DIESEL LOCO SHED, VIJAYAWADA
డీజల్ లోకో
షెడ్, విజయవాడ
BRIEF HISTORY
Diesel Loco Shed,
Vijayawada was established in the year 1979 at the cost of
about Rs.170 lakhs to maintain 20 WDS4 locomotives and increased
to 35 in the year 1989. Progressively these locomotives
were withdrawn as WDM2 de-rated locomotives were used for
shunting purposes. Meanwhile 02 locos in the year 2000 and 15 in the
year 2004 have been transferred to Western Railway. Again 02
locos of Diesel Loco Shed, Moula-ali were transferred to
this shed in the year 2004 leaving the effective holding
of WDS4 locomotives at BZA to 20. In the year 2006, 13 locomotives have been
condemned and auctioned and 02 locomotives were transferred to
Shakurbasthi Shed, Northern Railway. Presently 05 WDS4
locomotives are under premature condemnation. Railway
Board had sanctioned vide letter No. M.66/DSL/COND.underaged/ 120/Dec.06
dt.24.02.10.
With the reduction of
WDS4 locomotives and increase in Electric traction in BZA
Division, DEMU services started in Vijayawada from the year 1996 with 5 consists
placed under Diesel Loco Shed, Vijayawada to ease severe
traffic constraints both in passenger/express services
and also in suburban traffic. Presently the total holding of
DEMUs is 31 DPCs, 13 DTCs and 54 TCs and is working in BZA, GNT,
GTL and SC divisions. In the year
2002 apart from DEMUs and WDS4 locomotives, 15 WDP1 locomotives
were transferred from Diesel Loco Shed, Kazipet to this shed
which are working in Mail/Express/Passenger services in
BZA, GNT and GTL divisions. During the month of October
2008, 02 more WDP1 locomotives were transferred from Diesel Loco Shed,
Tuglakhabad, Northern Railway and put in BZA loco links from
01.11.08 & 09.11.08. In March 2007, 2 RAIL BUSES were
received from NED division to run between COA-KLPH
section of BZA division. DEMU AeroDynamic 1400HP
DEMU 1400HP DEMU 700HP RAILBUS
SPART 140TBD crane In addition to these
locos, 12 WDM2 over aged locomotives were transferred from
DLS/KZJ, DLS/GTL for utilizing in Coaching shunting, Yard
Shunting, and BT etc. over BZA & GNT division with effect
from 01.12.2009 and also 04 WDM2 over aged locomotives were transferred from DLS/GTL with effect from 01.02.10.
1. Year of commencement:
07.01.1983
2. Road No./Type of the first loco homed in shed: 19524/WDS4B
2. Road No./Type of the first loco homed in shed: 19524/WDS4B
3. Details of any heritage Locos in
Shed on pedestal or otherwise; NIL
4. ISO Certification Year
| 9001 | NIL |
| 14001 | |
| 18001 |
5. Type-wise Holding
| WDP1 | 17 |
| WDM2 (over-aged) | 12 |
| DPCs | 31 |
| Rail Buses | 2 |
| SPART | 1 |
| 140T BD Crane | 1 |
| DEMU coaches (DPC, DTC & TC) | 98 |
| Type of Stock |
Year | Received |
Cumulative Holding |
||||
| WDP1 | 2002 | 15 | 17 | ||||
| 2008 (From DLS/TKD) | 02 | ||||||
|
WDM 2 (Overaged) |
2009 (from DLS/KZJ) | 07 | 12 | ||||
| 2010 (from DLS/GTL) | 05 | ||||||
| DPCs | DTC | TC | DPC | DTC | TC | ||
| DEMUs | 1996 | 5 | 5 | 5 | 5 | 5 | 5 |
| 1998 | 11 | 5 | 15 | 16 | 10 | 20 | |
| 1999 | 1 | 0 | 0 | 17 | 0 | 20 | |
| 2001 | 4 | 1 | 7 | 21 | 11 | 27 | |
| 2002 | 3 (HHP) | 0 | 9 | 24 | 0 | 36 | |
| 2003 (Tfd from S. Railway) | 5 | 2 | 9 | 29 | 13 | 45 | |
| 2004 | 2 (Aerodynamic) |
0 | 6 | 31 | - | 51 | |
| 2006 | 0 | 0 | 1 | - | - | 52 | |
| 2008 | 0 | 0 | 2 | - | - | 54 | |
| TOTAL | 31 | 13 | 54 | 98 | |||
| Rail Bus | 2007 | 02 | 02 | ||||
| SPART | 2001 | 01 | 01 | ||||
| 140 T BD Crane | 1990 | 01 | 01 | ||||
7. Present Loco Link
a) WDP1 LOCOMOTIVES:
| Sl. No |
No. of Locos | Link No | Sections covered |
| 1. | 08 WDP1 locomotives |
1 |
BZA-MTM-NS-RJY-NDKD-RAL-DKD- MCLA-GNT. |
| 2. | 05 WDP1 locomotives |
2 | BZA-MTM-BVRM-CCT |
Utilised in BZA & GNT division for shunting and BT purpose
c) DEMU:
|
Sl. No |
Link No |
as per Link Chart | Actual | Sections covered | |||||
