum height and width of rolling stock prescribed as per
loading gauge is as follows-
Maximum Height 4565mm
Maximum Width 3250mm
Construction gauge is decided by adding necessary clearance to the loading gauge so
that vehicles can move safely at prescribed speed without any infringements. Various
fixed structures on the railways like bridges; tunnel and platform sheds etc. are built
as per construction gauge so that the sides and top remain clear of the loading gauge.

Standard Moving Dimensions:

Construction of rolling stock (Loco, carriage and wagon) and movement of
conventional rolling stock is based on certain standard moving dimensions provided
in the SOD. Sometimes very large consignments which when loaded on ordinary or
special wagons exceed the standard moving dimensions, their transportation
development of industries in a region etc.
Indian Railways have evolved a standard procedure to enable quick movement of
such consignments with certain restrictions regarding day or night movement, speeds
loading, lashing & packing conditions depending upon the minimum clearance
available to fixed structures on the routes required to be traversed. Such consignments
are called “Out of Gauge” or Over Dimension Consignments.

Over Dimensioned Consignment (ODC):

When a consignment whose length, width and height is such that one or more of them
infringe the standard moving dimension at any point during the run, then the
consignment is called as Over Dimensioned Consignment (ODC). The movement of
ODC has been standardized on Indian Railways and each zonal railway keeps the
upto date list of infringements.
In case of loaded consignment extra clearance of 75mm for bounce in the vertical
direction on a straight track shall be accounted for between consignment & fixed
structure. But in case of curved track the following additional factors shall be taken
into account.
1. Horizontal Clearance Allowance for lean due to super elevation and
overhead due to curvatures additional lurch on curves.
2. Vertical Clearance Vertical tilt to be added to the height of consignment.

Classification of ODCs:
Taking into account of extra clearance as indicated above, oversized consignments are
classified into following three classes –
(i) Class ‘A’ – Permitted out of gauge loads or O.D.C.
These loads which exceed the maximum moving dimensions but do not
ingringe any fixed structure on the route by a net cerance of 150mm and above
and gross clearance of 225mm and above.

(ii) Class ‘B’ – Exceptional out of gauge loads or ODC.

Where the net clearance ranges from 75mm to less than 150mm and grss
clearance of 225mm.
(iii) Class ‘C’ – Extra-orinary out of gauge loads or ODC
Where the net clearances are less than 75 mm and gross clearance less than
150mm.
SUB: P.WAY, ESTABLISHMENT,ACCOUNTS,STORES &RAJBHASHA

Duration: 74 Sessions = 148 Periods

Sub Discipline - Establishment
(Lessons: 13 Sessions:14)
Lesson-XVI: Leave Rules Session-48:Various types of Leaves, Eligibility etc.

Various types of Leaves

Q. By which Leave rules Rly. Employees are governed ?
Ans. Rly. employees are governed by “Liberalized Leave Rules” (LLR) also know as CPC
(Central Pay Commission) Leave Rules.
Q. When these rules came into existence ?
Ans. Since 1st February, 1949.
Q. What kind of Leave are admissible ?
Ans. The following kinds of Leave are admissible:-
I. LAP (Leave on Average pay)
II. LHAP (Leave on Half Average pay)
III. Commuted Leave
IV. C.L. (Casual Leave)
V. S.C.L. (Special Casual Leave)
VI. Compensatory Casual Leave
VII. Extra ordinary Leave
VIII. Leave not due
IX. Maternity Leave
X. Hospital Leave
XI. Special Disability Leave
XII. Study Leave

I. LAP (LEAVE ON AVERAGE PAY)

Q How much LAP is admissible in a Calendar year ?

Ans. 30 days to all Railway servants except employees serving in a Railway School.
Q. Whether L.A.P. is credited in advance ?
Ans. Yes.
Q. How L.A.P. is credited to leave A/c ?
Ans. In two installments in a calendar year, on 1st day of January and on 1st day of July @
of 15 days each.
Q. How many L.A.P.’,s are credited in the half year of appointment, retirement, removal
and dismissed or death in service ?
Ans. At the rate of 2.1/2 days per month.
Q. Upto what extant L.A.P. can be accumulated ?
Ans. Upto 300 days, thereafter it will Lapse.
Q. Whether L.A.P. can be prefixed or suffixed to holidays ?
Ans. Yes.

II. LAP (LEAVE ON HALD AVERAGE PAY)

Q. How much L.H.A.P. is admissible in each completed year of service ?

Ans. 20 days.
Q. How L.H.A.P. is credited ?
Ans. In two installment of 10 days each on 1st Jan. and 1st July every year.
Q. How much L.H.A.P. can be granted in the half year of appointment, retirement,
removal, dismissal or death ?
Ans. At the rate of 5/3 days for each completed month of service.

III. COMMUTED LEAVE

Q. What is Commuted leave ?

Ans. Commuted leave is a leave granted on Medical Certificate not exceeding half the
amount of leave on half average pay.

IV. CASUAL LEAVE (C.L.)

Q. What is Casual leave ?
Ans. Casual leave is a leave admissible to Railway Servants in all groups (i.e. A.B.C.&D)
and is granted to enable them to attend to sudden/unforeseen needs/requirements.
Q. Whether it is a recorded Leave ?
Ans. No
Q. Whether C.L. may be prefixed or suffixed ?
Ans. Yes
Q. Whether Sundays, Holidays, Closed days and Weekly offs falling within C.L., will
count as C.L. ?
Ans. No

Q. Whether C.L. can be combined with any other leave ?

Ans. No except Compensatory C.L. to Group ‘C’ & ‘D’ Staff.
Q. Whether C.L. can be granted for half day ?
Ans. Yes.
V. SPECIAL CASUAL LEAVE (S.C.L.)
Q. For what purposes Special Casual leave is Granted ?
Ans. Special Casual leave is Granted for the following purposes:-
(i) For participation in sports events/Tournaments of National and
International importance.
(ii) For Scouting work.
(iii) For participation in Cultural activities like Dramas & Music
Competitions.
(iv) For attending meeting of Unions/Federations.
(v) Fir attending meetings if Technical/Scientific Institutions.
(vi) Fir attending meetings/conferences of medical institutions by Doctors.
(vii) For attending Republic Day parade.
(viii) For attending Courts as Jurors or Assessors.
(ix) For attend to work connected with running/administration of Rly.
men’s co-operative Societies.
(x) For attending to work connected with running/administration of Rly.
men’s co-operative Societies
.For attending Annual Training Camp of Territorial Army.
(xi) For appearing as Defence Helper in departmental enquiries.
(xii) For casting vote in elections of Lok Sabha or Assemblies to employees
residing at a place where the date of polling is different from that at the
place working.
(xiii) For voluntary donation of blood.
(xiv) For promoting small family norms under the Family Welfare
programme
(xv) For unavoidable absence due to Bandhs, Curfew, dis-location of train
services or other disturbances.
Q. Upto what extent Special Casual leave can be granted ?
Ans. It may be sanctioned to the extent of actual time Spent in the events subject to a
maximum of 30 days in a calendar year to be extended upto 90 days by G.M. in case
of participation in sports events of national and international importance.

VI. COMPENSATORY CASUAL LEAVE (C.C.L.)

Q. What is C.C.L.?
Ans. C.C.L. is a Leave granted to the Ministerial Staff and Group ‘D’ Staff in offices,
excepting supervisors for attending office on Sundays, Closed days, Weekly offs and
holidays.
Q. Whether C.C.L. can be prefixed or suffixed with C.L., Sundays and holidays?
Ans. During which period C.C.L. can be availed?
Q. How many C.C.L.’s can be availed at one time?
Ans. Three

VII. EXTRA ORDINARY LEAVE (E.O.L.)

Q. Under what circumstance. E.O. is granted?
Ans. E.O.L is granted under the following special circumstances:-
(i) When no other leave is admissible.
(ii) When other leave is admissible, but the employee applies in writing for the
grant of such Leave.
Q. To what extant E.O.L. is granted to Permanent or Temporary Employees?
Ans. (i) To Permanent employees Upto a maximum of 5 years in one spell together
with all kinds of leave
(ii) To Temporary employees Upto 3 months without Medical Certificate upto 6
months with medical Certificate. Upto 18 months
for treatment of cancer, Mental illness, T.B.
Leprosy.
Q. Whether E.O.L. can be combined with any other leave.
Ans. Yes, except C.L.
Q. Whether Leave salary is admissible during E.O.L.?
Ans. No

VIII. LEAVE NOT DUE

Q. What is leave not due ?
Ans. It is leave on half average pay granted in advance of earning on medical Certificate
with prospect to returning on duty after availing leave.
Q. To whom is granted ?
Ans. To both permanent & Temporary employees, except teaching staff.
Q. What is the Quantum of Leave ?
Ans. 360 days maximum to Permanent employees during entire service and 360 days to
Temporary Railway employees suffering from T.B., Cancer, Mental ailment and
Leprosy.

IX. MATERNITY LEAVE

Q. Who are eligible for grant of Maternity Leave ?
Ans. Female Railway employees, including apprentices with less than two surviving
Children.
Q. What is the Quantum of leave ?
Ans. (i) 135 days from the date of commencement.
(ii) 6 weeks in case of mis-carriage including abortion. Total period restricted to 45
days in the entire service.
 (iii) In further continuation, leave may also be granted (including commuted leave
upto 60 days and leave not due) upto a maximum of 1 year, if applied for
without production of medical certificate.
(iv) In further continuation also, Leave may be granted for illness of female
employee and also in case of illness of newly born child beyond one year.
(v) A male Railway Servants (includings an apprentice) with less than two
surviving children is also eligible for Maternity Leave for a period of 15 days
during the confinement of his wife.
Q. Whether Maternity Leave is a recorded Leave?
Ans. No
Q. Whether it may be combined with any other leave?
Ans. Yes.
Q. Whether it is granted to Female Casual labour with temporary status?
Ans. Yes.

X. PATERNITY LEAVE
Q. Who are eligible for grant of Paternity Leave ?
Ans. A male Railway Servants (includings an apprentice) with less than two surviving
children is eligible for Paternity Leave for a period of 15 days during the confinement
of his wife.
Q. Whether Paternity Leave is a recorded Leave?
Ans. No
Q. Whether it may be combined with any other leave?
Ans. Yes.
Q. Whether it is granted to Male Casual labour with temporary status?
Ans. Yes.

XI. HOSPITAL LEAVE

Q. Under what circumstances Hospital Leave is granted?

Ans. It is admissible to the Group ‘C’ or ‘D’ employees while under treatment for illness or
injuries met directly due to risks incurred in the course of official duties even if
injuries incurred due to carelessness of employee.
Q. Upto what extent leave is admissible?
Ans. May be granted for such period, as the authority granting if considers necessary and
certified by the authorized medical attendant.
Q. Whether there is any maximum limit?
Ans. No, the amount of leave granted by G.M. is un-limited.
Q. Whether it may be combined with any other leave?
Ans. Yes, provided on combination, the total period of Leave does not exceed 28 months.
Q. What leave salary is payable during leave?
Ans. Equal to leave salary on Average pay for the first 120 days and equal to leave salary o
Half Average pay for remaining period.

XI. SPECIAL DIS-ABILITY LEAVE

Q. What is special dis-ability leave?

Ans. The leave is granted when an employee is disabled by injury inflicted internationally
in consequence of due performance of his official duly or official position.
Q. To whom admissible?
Ans. Both to permanent and temporary employees.
Q. What is Quantum of Leave?
Ans. As certified by authorized Medical Attendant.
Q. Whether there is any maximum limit?
Ans. Yes, Shall in no case exceed 24 months in respect of one dis-ability.
Q. Whether this Leave may be combined with any other leave?
Ans. Yes.
Q. What Leave salary is granted during Leave?
Ans. For the first 120 days, equal to leave salary on Average Pay-for the remaining period
equal to leave salary on Half Average Pay.
Q. Whether in the case of employees governed by W.C. Act, the amount of leave salary
shall be reduced by the amount of compensation payable?
Ans. Yes.

XII. STUDY LEAVE

Q. Under what circumstances study Leave is Granted?
Ans. This may be granted for study in following cases:-
(i) To under go a special course of study consisting of higher studies of Technical
subject having a direct and close connection with the sphere of his/her duty in or
outside India.
(ii) For a course of training or study tour certified to be of definite advantage to
Govt. and related ti sphere of duty.
(iii) For study, not closely or directly connected with the work of railway
employee but which is capable of widening his/her mind and improve his/her
abilities as civil servant.
(iv) For pursuing a course of Post Graduate study in Medical Science in India by
Medical Officers if it shall be valuable in increasing efficiency of medical
officer in performance of his/her duties.
(v) For post Graduate study in Medical Science outside India if Director General
Railway Board certifies such study will be valuable in increasing the efficiency
of such Medical Officer in performance of his/her duty.
XIII. EX-INDIA LEAVE
Q. What is Ex-India Leave?
Ans. Ex-India leave is an authorized leave which can be availed out of India.

Absence beyond 5 years

Q. How is the period of absence beyond 5 years to be regularized?

Ans. In case a Railway Employee remain away from work beyond 5 years it becomes an
unauthorized absence, since rules permit authorized absence upto 5 years.
Regularization of period of absence beyond 5 years has to be regularized by Railway
Board. Every Railway Employee become liable for action under D&AR for any
unauthorized absence.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XVII: Pass Rules Session-49: Various types of passes, Eligibility etc.

Pass Rules

Eligibility for Various Type of Passes:

(1) Group A&B(Gazzated) First Class A

(2) Group B(Non Gazzated) &Group C

(a) Those appointed prior to 01-08-69
(i) Employees drawing Pay of Rs 5000/-or more in the scales the maximum of which
is 6000/- First Class
(ii) All other employees Second/sleeper
class

(b) Those appointed from to 01-08-69 to 31-03-87

(i) Employees drawing Pay of Rs 5375/-or more in the scales the maximum of
which is 7000/-or more First Class
(ii) All other employees Second/sleeper
class

Eligibility for Various Type of Passes:

(c) Those appointed from 01-04-87 to 01-02-99
(i) Employees drawing Pay of Rs 7250/-or more First Class
(ii) The employees in the scales, the Minimum of which is 6500/- First Class
(iii) All other employees Second/sleeper
class
(d) Those appointed after 01-02-99
(i) Employees in the scales the minimum of which is 6500/- First class
(ii) Employees drawing Pay of Rs 7600/-& above First Class
(iii) In the Scales of 5000-8000/5500-9000,Pay>7250<7600/ Second Class A
(iv) All other employees Second/sleeper
class

(3) All Group D Employees: Second/Sleeper

class
Note: The second class A pass holders can travel by 3rd AC.

Definition of the Family:

As per the pass rules, the family consists of the following members.
(1) Husband/wife of the employee.
(2) Son below 21 years of age &fully dependent on the employee.
(3) Son above 21 years of age if he is studying in a recognized institute or he is doing
research without Scholarship or he is working as a trainee under a chartered
accountant or he is disabled as per the medical certificate given by the doctor.
(4) Unmarried daughter of any age
(5) Widow daughter if dependent on the employee
(6) Divorce daughter if dependent on the employee.

Definition of dependents
As per the pass rules the dependent members are.
If father of the employee is not alive:
(1) Mother including divorce mother
(2) Unmarried/widow sister
(3) Brother/step brother below 21 years of age if he is living with the employee
&dependant on the employee.
(4) Disabled brother of any age.
(5) Brother studying in the recognized Institute.
(6) Divorce daughter if dependent on the employee.
Note: A person will be treated as dependent if his total earnings from all the sources are less
than 15% of the emoluments of the employee.
Definition of the attendant:
Any person who is in personal service of the employee.
Some of the serving &Retired employees have a misconception that they can take any known
person/relative as an attendant. This has been clarified by the Board.
The attendant can travel in second class along with the employee. In case the attendant can
not travel in the same train such as Rajdhani/ shatabdi,then separate pass in second class can
be issued to the attendant.

Definition of the guardian:

The meaning of the guardian should not be taken in legal terms.
Any adult family member/relative/paid nurse/ governance/attendant can be guardian of a
child to accompany him. If no body from the above is available then the pass of the guardian
can be issued to any other person with the approval of G M.

