MBEYA UNIVERSITY OF SCIENCE AND TECHNOLOGY

INDUSTRIAL/FIELD PRACTICAL TRAINING REPORT

NAME: ALLEN MICHAEL NKOMBE

REG NO: 22100234020251
DEPARTMENT: ELECTRICAL AND POWER ENGINEERING
COURSE: ELECTRICAL AND ELECTRONICS ENGINEERING
LEVEL: UQF8 FIRST YEAR
ACADEMIC YEAR: 2022/2023

IPT FROM (DATE): 10/07/2023 TO 15/09/2023

FIRM’S NAME: TAZARA WORKSHOP MBEYA

 ACKNOWLEDGEMENT
Every goods things tend to have a bitter test, I was suffering from many challenges to
accomplish this Technical Report but I was never give up due to the surrounding by
potential peoples on my side. Now it is the time to thank them a lot for their much
contribution to complete this case study.

Firstly, I would like to thank to All Might God for aiding to complete this Technical Report
with success. I would like to thank my University’s Supervisor Mr. EMMANUEL
NDUNGURU, Industrial Supervisor Mr. MATERN MUSHI and all staff members of
TAZARA Workshop Mbeya for their great support on suggestions and instructions to
complete this Technical Report.

Then I would like to thank my parents for their support and encouragement throughout my
field and friends who have helped me with their valuable suggestions, which has been very
helpful in various phases of the completion of this Technical Report.

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 DECLARATION.
On the best of my knowledge ALLEN MICHAEL NKOMBE a student at Mbeya
University of Science and Technology (MUST), I declare that this technical report is
written according to my skills, knowledge and experience that I have got throughout my
industrial practical training.

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 ABSTRACT
The traction motor is supplied with DC power from traction alternator after being rectified.
The armature of traction motor is connected by pinion gear which is coupled with a ball gear
connected with wheel shaft. So when the motor rotates convert electrical energy to
mechanical energy that causes the pinion gear transmit rotation to the ball gear and also
cause the wheel shaft to rotate. The troubleshooting a ground fault is the process of finding
ground fault on traction motor. The troubleshooting a ground fault is chronic problem in
traction motor of locomotive. When to solve the troubleshooting a ground fault of traction
motor must aware to use and setting megger ohmmeter, testing insulation resistance of the
traction motor and also performing the direct contact between one interpole and yoke or
frame. That ways helps us to overcome the ground fault of traction motor in locomotive.
Also there is an overhead crane that can be explain as overhead crane is a machine that
moves a load horizontally across the ceiling of a facility rather than down corridors or on the
floor. Overhead cranes have significant lifting power for material transport. The operator
uses manual controls or a wired pendant station to control the crane’s motion. The most
frequent applications are multi-directional movement of materials for industrial storage, and
loading or unloading activities within a facility, yard, railway station or port.