| No. of Units |
No. of Rakes |
No. of Power Cars |
No. of Units |
No. of Rakes |
No. of Power Cars |
||||
| 1 | 3 | 3 | 4 | 12 | 3 | 4 | 12 |
BZA-BVRM-NS; NSNDD– RJY ; BZAGNT- TEL-RAL; |
|
| 2 | 3 | 2 | 2 | 4 | 2 | 2 | 4 | ||
| 3 | 5 | 1 | 1 | 1 | 2 | 1 | 2 |
BZA-GDV-BZAMTM- BZA |
|
| 4 | 4 | 2 | 2 | 4 | 2 | 2 | 4 | TPTY- KPD-V.Cont. | |
| 5 | 6 | 2 | 2 | 4 | 2 | 2 | 4 |
BZA-KMNR-JGTLPDPL– SRUR |
|
| Total | 10 | 11 | 25 | 11 | 11 | 26 | |||
| Sl. No |
No. of Locos | Link No | Sections covered |
| 1 | 01 Rail Bus | RC 1 & 2 |
COA-KLPH |
Originally planned for homing 35 WDS4 locomotives, subsequently one 198 meters pit line was constructed to place 9 coach rake formation of DEMU in the year 2000.
9. Augmentation Plans:
1) One more 198 meters pit line is under construction for DEMU rake schedules under PWP No. 298(LAW) 08-09.
2) Extension of Heavy repair Bay by 18 meters proposed under GM/LSWP during 2010-11.
10. Other History
Diesel loco shed, Vijayawada was
established in the year 1979 to maintain 20 WDS4 locomotives. In the year 2002
DEMUs and WDP1 Locos were added to the fleet. In the year 2007 2 Rail buses were
also added. This shed also undertakes the maintenance work of 140 T crane and
SPART.
PERFORMANCE PARAMETERS
1. SFC
| WDP1 | DEMU | WDM2 (over-aged) |
|
| Goods | Chg. | ||
| 4.53 | 3.14 | 1.66 | 1.66 |
2. LOC
| WDP1 | DEMU | WDM2 (over-aged) |
| 0.57 | 0.59 | 1.03 |
3. Shed consumption of fuel : 6540 liters/month
4. Kms. Earned by Shed Locos/month:
| WDP1 | DEMU |
| 178838 | 135939 |
IMPORTANT INNOVATIONS :--
a) Development of special Gadget for
measuring FTTM blower gear backlash:
The shed has made special gadget for measuring the FTTM blower gear back lash. This is fixed on the FTTM blower impeller along with dial gauge and madeto and fro direction and record the back-lash. If the black-lash exceeds 0.4mm,FTTM blower gear is removed for examination and changing if required. This gives correct information regarding back-lash of the FTTM blower with Main
Alternator bull gear.
The shed has made special gadget for measuring the FTTM blower gear back lash. This is fixed on the FTTM blower impeller along with dial gauge and madeto and fro direction and record the back-lash. If the black-lash exceeds 0.4mm,FTTM blower gear is removed for examination and changing if required. This gives correct information regarding back-lash of the FTTM blower with Main
Alternator bull gear.
b) Fitment of D24B feed valve in Aero
Dynamic Rake for controlling Air Suspension Springs pressure:
Originally the Aero dynamic rake provided with air suspension system fed with direct MR pressure in to the feed pipe/ air suspension bellows which was set at 7.5‐ 8.5 Kg/cm2. This will lead to permanent set of air suspension bellows and will not absorb vibrations/shock loads and transmit them to the TM suspension system. As per the recommendation ofthe OEM, the pressure required for Air Suspension Springs is 6.2 Kg/cm2. To overcome this, a Feed valve (D24B) is provided in the circuit to regulate the pressure to 6.2 Kg/cm2. With this it is expected to minimize failure of suspension tubes and Traction motors due to vibrations/shock loads.
Originally the Aero dynamic rake provided with air suspension system fed with direct MR pressure in to the feed pipe/ air suspension bellows which was set at 7.5‐ 8.5 Kg/cm2. This will lead to permanent set of air suspension bellows and will not absorb vibrations/shock loads and transmit them to the TM suspension system. As per the recommendation ofthe OEM, the pressure required for Air Suspension Springs is 6.2 Kg/cm2. To overcome this, a Feed valve (D24B) is provided in the circuit to regulate the pressure to 6.2 Kg/cm2. With this it is expected to minimize failure of suspension tubes and Traction motors due to vibrations/shock loads.