Type of passes:
(1) Duty pass
(2) Privilege pass
(3) School pass
(4) Post retirement Pass
(5) Residential card pass
(6) Special pass

Duty Passes:
These passes are issued to the Railway servants to travel on duty. These can be in the form of
(1) Metal pass
(2) card pass
(3) check pass

Card pass:
It is given to the employees who are required to travel frequently. It is issued for travel over a
certain period of time say 01 year. It can be renewed every year if required. Its availability
should be limited to that area in which the frequent travel is required. Photograph should be
pasted on the card pass.

Check duty pass:

It is given to the employees for general travel on duty. The availability of check pass should
be enough to cover the duty period.

Transfer & Kit pass:

Check pass is given to the employees & his family for travel on transfer to new place of
posting. Separate passes can be issued for the employee & his family if the family travel
afterwards. The transfer pass is given of the same class as the privilege pass.
Kit pass is given for carrying house holds/car e. t. c.

Privilege pass:
(A) Gazatted officers: 6 sets of passes in a year.
Staff: 1 set of pass up to 5 years service &3sets of pass after 5 years service.
P T Os:
(A) 4 sets of P T Os in a year to all the employees.

School pass:
School pass is issued to the children of the employee studying at some other station. These
are issued on the basis of the certificate issued by recognized schools. In a year,6 one sided
passes can be issued for the student. These are issued if there is a leave of at least 03 days in
the school or school is suddenly closed due to other reasons.

The school pass is issued from the station where the school is situated to the HQ of the
employee
or from the school to that station other than the HQ of the employee where any one of the
parent stays due to some reasons or from the school to some other station provided the
distance of that station is less than the residence of father/mother & it is beneficial to
employee.
Post retirement passes:

Residential card passes:

This pass is issued to the employees who live away from their work place. These are issued
for those sections where this facility was provided prior to 14-01-1953.

Special passes:
(1) For medical treatment: If the medical facilities are not available at the station where the
staff is posted, then a pass shall be issued to him for a station where the medical facilities
are available.
(2) For Taking Part in the sports: These passes are issued to the players for taking part in the
sporting events organized by Railway Board & other recognized sporting events.
(3) For the scouting activities: These passes are issued to the staff who are office bearers of
scouting association or rovers or rangers or cubs or bulbuls or scout or guide for taking
part in the camps etc.
(4) Settlement pass: On retirement the employee issued a pass for journey from the station
of his retirement to the station where the employee has settled. In case of death of the
employee, this pass is given to the widow.
(5) For attending the courts as a witness the passes are given to the employees.
(6) Passes to suspended employees: If the suspended employee has been given permission to
leave the H Q then passes can be issued as follows
(a) Group A &B officers: 3 sets of his privilege passes, if the officer has already taken 3 sets
then –NIL.
(b) Group C &D staff: 1 set of his privilege passes, if the staff has only one set in his
account then-NIL.
(7) P T Os to the suspended employees:3 sets to all category of the employees. the PTOs
already availed to be deducted from these 3 sets.
(8) Powers to issue passes to the suspended employees
(a) Group A &B officers: General Manager
(a) Group C &D staff: DRM or Dy HOD
(9) School passes are not affected by suspension.
(10) Passes to the physically challenged employees: The pass is issued along with an
attendant.
Punishment for misuse of Pass/PTO:
Misuse of pass: The misuse of pass/p t o is a severe offence. Necessary charge sheet shall be
issued & action shall be initiated against the employee for imposing a suitable punishment
commensurate with the offence.
Punishment for loss of Pass/PTO:
(1) For Railway employees:
(a) Duty/residential card pass
First class/first class A/white pass Rs 35/-
Second class Rs12.50/-
Trolley pass Rs 50/-
(b) Duty check pass/privilege pass
First class/first class A/white pass Rs 10/-
Second class: Rs 5/-
Punishment for loss of Pass/PTO:
(2) For non-Railway employees/non Railway organizations/ Honarium individual passes.
(a) Card pass
First class Rs 150/-
Second class Rs75/-
(b) Duty check pass
First class: full fare but Maximum of Rs 50/-& minimum of Rs 10/-
Second class: full fare but maximum of Rs 30/-& minimum of Rs 5/-
Punishment for loss of Pass/PTO:
(3) ForG R P/P&T/Railway Magistrate:
(a) First class/first class A/white pass Rs 35/-
(b) Second class Rs12.50/-
Punishment for loss of Pass/PTO:
(4) Post retirement cheqe pass:
(a) First class/first class A/white pass Rs 25/-
(b) Second class Rs 10/-
(5) For not putting dates on privilege/duty cheque pass after commencement of journey:

(a) First class/first class A/white pass Rs 25/-

(b) Second class Rs10/-
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson- XVIII:P.L. Bonus & GIS Session-50: Terms of Payments PLB, GIS Monthly
subscription, Payment at retirement.

Scheme of Productivity Linked Bonus:

The scheme for the grant of productivity linked bonus to Railway Employees which has been
introduced in 1979 is briefly stated as under:

(1) Applicability: The Scheme shall cover all employees in service on or after 1.4.79 as
stated below:
(a) All Railway servants excluding Railway Protection Force and Railway Protection
Special Force.
(b) Casual labour with temporary status and substitutes with not less than 120 days
continuous service.
(c) Casual labour on daily wages employed in projects who have completed 180 days
continuous service.

Group Insurance Scheme

The existing Insurance Scheme as mentioned above has been replaced by a new Group
Insurance Scheme for the regular employees of the Central Government. The scheme is
wholly contributory and self financing. It came into force w.e.f. 01.01.82. It has become
compulsory for the employees who enter into Central Government service after 01.11.80 and
will be optional for the employees already in service on 01.11.80. If any employee wanted to
opt out of the scheme, he was allowed to exercise an option to the effect upto 31.12.1980.
Those who are willing to be governed by this scheme need not exercise any option. The
employees ho have opted out of the new scheme will continue under the existing Insurance
Scheme as mentioned above.

Note: According to Fifth Pay Commission report the rates of monthly subscription and
amount insured are as under:

Monthly Subscription Amount insured

Group ‘D’ Rs. 30/- Rs. 30,000/-
Group ‘C’ Rs. 60/- Rs. 60,000/-
Group ‘B’ Rs. 120/- Rs. 1,20,000/-
Group ‘A’ Rs. 240/- Rs. 2,40,000/-
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XIX:Allowances & Overtime Session-51: Various Types of Allowances &
Eligibility

1.8.3 Overtime:
The overtime allowance shall be paid at the rate of 1½ times the ordinary rate of pay
in cases where overtime worked is within the limits of rostered hours and statutory
hours. But where the overtime is worked beyond the statutory limits, payment shall be
made at two times the ordinary rate.

Various Types of Allowances:

1. Dearness Allowance.
2. Compensatory City Allowance.
3. House Rent Allowance.
4. Washing Allowance.
5. Over time Allowance.
6. Night Duty Allowance.
7. National Holiday Allowance.
8. Nursing Staff Allowance.
9. Non Practicing Allowance.
10. Daily Allowance
11. Transfer Allowance
12. Conveyance Allowance
13. Allowance in lieu of kilometerage.
14. Breach of Rest Allowance
15. Out Station Detention Allowance
16. Accident Allowance
17. Outstation (Reliving) Allowance
18. Officiating Allowance
19. Breakdown Allowance
20. Special Allowance to Gate man
21. Extra Duty Allowance
22. Teaching Allowance

.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XX: P.F. Session-52: Meaning, Rate, Withdrawal

Provident Fund:

Provident Fund:
Provident Fund means a fund in which the subscription of the employees are received
and held on their accounts along with the interest accruing on such subscription.

Every Railway employee on completion of one year’s service is entitled to joint the
Provident Fund, and a P.F. Account number is allotted to him by the Chief Accounts Officer.
It has been made compulsory for every Government servant to contribute to a General
Provident Fund except those employees who are re-employed after final retirement from
Government service and also those employees whose services were pensionable even before
16.11.57, the date of introduction of Pension scheme of the Railways.

A Railway servant who is subscribing to the S.R.O.F. (non-contributory) shall be

exempted from making any subscription to the state Railway Provident Fund during the last 3
months of the service. The discontinuance of the subscription would be compulsory and non
optional. (R.B. No. F(E) III-85/PF/1/13 of 7.7.86 (N.R. S. N. 9024)

Special Contribution to Provident Fund:

Admissibility – Formerly this used to be “Gratuity’ which meant a gift given to an employee
as a reward for satisfactory and faithful service ‘Gratuity’ being attachable could be a cause
of inconvenience to the employees, as such it was decided to rename it ‘Special Contribution
to Provident Fund’. Assets of provident fund are not attachable under the P.F. Act.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXI: Pension Rules Session-53: Pension Rules.

Pension Scheme:
Kinds of Pension: Pension is divided into two categories i.e. Ordinary Pension and
extraordinary Pension.
Ordinary Pension – It is further divided into four classes viz –
(a) Compensation Pension - This pension is grated to those employees who are
discharged from service on account of abolition of the posts held by them and failure
of the administration to provide other suitable jobs of more or less equal status and
emoluments.
(b) Invalid Pension – This is granted to those employees who are found unfit for further
service on account of some physical or mental infirmity. If however the unfitness is
directly due to the irregular or intemperate habits, no pension will be granted.
(c) Superannuation Pension – This is granted to the employees when they attain the age
of superannuation i.e. the age of retirement.
(d) Retiring Pension – This is granted to the employees who retire on completion of 30
years of satisfactory service either at their own option or on the orders of
administration. Three month’s notice for such retirement is necessary.

Extraordinary Pension:
This pension is granted to an employee who is injured and to his family when he is
killed or succumbs to the injuries sustained while in the proper execution of his duty.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXII:DCRG Session-54: Amount of DCRG, Emoluments.

Death-Cum-Retirement Gratuity

Amount of D.C.R.G. – This gratuity will be paid to the pensionable employees, on their
retirement, or to their families in the event of their death while in service. This will be
granted in addition to the ordinary gratuity or monthly pension that may be admissible to the
employee under the rules. The rate of death-cum-retirement gratuity is one-fourth of the
monthly emoluments for each completed six monthly period of qualifying service subject a
maximum of 16½, times of the emoluments. The amount of D.C.R.G. shall not exceed Rs.
3.5 lakh w.e.f. 01.04.96. In the event of death of an employee while in service the gratuity
will be subject to the following minima:
1. If death occurs in the first year of service two months’ emoluments.
2. If death occurs after completion of first year service but before completion of five
years service six months’ emoluments.
3. If death occurs on or after 5 years of service but less than 20 years 12 months’
emoluments.
4. If death occurs on or after 20 years of service half of monthly emoluments for every
completed 6 monthly period of qualifying service subject to a maximum of 33 times
provided that amount of death gratuity shall in no case exceed Rupees 3.5 lakh.
Note: There will be no ceiling of reckonable emoluments for calculating gratuity.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXIII: D&A Rules Session-55: Minor Penalties.

D & A R (1968), H.O.E.R. AND ACTS

1. Penalties:
Two groups of penalties are laid down under rule 6 of D&AR 1968 viz major and minor
penalties.

1.1 Minor Penalty:

Are those where a Simple procedure is followed as laid down in the D&AR 1968 except
where with holding of increment with cumulative effect for any period or with holding
of increment exceeding 3 years without cumulative effect or effecting the pensionary
benefits adversely, an inquiry.

1.1.1 Minor Penalties:

i) Censure - Though this is one of the lightest punishment and there is no loss to the
employee yet it can affect his merit when considering his suitability for higher
promotion.
ii) With-holding of promotion for a specified period – This penalty should be imposed
only when an employee is due promotion in near future.
iii) Recovery from pay of the whole or part of any pecuniary loss caused to the Govt. by
negligence or breach of orders.
iii-a) With-holding of privilege passes or PTOs or both – This penalty deprives an employee
only from the traveling facilities and not any monetary loss. Whenever this penalty is to
be imposed the number of sets of passes and PTOs to be withhold should be clearly
indicated and not the period.
iii-b) Reduction to a lower stage in time scale of pay for a period > 3 years, without
cumulative effect & without adversely affecting the pension. In case if it is felt
necessary to impose a penalty for > 3 years with cumulative effect & affecting
pensionary benefits adversely enquiry becomes a must.
iv) Withholding of increments of pay for a specified period with further directions as after
the expiry of such period, this will or will not have the effect of postponing the future
increments of pay.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXIII: D&A Rules Session-56: Major Penalties

1.2 Major Penalty:

Major penalties are those where a detailed procedure as laid down in article 311 of the
constitution of India is a must to be followed.

1.2.1 Major Penalties:

i) Reduction to a lower sate in the time scale of pay for a specified period with further
directions as a whether on the expiry of such period this will or will not have the effect
of postponing the future increments of pay while imposing this punishment it should
clearly be mentioned. The number of stages by which the pay of the employee has been
reduced, the period for which reduced and whether this is to have cumulative effect or
otherwise.
ii) Reduction to a lower time scale of pay, grade, post or service with or without future
effect with further directions regarding conditions of restoration to the grade, post or
service from which the railway servant was reduced and his seniority and pay on such
restoration to that grade, post or service.
iii) Compulsory retirement – This penalty should be imposed on an employee when it is
felt that the employee should not be retained in service any more and where the gravity
of offence is such that it does not warrant removal or dismissal from service. In case of
compulsory retirement the employee looses his job only and also does not place any bar
on future employment in Govt. service.
iv) Removal from Service – This shall not be a disqualification for future employment
under the government or railway administration.
v) Dismissal from service – Shall ordinary be a disqualification for future employment
under the government or railway administration.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXIV: Service Conduct Rules Session-57: Explanation and understanding
of different Conduct rules.

Railway Service Conduct Rules:

1. Short Title –These rules may be called the Railway Services (Conduct) Rules, 1966 and
come into force at once.
2. Definitions – In these rules, unless the context otherwise requires:
i) gazetted officers holding posts in the Railway Board, the President;
ii) other gazetted officers, the Railway Board;
iii) non-gazetted officers in the Railway Board, the secretary, Railway Board.
iv) Other non-gazetted officers in offices directly under the administrative control of
the Railway Board, the Heads of the officers concerned; and
v) Other non-gazetted officers, the General Managers of the Railway Administrations
concerned.

3. General – (1) Every Railway servant shall at all times:

i) maintain absolute integrity;
ii) maintain devotion to duty; and
iii) do nothing which is unbecoming of a Railway servant.
2. (i) Every Railway servant holding a supervisory post shall take all possible steps to
ensure the integrity and devotion to duty of all Railway servants for the time being
under his control and authority;
(ii) Every Railway servant shall, in the performance of his official duties, or in the
exercise of powers conferred on him, act otherwise than in the best judgment except
when he is acting under the direction of his official superior.
(iii) The direction of the official superior shall ordinarily be in writing, and where the
issue of oral direction becomes unavoidable, the official superior shall confirm it in
writing immediately thereafter, and
(iv) A Railway servant who has received oral direction from his official superior shall
seek confirmation of the same in writing as early as possible whereupon it shall be
the duty of the official superior to confirm the direction in writing.

3. Promptness and Courtesy.

4. Observance of Government policies.
5. Prohibition of sexual harassment of working women.
6. Employment of Near Relatives of Railway servants in Private Undertaking enjoying
Government Patronage.
7. Taking Part in Politics and Elections.
8. Joining Associations or Union by Railways Servants.
9. Demonstration.
10. Connection with Press or other Media.
11. Criticism of Government
12. Evidence before Committee or any other Authority.
13. Unauthorized Communication of Information.
14. Subscription – No Railway servant shall except with the previous sanction of the
Government or of the competent authority ask for or accept contributions to or otherwise
associate himself with the raising of any funds of other collections in cash or in kind
pursuance of any object whatsoever.
15. Gifts – Save as otherwise provided in these rules, no Railway servant shall accept or
permit any member of his family or any person acting on his behalf to accept any gift.
16. Dowry.
17. Public Demonstrations in honour of Railway servants.
18. Private trade or Employment.
19. Sub-letting and vacation of Govt. accommodation/
20. Investment, Lending and Borrowing.
21. Insolvency and Habitual Indebtedness.
22. Movable, Immovable and Valuable Property.
23. Vindication of Acts and Character of Railway servants.
24. Canvassing of Non-official or other Influence.
25. Restriction regarding Marriage.
26. Consumption of Intoxicating Drinks and Drugs.
27. Prohibition regarding employment of children below 14 years of age.
28. Interpretation.
29. Delegation of Powers.
30. Repeal and Saving.
31. Obligations to abide by all Administrative Instructions.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson- XXV: Session-58: Manpower Planning & Training Welfare Measures in
Railways, PNM, JCM & PREM..