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 TABLE OF CONTENTS
ACKNOWLEDGEMENT..........................................................................................................i
DECLARATION........................................................................................................................ii
ABSTRACT...............................................................................................................................iii
LIST OF FIGURES...................................................................................................................vi
CHAPTER ONE.........................................................................................................................1
1.0 GENERAL PART.................................................................................................................1
1.1 HISTORICAL BACKGROUND OF TAZARA............................................................1
1.1.1 How it all begun.......................................................................................................1
1.1.2 How Ian Smith triggered action...............................................................................2
1.1.3 How China rescued the situation..............................................................................2
1.1.4 Agreement is signed.................................................................................................2
1.1.5 TAZARA is established...........................................................................................2
1.1.6 China offers an interest-free loan.............................................................................2
1.1.7 Construction begins..................................................................................................3
1.1.8 Meandering through inhospitable terrain.................................................................3
1.1.9 Construction crosses the border...............................................................................3
1.1.10 Engineering challenges...........................................................................................3
1.1.11 Heroic workforce....................................................................................................3
1.2 TAZARA ADMINISTRATIVE/ ORGANIZATION STRUCTURE:...........................3
1.2.1 Council of Ministers.................................................................................................4
1.2.2 Board of Directors....................................................................................................4
1.2.3 Management.............................................................................................................4
CHAPTER TWO........................................................................................................................6
2.0 TECHNICAL REPORT......................................................................................................6
2.1 INTRODUCTION..........................................................................................................6
2.2 TRACTION MOTOR TECHNICAL SPECIFICATION...............................................6
2.3 MAINTENANCE OF TRACTION MOTOR.................................................................8
2.3.1 CONSTRUCTION DETAIL OF TRACTION MOTOR.........................................8
2.3.2 DISASSEMBLY....................................................................................................10
2.3.3 TESTING OF TRACTION MOTOR.....................................................................10
2.4 OVERHEAD CRANE..................................................................................................12
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 2.5 WORK PRINCPLE OF OVERHEAD CRANE...........................................................13
2.6 OVERHEAD CRANE COMPONENTS......................................................................13
2.7 OVERHEAD CRANE TYPES.....................................................................................15
2.8 OVERHEAD CRANE TERMINOLOGY....................................................................16
2.9 CRANE APPLICATIONS............................................................................................16
2.10 COMMON STARTERS USED IN CRANES............................................................17
2.10.1 SOFT STARTER.................................................................................................17
2.10.2 VARIABLE FREQUENCY DRIVE (VFD)........................................................18
CHAPTER THREE..................................................................................................................19
3.0 CONCLUSION AND RECOMMENDATION................................................................19
3.1 CONCLUSION.............................................................................................................19
3.2 RECOMMENDATION................................................................................................19
REFERENCE............................................................................................................................20

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 LIST OF FIGURES
Figure 1.1 Locomotive..............................................................................................................1
Figure 1.2 Administrative/organization structure of TAZARA...............................................5
Figure 2.1 Traction Motor........................................................................................................6
Figure 2.2 Internal part of traction motor...............................................................................11
Figure 2.3 Overhead Crane.....................................................................................................12
Figure 2.4 Soft Starter.............................................................................................................17
Figure 2.5 Variable Frequency Drive starter..........................................................................18

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 CHAPTER ONE

1.0 GENERAL PART

1.1 HISTORICAL BACKGROUND OF TAZARA

1.1.1 How it all begun.
The idea to connect Central and Southern African States with the eastern coast through a rail
link started as far back as 1947. Both Tanganyika (now Tanzania) and Northern Rhodesia
(now Zambia) had for a long time wished to agriculturally develop their vast areas in the
South West (of Tanganyika) and North East (of Northern Rhodesia), respectively. On the
Tanganyika side, plans for this had been discussed for many years while on the Northern
Rhodesian side the suggestion was beginning to receive prominence and support by 1963
through the advocacy of Dr Kenneth Kaunda. Earlier, the colonial settlers had undertaken a
number of surveys into the project and nearly all had declared that the proposed line was
economically unjustifiable. This was at the time of liberation agitations and it was apparent
that these conclusions were laced with political thinking. The settlers feared that such a rail
link would affect their interests in the region.

Figure 1.1 Locomotive

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1.1.2 How Ian Smith triggered action
On 11th November 1965, the administration of Ian Smith in Rhodesia (Zimbabwe) whose
Rhodesian Front party opposed an immediate transfer of power to black majority rule in the
self-governing British colony, unilaterally declared independence from the United Kingdom.
The Unilateral Declaration of Independence (UDI), as it were, triggered various effects on
the scene. First, UDI had the effect of intensifying the liberation struggle in which Zambia
played an active role as a frontline state. Being landlocked, the Smith regime tried to
intimidate Zambia out of her support for the liberation struggle by cutting her only outlet to
the sea – the road and rail trunks from Zambia to the sea ports in South Africa, passing
through Rhodesia. The leaders of Tanzania (the late Mwalimu Julius Nyerere) and Zambia
(Dr. Kenneth Kaunda) who were aware of Zambia’s dependence on the southern route and
its implications visualized that the North East Rail Link was the only other way for Zambia
to maintain economic and political independence. In a significant way, therefore, Ian
Smith’s UDI spurred the proponents and even quickened the pace at which the TAZARA
project was implemented.

