CHAPTER ONE

1.0 INTRODUCTION

The Student Industrial Work Experience Scheme (SIWES) was introduced in 1973 by the Industrial
Training Fund (ITF) an institution established by the Federal Government of Nigeria to carry out training
programmes for students in tertiary institutions of the country.

SIWES is more or less skill training programme, which forms part of the approved minimum academic
requirement in the various degree programmes for all Universities in Nigeria. It is an effort to bridge the
gap existing between theory and practice of Engineering and Technology, Science, Agriculture, Medicine,
Management and other professional Education programmes in Nigeria tertiary institutions.

SIWES is a specific form of cooperative education or industrial training. Consequently, SIWES is a planned
and structured programme based on stated and specific career objectives which are geared towards
developing the occupational competencies of the participants.

It started in 1974 with 748 students from 11 institutions of the higher institutions of higher learning. The
Student Industrial Work Experience Scheme is a major requirement for the award of a degree. The scheme
exposes students to industry-based skills necessary for a smooth transition from the classroom to the world
of work. It affords students of tertiary institutions the opportunity of being familiarized and exposed to the
needed experience in handling machinery and equipment which are usually not available in the educational
institutions. This may be for a period of 3 months, 6 months, or 1 year as the case may be.

1.1 HISTORY OF SIWES

As a result of the complaints from the industries about the practical deficiencies of the graduates
of the nation’s higher institutions, the Industrial Training Fund (ITF), a body established by the Federal
Government which engages in the training of technical manpower, undertook to make up for the
deficiencies by structuring and establishing Students Industrial Training (SIT), as it then called, about
1973/74. By that, students went out to the industries if only to familiarize them with the actual plants and
equipment for which bench scale types exits in institutions’ workshops and laboratories. With the rapids’

1
growth of higher institutions both in size and number, funding became a problem for ITF which single-
handedly initially funded the programme. And by 1979 the management of the scheme was passed on to
the National University Commission (NUC) a regulatory body for the Universities and its counterpart for
the Polytechnics, the National Board for Technical Education (NBTE). However, five years later in 1984,
it was returned once more to the ITF which had continued to manage it to date but with the burden of
funding resting on the Federal Government.

Today, all the bodies involved in SIWES operations each has specific functions to perform. The bodies
involved include the tertiary educational regulatory bodies: NUC for Universities, NBTE for Polytechnics,
the National Commission for colleges of Education (NCCE) for Colleges of Education; the institutions
themselves and the Organized Private Sector (OPS) together with Governmental establishments. And of
course, as already stated the Federal Government and the ITF are all involved.

1.2 AIM AND OBJECTIVES OF SIWES

SIWES serves as an eye opener that gives undergraduates an in-depth knowledge of the relevance of their
course of study in various aspects and exposes them to the practical applications of their course of study. It
has also helped to boost the theoretical knowledge gotten in school by exposing undergraduates to the rigor
of work and making them diligent, courteous and respectful in manner.

Specifically, the objectives of the Student Industrial Work Experience Scheme are :

i. Providing an avenue for students in institution of higher learning to acquire industrial skill and
experience in their course of study.
ii. Preparing students for the industrial work situation they are to meet after graduation.
iii. Exposing students to work methods and techniques in handling equipment and machinery that may
not be available in their institutions.
iv. Making the transition from the academic institution to the world of work easier and enhancing
students contact for later job placement.
v. Proving students with an opportunity to apply their knowledge in real work situation thereby
bridging the gap between theory and practice.
vi. Enlisting and strengthening employers’ involvement in the entire educational process and preparing
students for employment in industry and commerce.

1.3 BRIEF HISTORY OF NRC

2
The history of the Nigerian Railway Corporation (N.R.C) commenced in ninety-eight years ago in 1898,
when the colonial government initiated the construction of railways. This was principally to winder the
scope of transportation facilities in the country which have become imperative as a result of the
tremendous growth of commerce.

Nigerian railway corporation ordinance Act 1955 is fully owned by the federal government the Nigerian
Railway Corporation (N R C) was also incorporated on October 1st 1955 but was not provided with a
working capital.

The corporation commenced operation in 1912 with a root approximately put at 1496 kilometers. By
1927, this reached 2,571 kilometers and by 1936 it made further increase up to 3,057 the kilometers
covered reached 3,062 and by 1978. These increased were followed by a downward trend between 1958
and 1959, when it, length roads decreased to 2,846 kilometers. Picked up again in 1961 and by 1962 the
roads reached 3,036 kilometers. By 1963 it expanded to 3,505 kilometers. And only very little or no
change till today. Voieght F.(1967) stated that, the freight capacity of the N R C increased from 137,045
tonnes in 1955, to 140,000 tonnes in 1987.

However the staff strength of the corporation have increased from 33,000 the figure at commencement of
business in 1912 to 34,400.

1.4 GOALS AND OBJECTIVES OF NRC

According to N R C ordinance Act 1955:15 the goals and objectives of N R C as stated in the ordinance
from 1955 are as follows:

a) To manage and operate the railway and provide reasonable facilities for the carrying of passenger
and load.
b) To control railway expenditures.
c) To ensure that, so far as it is practicable annual renewed are sufficiently to meet all expenditures
properly chargeable to revenue.
d) To direct and control the expansion of the railway system.
According to Nzegwu (1973:15) the main objective to the NRC to provide efficient and reliable goods
and passengers services in other to enhance economic, social and general welfare of the country. The
immediate objective, he continued was to lay a sound technical and economic foundation for a steady and
successful operation in subsequent years.

3
 THE ORGANOGRAM OF THE NIGERIAN RAILWAY CORPORATION

CORPOARTION BOARD

MANAGING DIRECTOR

SEC/CORPN/
LEGAL
D(R) D(O) D(C) D(M/E) D(F)
DD. CORP.
PLANNING

AD(M/M)

AD(IA)
RLY, DISTRICT MANAGERS
EBJ ,IB, MX, ZRX, KAFBCK, EG ADS & T

ACTU
SERVICCOM

VARIOUS DEPARTMENTS IN NIGERIAN RAILWAY CORPORATION

1. Administration & Human Resources

2. Civil & New Lines.
3. Corporate Planning
4. Operation to Commercial
5. Corporation Secretarial
6. Finance
7. Internal Audit Unit.
8. Public Relations Unit

CIVIL & NEW LINES

The civil Engineering department has its responsibilities the proper design, construction, maintenance and
renewal of all track, bridges, culverts, viaducts, buildings roads, platforms, drains, fences and water

4
supplies. The department is also responsible for the maintenance of all engineering department transport
vehicles, tools and plant. However, the primary duty of the department is the track and its supporting
structures (bridges, culverts, etc) these and other works must be inspected frequently by the civil
engineers in order to ensure that they are safely and efficiently maintained. Proper track inspection is the
most important service the department can provide to ensure the safe passengers of trains. The track
inspector is the final link in a chain, which reaches from construction and maintenance to actual train
operations.