Death-Cum-Retirement Gratuity

Amount of D.C.R.G. – This gratuity will be paid to the pensionable employees, on their
retirement, or to their families in the event of their death while in service. This will be
granted in addition to the ordinary gratuity or monthly pension that may be admissible to the
employee under the rules. The rate of death-cum-retirement gratuity is one-fourth of the
monthly emoluments for each completed six monthly period of qualifying service subject a
maximum of 16½, times of the emoluments. The amount of D.C.R.G. shall not exceed Rs.
3.5 lakh w.e.f. 01.04.96. In the event of death of an employee while in service the gratuity
will be subject to the following minima:
1. If death occurs in the first year of service two months’ emoluments.
2. If death occurs after completion of first year service but before completion of five
years service six months’ emoluments.
3. If death occurs on or after 5 years of service but less than 20 years 12 months’
emoluments.
4. If death occurs on or after 20 years of service half of monthly emoluments for every
completed 6 monthly period of qualifying service subject to a maximum of 33 times
provided that amount of death gratuity shall in no case exceed Rupees 3.5 lakh.
Note: There will be no ceiling of reckonable emoluments for calculating gratuity.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXVI: Objectives and understanding of Various Acts Session-59:
Minimum Wages Act, Factory Act, Industrial Dispute Act, Contractor Labour Act&
Workmen Compensation Act.

1.9 Payment of Wages Act (P.W.A.):

The payment of wages act provides the following -
 Payment of wages promptly and at regular intervals.
 Specifies the deductions which can be made.
 Fixes the wage period within which payment must be made.
 Furnishes the summary of earned wages and unpaid wages.

1.9.1 Other Special Features:

 Applicability - Drawing salary upto Rs. 6500
 Wages - All remunerations including salary and
allowances.
 Wage period > One month
 Time for payment < 1000 employees – within 7 days.
> 1000 employees – within 10 days
 Form of payment > Coins, notes, cheque, M.O., D.D.
 Authorised deductions - Fines, absence, damage,, House rent, Electricity,
loans, lawn charges, I.T. charges, P.F., G.I.S.
etc.

1.10 Minimum Wages Act (MWM):

The minimum wages act provides the following-
 To secure minimum rates of wages
 To prevent exploitation of unorganized labour.
 Prompt payment of wages & overtime.
 Specifies deductions.

1.11.1 Applicability:
This shall be applicable to departmental or contractor’s labour. It shall not be
applicable to the staff working on time scale and governed under HOER.
Rostered duty hours –
Maximum working hours –

1.12 Workman’s Compensation Act (WCA):

Workmen’s compensation act of 1923 is meant for the following –
 To provide for the payment of compensation by certain employers to their
workmen in case of accident involving injuries and their dependents in case of
accidents resulting in death of the worker.
 To set up special machinery to deal with the claims falling under this act.
 To ensure precision in the validity of claims for compensation.
1.12.1 Application:
(i) The act should be confined to industries which are more or less organized.
(ii) The only workman whose occupation is hazardous should be included.

1.12.2 Workmen:
Includes a person who is a railway employee not employed in any administrative,
divisional or sub-divisional office of a railway & not employed in any such capacity
as specified in Schedule II. This will not include a person whose employment is of
casual nature and who is employed for work not connected with employer’s trade.
1.12.3 Disablement:
Disablement may be of following three types –
(i) Temporary partial disablement
Means such disablement which reduces temporarily, earning capacity of a
workman in any employment in which he was engaged at the time of accident
resulting in disablement.
(ii) Permanent Partial Disablement:
Means such disablement which permanently reduces the earning capacity of a
workman in every employment, which he was capable of undertaking at the time
of accident resulting in the disablement.
(iii) Total disablement:
Not only reduces the earning capacity of a workman but incapacitates him from
all work which he was capable of performing at the time of accident.

1.13 Important Points to be Taken Care of In D & AR Cases:

 SF-5 prepared by Executive is to be got vetted from APO’s.
 Normally in cases of bribery, punishment of removal/dismissal from service should be
imposed and if it is not done so, the reason’s should be recorded.
 In accident cases due to carelessness, there is a collision between trains, staff
responsible should generally be awarded punishment of removal/dismissal and if it is
not done so the reasons to be recorded.
 Similarly, passing signals in danger warrants major penalty and if it is not done so the
reasons to be recorded.
 Group ‘C’ & ‘D’ staff found responsible for unauthorized possession of
Government/Railway land and subsequent construction of residential building on it to
be awarded major penalty.
 The punishment of WIT/WIP have no effect on seniority unless specifically ordered in
punishment.
 If it is decided not to take further action, the decision should be conveyed to delinquent
employee within a period of two months.
 Service Book should be consulted before passing orders regarding WIT/QIP as
WIT/WIP at the maximum of scale becomes infructuous.
 Since the enquiry is a must before imposing penalties of WIT for more than 3 years of
WIP for any period or if the penalty of WIT is likely to effect adversely the pension, it
should be ensured before awarding WIT for less than 3 years also that the employee is
not due retirement during the currency of WIT.
 Stoppage of post retirement complimentary passes is not a recognized penalty under
D&AR.
 Temporary status Casual Labour/Substitutes are also governed by D&AR.
 Orders for issue of show cause notice intimating the nature of punishment has been
dispensed with.
 In case if any employee reports for duty after absence of more than 90 days. He should
not be put back to duty. (GM/NCR’s decision-1992)
 In case of suspension the charge sheet should be issued within 3 months & if not,
reasons for suspension be communicated on expiry of 3 months.
 It is the responsibility of the employee to inform the administration regarding his arrest
or conviction failing which this concealment in itself well be good and sufficient cause
to initiate disciplinary action.
 SUB DISCIPLINE - ESTABLISHMENT(LESSONS: 13 SESSIONS:14)
Lesson-XXVII: HOER Session-60: Classification and Duty roster

1.8 Hours of Employment Rules (H.O.E.R.):

In order to regulate the hours of employment and periodic rest to the railway
employees, the rules were incorporated in the Indian Railway Act by an amendment
in 1930 & hours of employment rules were issued finally in 1961.
1.8.1. Application:
“Hours of employment” means the time during which an employee is at the disposal
of the employer. This includes effective or continuous work and periods of inaction
when the worker must be present on duty, although not exercising physical activity
always. It does not include the recognized intervals. These rules are applicable to all
the staff except-
(i) Categories of staff governed by the factories act, the Indian Mines Act or the
Indian Shipping Act.
(ii) R.P.F. staff.

1.8.2 Classification:
The railway employees are classified in the following 4 categories –
(i) Intensive – Only that staff is declared as “Intensive” whose work is of strenuous
nature involving continuous concentration of mind or hard manual labour with
little or no periods of relaxation. The statutory hours of duty for his category are
45 hours a week on the average in any month where as rostered duty hours are
42 and they must have a minimum of 30 consecutive hours of rest in a week.
(ii) Essentially Intermittent – The staff whose daily hours of duty include periods
of in-action aggregating to 6 hours or more (including one such period of < one
hour and two such periods of < ½ an hour each) during which although they are
required to be on duty but not called upon to display either physical activity or
sustained attentions, are declared as essentially intermittent such as waiting
room bearers, sweepers, bhistees etc. The statutory hours of duty for E.1. staff
are 75 hours in a week where as rostered duty hours are 72. They must avail a
minimum of 24 consecutive hours of rest including a full night.
(iii) Excluded – A railway employee is said to be in excluded category if he belongs
to anyone of the following category-
 Staff of Railway schools imparting technical training or academic
education.
 Certain staff of medical department such as assist. Surgeons, matrons, sister
incharge mid-wives etc.
 Staff employed in confidential capacity.
 Armed guards
 Supervisory staff such as inspectors, superintendents foremen, chargemen etc.
For excluded staff no statutory limit for the hours of employment has been seen
prescribed but duty of Railway administration is to see that employees do not
come across with unreasonable conditions.
(iv) Continuous – The employees who are neither classified as intensive nor
essentially intermittent nor excluded are classified as continuous such as guards,
drivers, T.T.Es, Clerks, typist, Gangmen etc. Statutory hours of working for this
category are 54 in a week on average in a month where as rostered hours of duly
are 52. The staff must be allowed a rest 30 consecutive hours each week.
 SUB DISCIPLINE –ESTABLISHMENT,ACCOUNTS,STORES &RAJBHASHA
(LESSONS: 13 SESSIONS:14)
Lesson–XXVIII: Awards Session-61: Different Awards.

Award:
Policy of recognizing the services of the railway employees for their outstanding
performance on the Railways is already in vogue. For this purpose a number of schemes have
been introduced from time to time in the various fields of railway working. The General
Managers have also been delegated powers to grant awards to the Railway employees (upto
Senior scales) to the extent of Rs. 2000/- in each case. Award for meritorious services have
also been extended to the officers upto the level of H.O.Ds and recommendations made by
the General Manager for such awards from J.A. grade officers and above are considered by
the Department of Railways, so as to facilitate such awards being granted at the central
function to be organized under the auspices of the Boards. The Railway employees are also
eligible for consideration for awards under “Prime Miniter’s “Shram Award” scheme for
awards to workmen in recognition of their outstanding contribution towards the production
and for showing exemplary zeal and enthusiasm in their duties. (R.B. No. E(G)86-AWI-23 of
31.7.86 (N.R. S. No. 9028).
 SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson–XXIX: Estimates Session-62: Definition & Necessity of Estimates.

Estimate:
It a statement prepared to give an idea of expenditure to be incurred on a work in
order to obtain sanction of competent authority and to see that work is financially
justified.
Types of Estimates:
(i) Abstract Estimate:
Is prepared for obtaining administrative approval to form a reasonably accurate idea
of the probable expenditure and to gauge adequately the financial prospect of the
proposal. It avoids the expense and delay in preparing estimates in detail at a stage
when the necessity or the general desirability of the works proposed has not been
decided by the competent authority.
(ii) Detailed Estimate:
On receipt of administrative approval for a project, detailed estimate for various
works should be prepared and submitted for obtaining technical sanction of the
competent authority. It should be prepared in sufficient detail to ensure that abstract
estimate sanctioned by the competent authority is not likely to be exceeded. No work
should be commenced till a detailed estimate is sanctioned & adequate funds are
allotted.
(iii) Supplementary estimate:
Is prepared for new items of works which ought to have been included in the main
estimate already sanctioned. This is prepared in the same form and same degree of
detail as the main estimate and for all purposes should be treated as part of the main
estimate.
(iv) Revised Estimate:
As soon an it becomes apparent that there is increase in rate or change in quantity due
to change in design and expenditure is likely to be exceed the amount provided in the
detailed/construction estimate, a revised estimate for whole work is prepared in the
same form & same degree of detail as the main estimate. Comparative statement of
excess & saving under each sub head is prepared and submitted for the sanction of the
competent authority.
(v) Project Abstract Estimate:
The abstract estimate of a construction project should be submitted for the approval of
the Railway Board accompanied by the expenditure involved the major item of works
such as land acquisition, preliminary survey, structural Engineering Works,
major/minor bridges, tunnels, P.Way etc.
(vi) Construction Estimate:
When it is decided to under take the execution of works, a final location survey is
done and based on this survey detailed estimates are prepared. These detailed
estimates are collectively called the Construction Estimate.
(vii) Completion Estimate:
Is prepared in supersession of a construction estimate showing the following
particulars:
 Amount of sanctioned estimate
 Actual expenditure of all works.
 Commitments on that date.
 Anticipated further outlay.
 Total estimated cost.
 Difference between the sanctioned estimate and estimated cost.
 SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson–XXIX: Estimates Session-63: Kinds of Estimates & their Vetting.

Types of Estimates:
(i) Abstract Estimate:
Is prepared for obtaining administrative approval to form a reasonably accurate idea
of the probable expenditure and to gauge adequately the financial prospect of the
proposal. It avoids the expense and delay in preparing estimates in detail at a stage
when the necessity or the general desirability of the works proposed has not been
decided by the competent authority.

(ii) Detailed Estimate:

On receipt of administrative approval for a project, detailed estimate for various
works should be prepared and submitted for obtaining technical sanction of the
competent authority. It should be prepared in sufficient detail to ensure that abstract
estimate sanctioned by the competent authority is not likely to be exceeded. No work
should be commenced till a detailed estimate is sanctioned & adequate funds are
allotted.

(iii) Supplementary estimate:

Is prepared for new items of works which ought to have been included in the main
estimate already sanctioned. This is prepared in the same form and same degree of
detail as the main estimate and for all purposes should be treated as part of the main
estimate.

(iv) Revised Estimate:

As soon an it becomes apparent that there is increase in rate or change in quantity due
to change in design and expenditure is likely to be exceed the amount provided in the
detailed/construction estimate, a revised estimate for whole work is prepared in the
same form & same degree of detail as the main estimate. Comparative statement of
excess & saving under each sub head is prepared and submitted for the sanction of the
competent authority.

(v) Project Abstract Estimate:

The abstract estimate of a construction project should be submitted for the approval of
the Railway Board accompanied by the expenditure involved the major item of works
such as land acquisition, preliminary survey, structural Engineering Works,
major/minor bridges, tunnels, P.Way etc.

(vi) Construction Estimate:

When it is decided to under take the execution of works, a final location survey is
done and based on this survey detailed estimates are prepared. These detailed
estimates are collectively called the Construction Estimate.

(vii) Completion Estimate:

Is prepared in supersession of a construction estimate showing the following
particulars:
 Amount of sanctioned estimate
 Actual expenditure of all works.
 Commitments on that date.
 Anticipated further outlay.
 Total estimated cost.
 Difference between the sanctioned estimate and estimated cost.
SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson-XXX: Tenders Session-64: Different types of tenders.
 SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson-XXX: Tenders Session-65:Power for Invitation of tenders & NIT.

Contract Management & Estimates:

1. Main Components of the Contracts:

The contract system includes the following:
 Pre Tender Planning
 Invitation of Tenders
 Submission of Tender
 Opening of Tenders
 Preparation of Briefing Notes by Tender Committee
 Consideration of Tenders & Award of Contract

1.1 Pre Tender Planning: Shall be based on the following –

(i) Decision of the form of Tender –
Depending upon the scope and nature of work, urgency, completion period,
availability of local contractors and approved list of tenderers a decision is required
to be taken for the form of tender. These tenders may be either:
(a) Open tender
(b) Limited tender
(c) Single tender

(a) Open Tender: In case of open tenders wide publicity is made through the
news papers by sending to various Govt. Offices and tenders invited in the
most open public manner. Publicity is also made through (CPRO PRO (Public
Relation Officer). Open tenders may also be invited in the event of insufficient
response from limited tenderers, work is of special nature, non availability of
experienced contractor or ring formation is suspected and to test the market
rate periodically.
(b) Limited Tender: These tenders are invited from the contractors borne on
approved list to save time, for carrying out the works of smaller value upto the
value of Rs. 1 crore Min. number of tenderers on the approved list should not
be less than 10.
(c) Single Tender: In special circumstances the offer is taken from single firm
after recording reasons, prior finance concurrence & approval of competent
authority & approval of competent authority and not exercised in routine
works. This may be invited in the following situations:
 Accident/Derailments/Breaches involving dislocation of traffic.
 When the work is of specialized nature or inescapable situation.

Power for inviting single tender rest with GM only on the recommendation of
Principal Chief Engineer with finance concurrence.
Note: Global tenders are invited to make purchases from outside the country.
Railway Board officers and the officers above GM are entitled to invite these
tenders.
(ii) Fixation of Earnest money, Security deposit and Performance guarantee:
(a) Earnest Money – Tenderer is asked to deposit earnest money with the tender
for due performance and to keep the offer valid till date as specified in the
tender and not resile from the work and modify terms & conditions. The
amount of earnest money deposited should be sufficiently large to be a
security against loss in the event of contractor faling to undertake the contract
or to furnish the require security within the appointed time after the
acceptance of tender or until such time as the sums due to him form a
sufficient guarantee as the case may be. The earnest money of unsuccessful
 tenderer should be return as early as possible on finalization of tenders. The
earnest money shall be deposited.