1.1.3 How China rescued the situation

Tanzania and Zambia clearly had the motive to construct TAZARA. But it was also very
clear from the beginning that this mammoth project would require huge amounts of funds to
take off. The Western countries were first approached for assistance to build the line but as
expected they rebuffed the idea, insisting that “the project was economically not viable.”
This view, which was equally supported by the World Bank, meant that assistance from that
quarter was not possible. The Government of the People’s Republic of China, under the wise
leadership of the late Chairman Mao Tse-Tung were approached and readily accepted to
support the project. The Chinese leadership saw the wider necessity of the line and thus
offered to finance it as a turnkey project. The Chinese offered to provide the finances for
construction, expertise and equipment, including buildings, workshops, training school and
related infrastructure.

1.1.4 Agreement is signed

On 5th September 1967, an Agreement for the construction of TAZARA was concluded in
Beijing, China, between the three Governments of China, Tanzania and Zambia. The initial
idea was for the railway line to start from Kidatu in Tanzania to Kampoyo in Zambia.

1.1.5 TAZARA is established

The Tanzania-Zambia Railway Authority was established in March 1968 and the survey and
design work commenced in October 1968 and finished in May 1970. The surveys by the
Chinese produced favorable recommendations, which completely disregarded all
conclusions of earlier surveys. By now it had been decided that the line would start from Dar
es Salaam and end at Kapiri Mposhi.

1.1.6 China offers an interest-free loan

In July 1970, China agreed to give Tanzania and Zambia an interest free loan repayable in
thirty years totaling Yuan 988 million to cover costs of constructing the line and supporting
infrastructure of Stations and the Training School as well as the supply of motive power and
rolling stock.

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1.1.7 Construction begins
Construction of the line started in October 1970. The then Presidents Dr. Kenneth Kaunda of
Zambia and late Mwalimu Julius Nyerere of Tanzania officially inaugurated the
commencement at Dar es Salaam in Tanzania and Kapiri Mposhi in Zambia, respectively.
This was the beginning of the most awe-inspiring engineering feats ever performed by China
in Africa.

1.1.8 Meandering through inhospitable terrain

Within a year track-laying reached Mlimba which is 502 kilometres from Dar es Salaam.
Thereafter, for the next one year, construction entered through the most inhospitable terrain
of the line. This is the 158-kilometre Mlimba/Makambako section, which is characterized by
complicated topographical features. The works in this section alone included excavation of
20 million cubic metres of earth works (about a quarter accounted for the whole line),
construction of 46 bridges with total linear length of 4,100 metres, 18 tunnels aggregating
8,253 metres and 362 culverts totaling 11,710 metres.

1.1.9 Construction crosses the border

The track crossed the Tanzanian border at Tunduma into Zambia at Nakonde in August
1973. After the experience of the Mlimba/Makambako section, construction in Zambia with
fairly uncomplicated features was fast such that by June 1975, the line reached Kapiri-
Mposhi, two years ahead of schedule. Trial operations continued for a year until 14 July
1976 when full operations commenced, after the Government of the Peoples’ Republic of
China formerly handed over TAZARA to Tanzania and Zambia.

1.1.10 Engineering challenges

The engineering difficulties involved in building the 1,860 kilometre long railway were
immense. It is not easy to fathom the extent of heroism and ingenuity displayed by both the
Chinese people, represented by their great engineers and workers and the Tanzanian and
Zambian people, who joined the Chinese for the construction of this unique railway. The
hostile environment, through which the line often had to pass, did not deter them. When the
line was finally completed, almost 89 million cubic metres of earth and rock had to be
moved, 320 bridges, 22 tunnels and 2,225 culverts were built.