OPERATIONS AND COMMERCIAL

The operations and commercial department is responsible for the carriage of passengers and goods;
manning of railway stations; ensuring safety of train operations; train control and signaling; tarin route
planning; handling of train accident cases up to conclusion; traffic casting and assessment; traffic
handling; collection an rendition of revenue; conduction market survey and customer relationship
management (CRM). The unit in the department are operations and commercial units.

1.5 CORPORATE PLANNING DEPARTMENT

The Corporate planning department is responsible for the corporation’s strategic planning and
implementation of the policies; Monitoring and evaluation of all projects/programmes; tracking the
corporation key performance indicators (KPI); coordinating the management, allocation and performance
of deployed resources; responsible for the research and development, Health safety and environment and
ICT Services performance.

The department consist of the following units; Planning and Policy, Monitoring And Evaluation,
Research, Health Safety & Environment and information and communications technology. I was assigned
to the Research lab unit which falls in line with my field of study.

Research lab unit

The research lab unit is responsible for checking the quality of diesel and lubricant oil that is brought into
the running shed, it is also responsible for checking the used oil and coolant used in the locomotive
engine so it will not exceed the limit specified.

5
 CHAPTER TWO

2.1 DUTIES AND RESPONSIBILITY

My duties and responsibility in the Research Laboratory unit department is concerned with monitoring the
result of the lubricating oil in service used in the diesel locomotive engine. I also gained experience in
various laboratory equipment and apparatus used in controlling the quality of the diesel fuel, lubricant oil
and coolant.

REPORT UPDATE

At the Laboratory, I handled lube oil in service report which enabled me to understand the data contained
in the reports, it was my duty to update them 7-10days and which is:

LUBRICANT OIL IN SERVICE REPORT

The lubricant oil in service report contains all the result gotten from the parameters analyzed from the oil
in service which is done every 7-10 days and they include; kinematic viscosity, redwood viscosity, ph
test, crackle test, and Blotter or spot test. It was my duty to enter the result gotten from the parameters
into the oil in service record book which helps in monitoring the thermal efficiency of the locomotive
engine.

2.2 OBSERVATION AND LEARNING

LOCOMOTIVE ENGINES

A locomotive engine is a rail transport vehicle that provides the motive power for a train. If a locomotive
is capable of carrying a payload, it is usually rather referred to as multiple units. Motor
coaches, railcars or power cars; the use of these self-propelled vehicles is increasingly common
for passenger trains. Traditionally, locomotives pulled trains from the front. However, push-pull operation
has become common, where the train may have a locomotive (or locomotives) at the front, at the rear, or at
each end. The type of locomotive engine used in the Nigerian railway is the diesel locomotive engine.

Types of Locomotives

1. Internal combustion locomotives

2. Kerosene locomotives.
3. Petrol locomotives.
4. Diesel locomotives.

6
 5. Battery-electric locomotive.

Diesel locomotive is a type of railway locomotives in which the prime mover is a diesel engine. Several
types of diesel locomotive have been developed, differing mainly in the means by which mechanical
power is conveyed to the driving wheels.

Types of diesel locomotive classes

1. 921-971
2. 1101-1125
3. 1126-1155
4. 1161-1162
5. 1701-1754
6. 1901-1910
7. 2001-2005
8. 2101-2150
9. 2301-2306
10. 2201-2225
11. DMU small and big engine
12. Power car
The Loco classes currently in use at Lagos Railway district are:

 2301-2306
 2201-2225
 DMU small and big engine
 Power car

Fig 1.0 diesel-locomotives engine

7
 Diesel Fuel

Diesel fuel is any liquid fuel used in diesel engines, whose fuel ignition takes place, without any spark, as
a result of compression of the inlet air mixture and then injection of fuel. (Glow plugs, grid heaters and
block heaters help to achieve high temperatures for combustion during engine startup in cold weather.).
Diesel engine is an internal combustion engine that uses the heat of compression to initiate ignition and
burn the fuel that has been injected into the combustion chamber. Diesel engines have found broad use as
a result of higher thermodynamic efficiency and thus fuel efficiency in Locomotive engine.

Functions of diesel fuel in the locomotive train

1 It aid lubrication in the engine.

2 it helps in Combustion

3 it cools the engine

Fig1.1 Sketch of Fuel oil system

8
FUNCTION OF DIESEL FUEL INJECTION

The fuel injection system lies at the very heart of the diesel engine. By pressurizing and injecting the fuel,
the system forces it into the air that has been compressed to high pressure in the combustion chamber.

The diesel fuel injection system consist of:

 Fuel injection pump – pressurizes fuel to the high pressure

 High-pressure pipe - sends fuel to the injection nozzle.
 Injection nozzle – injects the fuel into the cylinder.
 Feed pump – sucks fuel from the fuel tank.
 Fuel filter – filtrates the fuel.

Functions of the fuel injection System

The diesel fuel injection system has four main functions:

Feeding fuel

Pump elements such as the cylinder and plunger are built into the injection pump body, the fuel is
compressed to high pressure when the cam lifts the plunger and is then sent to the injector.

Adjusting fuel quantity

In diesel engines the intake of air is almost constant, irrespective of the rotating speed and load. If the
injection quantity is changed with the engine speed and the injection timing is constant, the output and
fuel consumption change. Since the engine output is almost proportional to the injection quality, this is
adjusted by the accelerator pedal.

Adjusting injection timing

Ignition delay is the period of time between the point when the fuel is injected, Ignited and combusted
and when maximum combustion pressure is reached. As this period of time is almost constant,
irrespective of engine speed, a timer is used to adjust and change injection timing – enabling optimum
combustion to be achieved.

Atomizing fuel

Atomization is defined as a process whereby a volume of liquid is disintegrated into a multiplicity of

small drops. When fuel is pressurized by injection pump and then atomized from the injection nozzle, it
mixes thoroughly with air, thus improving ignition. The result is complete combustion. Better
improvement of the atomization of fuel in the injector nozzle is by enhancing the mixing process and that
is done by reducing fuel droplet size.