(i) A 2% of the estimated tender value for the works costing upto Rs. 25 crore,
rounded of to the nearest multiple of Rs. 10 & shall be applicable for all
modes of tendering.
(ii) For works estimated to cost Rs. 23 crore – Rs. 50 lacs 1% of the excess of
estimated cost beyond Rs. 25 crore.

Form of Earnest Money: - Earnest money may be accepted in the forms of cash
NSCs, 10 or 12 years National Defence Certificates. A deposit in post office saving
bank, National Defence Bonds. IRFC Bonds, Govt. Securities at 5% below the market
value & deposit receipts or demand drafts of Nationalized Bank with the concurrence
of RBI.

(b) Security Deposit – If the tender is accepted, the earnest money deposited by
the contractor with his tender shall be retained by the Railways as part of
security for the due and faithful fulfillment of contract by contractor. The
balance amount of SD may be deposited by tenderer in cash or may be
recovered from the on account bills. In case of defaulting contractor the
railway may retain amount due for payment to the tenderer not more than
10% of the total value of contract. The rate/mode of recovery for SD value
shall be as under:
(i) SD for each work should be 5% of the contract value.
(ii) Rate of recovery should be @ 10% from on account bills till full SD value is
recovered and no other form of recovery like bank guarantee, fix deposits etc.
shall be accepted.
SD shall be return to the tenderer after physical completion of the work as
certified by the authority competent to sign the contract. If this authority is of
the rank lower than JA grade, then concerning JA grade officer will issue the
certificate after ensuring that all the contractual obligations have been
fulfilled by the contractor and nothing is due on the part of contractor against
the concerning contract. An unconditional “No claim certificate” shall be
obtained from the tenderer before releasing the security deposit.

(c) Performance Guarantee –

(i) The successful bidder should give a performance guarantee in the form of an
irrevocable bank guarantee amounting to 5% of the contract value.
(ii) The performance guarantee should be furnished by the tenderer after the issue
of acceptance letter but before signing of the agreement preferably within a
period of 15 days.
(iii) Performance guarantee shall be released after satisfactory completion of the
work and maintenance period is over. Procedure for release as in case of
security deposit shall be followed.
(iv) Performance guarantee payable by the tenderer may be in any of the form of
cash, irrevocable bank guarantee, a deposit in post office saving bank. NSC’s
10 or 12 year National Defance Certificates Bonds, Guarantee bonds, deposit
receipts, pay orders and demand drafts of any Nationalized Bank,
Government securities & UTI certificates 5% below market value FDR In
favour of FA&CAO(C) free from encumbrance may also be accepted.
(iii) Preparation of Tender Documents:
The officials should visit the siteand carryout detailed survey & assess the
availability of material and other infrastructure facilities for smooth running
of contract and to minimize problems at later stage. Preparation of tender
documents before invitation of tenders is a must. These documents are given
as below.
(a) Framing of tender schedule:
(i) Choice of items and their description
 Covered by SOR
 Not covered by SOR

(ii) Estimation of quantity under each item – To be preceded by effective

site investigation, detailed design & drawings.
(iii) Estimation of unit rates for NS items
(b) Incorporation of Slandered/Special specification.
(c) Incorporation of period of completion.
(d) Incorporation of special of completion – Need, Items, Price variation clause.
Advance, Quality & Progress.
 SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson-XXXI: Railway BudgetSession-66: Parliamentary Control over Railway
Finance, Public Accountability, Canons of financial Propriety.

Parliamentary Control Over Railway Finance:

The Parliamentary control over Railway finance is exercised by the following

Committee either before the submission of demands to Parliament for voting or after the
expenditure is incurred and the annual accounts are closed as indicated.
(i) Railway Convention Committee:
Based on the recommendation of Acworth Committee in 1920-21, a convention
commonly known as ‘Separation Convention’ was adopted by a resolution on 20th
September 1924 under which this Committee was formed, for periodical examination of
Railway finance and working and also to review the rate of dividend payable by the
railway to General Revenue. This Committee normally meets after every five years to
review the Railway finance and recommend the changes to be made in railway finance.

(ii) Estimates Committee:

This is a Parliamentary Committee for examination of such of the estimates as it may
deem fit or are specially referred to it by Parliament or the Speaker. This committee
has:
(a) to report what economies, improvements in organization, efficiency or
administrative reform, consistent with the policy under – laying the estimates may
be effected:
(b) to suggest alternative policies in order to bring about efficient, and economy in
administration:
(c) to examine whether the money is well laid out within the limits on policy implied
in the estimates: and
(d) to suggest the form in which the estimates shall be presented to Parliament.

There are maximum 30 members and are elected by the Lok Sabha every year. No
Minister is elected.
(iii) Discussion of Railway Budget:
During the period of discussion of Railway Budget, any member of Parliament may ask
a question for the purpose of obtaining information on a matter of public importance
with the special cognizance of Minister to whom it is addressed. They raise questions of
various kinds viz., starred questions, unstarred questions and short notice question in
Lok Sabha and Rajya Sabha and the Railway Minister has to answer these suitably.
(iv) National Railway Users Consultative (Council:
To secure better representation of railway Users and afford more frequent opportunities
for Consultation between railways and Railway Users on matter relating to the service
rendered by Railway a National Railway Users consultative Council was formed in
1953. The members of the Council hold office for a period not exceeding two years.
The Council consists of about 70 persons appointed by the Minister of railways from
various Ministries including Ministry of Railways, Committee, organizations and
eminent persons who take interest in railway problems. The council meets at least once
a year. The Minister of railways will preside at the meeting of Council.
The Council have to consider:
(a) such matters relating to the services and facilities provided by Railways
(b) matters within the scope of the function of Zonal Committees as are referred to it:
and
(c) questions relating to staff discipline and appointments will not be brought before
Council.
(v) Committee on Subordinate Legislation:
Committee on Subordinate Legislation, which scrutinizes and report to Parliament that
the Powers to make regulations, rules, sub rules, bye-laws etc., conferred by the
Constitution or delegated by Parliament are being properly exercised.
(vi) Committee on Government Assurances:
Committee on Government Assurances, which scrutinizes whether the assurances,
promises, undertakings, given by Ministers from time to time, on the floor of the Lok
Sabha and Rajya Sabham have been implemented within the minimum time.

(vii) Public Accounts Committee:

Public Accounts Committee, which examines the accounts of sum granted by
Parliament for expenditure, to satisfy:
(a) that the money shown in the accounts as having been disbursed were legally
available for and applicable to the service or purpose to which they have been
charged;
(b) that the expenditure conforms to the authority which governs it; and
(c) that every re-appropriation has been made in accordance with the provisions made
in the behalf under rules framed by Competent authority,
This Committee consists of not more than 22 members to be elected by both the Houses
of Parliament every year from amongst their members according to the principle of
proportional representation by means of the single transferable vote. A Minister is not
elected and if a member, after his election of Committee is appointed as Minister he
shall cease to be a member of Committee from the date of such appointment.

The term of office of member of the Committee shall not exceed one year. The
Chairman of the Committee is appointed by the Speaker from the members and if Dy.
Speaker is a member, he shall be appointed as Chairman. The Committee has its own
programme and procedure. The Committee takes up examination of the Audit Report
and Appropriation accounts after they have been duly placed before the Parliament with
the approval of the President.
(viii) Member of Parliament:
In addition, any member of Parliament may address the Ministry of Railways, or a Railway
Administration, on any matter concerning Railway working. Members may also ask
questions in both the Houses of Parliament on issues connected with Railway working.

Public Accountability

Public accountability, may be defined as to how Government of India is accountable

to people. From the very fact that the Parliament itself, having been elected by the people,
representing whole of the country, is accountable to the problems faced by public. The
Railway Minister, one of the members of Parliament is accountable to people, for all
problems concerning Railways.
Any Member of Parliament may also ask question, for the purpose of obtaining
information on the matters of public importance within the special sphere of Railway
Minister to whom it is addressed for which he and the management under his control are
responsible to answer to the satisfaction of the House.
Further the powers of approval or vote of action, policies, general and specific, policy
direction rest with Railway Minister. All projects and development are included in
programmes with his approval. Responsibilities of co-ordination, planning activities and the
demand of finance on Railway rest with him. Thus the Railway Minister is the main
instrument of controlling Railway Management and working of Railways and through him
Railway Management is accountable to public.
The Railways are owned and managed by Government of India. The Railway
Management is therefore accountable to the Parliament for the efficient operation of this vital
transport system in the country. The annual revenue budget of the Railways is based on
specific performance/targets for movement of freight and passenger traffic, and comprises the
estimated amount of money required to be spent to achieve the specified targets. The annual
works budget provides for additions, restoration and replacement of assets to enable the
railways to progressively increase their capacity for meeting the transport needs.
Parliamentary financial control is designed to keep a watch over the performance of
managers entrusted with handling and disposal of public funds. The budget grants voted by
Parliament and the appropriations sanctioned by the President are thus the limits upto which
expenditure can be incurred by the Central Government during a financial year on the
specific purposes for which the grant and appropriations have been obtained. While it is the
duty of the Railway Board as the controlling authority in respect of the total amount of each
Grant voted by Parliament and appropriations sanctioned by the President, to watch the
progress of expenditure and to restrict the aggregate expenditure within the amount of grant
or appropriation placed at their disposal, it is the responsibility of the individual Railway
Administrations to exercise similar control over the allotments made to them.
 SUB DISCIPLINE - ACCOUNTS (LESSONS: 3 SESSIONS:6)
Lesson-XXXI: Railway Budget Session-67: Railway Budget, Budgetary Terms,
Budgetary Cycle, Demand of Grants, Expenditure classification, Works Programme

BUDGET
Introduction: Before 1924 the Railway Finance was merged in the General Finance of
Government of India. In order to relieve the General Finance from violent fluctuations caused
by incorporation of Railway Estimates and to enable railways to carry out a continuous policy
based on the necessity of making fair and definite return to General Revenue and also with a
view to introduce flexibility in the administration of Railway Finance in build up railway
resources, to have provisions to equalize dividend, a committee known as Acworth
Committee was appointed. This committee have recommended for separation of railway
Finance from the General Finance in 1920-21. Based on the recommendation of Acworth
Committee, a convention commonly known as ‘Separation Convention’ was adopted by a
resolution on 20th September 1924 under which the railway Finance was separated from
General Finance subject to periodical revision. This Convention Committee normally meets
after every five years to review the Railway Finance.
Definition: A statement of estimated annual receipt and expenditure whether on Capital of
Revenue account of Central Government is prepared by the railway Board (Based on
individual Railways estimated receipt and demands for expenditure) and laid before the
Parliament. In other words it can be said that under Article 112 of Constitution of India, the
President will call upon a statement from railways showing the estimated income and out-lay
amount that has to cross the Consolidated Fund of India. These statements are known as
‘Budget;.
Consolidated Fund of India: Under article 226 of the Constitution of India, a
Consolidated Fund is defined as reservoir to which all the Government earnings flow
(credited) and from which the expenditure of Government when so authorized by the
Parliament is made (debited). Central Government is having Consolidated Fund of India,
whereas the State Governments are having Consolidated Fund of States and Union territories
are having Consolidated Fund of Union territories.
Authorized Expenditure (Appropriation Bills)
Under article 114(1) of Indian Constitution, after the Budget is voted by the
Parliament and appropriations sanctioned by the President an Appropriation Bill is passed. It
becomes Appropriation Act and this Act authorizes Government to withdraw money from
Consolidated Fund of India to the extent sanctioned for incurring expenditure. It should be
borne in mind that though the expenditure is voted by Parliament and Appropriations
sanctioned by President, the amount cannot be drawn from Consolidated. Fund until it is
authorized by the act Similarly, all the Railway earnings and receipts should be deposited to
this fund excepting those authorized such as causing infringement of any Law or Act and
normally station earnings cannot be utilized for any other purpose.
Expenditure:
The expenditure is divided into two classes viz. Voted and Charged.
Voted expenditure is that for which the provision of funds is subject to the Vote of
Parliament.
Charged expenditure is such class of expenditure for which the President accords
sanction. This generally covers the following types of expenditure:
(1) Interest, sinking fund charges and redemption charges on loans and debts.
(2) Salary, allowances and pensions payable to or in respect of Comptroller and Auditor
General of India.
(3) Any sums required to satisfy any judgment, decree or award of any court or
arbitrational tribunal.
(4) Any other expenditure declared by the Constitution of India or by Parliament by law
to be so charged.
 The proposal of railway in respect of amount required to meet the expenditure of the
year is submitted in the shape of demands when presented to the Parliament and after the vote
of Parliament is obtained, the same very demands are known as Grants.
The Budget is presented to Parliament under following demands:
Demands for Grants
S. Group Demand Name of demand Classification
No. No.
1. Policy formation and services 1 Railway Board
common to all railways 2 Research Audit and Misc.
Establishment
2. General Superintendence and 3 General Superintendence ’A’
services on railway
3. Repairs and Maintenance 4 Repairs and Maintenance of ‘B’
Way and Works.
5 Repairs and the ‘C’
Maintenance of motive
powers
6 Repairs and Maintenance of ‘D’
Carriage and Wagons
7 Repairs and Maintenance of ‘E’
Plant and Equipment
4. Operation 8 Operating Expenses Rolling ‘F’
Stock and Equipment.
9 Operating Expenses Traffic ‘G’
10 Operating Expenses Fuel ‘H’
5. Staff Welfare Retirement 11 Staff Welfare and Amenities ‘J’
Benefits and Misc. + Payment of Medical Staff.
12 Misc. working Expenses + ‘K’
Payment of RPF Suspense.
13 PF pension and other ‘L’
Retirement benefits.
6. Railway Funds and Payment to 14 Appropriation to Funds. ‘M’
General Revenue
15 Dividend to General
Revenues, Repayment of
Loan taken from General
Revenues, and Amortization
of over Capitalization.
7 Works Expenditure 16 Assets – Acquisition and Capital DRF,
Replacement (Accident DF, OLWR
compensation will however
be shown under Demand
No. 12.)
Note: Expenditure on Medial Department is charged to Abstract (J) and cost of security
Department (RPF) is charged to Abstract (K).
The Budget Estimates are prepared by Railway Administration for the following, and
the figures are shown in thousands of rupees:
(a) Earning Estimates (Receipts)
(b) Revenue Budget (demand Nos. 3 to 14)
(c) Capital Budget (demand No. 16)
(i) Woks Programme.
(ii) Rolling Stock Programme
(iii) Stores Transactions (demand 16, Cap. 7100)
(iv) Workshop Manufacturing Suspense
(d) Civil Grants.
 SUB DISCIPLINE - STORE(LESSONS: 1 SESSIONS:3)
Lesson-XXXII: Introduction to Engg. Stores& Inventory Control
Session-68: Stock heads of Accounts, Disposal of released and surplus materials.

Stores
1.1 Necessity:
Stores are required to carryout the day to day repairs of track, buildings or structures.
Subordinate incharge is the custodian of stores, its proper accountal and submission of
returns etc.

1.2 Classification of Stores:

Stores are broadly classified in following three categories –
(i) Imprest stores
(ii) Surplus stores
(iii) Charged off stores

1.2.1 Imprest Stores:

These are the items kept as standing advance for the purpose of meeting day to day
requirement for repairs, maintenance and operation of rolling stock including
consumable stores such as cotton waste, oils and grease etc. are termed as imprest
stores so long as they are under the control of executive units. Normally after
assessing the monthly requirement of consumption three months quantity is
sanctioned by their controlling heads and the same may be drawn from stores depot.
Imprest stores may be –
(a) P. Way
(b) Other than P. Way – Include rail clusters, emergency girders, pipes, specials
(water supply fittings) cement etc.

1.2.1.1 Special Features of Imprest Stores:

 Scale of imprest stores is fixed by Chief Engineer in consultation with the
Divisional Engineer of the section, keeping in view the track/building structure.
 Stores are stacked separately and displayed by a board.
 Stores should not be transferred to other stock holder unless permitted by
Divisional Engineer in case of emergency.