MODIFICATIONS ON LOCOS TO IMPROVE RELIABILITY:
a) Modification of Traction Motor over load protection circuit in DEMUs:
In the existing over load protection circuit of DEMU Power Cars, the over load relay consists of 2 N/O & 2 N/C inter locks are provided for a pair of motors. If any one of traction motor is over loaded, the over load relay trips and inter locks comes into operation to protect the traction motor. When the operator resets the system, some times the N/C inter lock will not get closed and hence Power contactor will not get supply and load meter will not respond. To overcome this problem, an additional G.P relay of 5A capacity was provided in parallel with the existing over load relay. If the existing N/C inter lock not gets closed/malfunction, this additional relay inter lock will make the supply to power contactors and cause the load meter respond.
b) DIR (Driver Interlock Relay) circuit on DEMU DPCs:
The DEMU DPCs have been provided with this safety feature which energizes load meter at 4.0 Kg/Cm2 air pressure only. Even if the loco pilot fails to observe brake power, the train cannot be moved unless the B.P. reaches 4.0 Kg/Cm2. This can avoid driver passing signal at danger.
c) Provision of Safety protection guard
for under slung items of SPART:
The SPART is provided with under slung engine and transmission system and all the cut out cocks & drain cocks of the various reservoirs are at the bottom most portion and there is chance of hitting of ballast and other foreign material to them on run and causing detention enroute. To avoid this, Diesel Loco Shed, BZA has provided protection for all the vulnerable places. With this it is expected that the detentions on account of ballast hit can be minimized.
The SPART is provided with under slung engine and transmission system and all the cut out cocks & drain cocks of the various reservoirs are at the bottom most portion and there is chance of hitting of ballast and other foreign material to them on run and causing detention enroute. To avoid this, Diesel Loco Shed, BZA has provided protection for all the vulnerable places. With this it is expected that the detentions on account of ballast hit can be minimized.
d) Provision of Drain Chute arrangement
to arrest spillage of Electrolyte on Under gear safety items:
The Electrolyte spilled out from the batteries falls on the bogie truck components leading to corrosion / damages. To prevent this falling on the under truck, the loco Battery Box has been fitted with horizontal chute duly welded. The accumulated Electrolyte is let out on the ground directly through vertical drain attached to the chute at the other end.
The Electrolyte spilled out from the batteries falls on the bogie truck components leading to corrosion / damages. To prevent this falling on the under truck, the loco Battery Box has been fitted with horizontal chute duly welded. The accumulated Electrolyte is let out on the ground directly through vertical drain attached to the chute at the other end.
e) Relocation of Engine Control panel in DEMU DPCs:
In DEMU DPCs the Engine control panel is mounted to the roof beside Traction Alternator which cause hindrance to the Traction Alternator while Loading/ Unloading and requires removal from the location including disconnection of wiring. To avoid this problem, the existing location of ECP is changed and relocated on to the End wall between driver’s cab and engine room which saves atleast one day time and some amount of man power.
f) Securing of spare RTTM blower belts
in Radiator Room:
There was a case of spare belts tied to ECC drum slackened on run and entangled with working RTTM blower belts. This has further caused damage to Radiators also. To avoid such recurrences the spare belts are now secured to ECC guard with the help of clamps.
There was a case of spare belts tied to ECC drum slackened on run and entangled with working RTTM blower belts. This has further caused damage to Radiators also. To avoid such recurrences the spare belts are now secured to ECC guard with the help of clamps.
g) Modification of BP & FP hoses of DEMU Aerodynamic DPCs:
Aerodynamic DPC 15040/15041 formation
originally provided with BP & FP hoses connection through schaku coupling and
with angle cut out cock without vent hole. Since the closing/opening is easy,
there are cases of closing the cocks by public causing detention to the train.
Also these are unique type, the material supplying sources are also limited.
Also they are not being replaced with new during POH due to its unique design.
To overcome the problem, these are modified with conventional BP & FP hose pipes
with palm ends and angle
cut out cocks with vent hole which gives the following advantages:
Unauthorized closing of angle cut out cocks is clearly indicating leakage of air due to provision vent hole.
Inter-changeability of BP & FP hoses and angle cut out cocks since all other coaches are provided with conventional hoses & cut out cocks.
Changing of BP & FP hoses are easy in case of emergency since hoses are coupled with palm ends.
Leakage of air from BP & FP hoses through schaku coupling requires removal of schaku coupling to change rubber washers. This can be overcome by conventional BP & FP hoses
cut out cocks with vent hole which gives the following advantages:
Unauthorized closing of angle cut out cocks is clearly indicating leakage of air due to provision vent hole.
Inter-changeability of BP & FP hoses and angle cut out cocks since all other coaches are provided with conventional hoses & cut out cocks.
Changing of BP & FP hoses are easy in case of emergency since hoses are coupled with palm ends.
Leakage of air from BP & FP hoses through schaku coupling requires removal of schaku coupling to change rubber washers. This can be overcome by conventional BP & FP hoses