9
 The Effect of Diesel Fuel Properties on Locomotive Engine

The properties of a diesel fuel that can affect the locomotive engine are

 Specific density.
 Viscosity.
 Volatility.

Specific density: spray penetration length and spray area is decreased with the increase in the density.
The spray velocity also decreases as the density increases.

Viscosity: increase in viscosity decrease the length, area and velocity of the fuel spray. While low
viscosity affects the atomization of the fuel which produces incomplete combustion.

Volatility: The ease of vaporization in the combustion chamber is one of the most important thermal
efficiency needed in a diesel locomotive engine. Increasing of the fuel volatility or evaporation leads to
improvement of combustion and decrease in fuel consumption. Fuel evaporation can be enhanced by
improving the mixing process that takes place in the injector nozzle.

LUBRICANT OIL

The lubricating oil for a diesel engine needs a variety of properties. It must be able to clean engine
components and keep them clean, it must neutralize acids, transfer heat, fight rust and corrosion in
addition to its main job of lubricating the engine for a very long time. Since lubricating oil is a product
influenced in its quality by a variety of stresses, monitoring of the oil quality, adequate oil maintenance,
as well as its timely replacement if needed (partially or totally) must be ensured. Also, the selection of the
type and grade of lubricant to be used should be based on the relevant engine operating conditions and
service conditions. engine lubricant quality plays a vital role in reduction of fuel consumption by effective
reduction of friction between the contact surfaces of engine parts (piston ring assembly, bearings and
valve train).the principal factors which influence engine friction power are speed, load, and surface
topography of engine components, oil viscosity, oil temperature.

PRINCIPAL FUNCTIONS OF ENGINE OILS

Basically, the principal functions of the engine lubricant in the diesel locomotive are as follows.

1. Reduce friction.

2. Minimize wear of engine components such as bearings, pistons, piston rings and cylinder liners.

3. Removal of heat.

10
4. Protection of engine components against harmful deposits.

5. Keeping seals lubricated and controlling swelling to prevent leakage due to seal failure.

6. Piston cooling.

7. Corrosion prevention due to acid.

TYPES OF LUBRICANT OIL

There are two major types of lubricating oil

 Organic/Mineral oil
 Synthetic oil.

Organic/Mineral oil: this is the product of the fractional distillation of crude oil and it is enriched with
required additives to ensure optimal performance of the oils. The Blending of this oil consists of base oil
and other required additives which makes the oil to perform adequately in the Locomotive engines.

Synthetic oil: the synthetic lubricating oils are highly efficient oil that are product of scientific synthesis.
This oil are synthesized specifically to conform to the required specification of the lubricating oil grade
that will perform optimally and efficiently within the locomotive engine.

Grading of Lubricating oil

The grading of lubricating oil is done according to the Society of Automobile Engineers (SAE). The
performance of the oil is graded by its viscosity at 100c, oils are classified as mono grade and multi grade,
these classification of oils are done by considering the ability of the oil to perform optimally during
summer and winter periods respectively.

Mono Grade oils: an oil is therefore classified by SAE as mono grade if it can only perform optimally
during a season; that is either summer or winter, and the grading is denoted such as 5w, 15w, 30w etc.
This grade of oils shows that they can only perform optimally within the stipulated temperature only.

Multi Grade oils: These oils have been tested and found to be suitable to perform optimally within a
range of temperature, usually this temperature range from a lower range to a higher range which indicates
that the oil can perform efficiently over a range of temperatures covering both winter and summer seasons
hence why it is called a multi grade oil. The grading is denoted such as SAE 10W-40, which indicates that
it has two viscosity value at the stipulated temperatures.

11
Note: Both Mono grade and multi grade has their peculiarities, and as such the appropriate oil
considering the region must be selected for the LOCOs as stipulated by the manufacturer so as to get
optimum performance of lubrication, cooling, cleaning and reduce friction in the engines.

Oil Degradation
Large engines are tending towards higher power output places greater physical and chemical stresses on
the lubricant. Major contribution to oil stress is from higher temperatures, leading to a) increased
oxidation b) higher levels of insoluble and wear metals and c) increased engine deposits.

Physical Stresses of oil degradation

The most important physical stress to be mentioned is heat. Pressure may be considered as well in
combination with heat when it comes to assess load carrying capacities and mechanical shear. This is
considered by the OEMs(original equipment manufacturer) when selecting adequate viscosities.

Chemical Stresses of oil degradation

Chemical stresses result from reactions, caused by the exposure of the lubricant to combustion gases in
the following areas:

- The cylinder liner walls,

- The piston ring pack and

- The crankcase interior.

Factors affecting oil degradation

1. Change in viscosity.
2. High levels of Insoluble
3. Oxidation.
4. Increase in acidity.
5. Increase in engine deposit.
6. Wear metals.

12
 1. Change in viscosity

Kinematic viscosity is a measure of the resistance to gravity flow of a fluid, the pressure head being
proportional to its density. Dynamic viscosity is the ratio between the applied shear stress and rate of
shear. This measures the resistance to flow of a liquid and is commonly called the viscosity of the liquid.

Viscosity is the most important property of a lubricating oil. Viscosity determines not only the internal
friction, but also the load carrying ability and the oil film thickness between bearing surfaces. This will
influence the bearing temperature and the oil quantity transported to the piston undercrown for cooling,
and to the cylinder liners /piston rings. It affects also the oil spreadability.

The viscous property of a fluid asserts itself only when the fluid is in motion. Viscosity is dependent on
temperature and in the case of liquids it decreases with temperature. This explains why the
“classification” of a lubricant into a viscosity category always needs reference to the temperature at which
the viscosity is measured. For example, the SAE Viscosity Classification for engine lubricants is specified
by the viscosity determined at 100 °C

Reasons for Viscosity Increases The reasons for a viscosity increase – apart from a reduction of the
lubricant’s temperature – are as follows:

(i) Oxidation. This results from heat combined with the presence of oxygen. It is aggravated when
the lubricant is contaminated with raw fuel (eg containing unstable olefinic components) or
partially oxidized fuel components. Furthermore, the catalytic activity of wear metals,
particularly copper and iron, can accelerate oxidation rates. Copper plated surfaces, such as the
copper flash (for preventing seizures) on piston skirts can have a similar effect.

(ii) Contamination by highly viscous residual fuels. Further increases in viscosity will occur if
coagulation of asphaltenes from residual fuels takes place within the oil in use.