1.2.1.2 Submission of Returns:

Returns shall be submitted every quarterly i.e. ending March, June, Sept. & Dec. by
5th of the following month. Returns ending Sept. & March are designated as half year
ending returns in which the return shall be submitted for all the items whatever are
bome on imprest ledger irrespective of the fact whether transaction has been done or
not where as in case of quarter ending returns i.e. ending June, Dec., return shall be
submitted in favour of only those items in which the transaction has been made. The
return shall be prepared by the stock holder counter signed by ADEN of the sub-
division and submitted in the division in two copies. Out of which one copy of the
return will be submitted to DEN/Sr.DEN of the section and another copy to store
depot where posting shall be done in the ledger of stock holder through ledger cards
and recoupment of the material shall be effected through the stores van or wagons
obtained from the operating department.

1.2.2 Surplus Stores:

Stores which are surplus to our requirements and include materials received from
renewals, replacements or from dismantled works. Surplus stores should be kept as
minimum as possible by returning all second hand serviceable material o DS-8.
1.2.2.1 Submission of Returns:
Returns shall be submitted every quarterly but the return shall be submitted to the
divisional authorities in 3 copies duly signed by ADEN of the sub Divisional out of
which one copy will be submitted to DEN/Sr. DEN of the section, another copy to
store depot and 3rd copy to track supply officer (T.S.O).

1.2.3 Charged Off Stores:

These are the stores which have been charged to the final heads of revenue working
expenses but still in the custody of that department and will be issued to the
consuming subordinates as and when required. Charged off stores are classified as
below.

1.2.3.1 Consumable Stores:

Cotton waste, K. Oil, soap, duster etc. are classified as consumable stores. Monthly
scale of consumption is fixed by DEN of the section with the approval of C.E. Return
for consumable stores to be submitted half yearly.

1.2.3.2 Petty Stores:

Building material such as ballast, bricks, surkhi, lime, sand cement etc. are classified
as petty stores to carryout day-to-day repairs. No. scale is fixed for building material
required for maintenance.

1.2.3.3.Material at site stores (MAS):

Stores which are obtained for specific work are classified as MAS stores. These are
requisitioned by DEN of the section and supply of material is taken directly at/near
the site. These stores are kept outside the account of any other category of stores. The
left over material is transferred else where and taken into account. Returns for MAS
stores shall be submitted quarterly.

1.2.3.4 Tools & Plants:

Scale of T&P is fixed by the Chief Engineer in consultation with DEN of the section.
A total requirement of subordinate’s labour and a small reserve will form the basis for
scale. Return of the T&P shall be submitted in the division by the close of financial
year every year in the month of April. If replacement of worn out, damaged or lost
articles is required a requisition for the same shall be submitted to the division with an
explanation of the circumstances in which the replacement is applied for.

1.3 Dead Stock:

All the furniture & plant of office and rest house under the control of a subordinate is
categorized as dead stock. The items should be numbered and a brief description
written in dead stock register to avoid replacement. All the items of dead stock should
be verified by stock should be verified by stock holder every year where as 20% items
of dead stock shall be checked by ADEN every year Dead stock return shall be
submitted to Divisional Engineer in the month of April each year.
 SUB DISCIPLINE - STORE(LESSONS: 1 SESSIONS:3)
Lesson-XXXII: Introduction to Engg. Stores& Inventory Control
Session-69: Indenting procedure, Issue note and Write-off statement.

2.1 Issue Note:

This form is used when some material is issued to some other stock holder. It is
prepared in 5 copies, original copy is kept as office copy, four copies are given with
material to the receiving authority. Consignee will send 2nd & 3rd copy duly verified to
the issuing authority. Consigner will send the verified copy to DAO and consignee
will also send 4th copy of issue note to D.A.O. keeping the 5th copy as o/c.

2.2 Pairing of Issue Note:

Pairing is done by Accounts department after receiving the copy of the issue note
from indenter as well as from issuing authority, if tallied will be filed otherwise query
will be done from the issuing authority.

2.3 Red Issue Note:

When any material which is booked either by passenger or goods train, is lost due to
some theft, the consignee will inform the Station Master regarding the less quantity
received. In case the material lost is traced out in due course it will be given to the
consignee otherwise red issue note for the quantity which is lost or short will be given
to Station Master of delivery station or traffic staff. Material is then written off after
conducting the enquiry by stores & traffic department.

2.4 Numerical Ledger:

Due to computerization of stores accounting of ordinary stores have been reclassified
on the basis of trade group and end use, now to save clerical man hours and to have
error free accounting system, stores have been codified with 8 digits. The first two
digits denotes major group, next two digits denote their sub group, next three digits
relates to a particular item & last one is called ‘check digit’.

2.5 Engineering Plant Reserve:

The purpose of engineering plant reserve is to avoid losses from forced sales of
serviceable and useful plant left over from special works. The plant and machinery
such as welding machine, truck, Jeep, boiler, compressor etc. Whatever has been
purchased against sanctioned estimated works is disposed of and completion report is
drawn. Since its value obtained will be far less, such material is sent to general store
(without DS-8). A committee of 3 persons is nominated by Chief Engineer to inspect
the plant and valuation is done. Now this assessed depreciated value is credited to
previous work in which these were procured and CR is drawn. Depreciated value and
cost of repair shall be the value of plant which will be debited to the work going to be
undertaken.
 SUB DISCIPLINE - STORE(LESSONS: 1 SESSIONS:3)
Lesson-XXXII: Introduction to Engg. Stores& Inventory Control
Session-70: Stock verification and Inventory Control Technique.

3.1 Stock Verification:

Stores are verified by stock verifiers of the accounts department as per programme
decided jointly by officers of engineering & stores department, besides the surprise
verification by inspecting officials of engineering, vigilance department etc..

3.2 Object of Stock Verification:

 Updating of ledgers
 Material as available on ground should tally with the book balance.
 Not only the numbers but also the material on ground should tally with the
specification & description shown in numerical ledger.
 To know the shortage and excess of material.
 To check the standard of upkeeping of stores.
 To check the material which is not in use for long time.
 Whether quantity of T&P is as per scale.

3.3 Frequency of Stock Verification:

The stores shall be verified as per following frequency –
Material at site (MAS) → Once a year
Imprest stores → Once in 2 years
T&P → Once in 3 years

3.4 Departmental Stock Verification:

Each stock holder is supposed to do the verification of his store once in 6 months at
his own accord. He may do so by verifying certain items every month provided te
whole stock is verified during 6 months i.e. prior to April and October every year
before submitting the half yearly returns. The ADEN’s verification of stock with
stock holder should be confined to important items of charged off stores, surplus
stores and the items which are liable to deteriorate in addition to imprest stores.

3.5 Overhauling of Stock:

After completion of stock verification, ledgers of stock holders are scrutinized by
Inspector stores Accounts (I.A.S.). It is seen that stores indented & supplied by stores
are properly accounted. Stock sheets having irregularity if any is submitted to
Accounts Officer, then he takes up the matter with controlling officer.

3.6 Stock Sheet:

If the physical balance or stock agrees with the book balance, no stock sheet need be
prepared. The official concern will merely make an entry in the ledger card bin card to
show that the physical balances agree with the book balances. The entry should be
initialed by the official making the entry & the official incharge of the ledger section.
In case of access shortage of stock the official should prepare department stock
verification sheet on form no. 1260-S. Stock sheet for irregularities if any is prepared
in 4 copies. Original copy is sent to Accounts Officer. Explanation of the stock holder
is recorded on 2nd & 3rd copy and submitted to Divisional Engineer/Sr. Divisional
Engineer who retains 3rd copy and forwards 2nd copy to Accounts Officer for further
action. 4th copy is kept as office copy by stock verifier.

4.1 Stock and Non-stock Items:

4.1.1 Stock Items:
Stock items are those items which have regular turnover and required in day-to-day
working frequently & atleast 2 times in a year. Annual consumption is likely to be
 more than Rs. 2000. As regards the procurement of stock items, the demand is sent by
consignee, items are recognized by P.L. Number.

4.1.2 Non-Stock Items:

Non stock items are those items which do not have regular turn over, not required
frequently. These items are planned by the users department. The requirement with
complete specification, detailed description of items is submitted to their feeding
stores depot on requisition form No. S-3102. One requisition is prepared for one item
only in duplicate. Carbon copy is kept by indenting officer.
As the procurement of items always take some time, advanced planning should be
done. The demand is sent by consignee, last purchase particulars if any are given on
requisition, the items are procured as per details given by consignee.

5.1 Inventory Control:

In Railways the demands are mainly for-
(i) Maintenance activities.
(ii) Production activities in Railway Workshops
(iii) For projects or works
Materials required by Railways are manufactured for the specific use of Railways &
not normally required by other users hence sufficient time is required by the
manufacturer to produce the items on receipt of contract and if not possible to procure
these items as & when required. Any failure to supply the vital items immediately on
demand brings the Railway operation to a stand still. Also it is not advisable to
procure items in bulk which will result in blocking of large capital. Hence there is no
need for inventory control to maintain lowest levels of stocks with highest service
levels. Inventory control also aims at reducing the inventory carrying cost which
comprises:-
 Cost of physical storage of inventory
 Interest on money locked up in inventory
 Opportunity cost – the capital could have been used in profitable way but
blocked in inventory.
 Obsolescence & depreciation.
 Cost involved in stock verification
 Pilferage and other losses.
 SUB DISCIPLINE - MEDICAL AWARENESS PROGRAMME
(LESSONS: 1 SESSIONS:2)
Lesson-XXXIII: Medical Awareness Programme Session-71: Family Welfare,
AIDS, Family Management & First Aid..
SUB DISCIPLINE - MEDICAL AWARENESS PROGRAMME(LESSONS: 1 SESSIONS:2)
Lesson-XXXIII: Medical Awareness Programme. Session-72: Stress Management
& Disaster Management.

SUB DISCIPLINE - RAJBHASHA(LESSONS: 1 SESSIONS:2)

Lesson-XXXIV: Rajbhasha Session-73: Constitutional Provisions, Official
Language Act 1963, Official Language Rules 1976.

la?k }kjk ljdkjh dkedkt ds fy, Lohdkj dh xbZ Hkk"kk dks jktHkk"kk ekuk x;k gSA
Hkkjr ljdkj us jktHkk"kk ds :i esa fgUnh dks Lohdkj fd;k gS ftldh fyfi nsoukxjh gksxh
rFkk ljdkjh izk;kstuksa ds fy, vadksa dk :i Hkkjrh; vadksa dk vUrjkZ"Vªh; :i gksxkA

jktHkk"kk og Hkk"kk gS ftls la?k vFkok dksbZ jkT; vFkok ljdkj fof/k }kjk vius
ljdkjh dkedkt esa iz;ksx ds fy, Lohdkj dj ysa A og fdlh jkT; esa ,d ls vf/kd Hkh gks
ldrh gS A

lafo/kku dh v"V~e lwph esa 'kkfey lHkh 22 Hkkjrh; Hkk"kk,Wa] jk"VªHkk"kk,Wa dgykrh gS A
;g Hkk"kk,Wa fofHkUu iz;kstuksa ds fy, mi;ksx dh tkrh gS A

jktHkk"kk fu;eksa ds vuqikyu dh n`f"V ls Hkkjrh; HkwHkkx dks 3 {ks=ksa esa ckWaVk x;k gSa&

¼d½ d {ks= & fcgkj] gfj;k.kk] fgekapy izns’k] e/; izns’k] jktLFkku] mRrj izns’k]
mRrjkapy] >kj[k.M] fnYyh rFkk vaMeku ,ao fudksckj }hi lewg A
¼[k½ [k {ks= & xqtjkr] egkjk"Vª] iatkc rFkk la?k 'kkflr izns’k paMhx<+ A
¼[k½ x {ks= & 'ks"k lHkh jkT; vkSj dsUnz 'kkflr izns’k A
 SUB DISCIPLINE - RAJBHASHA(LESSONS: 1 SESSIONS:2)
Lesson-XXXIV: Rajbhasha Session-74: Policy Guidelines & Instructions.

dsUnzh; ljdkj ds deZpkfj;ksa dks fgUnh f’k{k.k ;kstuk ds vUrxZr izf’k{k.k nsus ds fy,
fuEufyf[kr rhu ikB~;Øe gSa&

izcks/k & ;g izkjfEHkd ikB~;Øe gS vkSj bldk Lrj izkbejh Ldwy dh fgUnh ds Lrj ds cjkcj
gS
izoh.k & bldk Lrj fefMy Ldwy dh fgUnh ds Lrj ds cjkcj gS A
izkK & bldk Lrj gkbZLdwy dh fgUnh ds Lrj ds cjkcj gS A

jktHkk"kk vf/kfu;e 1963 dh /kkjk 3¼3½ ds vUrxZr vkus okys fofHkUu izdkj ds
dkxtkr fuEu izdkj gSa&
1- ladYi 2- lkekU; vkns’k 3- fu;e 4- vf/klwpuk,Wa 5- iz’kklfud vkSj vU; fjiksVZ ;k
izsl foKfIr;kWa 6- laln ds fdlh lnu ;k lnuksa ds le{k j[kh xbZ iz’kklfud rFkk
vU; fjiksVZ vkSj vU; ljdkjh dkxtkr 7- djkj 8- ijfeV 9- fufonk lwpuk vkSj
muds izk:i 10- lafonk,W 11- vuqKfIr ;k vuqKk i= 12- vkj{k.k pkVZ fu;ekuqlkj
mDr dkxtkr vfuok;Zr% fgUnh o vaxzsth esa f}Hkk"kh tkjh fd;s tkus pkfg, A
lafo/kku dh v"Ve~ vuqlwph ds vuqPNsn 344¼1½ vkSj 351 ds vUrxZr mfYyf[kr
Hkkjrh; Hkk"kk,Wa &
1- vlfe;k 2- mfM+;k 3- mnwZ 4- dUuM+
5- d’ehjh 6- xqtjkrh 7- rfey 8- rsyxw
9- iatkch 10- ckaXyk 11- ejkBh 12- ey;kye
13- laLd`r 14- flU/kh 15- fgUnh 16- dksad.kh
17- usikyh 18- ef.kiqjh 19- Mksxjh 20- eSfFkyh
21- laFkkyh 22- cksM+ks
dsUnzh; ljdkj ds dk;kZy; ls {ks= ^d* o ^[k* esa fdlh jkT; ;k la?k jkT;
{ks= ds i=kfn ekewyh rkSj ij fgUnh esa gksrs gSa vkSj ;fn buesa ls dksbZ Hkh i=kfn vaxzsth esa
Hksts tkrs gSa rks muds lkFk mudk fgUnh vuqokn Hkh Hkstk tkosxk A ysfdu {ks= ^x* esa fdlh
jkT; ;k la?k jkT; {ks= fdlh dk;kZy; ;k O;fDr dks i=kfn vaxzsth esa gksxsa A

DISCIPLINE: - GIPSD (Lessons: 07Sessions: 07)

Lesson-I: Communication Session-1: Communication Skills and Importance in Railway
Organization.

What Is Communication
Communication is the transfer of information from a sender to a receiver with the
information being understood by the receiver.
It is the means by which organized activity is unified.
It may be looked upon as the means by which social inputs are fed into social
systems.
It is also the means by which behavior is modified, change is effected, information is
made productive, and goals are achieved.

Communication Skill
Communication skill is the technique by which more and more information are
despatched and received.

Importance of Communication in Railway

 As we know for better work culture, Communication is the powerful tool in any
organization and Railway is not exception. In Railway there are different branches
which are in function and for effective, progressive and productive working there is
permanent need of better communication. In Railway organization as because of
better communication we could know about progress and short comings by means of
better method of communication.

Type of Communication
1. One way Communication
2. Two way Communication

One Way Communication

This is the communication which flows from upward to downward only. Here order is
passed from upward to downward. Hence it is known as One Way Communication.
Here only one is despatches and other receives.

Two Way Communications

This is the communication which flows on either side and it is the method by which
receiver also sends message to the despatch. This method is very much useful and
there is wider scope of communication. In present mode of organization, Two Way
Communication is widely used.