(iii) Oil insoluble. Significant increases of insoluble in used oils can result from poor combustion, faulty
operation of purifiers, insufficient capacity of purifiers, filter elements not being replaced, insufficient
capacity of filters, and also the ingress of sulphuric acid into the oil due to low cylinder liner temperature,
poor mechanical condition of the engine, etc.

(iv) Increase of sooty insoluble in the oil in use due to high oil consumption. High oil consumption via
the combustion area can lead to more soot formation from burnt lubricant. Soot adhered to the cylinder
liner surface is scraped/washed down into the crankcase if there is excessive oil on liner surface.

(v) Contamination with water.

13
Reasons for a Viscosity Decrease

A decrease in lubricant viscosity may present a higher risk to the engine than an increase in viscosity.
Levels may be reached where full film lubrication is no more possible, particularly in bearings. The
causes of a viscosity decrease are as follows:

(i) Increase of the oil temperature for a variety of reasons.

(ii) Dilution by light fuels, low viscous lubes and / or cleaning fluids

2. High Level of Insoluble

It has been shown already that greater stresses will inevitably result when at higher levels of oil
contaminants. The level of contamination is expressed as insoluble content of the oil. Many types of
contaminants are found in used oils which can be detrimental to varying degrees. Contamination may lead
to oil thickening and/or increased engine wear, and/or may lead to the formation of deposits in the engine
and in lubricant filters. This will impair the efficiency of locomotive engine operation. The control of the
insoluble level in a used oil is important for satisfactory lubrication of an engine and long term engine
reliability. It requires an integrated view of the engine, the oil quality being used, the used oil condition
and the effectiveness of the lubricant maintenance system. This in particular is relevant when the oil
consumption is reduced and the drain interval extended.

3. Oxidation
In a Diesel engine, great volumes of hot combustion gases come in contact with pistons, piston rings,
cylinder liners and other engine parts. These gases contain oxygen. In consequence, there will always be
an oxidative attack on the lubricant. The degree of oxidation will depend on the thermal load, on the
resistance of the oil against oxidation, on time, and a number of other factors. oil deterioration by
oxidation affects the entire lubricant system content, because the oil is used for the lubrication of all
engine parts, not only the cylinder / piston area where most oxidation takes place and when there is
increase in oxidation decrease the alkalinity of the oil.

4. Increase in acidity
Increase in acidity in the lubricant oil is as a result of the Sulphur acid and nitrogen acid that are produced
from the fuel combustion in the combustion chamber. Also oxidation also produces increase in acidity.
The oxidation products formed contain oil-soluble carboxylic acids that are extremely corrosive towards
the lead phase of copper/lead bearings.

14
 5. Increase in engine deposit
Deposits in the engine mostly occurs in the combustion chamber (includes cylinder liner) as a result of
excess of lube oil and/or unburnt fuel. These deposits are scraped down by the piston rings and lead to
higher levels of insoluble and viscosity in the oil. Countermeasures to reduce these deposits includes
reduction in SLOC (after consultation with OEM) and improvement in fuel combustion.

6. Wear metals
Wear metals in lube oil forms oil insoluble or deposits in the oil system, these wear metal are results of
increase in friction in the engine. Factors that may lead to increase in frictions are oil viscosity and high
temperature and also speed or the load the locomotive is carrying.

TOTAL BASE NUMBER (TBN)

It is a measure of the acidity neutralization potential of a lubricant, expressed as the amount of a typical
reference base to which the lubricant is equivalent.

Generalized Detergent Composition

1. Organic Substrate (Soap)

- detergency,
- anti-oxidancy and
- dispersancy

2. Inorganic Core (Base)

- base to counteract acid combustion products
- some anti-wear properties

Changes in TBN due to reaction with acid

The inorganic core of the detergent additive is primarily responsible for neutralizing the two types of
acids that are found as contaminants in the lubricant: 1) inorganic acids, such as Sulphur and nitrogen
acids from fuel combustion and 2) organic acids from oil and fuel oxidation. The neutralization results in
a consumption of TBN additive and thus a drop in TBN. The major reduction of TBN in oil is related to
the Sulphur in the fuel. The amount and concentration of sulphuric acid condensing on the oil film
depends on:

i. fuel Sulphur content

15
ii. Combustion gas water content

iii. Surface temperature

iv. Engine factor (design, load, speed, pressure, bore,….)

Fuel Sulphur content and water content in the combustion gas influence the dew point of sulphuric acid at
the elevated combustion pressures in diesel engines. Dew point also varies with sulphuric acid
concentration, and therefore the surface temperature will determine the actual concentration of the
sulphuric acid which condenses on any given surface in the combustion chamber.

The Causes of TBN Reduction

(i) High Sulphur content of fuel

(ii) Very low oil consumption; insufficient fresh oil top-up

(iii) Very low cylinder liner temperature (low cooling water temperature, high “y” value

(iv) Bad combustion (soot generally contains sulphuric acid)

(v) Neglect of fresh oil top-up relative to regular top-up

(vi) Top-up with low TBN oil

(vii) Raw residual fuel contamination / dilution of lubricating oil

The Causes of Increase of TBN

(i) Contamination with cylinder oil of higher TBN than the crankcase oil, in for example a four
stroke engine with separate cylinder lubrication.
(ii) Contamination of two-stroke system oil with cylinder drain oil.

COOLANT

Water is the most common coolant used for diesel engine. A water cooling system for a locomotive
engine enables the engine to operate at a maximum power level that generates a maximum permissible
engine cooling water temperature corresponding to a particular ambient air temperature. The coolant is
mixed with a corrosion inhibitor to prevent corrosion in the coolant system. The coolant pH value have a
normal range of 8.5 – 10.5 if the pH falls below 8.0 there will be a rapid nitrite deletion and also need to
be flushed out, and it is above 11.5 it will corrode aluminum and promote scale. Trisodium phosphate is
used to flush the rusty part of the coolant engine if when flushed with water and it doesn’t remove.

16
Water used in the locomotive

Raw water contains impurities in various amount, this impurities include dissolved minerals, gas
(dissolved Co2 & O2) and suspended matters. Due to the presence of impurities, there is need for water
conditioning before it can be used as coolant in the locomotive. The presence of dissolved solid in raw
water form hard scale deposits on heat transfer surfaces. Some mineral form sludge. After analysis has
been made and it meets the requirement needed for coolant then then the corrosion inhibitor can be added

RAW WATER REQUIREMENT FOR A DIESEL LOCOMOTIVE

Chloride (sodium chloride) – 40PPM

Total dissolved solid - 340PPM

Total hardness - 170PPM

PH (not exceeding 9.5) - 8.5 – 9.5

Purpose of coolant

 Constant engine temperature.

 Prevent overheating.
 Prevent scales.

Disadvantage of overheating

 Oxidation.
 Reduce lubricity.
 Damaged oil wetted component.

Effect of coolant

 Acid and alkalinity balance (corrosion)

 Galvanic corrosion
 Aeration.
 Scale and deposit formation(blockage)
 Additive loss
 Rust.

TYPES OF CORROSION INHIBITOR

The specification of the engine will determine the type of corrosion inhibitor to use.

- Dober chemical is used for 22 class locos.

17
 - Fleetguard (DCA4) is used for 23 class locos, DMU and power cars.

Coolant Treatment using Corrosion inhibitor

Amount required is based on the coolant locomotive capacity

0.6unit of SCA in 1ltr of fleetguard is required for treatment of either 23 class locos, dmu and power
cars.

CALCULATION FOR FLEETGUARD CHEMICAL

0.6unit – 1ltr (for treatment of power car 160ltrs is needed)

X unit - 160ltr

X = (0.6 x 160) unit

X=96units/ltr

But 200unit are in 18.9ltr of fleetguard coolant hence:

200unit – 18.9ltr (standard)

96units - x

X(18.9 x96/200)

X=9.072ltrs

X=9ltrs

So therefore 9ltrs of fleetguard should be used for the treatment of power car locomotive

FOR DOBER CHEMICAL

By standard formula ( Dober solid chemical)

Y = 17-0.0425(X)

Where

18
X = reading in PPM

Y = no of bags required

2.3 STRENGTH AND WEAKNESS OF THE ORGANIZATION

STRENGHTS

 The Nigerian railway corporation provide ease of transporting passengers to their various
destination.
 The corporation also transport containers of goods from the seaport.
 The corporation holds Health, Safety and Environment to high esteem.
 The security of the corporation is good and hence the safety of field personnel is assured.
WEAKNESS

 Nigerian Railway Corporation has poor maintenance problem. For instance adopting the
breakdown maintenance approach rather than preventive, has created a situation where
most of the railroads are dysfunctional.
 There is also challenge of inconsistencies in government policies and mechanism.
Virtually every new government comes up with its own new programmes and strategies,
without taking care to ensure continuity in implementation of these programmes and
strategies.

2.4 GUIDING THEORIES AND PRINCIPLES

VISCOSITY

Viscosity is a property of a fluid which determines its resistance to shearing stresses. It is a measure of the
internal friction which causes resistance to flow. It is primarily due to cohesion and molecular momentum
exchange between different layers, and as flow occurs, these effects appear as shearing stresses between
the moving layers of fluid. This principle is used to monitor the quality of diesel fuel and lubricant oil used
in locomotive engine.

19
 CHAPTER 3

LESSONS LEARNT FROM THE PRACTICAL ATTACHMENT

3.0 Equipment and Apparatus Used In the Laboratory Research unit

1. Redwood viscometer
2. Kinematic viscometer
3. TDS (total dissolved solid) meter
4. Heater
5. PH meter
6. Spot test equipment
7. Flashpoint equipment
8. Specific gravity apparatus
9. Magnetic stirrer.
10. Hydrometer
11. thermometer
USES
1) Redwood viscometer
Apparatus: Stop watch, redwood viscometer tube (50ml)

Theory: Redwood viscometer is an equipment that is used to check the increase or decrease in viscosity
Present in a petroleum product. The redwood viscometer comprises of a thermostat of heat supply with
two bath, the inner and outer bath (interior and exterior) respectively each of the bath has its
corresponding thermometer for reading of temperature changes. The outer bath contains used lube oil
which receives heat energy from the thermostat and transfer the heat received or gained to the inner bath
containing the samples that actually needs the heat, the inner bath is also known as the sample bath where
samples to be analyzed are transferred and allow to attain heat energy from the outer bath (i.e Heat gain
by inner bath = Heat loss by outer bath). The inner bath has an opening in which the samples flows out in
corresponding time of flow in seconds, it also has a suspended rod with a pendulum bob at the fixed end
point of the rod; used for opening and closing of the inner bath.

20
 Fig 3.1 Redwood viscometer diagram

2) Kinematic Viscometer
Apparatus: KV tube, KV tube holder, KV tube hanger, vacuum pump.

Reagent: N-hexane (for cleansing purpose).

Theory: Kinematic viscometer is an equipment this is used to check the degree of viscosity Present in a
petroleum product. The kinematic viscosity bath comprises of a vacuum pump, a bath containing
synthetic oil/white oil, tube hanger, a calibrated kinematic viscometer tube and a kinematic viscometer
holder with also a thermometer. It can accommodate seven different sample point and corresponding
electronic stop watch for analyzing of different samples simultaneously.

Fig 3.2 Kinematic viscometer diagram

21
Types of Kv Tube

CFO (Cannon-Fanske Opaque) 200 – used oil KV tube

Fig 3.3 KV CFR200 TUBE

CFR(Cannon-Fanske Routine)150 – new oil KV tube

Fig 3.4 KV CFR150 TUBE

CFR(Cannon-Fanske Routine)100 – diesel oil kv tube

Fig 3.5 KV CFR100 TUBE

22
 3) TDS (total dissolved solid) meter
TDS (total dissolved solid) it is define as total amount of minerals present in a liquid substance. it is an
equipment that measures the amount of mobile ions or minerals present in a liquid substance such as
water, water coolant etc. it is measured in PPM (part per million).

Fig 3.6 TDS METER

4) Crackle test
The crackle test serves as a hotplate which is used to check for the presence of water molecules in a
petroleum product. e.g lube oil, diesel fuel etc.

Fig 3.7 Hot-plate

5) PH-meter
Apparatus: beaker wash-bottle

Reagent: buffer 4 and 9 solution

Theory: The ph meter is used to check for the degree of acidity or basicity present in a liquid substance
using the electrode. But before it is used it has to be calibrated with buffer 4 and 9 solution in other to
attain a good result when used.

23
 Fig 3.8 PH METER

6) Spot test equipment

The spot test equipment is used to check for the presence of any visible contaminant present in a
lubricating oil. It is usually done by placing a drop of lube oil sample on a filter paper. The filter paper is
usually traced out in square shape and well labelled; the test is compared to a given specification
approved by Nigerian Railway Corporation.