Effective Communication
Make sure you clarify our ideas before communicating
Test the real purpose of each communication
Be mindful of the physical and human setting whenever you communicate
Consult with others, wherever appropriate, in planning communication
Always consider in any communication overtones, as well as the basic content, of
your message
Create an opportunity to convey something of help or value to the receiver
Always follow up your communications.
Communicate with tomorrow in mind as well as today.
Make your actions support your communications
Strive not only to be understood but to understand- be a good listener.

DISCIPLINE: - GIPSD (Lessons: 07Sessions: 07)

Lesson-II: Motivation Session-2: Motivation Skills.

Motivation
Motivation can be defined as the processes that account for an individual’s intensity,
direction, and persistence of effort toward attaining a goal.
The three key elements in our definition are intensity, direction, and persistence.
 Intensity is concerned with how hard a person tries.
High intensity is unlikely to lead to favorable job-performance outcomes unless the
effort is channeled in a direction that benefits the organization.
Motivation has persistence dimension. This is a measure of how long a person can
maintain his effort.
Motivated individuals stay with a task long enough to achieve their goal.

Motivation Skill
It is the skill by which in any organization man is inspired to do more and more work
and productivity is increase because man loves happily.

How to Identify Motivation in Others

 Energy
Commitment
Staying Power
Skill
Single-Mindedness
Enjoyment
Responsibility

The Golden Rule of Motivation

You will never inspire others unless you are inspired yourself.
Example is the great seducer.
Hall marks of Good Example.
Act in the open
Be spontaneous
Be expressive
Be self effacing (No trumpets)

DISCIPLINE: - GIPSD (Lessons: 07Sessions: 07)

Lesson-III: Leadership Session-3: Types of Leadership & Leadership Skills.

Leadership
Leadership is a quality of man (coupled with skill and technique) by virtue of which
he is capable to lead the society in a positive and constructive direction.

Leadership Skill
It is the inherit quality of a man by which every one follows him have faith on
particular Leader who is awakened impartial and of positive attitude.

Type of Leadership
1. Autocratic
2. Participative
3. Free- Rein

Autocratic Leadership
It is the Leadership of a dictating nature and every one has to follow what the Leader
orders. There is no scope of argument in this type of leadership.

Participative Leadership
It is the Leadership in which every one has its own role to play and each and every
one takes part for reaching a solution.

Free-Rein Leadership
It is the Leadership in which every individuals is free to take his own decision and not
dependent to each other.

Core responsibilities of a leader

To achieve the task.
To build a motivated teem
To develop the individual
 DISCIPLINE:- GIPSD(Lessons: 07Sessions: 07)
Lesson-IV: Inter Personal Relations
Session-4: Need for Inter Personal Relations in Railway Organization

Inter Personal Relation in Indian Railway

Actually to say Inter Personal Relation is based upon human value and human
touch. In any organization human behavior and value plays a very important role to
build up a foundation of healthy work culture and amicable work environment. In
Railways which is also a vast organization, there is also a need of good human
relations and human values in between workers to workers, workers to management.
By adopting good human relations, human touch and human behavior, we can
solve most of our problems and there by developing well working environment.
For example if a man has got some domestic problem etc then organization
should handle the situation by providing human approach and sympathy to the
particular for creating good work culture and efficiency.

Need For Inter Personal Relation

To day’s world is full of challenges and to meet the challenge in day to day working
in organization inter personal relation are required to be made strong enough for
better human relation to build up a good work culture and productivity by putting in
maximum effort in the improvement of human relation.
 DISCIPLINE:- GIPSD(Lessons: 07Sessions: 07)
Lesson-V: Attitude Building Session-5: Important of Positive Attitude.

ATTITUDES -
The term “attitude” frequently is used in describing people and explaining their
behavior. For example- He has a poor attitude. I like her/his attitude. Our workers turn
out poor quality products because they have poor attitudes. More precisely, an attitude
can be defined as a persistent tendency to feel and behave in a particular way towards
some objects. For example Ram does not like working in

The Importance of positive attitude

(1) Increase productivity.
(2) Fosters team work.
(3) Solves problems.
(4) Improves quality.
(5) Makes for congenial/cordial atmosphere.

(6) Breeds loyalty.

(7) Increase profits.
(8) Better relationship with employers, employees and customers.
(09) Reduces stress.
(10) Helps a person become a contributing member of society and an asset to the
country.

(11) Makes for a pleasing personality.

(12) Wastage control/cost control.

the night shift. He has a negative attitude towards his work assignment.

DR. WALTER DOYLE STAPLES

Attitudes are the result of choices you make decisions to believe or not believe in
particular aspects of your life. For example- some people choose to adopt firm beliefs
in honesty, integrity, resourcefulness, efforts and respect for fellow human beings.
There are three basic components –
(1) Emotional
(2) Informational
(3) Behavioral

(1) The emotional components- it involves the person’s feelings or affect positive,
neutral or negative about an object. The expression of emotions- either positive like
customer service representative, negative like Police Officer or neutral like a
academic administrator or public servant.

(2) The informational component -consists of the beliefs and information of

individuals has about the object. It makes no difference whether this information is
real or correct.
(3) The behavioral components-consists of a person’s tendencies to behave in a
particular way towards an object. Only behavioral components can be directly
observed.

Factors that determine our attitude

 (1) Environment
(2) Experience
(3) Education

Environment –
Home -Positive or negative influence
School-
Office or Work place (Supportive or over critical supervisor)
Media: (Television, Newspapers, Magazines, Radio, Movies)

Culture background
Religious background
Traditions & beliefs
Social environment
Political environment

Experience
Behavioral change & attitude depends on sound experience of different areas

Education
Through formal & informal education both we gain the knowledge. Proper use of
knowledge skill & assertive behaviour give force to positive attitudes. Knowledge is
power.

STEPS TO BUILD

STEP-I Change focus, look for the Positive.

STEP-II Make a habit of doing it now.

STEP-III Develop an attitude of gratitude.

STEP-IV Get into a continuous education program.

STEP-V Build a positive self esteem.

STEP-VI Stay away from negative influence.

STEP_VII Learn to like the things that need to be done.

STEP-VIII Start tour day with a positive

POSITIVE ATTITUDE

(1) The adjustment function: Attitudes often help people adjust to their work
environment. Well treated employees develop a positive attitude.

(2) The Ego- defensive function: Attitude also helps them to defend their self
images. For example decisions of older managers are continuously challenged by a
younger manager.

(3) The value expressive function: Attitudes provide expressing their values. For
example a manager who believes strongly in the work ethic will reflect this value of
work ethic.

(4) The knowledge function Attitudes help supply standards and frames of
references that allow people to organize and explain the world around them.

Barrier to changing attitude

(1) Prior commitments
(2)Insufficient information's

Attitude can be changed through

(1) Providing new information.
(2) Continuous education programme.
(3) Use of fear.
(4) Resolving discrepancies.
(5) Influences of friends & peers.
(6) The co-opting approach
(7) Do it now habit.
 DISCIPLINE:- GIPSD(Lessons: 07Sessions: 07)
Lesson-VI: Team Work Session-6:Team Work and Team Building

Team Work
In this system of all work in a coordinated and composite manners if any one fails
then another man backs up and fulfils the objectives with out any problem and void
ness is not felt.

CORE COMPETENCIES OF A LEADER/Team Building

Team work is the sine-qua-non for excellence in performance.
It is like an orchestra playing at a concert-there can not be music without Harmony.
Samgachchadhvam Samvadaddhvam Samvo Manansijantaam
(Let us move together, let us speak together-Rig Veda)
Synergy
Identification with the organization and with the employees
Shared vision

Team Building (Characteristics of effective teams)

Active participation
Open Communication
Informal Climate
Clear Roles and work Assignments
Style Diversity
Self-Assessment.

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson-I: History Session-1: History of Computer, Hardware and Software

• HISTORY OF COMPUTERS:
• The abacus is the earliest known calculating device. It was probably first used in
China 2000 or 2500 years ago. It consist of a rectangular wooden frame with rods
carrying round beads.
• The first Mechanical calculating machine was made in 1642 by the great French
mathematician, Blasé Pascal (1623-62). He was son of the tax superintendent in Paris.
To help his father with tax calculations, Pascal invented the calculator at the age of
18.

Charles Babbage differential machine: - In 1823, Charles Babbage (father of

computer), a professor at Cambridge university, developed the concept to design a
calculating machine called engine which could store data and perform arithmetic
operation.

Mark-I: - in 1944 Howard professors developed automatic calculating machine which

called mark-I digital calculator. IBM (international business machine) corporation
built this computer.
Electronic numeric integrator and calculator (ENIC): - the first electronic computer fit

in 1945 by a team of professor at university of Pennsylvania called (ENIC) it was

 heavy machine consisting of 18,000 vacuum tubes, 70,000 resisters, 10,000

caisitor,60,000 switches and having large size occupying 15,000 squire feet of space.

Universal automatic computer (UNIAC): -

This is first computer made by a private company called IBM.

• In 1969 Intel was commissioned by a Japanese calculator company to produce an

integrated circuit, a computer chip, for its line of calculators.
• Instead of "hardwiring" the logic of the calculator into the chip he created what is
now called a microprocessor, a chip that can be programmed to perform the
operations of a calculator; i.e., a computer on a slice of silicon.
Generations of computers

First Generation: --1942 to 1955

Electronic component:- vacuum tube
Advantages:- Helped in calculation and computational work.
Disadvantages: -Big size, very costly, slow speed, high power requirements, and no
operating system.
Second Generation: - 1955 to 1964
Electronic component:- Transistors
Advantages: - Smaller size, less cost.
Disadvantages: - No operating system

Third generation: -1964 to 1972

Electronic component:- Iintegrated circuits(IC)

Advantages:- Used operating system and high level language
Disadvantages:- Initial problem with manufacturers

Fourth generation: -1972 to onward

Electronic component:- Microprocessor chips for CPU and memory(VLSI)
Advantages: - low cost, excellent speed and reliability.
Disadvantages:-less powerful than main frame needed

Classification of computer: - On the basis of size:

1: - Super Computer: - Computer system character by very large size and very high
processing speed are called supper computer. Super computers are mainly being used
for weather forecasting computational build dynamics, remote sensing, bio-medical
application. Example – param-10000 (the fastest computer of world ,made in India)

2. Mainframe Computer: - A large computer system that has capability to support

more powerful peripheral device and technical.

3. Mini Computer: - A reliability best but small and compare to mainframe is a mini
computer the smallest category of the computer. Consisting of microprocessors and
associated storage and output input devices.
 4. Personal Computer: - PC is so named because it is designed for personal use. IBM
for most computer manufacturing company in the world.

Hard ware and software :

Hard ware: - All the parts of a computer that we can see or touch are hardware i.e.
monitor ,CPU,mother board ,other PCBs ,input and output devices .

Software: - Set of instructions and collection of Data which make the computer
work is called software .Without software, the computer will do nothing. The
computer hardware on its own has no intelligence and therefore must be supplied with
instructions to performs a task .There are two types of Software:
(1)System software (2)Application software
(1)System software: -The software that runs the computer is called System software
. It is the most important software which consists of Operating System and Utilities
(2)Application software: - These programs are designed to enable the computer to
accomplish a specific task.For example Microsoft Word, Excell, Powerpoint.

Data : A collection of raw facts is called Data. Computers organize and present data
in a meaning full way.
Input and Input Devices :Data is provided by the user, User can give
numbers,words, sound or pictures as input. The parts of computer we use to give the
input are called Input devices. Keyboard, mouse, scanner mic. Are example of input
devices.

Process : the work done by the CPU on the given DATA is called processing.CPU is
the brain of the computer. Like we use our brain to solve problems similarly computer
solves the problem using its CPU.

Output and output devices : processed or meaningful data is called output.The

output is either displayed on the monitor or printed on the paper. The parts of the
computer system which give output from the CPU are called output
devices.Monitor,Printer are example of output devices .

DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson–II: Basics of Computer Session-2: Parts of Computer and their functions.

COMPUTER :

Computer is an electronics device which perform a

number of tasks ie Arithmetical & logical
operations. It can accept and store data, process it
and can produce the output. A computer works very
fast and is very accurate .

PARTS OF A COMPUTER
Computer Consists of following parts
• The Computer
 • The Monitor
• The Keyboard
• The Mouse
• The Floppy Diskette Drive
• The CD-ROM Drive
• Peripherals

CPU :
CPU is actually a small electronic device inside the computer mounted on
motherboard. Central Processing Unit(CPU) carries out all calculations and
comparisons and sends it to the relevant output device . Microprocessor is used in
CPU.
It has two parts.
ALU
1. ALU(Arithmetic Logic Unit) : It performs all arithmetic and Loooooooooo CU such
as addition, subtraction, multiplication and division .
2. CU(Control Unit): Functions of all other parts of a
Computer are controlled by the control unit .

Monitor :The Computer Monitor is the video display unit consists of a television
picture tube(CRT) to display the inputs and outputs.
Keyboard: The Keyboard is the primary input device used to communicate with the
computer. A computer keyboard closely resembles a conventional typewriter
keyboard with the addition of numerous keys that are used specifically for computing
functions. All keys are arranged like those on a type writer .There are some extra keys
with the keyboard of a computer like Control (ctrl) and altar (alt) key which have
special functions associated with it in combination with other keys.
Mouse: - A mouse is a pointing device, which rolls on a small rubber ball or with
optical and light arrangement which has two or three buttons on the top. The mouse is
another input device used to point at objects on the computer monitor and select them
named for the resemblance of the wire coming out of it and a mouse's tail, the mouse
was introduced to computing in the early 1980's when Macintosh created its graphical
user interface (GUI). Using the mouse and keyboard in combination allows the
computer user substantial latitude in how to accomplish a wide variety of tasks.
Basic mouse operations: -
Click: - Press and release the left button on the mouse.
Double click: - Click the left button of the mouse twice rapidly.
Drag and drop: - Holds down the left mouse button while you are moving the mouse
and release it at the desired position.
Point: - Move the mouse.

Computer Memory: The memory of computer stores data and instructions. There are
two types of memory :-
1.Internal Memory 2.External Memory

Internal Memory: A computer needs to store data before processing it Data is stored
in internal memory of computer. It is known as the primary memory. There are two
types of Internal
memory (1) ROM (2) RAM

ROM (Read Only Memory):It is the permanent memory chip that is put in the
computer when it is manufactured. It is provided on motherboard , the information
can be used by computer for its functions but can not be changed .
 RAM (Random Access Memory): RAM (Random Access Memory) is the place in a
computer where the operating system, application programs, and data in current use
are kept so that they can be quickly reached by the computer's processor.
RAM is much faster to read from and write to than the other kinds of storage in a
computer, the hard disk, floppy disk, and CD-ROM. The data in RAM stays there
only as long as computer is running. When computer is turned OFF, RAM loses its
data. When computer is turned ON again, operating system and other files are once
again loaded into RAM, usually from hard disk.

External Memory : Storage Devices: - External memory is needed because as soon

as the computer is turned off, RAM loses it’s data .This is why it is important to save
data from RAM to external memory or storage device. Different types of storage
devices are explained below

(i)Hard disk: - It is a group of large metal or plastic disks permanently sealed in a

container. Read-write heads and access mechanisms are also in built within the
container are not generally removed from their disk drives. Smaller size of Winchester
disk is used in mini computer and PCs. the capacity of hard disk is about 40 G.B to
180GB or more.

(ii) Floppy disk: - Floppy disk is widely used storage device. Floppy diskettes are
normally used as a temporary storage containers or transportation media for data. Now
days two sizes of disk are commonly available- 5.25 inches and 3.5 inches A standard
floppy diskette can hold 1.44 MB of computer data. These disks are economical and
very flexible to use. Floppy disks are not as reliable or fast as the internal storage
device. They are also the primary vector of virus infection in the computer .