Fig 3.9 Spot test equipment

7) Flashpoint equipment
This equipment is used to characterize fire hazard of any petroleum product so that it can be safely
handled.

24
 Fig 3.10 Flashpoint equipment

8) Specific gravity device

The specific gravity apparatus are the retort stand, cylinder, hydrometer and the thermometer. This
apparatus are used to check for the density or specific gravity of any liquid substance.

The diesel fuel gets in the lubricating oil when the pistons gotten worn out

Fig 3.11 Specific gravity device

25
 9) Magnetic stirrer
A magnetic stirrer is a device that employs a rotating magnetic field to cause a stir bar (flea) immersed in
a liquid to spin very quickly, thus stirrig it.

Fig 3.12 Magnetic stirrer device

10) Hydrometer
Hydrometer is an instrument used to measure the specific gravity(relative density) of liquids; that is, the
ratio of the density of the liquid to the density of water. A hydrometer is usually made of glass and
consists of a cylindrical stem and a bulb weighted with mercury or lead shot to make it float upright.

Fig 3.13 Hydrometer

26
 11) Thermometer
Thermometer are used to measure the temperatures in degrees, according to either the Celsius or
Fahrenheit system. Made up of thermos (heat) meter (measuring device).

Fig 3.14 thermometer

3.1 CHEMICALS USED IN THE RESEARCH LABORATORY UNIT

 Corrosion inhibitor: used for the prevention corrosion in the coolant system.
 Solochrome Black T: this is used to check for the presence of minerals in water.
 N-hexane: this is used to wash KV tube or beaker that is used in taking lube oil sample.
 Titration solvent: this is usually mixed with lube oil to make the ions in lube oil mobile so that the ph of the
lube oil can be detected.

PREPARATION OF SOLOCHROME BLACK T

Apparatus required – Beaker, measuring cylinder(5ml & 15ml), glass rod, and spatula.

Equipment required – analytic weighing balance

Reagent – solochrome black t solid chemical, ethanol, triethanol amine

Procedure: standardize your analytic weighing balance allowing it to attain room temperature (leaving it for 15 –
20min) weigh 0.2g of the powdered solochrome black t solid chemical using the analytic weighing balance, transfer
the weighed sample into a container for storage. Measure 15ml of triethanal amine and add to the weighed solid
chemical obtain the homogeneous solution by thorough stirring using the glass stirrer thoroughly and label
appropriately

27
3.2 ANALYSIS CARRIED OUT IN THE LABORATORY UNIT

1. Diesel fuel analysis

2. New lubricating oil analysis
3. Used lubricating oil analysis
4. Coolant analysis
5. Water analysis

Diesel fuel analysis

Before a new diesel fuel is to be used in a locomotive engine a certain parameters has to be carried out to
check the authenticity of the diesel fuel.

Parameters

- Appearance.
- Kolor kut(water finding paste)
- Flashpoint
- Specific gravity.
- Viscosity.
- Cetane (octane) number.

Appearance: The color of a diesel fuel is useful only for identification purposes and has nothing
to do with its qualities.

Kolor Kut: it is used to check for any possible presence of water in the fuel.
(The color of the paste is orange)

Procedure: the Kolor Kut paste it’s applied on the edge point of the rod. after application, the part
of the rod that has the kolor Kut paste is been inserted in the bottom of the diesel tank fuel. if
there is presence of water in the diesel fuel the kolor kut color changes from its initial color which
is orange to purple.

28
Flashpoint: this is used to check for the lowest temperature the fuel will ignite when given an
ignition source, of which the flashpoint of diesel is between 125 and 180 degrees Fahrenheit (52
to 82 degrees Celsius). A gasoline engine depends on a spark plug to ignite a fine mist of
gasoline. The diesel engine does not use a spark plug, instead using the sheer heat of compression
to ignite the fuel. Diesel engines compress the air within the combustion chamber by many times
the compression rate used within a gasoline engine. As the air compresses, it begins to heat up
and reaches a temperature that ignites the fuel. The flash point of the fuel is the fire hazard
measured which is used in determining storage dangers so flashpoint helps for safety reasons.

Procedure: firstly the diesel is been poured in a closed cup, and a thermometer is coupled to a
retort stand closer to the flashpoint making sure the thermometer tip is inside the cup that has the
diesel fuel sample, after that the flashpoint equipment is been switched on for the temperature to
rise to 50C, then the time at which it ignites is now checked using lighter.

Specific gravity: this helps to check the specific weight of the fuel. This also helps to know the
energy content of the fuel. The heavier the density of the fuel the heavier the efficiency (energy
content).
Procedure: firstly the diesel fuel is been poured into a 250ml of cylinder. then couple a
thermometer to a retort stand and insert it into the 250 ml cylinder, after that insert an hydrometer
into the 250ml cylinder that has the diesel fuel to check for the specific gravity using the
hydrometer and thermometer, the readings gotten is been converted to density at 15C using a
conversion table.

Kinematic viscosity: this helps to know the film thickness or the level of internal friction present
in the diesel. When the level of the film thickness present in the fuel is high then there will be a
lot of carbon suit released in the lubricating oil. Fuel too high or low can cause engine or fuel
system damaged as the viscosity affect atomization.

Procedure: firstly the kinematic viscometer should be connected to the power supply. It should be
allowed to attain a certain temperature of 100C as specified by the manufactural. The suction
(vacuum pump) is used to suck the diesel fuel sample to be analyzed in the calibrated point in the
KV tube, the KV tube holder should be used to suspend the Kv tube in the synthetic kinematic oil
for it to gain heat energy. When it has gained the required heat energy. The stop watch is used to

29
 time the flow rate between the first calibrated point and the second calibrated point. Start timing
when the diesel fuel sample flow down to the first calibrated point and stop timing when it gets to
the second calibrated point. The time(secs) it takes the diesel fuel sample to flow from the first
calibrated point to the second calibrated point is multiplied by the Kv tube constant(k).the result
obtained is known as the kinematic viscosity of the diesel fuel.
i.e Kv = t x c (cst)centistoke

Kv = kinematic viscosity of the sample analyzed

T = time taken for the sample to flow.
C = constant of the Kv tube used during analysis

Cetane(octane)number. This is the measure of the ignition quality of the diesel fuel. The higher
the cetane number the shorter the ignition time and the lower the cetane number the longer it
takes to ignite. Complete combustion takes place at high cetane number.

New lubricating oil analysis

Before a new lubricating oil is to be used in a locomotive engine a certain parameters has to be carried out
to check the authenticity of the new lubricating oil.