(iii) CD-ROM(Compact disk ROM): - The Compact Disk-Read Only Memory (CD-
ROM) disk is most commonly used storage device and has become the primary
storage medium of data and distribution medium for software to consumers. It is a
small optical disk in which laser beam is used to store and read information. It consists
of concentric circles containing millions of pits and plateaus which correspond to
on/off bits of data. CD-ROM are two types CD-R and CD-RW.
CD-R: This type of CD-ROM is "Read Only" ie. they are recordable disks. Data can
be written on them only once.
CD-RW : They are re-writable CDs. Data can be written on them again and again.
SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–II: Basics of Computer Session-3: Operating Systems of Computer

OPERATING SYSTEMS FOR COMPUTERS:

An operating system is a set of program that runs on a computer to simplify the use of the
computer for the user. The operating system manages the use of peripheral devices such
as printers, monitors and keyboards. In addition the operating system will run other
programs and display the results. In order to carry out these functions the operating
system has to require a systematic structure for the inputs and outputs; there is a definite
structure to files and there is a systematic way in which the files are stored on the data
storage devices. Without an operating system a computer is not able to perform tasks.
TYPES OF OPERATING SYSTEM
• MS DOS
• WINDOWS(95,97,98,2000,XP,Vista)
• UNIX
• LINEX
WINDOWS Operating System : The Windows is an advanced, most capable , popular and
user friendly operating system invented by Microsoft company. This operating system uses a
graphical interface(pictures or icons instead of text).

Components of Windows:

The desktop: -This is the large, background area of the Windows screen, from where we can
access different component of Windows.
Changing pattern of desktop: -
*Using the right mouse button click on the empty area of the desktop.
*Select properties.
*Click the down arrows on the scroll bar right of the pattern box.
*Select one of the patterns then click ok.
Control panel: -
 It customizes the window environment.
 Choose startsettings control panel.
The icon: -Icons are the small pictures on the desktop, which represents the programs and
executable files.
Changing the icon: -
*Right clicks the desktop and chooses the properties from context menu.
*Click effect tab.
Start Button: The Start button lets you know quickly open your programmes and documents
Menu bar: -This has the list of programmes .
Scroll bar: -Helps to move through the document that does not fit within the window.
The title bar: -
*The upper band of every window is known as the title bar.
*You can not move the window around your desktop in case it is not maximized
*The title bar is highlighted when the window is active.
*You can have a number of applications open at a time but can work with just one.
The task bar: -It is the rectangular bar that appears at the bottom of screen.
Hiding the task bar: -
*Using the right mouse button click on the empty area of the taskbar.
*Select properties.
*Click on task bar option tab.
*Select the auto hide and then click ok.
Setting the date and time: -
 Double click on the date/time icon.
 Select the digits for the month in the date box.
 Click the up down to select the month.
 To change the time repeats the same process.
 Click ok button.
Loading screen saver: -
 Click the down arrow to the right of the drop down list box named screen saver.
 Select one of the screen savers from the list.
 Click preview.
 The selected screen saver appears
Creating a folder: -
 From the tree pane select the directory under which you want to create a sub directory
 Choose file new folder
 Type the name of the new directory and press enters.
Deleting a directory: -
 Select the directory.
 Choose file  delete.
 If you want to delete the file or the folder. Click yes in the dialog box.
File commands: -
Moving: -
 Select the file to be moved and then drag them as a group to the new destination.
Or
 Select the file to be moved.
 Choose edit cut.
 Select the directory where it has to be moved.
 Choose edit  paste.
Copying: -
 Select the file to be copied.
 Hold the CTRL key. Drag the selection to destination.
Or
 Choose edit copy.
 Select the directory where it has to be copied.
 Choose edit  paste.
Renaming files: -
 Select the item to be renamed.
 Choose file  rename.
 Current name get selected, type in the new name.
 Press enters or clicks out side the file name.
Word pad: -
 It is used to create documents of any disc.
 Clicks start buttonprogramaccessoriesword pad.
Starting paint: -
 Original artwork can be created and moved into other window applications as follows.
 Click start button program accessories paint.
Calculator: -
 It is used to solve mathematical problems.
 Click start buttonprogramaccessoriescalculator.
Notepad: -
 It is used to review and edit sort text files.
 Click start buttonprogramaccessoriesnotepad.
Deleting files: -
 Select the files.
 press Del or choose filedelete
 Click yes buttons in the delete dialog box.
AccessoriesNotepad
 Wordpad
Calculator
Entertain
Games
Paint

Short cuts that is used in windows:

1. Ctrl+a select all

2. Ctrl+x cut
3. Ctrl+v paste
4. Ctrl+c copy
5. Ctrl+s save
6. Ctrl+n new
7. Ctrl+o open
8. Ctrl+p print
9. Ctrl+z undo
10. Ctrl+y redo
11. F1 help
12. Ctrl+l left align
13. Ctrl+r right align
14. Ctrl+e center align
15. alt+f4 close window
16. Ctrl+b bold
17. Ctrl+I italic
18. Ctrl+u underline

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson–II: Basics of Computer Session-4 & 5: Operating Systems of Computer

Practical demonstration of different components of Windows operating system in computer

room
 SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–III: Microsoft Office Session-6: MS Word

Microsoft Office:
Microsoft Office is very popular and widely used application software suite which consists of
different application software i.e Word, Excel, PowerPoint, Access etc

MS Word:
Microsoft Word is all you need for typing letters, documents, reports etc. Very easy to learn,
the user-friendly.

Starting MS- WORD

Start Program MS-Word

OR
Click on the icon of micro soft word on the desktop.

COMPOMENTS OF THE WORD SCREEN

Title bar.
Vertical scroll bar.
Horizontal scroll bar.
Vertical scroll bar
Menu bar
Formatting and standard tool bar
Status bar

Opening a new document

Select file
new
Click general tab and select blank document
Or
Select office 97 templates option button.

Opening an existing file

Choose fileopen
Choose the file to be opened and click on the open button.

Moving information
Select the text
Select edit
cut
Place the cursor where the text has to be copied.
Select edit > paste.

Copying information
Select the text
Select edit
copy
Place the cursor where the text has to be copied.
Select edit
paste
Inserting special characters
Choose insertsymbol

Undo
Choose edit undo

Repeat
Choose editrepeat

Creating the dictionary custom dictionary

Choose toolsoptions
Select the spelling and grammar tab.
Click dictionaries button
Choose new button
Select the directory where the dictionary is to be stored.
Choose save button.

Changing font and font size

Select the text for formatting.
Choose format font.
Click on the font tab.
Click on the down arrow of the font color of the font.

Indents and line spacing

Place the insertion paint in the paragraph, which has to be indented.
Choose formatparagraph
Click on the indents and spacing tab.
Enter the distance to indent in the left and right boxes.

Setting margins
Position the cursor where, margin settings have to be changed.
Choose file page setup
Click to desired dimension boxes.
Change paper size and orientation by switching to paper size tab.

Paper orientation
Click file page setup paper size.
 Choose portrait or landscape in the orientation group box.

Headers and Footers

Choose page setup margins tab and set marring of header and Footer in the from edge
box.
To enter a header that repeats on all pages choose.
 View  Header and Footer.
Enter the text for the header in the header text box.

Borders and shading

Select the portion of the document, which requires boudoirs.
 Choose format  borders and shading.
Click on the borders tab.
In the setting area choose any one of the setting.
In the style box you can choose the of line the color of the line and the width of the line.
 On the page border tab, choose the type ok border to be application.
On the shading tab, choose the type.
Views
Word offers six unique views.

Print preview
 It is used to see the entire page at a reduced size
 Choose file  print preview
Web layout view
It is designed to be used while creating a web page Irwin reading document on the screen.
Choose view web layout
Normal view
It is default document used box typing, editing and for mating
 Choose view  normal view
Out line layout view
It is used to look at the structure of the document.

Creating tables
Move the cursor to the place where the tables are to be inserted.
Choose tables button from the standard tool bar or choose insert table from table menu.
Set the number of row and column.
 Choose ok button
Choose table auto format
Choose table insert table.
 Click the auto format button in the insert table dialog box or click table  table auto
format
Format list box and preview box is used to select the list-suited format.
To apply borers, shading, font color select from format .to applies area.
To choose rows and columns to apply special formatting. Select the check boxes in the
apply special formats to area.
Click on ok button.

Hyper links
It is connection betweentwo document or parts of same document and is connected use.

To create a hyper link

Open the word document in which the hyperlink is to be insert.
Open the file the contains text or graphics.
Click insert hyperlink.
Select the object to which the hyperlink will jump in the destination file.
Hold the right mouse button and drag the selection where you want the hyperlink.
Choose create hyperlink here.

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson–III: Microsoft Office Session-7&8: MS Word

Practical demonstration of different components & Tools of MS Word in computer room

 SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–III: Microsoft Office Session-12: MS PowerPoint

MS PowerPoint:
It is a sophisticated presentation graphics package used to create presentation using Auto
content wizard.

STARTING POWER POINT

 Choose start programsMS. Power Point

CREATING PRESENTATION USING AUTO CONTENT WIZARD

 Start power point.
 Start auto content wizard.
 Select auto content wizard button.
 Click the next button.
 After some information the presentation is created.

CREATING PRESENTATION USING DESIGN TEMPLATE:-

Choose template option. New presentation dialog box appears from which the template is
selected.
New slide dialog box appears with a list of 24 pre-designed slide layouts.

CREATING PRESENTATION USING BLANK WIZARD:-

 Start power point
 Select the block presentation.
 Choose the ok button.

A COMPLETE PRESENTATION INVOLVES: -

 Creating the presentation.
 Applying a presentation design
 Formats slides.
 Add objects to the presentation.
 Apply transitions, animation effects.
 Rehearse and add slide timings.
 Present the presentation.
OPENING AN EXISTING PRESENTATION
1. This opens up an existing presentation.
2. Select the name of the file from the menu under file name fox.
OUTLINING TOOLBAR
1. Select view toolbaroutlining
2. Click o.k.

INSERTING A NEW SLIDE

1. Click insertnew slide.
2. Select the slide layout and click o.k.

DELETING A SLIDE
1. Selected the slide in the out line view
2. Choose editdelete slide and choose o.k.
PRINTING THE PRESENTATION
1. Click file  print.
2. Select the slides to be printed from the print ranger box and click o.k.

SAVING THE PRESENTATION

1. Choose file  save.
2. View the name to the presentation and click save.

CLOSING THE PRESENTATION

1. Choose close command from the file menu.
OR
2. Click on the presentation close button

FORMATING TEXT

TO MAKE TEXT WORD.

1. Select the text tool on the droning toolbar.
2. Set the texts width.
3. The typed text will wrap inside the box.

SHADOW TEXT
1. Add a shadow behind the text
2. Choose formatfont.
3. Select shadow in the effect box and choose o.k. Button.

ADDING A SHADED BACKGHROUND TO SLIDES

1. Choose format background.
2. Select on option in the shade box from the background dialog box.
3. Choose apply or apply to all.

APPLYING DESIGNS TO SLIDES

1. Choose format  apply design template.
2. Choose the template name to the entire preview.
3. Double click the selected template to apply to all slides.

POWER POINT OBJECTS

(Select an object)
1. Touch any visible part of on object and click the left button of the mouse.
2. To choose all the objects choose edit select-all.

DE- SELECT AN OBJECT

1. H0ld down the shift key and click the mouse button.

GROUPING JOBJECTS
1. Create a group by selecting more than one object.
2. Select the attributes to all the objects in a group.

UN GROUPING REGROUPING OBJECTS

1. Select the group by clicking on a grouped object.
2. Choose Draw ungroup or Regroup.

MOVING AN OBJECT
1. Select the object or border and drag the outing to a new location.
ALIGINIG OBJECTS
1. Choose draw align.
2. Select the type of command from. Formatalignment.

ADDING CLIPART
1. Click the insert clipart button on the drawing toolbox.
OR
2. Double click a clipart placeholder on an auto layout.
OR
3. Choose insert picture clipart.

RECORDING A CLIPART OBJECT

 In the slide, select the clipart object.
 Click the Recolor picture button on the picture Tool bar.
 Choose to change color or fills.
 Click and choose a new color bar each color to be changed.

FORMATTING INDIVIDUAL CHART OBJECTS

 Select the object in the chart.
 Right click and choose format object.
 Set options on each dialog fox and click o.k.

WORD ART
 Special effects can be added to the text
 Choose insert  picture word art

INSERTING A GRAPH
 Click insert objects.
 Select through the data on the data sheet and choose editclear.
 Enter the data in the data sheet.
 Close the data sheet by clicking on the close button.

SOUND AND MOTION CLIPS

 Open the slide.
 Choose insert movies and soundsounds.
 In the clip art dialog box, select the sound or motion clip.
 Click insert clip to insert object.
 Double click on the icon or object to play the sound or motion clip.

CRATING HYPEARLING TO ANOTHER SLIDE

 In slide view select the text.
 Choose slide show action settings
 Choose the hyperlink option.
 From the hyperlink drop down list select the slide to be linked select a slide and click o.k.
 Choose of to create the hyperlink.

INSERTING AN EXCEL CHART

 Clicks on the chart in excel and choose edit copy.
 Switch back to power point and click on the graph placeholder on the slide and choose
edit paste.
 Creating notes.
 Involves cover age chapter typing your notes and designing the look of the presentation
choose view notes pages select the notes box by clinking inside and start typing.
ANIMATION EFFECTS
 Selects the object and choose slide show custom animation.
 In the entry animation and sound group box on effects which can be applicable to the
object are displayed
 On clicking the preview button the preview of effects are displayed
 Click on o.k.

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson–III: Microsoft Office Session-10&11: MS Power Point

Practical demonstration of different components & Tools of MS Power Point in computer

room
 SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–III: Microsoft Office Session-12: MS Excel