Parameters

- Appearance.
- Flashpoint.
- Kinematic viscosity.

Appearance: The color of a lubricating oil is useful only for identification purposes and has
nothing to do with its qualities.

Flashpoint: The flash point of a lubricating oil ignite at 260C. The flash point of the lubricating
oil is the fire hazard measured, which is used in determining storage dangers.
Procedure: firstly the lubricant oil is been poured in a closed cup, and a thermometer is coupled to
a retort stand closer to the flashpoint making sure the thermometer tip is inside the cup that has
the lubricant oil sample, after that the flashpoint equipment is been switched on for the
temperature to rise to 100C, then the time at which it ignites is now checked using lighter.

30
Kinematic viscosity: the viscosity limit specified for lubricating oil used in Nigeria railway
corporation locomotive train is + or – 25%. the specification is been used as a guide on a new
lubricating oil to check if the viscosity specified tallies with the viscosity of a new lubricating oil
result.
For example if the viscosity of the new oil 15.5centestoke then the + or – 25% is
15.5 x 25/100 = 15.5 + 3.875 = 11.625
15.5 – 3.875 = 19.375
The limit for the new oil is 11.625 – 19.375 if the viscosity of the oil is almost close to 18.5 the
oil should be discarded at once

Procedure: firstly the kinematic viscometer should be connected to the power supply. It should
be allowed to attain a certain temperature of 100C as specified by the manufactural. The suction
(vacuum pump) is used to suck the New lube oil sample to be analyzed in the calibrated point in
the KV tube, the KV tube holder should be used to suspend the Kv tube in the synthetic kinematic
oil for it to gain heat energy. When it has gained the required heat energy. The stop watch is used
to time the flow rate between the first calibrated point and the second calibrated point. Start
timing when the lube oil sample flow down to the first calibrated point and stop timing when it
gets to the second calibrated point. The time(secs) it takes the new lube oil sample to flow from
the first calibrated point to the second calibrated point is multiplied by the Kv tube constant(k).the
result obtained is known as the kinematic viscosity of the new lube oil.

i.e Kv = t x c (cst)centistoke

Kv = kinematic viscosity of the sample analyzed

T = time taken for the sample to flow.
C = constant of the Kv tube used during analysis

Used Lubricating Oil Analysis

The laboratory unit checks the oil in service every 7-10 days so that the oil properties will not
exceed its limit.

31
 Parameters

- Spot test
- Crackle test.
- Ph test.
- Kinematic viscosity.
- Redwood viscosity.

Spot test: this is used to check for any possible visible contaminant in the oil.

Procedure - a drop of the used oil is been dropped in a paper, which is closed and allow to stay for
an hour, after some time the oil will spread and bring a very visible result which will show if there is any
presence of much carbon suite or sludge is present in the used oil. If there is much carbon suit or sludge
then it can be very bad for the engine.

Crackle test: this help to check if there is any presence of water or fuel in the used oil.

Procedure – a little used oil is been poured on the crackle heater, if there is a crackle noise heard then
there is a presence of water in the oil, and when there is emission of smoky fumes coming out, then there
is presence of fuel in the oil. To determine the percentage of water in the oil in service, the method of
dean-stark procedures is to been carried out.

Dean-stark apparatus: round bottom flask condenser, diluent trap, water heating kettle, heating mantle,
pebbles, retort stand and running water source.

Procedures For Dean-Stark method: into a 500ml round bottom flask, measure 25ml of the thoroughly
mixed oil sample, add pebbles to avert bumping upon heating, add little concentration HCL, rinse the
remaining oil from the measuring cylinder with hot water into the flask and fill the round bottom flask
halfway with hot water, then set up the Dean-stark method on the heating mantle, put some quality of
water into the diluent trap and add few drops of absolute ethanol then connect the condenser to a running
water source and begin to heat on the mantle. Take note of the time commencement on the heating mantle
and take your readings for quantity of distilled fuel in the diluent trap at 15mins, 30mins, 45mins, 60min
an 90min.

If the quality of the fuel dilution in the oil in service that distills over in the dilution trap exceeds 5.0% by
volume; maximum limit, the source of the leakage of the fuel is advised to be quickly identified and
rectified while the diluted oil is advised to be drained immediately from the oil sump.

32
PH test : when there is increase in acidity in the oil as a result of oxidation it decrease the efficiency of
the engine

Procedure: firstly the Ph meter has to be connected to a power supply and allowed to attain room
temperature. After that it has to be calibrated with buffer 4 and 7 respectively for accurate result. After
calibration, 2ml of the used oil sample should be transferred in the beaker, and make up to 75ml by
adding titration solvent. Place the beaker on a magnetic stirrer for thorough stirring. When that is done
place the beaker on the table and test for the ph by introducing the electrode in the beaker.

Kinematic viscometer: checking for the kinematic viscosity of the used oil is very essential for the
engine of the oil to prevent increase in wear of metals.

Procedure: firstly the kinematic viscometer should be connected to the power supply. It should be allowed
to attain a certain temperature of 100C as specified by the manufacturer. The suction (vacuum pump) is
used to suck the used lube oil sample to be analyzed in the calibrated point in the KV tube, the KV tube
holder should be used to suspend the Kv tube in the synthetic kinematic oil for it to gain heat energy.
When it has gained the required heat energy. The stop watch is used to time the flow rate between the
first calibrated point and the second calibrated point. Start timing when the lube oil sample flow down to
the first calibrated point and stop timing when it gets to the second calibrated point. The time(secs) it
takes the used lube oil sample to flow from the first calibrated point to the second calibrated point is
multiplied by the Kv tube constant(k).the result obtained is known as the kinematic viscosity of the used
lube oil.

i.e Kv = t x c (cst)centistoke

Kv = kinematic viscosity of the sample analyzed

T = time taken for the sample to flow.
C = constant of the Kv tube used during analysis

Redwood viscometer: checking for the viscosity of the used oil is very essential for the
engine of the oil to prevent increase in wear of metals. The redwood viscometer and the
kinematic viscometer both checks for the viscosity of the lube oil.
Procedure: the redwood viscometer is read at 60c as directed by the manufacturer. The
redwood viscometer tube is placed correctly under the viscometer where the opening is
located when the thermometer reads 60c, the stopper should be opened in simultaneously

33
 with the start button on the stop watch to time the flow rate by which the lube oil sample
enters into the redwood viscometer tube. The time(secs) it takes for the lube oil sample to
flow into the redwood viscometer tube to the calibrated mark is called the viscosity of the
sample.

Coolant Analysis

The laboratory unit checks for the increase in the total dissolved solid and also the Ph of the coolant.

Parameters

- Appearance.
- TDS (total dissolved solid) meter.
- Ph meter.

Appearance: the color of the coolant has to be properly checked. The color of a coolant is light lemon,
but when there is much presence of scale in the engine which is as a result of low corrosion inhibitor the
coolant will appear a little bit light brown which will affect the cooling system.

TDS meter test: this helps to know the decrease of corrosion inhibitor present in the coolant. the
minimum limit for TDS of a coolant corrosion inhibitor is 1500PPM, a value below which it must be
topped up using the corresponding preparation formula for DOBER TR; to ensure the right limit is
maintained for efficient corrosion inhibiting capacity of the coolant in the locomotive cooling system.

Procedure: firstly this procedure has to be carried out in a room temperature of 25C. pour a coolant water
of 75ml in the beaker, and then put on the Tds meter, then rinse the sensitive tip with the coolant water
before then been dipped and suspended in the coolant water and allow for some time for the reading in the
Tds meter to be stable.

PH test: the Ph value is expected to be within 8.5 - 10.5. if the value falls below 8.0, there will be rapid
nitrate depletion in the coolant additives and if the ph values is above 11.5, the coolant water is advised to
be drained immediately for fresh treatment as failure to do so will result in the corrosion of aluminum
metal used in the making of the cooling system and this will promote massive scaling of the cooling
system surface.

Procedure: the ph meter is been switched on and allowed to stay for some time to gain room temperature.
After that the ph meter is been calibrated with buffer 4 and 7 to give accurate result. After it has been

34
calibrated, 75ml of coolant is been poured into a beaker, before the ph meter electrode is been dipped or
introduced in the beaker that has the coolant, the electrode has to be rinsed properly with the coolant to
give accurate result, then after it has been rinsed properly, dip the electrode into the beaker and allow for
some time for a stable result in the ph meter reading.

Water Analysis

Raw water for use on the locomotives cooling system is analyzed to ascertain that it conforms to the
acceptable standards before they can be used on the Locos. Raw water contains impurities of varying
amount and in differs forms which included but not limited to; gas (Dissolved Carbon (IV) oxide CO2
and oxygen O2) and suspended matters of various forms. It is imperative to condition the water before its
usage because the presence of dissolved solids in raw water if not removed will form solid scale on heat
transfer surfaces, while minerals in raw water will form sludge in the cooling system thereby reducing the
heat transfer capacity of the system to the atmosphere and its cooling efficiency. The raw water is there
for analyzed by the following parameters to ensure its conformity to acceptable max limits before usage
on the locomotive cooling system.

Chloride (Sodium Chloride) – 40PPM

Total Dissolved Solids (TDS) – 340PPM

Total Hardness - 170PPM

PH - 8.5 - 9.5 (not exceeding 9.5)

Procedure for chloride determination

100ml of the sample is measured into the conical flask. 1ml of kcr04 indicator solution is added. The
sample is titrated with AgN03 solution with continuous stirring until a faint brick-red color is obtained
which remains permanent.

 1ml of AgN03 solution = 10PPM of Cl a 100ml of sample

Procedure for total hardness determination

100ml of the sample is measured into conical flask 2ml of buffer PH10 solution is added with addition of
6 drops of solochrome Black T indicator. The wine-red solution is titrated with EDTA until the last
reddish color disappear from the solution and a blue end-point is obtained towards the end, the EDTA is
added slowly drop by drop.

 1ml of EDTA = 10PPM total hardness as caco3 in a 100ml of sample

35
Procedure for ph determination:

The ph meter is been switched on and allowed to stay for some time to gain room temperature. After that
the ph meter is been calibrated with buffer 4 and 7 to give accurate result. After it has been calibrated,
75ml of the water sample is been poured into a beaker, before the ph meter electrode is been dipped or
introduced in the beaker that has the coolant, the electrode has to be rinsed properly with the water sample
to give accurate result, then after it has been rinsed properly, dip the electrode into the beaker and allow
for some time for a stable result in the ph meter reading

36
 CHAPTER 4

CHALLENGES ENCOUNTERED, ISSUE ANALYSIS AND LIMITATIONS

4.1 CHALLENGES AND ISSUE ANALYSIS

The major challenge encountered was the inability to handle some of the equipment, The primary reasons
was because the equipment was very expensive, but though we were allowed to understand the whole
process of the analysis carried out in the research lab unit.

Also, there were no recommended materials to read. Most of the relevant documents were not available.
This made it difficult to locate materials to read.

4.2 LIMITATIONS

 The interns were not carried along in some of the well intervention and well services
programmes.
 There was no much project or learning assignment to give interns because most of the staff was
engross with their work. This made learning slightly difficult we had to ask questions and check
online to get useful information on our own.

37
 CHAPTER 5

CONCLUSION AND RECOMMENDATION

5.1 CONCLUSION
The industrial training at Nigerian Railway Corporation have added so much value to me. The
programme was such challenging, interesting, educative and informative. Hence it is a laudable
scheme.
The Research lab unit in Nigerian Railway Corporation has improved my knowledge about quality
control of lubricant oil and coolant in a locomotive diesel engine, and also checking for the quality of
diesels supplied to the research lab
Above all the experiences gathered has been tremendous.

5.2 RECOMMENDATION
Base on my experience in the Industrial Training Programme, I will like to recommend the following
1. I recommend that ITF should liaise with more companies to help take up students for industrial
training. This will help them monitor the programme effectively.
2. There should be regular disbursement or payment of the students’ allowances to enable most
students participates effectively in all the activities of SIWES.
3. The SIWES operators need to beef up their strategies to enable the program function effectively so
that the students being served can optimally gain experience of work to enable them adjust properly
to the work of paid employment.
4. I strongly recommend that SIWES ensures that students participating in the industrial training work
in departments relevant to their courses.

38
REFERENCES

 J. Dernotte,1,2 C. Hespel,2,∗ S. Houill´ e,2 F. Foucher,1 & C. Mounaım-Rousselle, Influence of

fuel properties on the diesel injection process in nonvapourizing condition.
 Mr. Mark windbank November 2014, Locomotive cooling system strategy optimisation.
 P. P. Sonune, H. S. Farkade, Performance and emission of CI engine fueled with preheated
vegetable oil and its blend.
 Prof. Nikolaos P. Kyrtatos April 2004, Guidelines for diesel engine lubrication.

39