MS Excel :
 M.S. Excel is as window based spread sheet.
 Excel can graphic objects.
STARTING EXCEL :-
 Click start  Programs  Micro soft excel
 Double click the icon of M.S. Excel on the desk top.
OPENING A NEW WORK BOOK :-
 Select File  New.
 In the General tab, select the work book and click on ok.
PRINTING A NEW WORK BOOK:-
 Select File  Print
 Choose the number of copies and page numbers to be printed.
 Click on preview button to view the matter.
 Under print what select what to print and click ok.
ADJUSTING MARGINS IN PRINT PREVIEW :-
 It displays the current margin settings.
 Choose File  Print Preview.
 Click the margin button.
 Drag the margins you wish to change to its new location.
CHANGING PAGE SETUP :-
 You can adjust the setting per page number, paper margin and size of paper.
 Choose File  Page setup.
 Click the page tab.
 Change setting for scaling, paper size, print quality and first page number and click ok to
apply.
 EDITING THE WORK SHEET :-
 Activate the cells whose values needs to be edited.
 Double click the cell or press F2 to change the data.
INSERTING ROWS AND COLUMNS :-
 Select an entire row by clicking on the row number.
 To select consecutive rows click on the first row and with mouse button pressed drag it to
the last row.
 Select Insert  Rows.
 Similarly select the columns.
 Select Insert  Columns
DELETING ROWS AND COLUMNS :-
 Select the rows or columns.
 Select edit  Delete
Deleting Cells: -
 High lights the cells.
 Choose Edit Delete.
 Choose the direction in which the adjoing cell have to be moved in the delete dialog box.
 Click OK button.
Cut ,Copy And Paste: -
 Select the data to be moved.
 Choose Edit  Cut or Copy.
 Select the first cell , row or column where the data is to be placed.
 Select Edit paste.
Using Drag And Drop: -
 Select the source cell or cells.
 Point any edge of the selection.
 The moue pointer changes to an arrow.
 To move the selection drag drops it in the new location.
 To copy the selection holds the CTRL key while dropping the selection.
Headers And Footers: -
 Headers and footers appear at the top and bottom of the page respectively .
 Choose File  Page set up.
 Select the header / Footer option from the page setup dialog box.
 Click the drop down list of header/footer.
 Press enter to return to the page set up dialog box.
NAMING A WORK SHEET:-
 Double click the sheet table to select it.
 Type a new of the work sheet and press enter.
SELECTING WORK SHEETS :-
 Click the sheet tab.
 To select more than one work sheet hold the CTRL Key.
 To select all work sheets right on any tab and choose select all sheets.
UNGROUPING WORK SHEETS :-
 Right click on any group worksheet tab and choose ungrouped sheets.
INSERTING AND DELETING WORK SHEETS :-
 Choose Insert  Work sheet to insert a new work sheet.
 Choose Edit  Delete sheet to delete the work sheet.
COPYING AND MOVING WORK SHEETS :-
 To mouse within the same work book .Drag the sheets tab to the new location and drop it.
 Hold down the CTRL key while dragging to copy the work sheet.
 To move or copy between work book.
 Select the work sheet.
 Choose edit  move or copy.
 Select the name of the work sheet.
 Click create a copy to copy it and click ok.
COLUMNS WIDTH AND ROWS HEIGHT :-
 Click on the column letter to make it active.
 Select Format  Column
 Click on width option.
 Type in the require size.
 Similarly rows height can adjusted by selecting format  Rows.
CELL FORMATING :-
 High light the cells.
 Choose Format  Cells
CREATING A CUSTOM FORMAT :-
 Select the cells.
 Choose format  Cells.
 On the number page of format cells dialog box chosen custom from category list.
 Click of to apply the custom format.
AUTO FORMATTING :-
 It applies a standard format to all or part of a work sheet.
 Select the portion of the work sheet which is to the formatted.
 Choose format  Auto format.
 Choose the format from the auto format dialog box.
 Choose the options button to show formats to apply.
 Click ok to apply the selected formats.
CONDITIONAL FORMATING :-
 Formats can be applied to selected cells based on a condition.
 Select the cells.
 Choose Format  Conditional formatting.
 Choose cell value is, or formula is.
CONDITIONAL FORMATING CONTINUES :-
 Select a conditional operator.
 In the condition text box enter a value cell reference or formula.
 Click the format button.
 Set up a format for this condition and click ok.
TYPES OF CELL REFERENCES :-
 Relative referencing.
 Absolute referencing.
 Mixed referencing.
USING NAMES IN FORMULA :-
 Click on the point in the formula where the cell reference is to be included.
 Click Insert  Name.
 Select paste option from name submenu.
 Select the name of range to be used in formula and click ok.
CREATING NAMES FROM A ROW OR COLUMN OF TEXT :-
 Select the range to be named.
 Choose Insert  name create.
 Select the row or column that contains
 Tables to be used in the create names text box.
 Click ok to apply names.
OPENING AN EXISTING FILE :-
 Click File  Open.
 Click on the file name and then click on open.
SAVING A WORK BOOK :-
 Select file  Save.
 Click on the save button.
CREATING NAMES FOR RANGES :-
 Select the cell or range of cells that is to be named.
 Choose Insert  Name
 Select define option from name sub menu.
 In the names in work book text box, type a name and click add.
 Edit the range coordinates it required from refers to text box.
 Click on add button to create to create the name.
 Click on ok.
LINKING WORK BOOKS :-
 Open both dependent and source work book.
 In the dependent work book enter the formula.
 Open the window menu and select the source workbook.
 In the source, work book select the cell where the formula is to be included.
 Finish creating the formula in a normal process.
FINDING RECORDS BASED ON CRITERIA :-
 Choose Data  Form.
 Click on the criteria button and in the field type in the criteria condition.
 Click the find next button.
 To find additional records click find next button.
 Click close button when finished.
CREATING A NEW DATA BASE FROM A FILTERED SUBSET :-
 Filter the active data base to create a filtered subset.
 Select the filtered data base including the column tables.
 Choose edit  Copy.
 Press enter to paste the data base.
FUNCTIONS :-
 They are built in special program which accept data and return a value after performing
calculation.
THE FUNCTION WIZARD :-
 Select the cell in which the function is to the inserted.
 Select Insert  Function.
 Select the function category from the paste function dilog box select the paste function
dialog box select the function available from the right side.
AUTO CALCULATE: -
 It is used if the result is not be stored in a cell.
 Select the range of cells containing the numeric values.
 Right click on the status bar.
 Select the calculation to be form. performed on the selected cells.
 The result is displayed on the status bar.
COMMONLY USED FUNCTION :-
 Date and time functions.
 Logical function.
 Statically function.
 Math magical function.
 Text function.
GOAL SEEK :-
 It is used to find out the result of a formula if one variable is changed.
 Select the cell, having formula having value to be edited.
 Choose tools  Goal seek.
 Click into value text box and type in the new value.
 Click the by changing cell box and type cell address of cell whose relative value is to be
changed.
 Click on ok.
 Goal seek dialog box appears giving the result.
 Click on ok to change the value and cancel to ignore the result.
CREATING A CUSTOM FILTER :-
 Gives access to other ways to set entries.
 Choose Data  Filter  Auto filter
 Choose custom from filter criteria drop down list.
 Set the operation type for the first criterion from the custom auto filter dialog box.
 Set the operation type for the first criterion.
 Enter or select first criterion from the drop down list.
 Set an operator and enter or select the second criterion.
 Set and for a range, set or to filter for move.
 Click ok to apply the custom filter.
FILTER :-
 It is used to see only the records you need.
 Select the cells to be filtered.
 Choose Data  Filter  Auto filter
 Click on the fitter arrow on the cell where filtering is required.
 Choose from the options of the list of criteria drops downs.
 Select an item in the criteria list to filter all other data.
 The all option shows all the records.
 To all option shows all the records.
 To remove the filters choose
Data  Filter  Auto filter
PIVOT TABLE :-
 It is used to create cross tabulated data.
 Select the data base to used.
 Choose Data  Pivot table and pivot report.
 Select M.S. Excel list or data base and click on next button.
 Select the data and then click on next button.
 Click the finish button on pivot table and pivot chart wizard.
 To add a field select any cell and choose Data  Pivot table and pivot chart report.
 Click the layout button to open the layout dialog box.
 Add fields and click ok to finish.
CREATING SEPARATE PIVOT TABLE BASED ON VALUE :-
 Arrange the pivot table layout so that the field to be sued to separate the table is in page
area.
 Select any cell right click and choose show pages.
 Choose the field for which separate pivot table is to be created and click ok.
LINKING WORK SHEET :-
 Open the source work book.
 Select the source cell.
 Select edit  Copy open the target worksheet click on cell where you want the link.
 Choose edit  Paste special.
 Select all from paste option button on and name from operations button.
 Click on paste link button.
SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–III: Microsoft Office Session-13&14: MS Exel

Practical demonstration of different components & Tools of MS Word in computer room

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson–IV: Internet &E-mail Session-15: Internet & Web-surfing.

INTERNET: The Internet is the worldwide, publicly accessible network of

interconnected computer networks that transmit data by packet switching using the
standard Internet Protocol (IP).
It is a "network of networks" that consists of millions of smaller domestic, academic,
business, and government networks, which together carry various information and
services, such as electronic mail, online chat, file transfer, and the interlinked Web pages
and other documents of the World Wide Web.
SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson–IV: Internet &E-mail Session-16: e-mail & demonstration for making e-mail
ID

Practical demonstration of different components & Tools of Internet explorer,e-mail &

making e-mail ID in computer room.
SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson-V: Automatic Guide Computer (ALC)
Session-17: Introduction to Automatic Guide Computer (ALC) & its Hardware.

ALC:INTRODUCTION:-
Win ALC is the next generation of the well proven Plasser “ALC” track alignment
computers. Since the first Plasser PC MSDOS based “ALC” was introduced in 1992
approximately 300 units have been fitted to machines world wide. The program is not tailor
made for one specific country but contains all the main elements for world wide applications.
The program for the “ALC” has constantly been updated from the first edition with new
features being added as an ongoing situation. The PC based “ALC” program had been taken
to the limit of the MASDOS operating system so it is a natural progression to change the
operating environment to WINDOWS 95, this removing the restrictions of the MSDOS
memory limitations and enabling a multi tasking environment that will be already familiar to
the majority of people today.
The “Win ALC” system is designed as an addition to enhance and improve the existing
PLASSER tamping machines lining and lifting systems. It can be fitted as a bolt on to an
older machine or normally is fitted when the machine is built.
TECHNICAL DESCRIPTION OF SYSTEM:
The WIN-ALC system comprises of 4 distinct main parts:
1. The Computer or PC
2. The Display or Monitor
3. The keyboard (also fitted with the pointing device, the mouse)
4. The distance measuring wheel or encoder
Technical data:
System unit
PLASSER Built Dedicated PC :Intel Pentium 100 MHZ
16 Mbytes Memory
70 Ns Starting time
3 ½’1.44MB Floppy Disc drive
959 MB IDE-BUS
The Computer:
LED FUNCTIONS
POWER : on, when computer is running
BACKUP: on, when Computer supplied by the internal power supply (see ‘power supply)
BATTRY: on low voltage limit of the power supply, EXIT program and switch.
OFF Computer, is the light still ON, the supply voltage is too low and the computer will be
switched OFF automatically.
HARD DISK: on, when hard disc used.
The display:
1= SUN VISORS
2= VISOR LOCKING NUTS
3= QUICK RELEASE TILT ADJUSTMENT
4= TILT ADJUSTER LOCKING HANDLE
The display tilted to optimize the viewing angle for individual operators:
Description of Keys:
Esc For aborting of menus, entire screen pages and the help mode, and input
screens etc.
Ent Input key OK-key. This key is used for selecting sub menus, menu items and
input areas, as well as confirmation of inputs.
Space Bar Used for placing spaces between words and letters, make the initial selection
in a windows selection box, used after the tab key.
Enfg (Insert) Adding one symbol in front of the cursor.
Entf Removing a symbol under the cursor. Deleting of a constants, areas, markers,
symbols and values.
Pos. 1 (Home) To move the cursor to the top left edge of the input area.
End To position cursor on the right edge of the input zone and the input are to the
right bottom window edge. Select bottom menu item and bottom selecting
area.
Picture A Moves display upwards one page
Picture V Moves display downwards one page
Cursor Keys Moving the cursor or blue cursor line up/down, or left/right corresponding to
the arrow on the key.
Caps Loc Change over to capital letters and symbols while key is held in.
Tab Tabulator jumps the cursor to the right, if shift key is held in the cursor jumps
to the left.
Function keys – F
Used especially while working and measuring
Functions while working are used for:
- Help key
- Synchronizing the distance measurement.
- Canceling the warning signal
- Setting of mark points during the measuring run.
- Advancing the position line to the next synchro-point (Only during working
mode).
- Setting of a fixed point during measuring run
- Marking of sections with linear versine for the versine compensation.
- Start and end of a fixed point area, is set during the measuring run
- Adding a line, after pressing the key, a new input zone appears above the marked
one.
- Deleting the line in which the marked input zone is.
The Mouse:
Built into the keyboard is a unique and versatile “mouse” the Micro Module. MicroModule

emulates all of the functionality of a standard two-button mouse. To control the cursor

direction and speed, just place your finger on the Mini your finger on the Mini joystick and

gently rock in the direction you want the cursor to move. Press softly for slower movements;

press harder for fast movements. The primary click button is on the left of the Mini Joystick.

It is equivalent to the left click button on a conventional mouse. The secondary click button is

located on the right, and is equivalent to the right click button of mouse.

The distance measuring wheel:Located on front bogi

The ALC Power Supply:
The main power supply is taken from external batteries (24VDC), which are charged by the

machine’s electric system. In case of low voltage or failure of the main power supply, it will

be switched over automatically to an internal UPS supply in the computer. The control lamp

“BATT” will come on. Failing main power supply will also causes the screen to non-

function. The external system charges the batteries of the internal power supply

automatically.

Attention: To avoid discharging the batteries, the computer should not be used for very long
periods without running engine. The operating voltage dropping to the lower limit will be
indicated by the control-lamp ‘BACK UP’. In this case switch off the computer and start
engine.
If the BACK UP LED is on with the engine running the main power supply.

Session-18: Introduction to WinALC Software

Introduction of WinALC software and demonstrationof components and tools in
computer room
SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson-V: Automatic Guide Computer (ALC) Session-19: Working in Geometry mode

WORKING IN GEOMETRY, MEASURING RUN.

The “ALC” has two methods of enhancing the tampers track alignment systems. “Geometry”
method and the “Measuring and compensation” method. In the geometry method the target
track geometry is entered into the computer along with design data. For this method of
working the exact design and geometry information must be known. A measuring run is not
carried out as the computer will automatically input the correct lining and lift information
calculated from the data entered.
The “Measuring” method is used where the track data is not known.The data for the track is
obtained via a measurement run using the machines measuring system prior to working.
During or after the measurement any data that is known can be entered e.g. fixed points, cant,
radii, etc. After computation by the “ALC” computer the tamper is set to work with the
“ALC” automatically entering the computed lift and line data.
ALC Geometry Method:

The geometry method of operating the “ALC” is used when all of the target data for a
section of track is known. The data is loaded into the computer at any time prior to work. A
measuring run is not used in calculations as all data has been entered, although measuring
runs can be made before and after work as a benchmark.

Sequence of Operation

BEFORE ARRIVING AT WORK SITE

(preferable)
Obtain site details, geometry, location etc.
Enter site geometry into a computer running the
Win ALC program
Save the file
A measuring run can be made prior
to working and saved for
Tamping machine arrives on work site (Either end comparison at a later date.
of site)
Computer is turned on, ALC program started
Machine set up in the normal way A measuring run can be made after
Previously saved track Geometry called into the working and saved for comparison
ALC program at a later date.
Tamping carried out using the inputs from the
ALC Measuring
computer to operateMethod:
the lift and line

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson-V: Automatic Guide Computer (ALC) Session-20: Working in Geometry mode

Demonstration of working in Geometry mode in computer room with WinALC software

 SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)
Lesson-V: Automatic Guide Computer (ALC) Session-21:Working in Measuring Run
mode

THE “MEASURING” METHOD : The measuring method is used where the track
data is not known. The data for the track is obtained via measurement run using the machines
measuring system prior to working. During or after the measurement any data that is known
can be entered e.g. fixed points, cant, radius, etc. After computation by the “ALC” the tamper
is set to work with the “ALC” automatically entering the computed lift and line data.

Sequence of Operation:

The machine can either measure in the working direction or in the reverse. If the track
is measured in the working direction, the tamping machine must reverse back to the start of
the work site before commencing tamping. There is a “fast measuring drive” key switch on
the front and rear driving desks. These enable the machine to use the second gear of the main
drive to make the measuring run.

Performing a Measuring Run:

The machine is set up for normal working, although this is not necessary to have the tamping
banks running. The tamping banks slew switch on the B2 panel should be set to automatic. If
it is on manual the fast measuring function will be disabled. It is advisable to drive the
machine for a short distance using the normal working drive. Thus checking that the lifting
and lining system is in working order before the start of the measuring run by avoiding errors
at the start of the measuring run, due to poor bogie alignment or incorrect pre-loading.

It is important to select the correct float rail. If the wrong rail is selected, the design for the
lift will not be correct. It is also a good idea to mark the position of the machine on the rail
before the start of the measuring run, so that the machine can be repositioned accurately at
the start position after the measuring run has been completed (Forward measuring run). The
lining system has to be set to 3-point. Use the can switch to select the datum rail for the
longitudinal height recording. The reference rail for the versine recording is selected by
turning on the lining system and selecting the required pre-load.

End of Measuring Run:At the end of the measuring run return the key switch to the normal
position. The computer will automatically produce a “run in from” the old track geometry to
the new target geometry at the beginning and end of the measuring run. The measuring run
should therefore only cover the length of rail on which the work has to be carried out.
Sequence of Operation

AT WORK SITE
Position machine at end, where tamping is to finish.
Switch on ALC computer.
Set up machine in normal manner. (With tamping If site was previously
banks on auto lateral movement) measured by another
Select measure from ALC computer machine.
Mark the position on the track of the machine
Using the Driver Measuring key, drive the machine at
10kmph
Enter positions of known changes of geometry.
At end of measuring run stop, compute the measured
run and save data.

The data that was saved could be used by another

machine of the same type running Win ALC.

Using the measurement that was

:just made
:made on a previous day
:made by another machine
Start tamping the ALC inputs the lift and line values.

At the end of tamping a new measuring run can be

LASER LINING SYSTEM:
made for comparison at a later date.

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson-V: Automatic Guide Computer (ALC) Session-22:Working in Measuring Run
mode

Demonstration of Working in Measuring Run mode in computer room with WinALC

software

SUB-DISCIPLINE:- COMPUTER ( LESSONS: 05 SESSIONS:23)

Lesson-V: Automatic Guide Computer (ALC) Session-23&24: Working in Design
mode

Demonstration of Working in Design mode in computer room with WinALC software