1.1.11 Heroic workforce

At the height of construction, the workforce rose to 38,000 Tanzanian and Zambian workers
and 13,500 Chinese technical and engineering personnel. Over 160 workers, among them 64
Chinese, died during the construction of the railway.

1.2 TAZARA ADMINISTRATIVE/ ORGANIZATION STRUCTURE:

The Bilateral Agreement relating to the Tanzania-Zambia Railway, made between the two
Governments on 29 th September 1993, forms the basis and foundation of the existence of
TAZARA. This Agreement is given effect by the TAZARA Act, which provides for the
governance of the Authority, the nature of business transactions and other matters related to
the provision of services by the railway. The two Governments of the United Republic of
Tanzania and the Republic of Zambia hold the shares of TAZARA on a joint and equal
basis. TAZARA operates as a statutory body established by the National Legislatures of
both Tanzania and Zambia, through the TAZARA Act of1975, amended by the TAZARA
Act of 1995. The governance structure, as provided for by the TAZARA Act, comprises a
Council of Ministers, Board of Directors and Management.

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1.2.1 Council of Ministers
The Council of Ministers is the supreme policy organ of TAZARA, comprising six (6)
Ministers, three from each country respectively, i.e. the Ministries in charge of Transport,
Finance and Trade/Commerce. The Ministers responsible for Transport are the Chairpersons
of the Council in rotation between Tanzania and Zambia at the turn of each financial year,
commencing on the 1st July and ending on the 30th June the following year. The Council of
Ministers is required to meet at least once every year.

1.2.2 Board of Directors

The Board of Directors consists of six (6) Members, comprising the Permanent Secretaries
responsible for Transport from each country, two members from each country with
experience either in transport, commerce, industry or finance. The Directors of the Board are
appointed by the Ministers of Transport from the respective countries. Except for the
Permanent Secretaries who are permanent members, the Directors hold office for a period of
three (3) years after which they may be eligible for re-appointment. The two Permanent
Secretaries rotate the Chairmanship annually, at the beginning of each calendar year, i.e. 1 st
January. The Board of Directors is required to meet at least four times a year.

1.2.3 Management
The Managing Director is the Chief Executive Officer of the Authority and, subject to the
control of the Board, is responsible for the administration of the affairs of the Authority. The
Deputy Managing Director assists the Managing Director in the day-to-day administration of
the Authority. The TAZARA Act stipulates that the Managing Director shall be appointed
from Zambia while the Deputy Managing Director shall be appointed from Tanzania. The
railway is divided into two regions for administrative convenience, i.e. the Tanzania Region
and the Zambia Region, with the national boundary forming the separation between the two
regions as well. However, this separation is only for administrative convenience as the
railway is a unitary organization with uniform standards. The Regional General Managers,
who head the regions, are appointed by the Board of Directors, but supervised and
controlled by the Managing Director

4
 Council of Ministers

Board of Directors

Management

Figure 1.2 Administrative/organization structure of TAZARA

1.3 ACTIVITIES UNDERTAKEN BY TAZARA

i. Carry passengers and goods by rail

ii. Manufacture parts and provide maintenance and repairs services at any foundry,
workshop or other factory owned or operated by the Authority;
iii. Operate road-rail services;
iv. Provide storage facilities in Tanzania and Zambia for goods to be carried by the
Authority;
v. Provide for the consignment of goods to and from any place in Tanzania or Zambia
or any other place;
vi. Determine, impose or levy rates, fares and other charges for any service performed
by the Authority or for the use by any person of the facilities provided by the
Authority or for the grant to any person of any license, permit or certificate.
vii. Provide in Tanzania and Zambia such other amenities and facilities for passengers
and other persons making use of the services provided by the Authority as the Board
may consider necessary or desirable

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 CHAPTER TWO

2.0 TECHNICAL REPORT

2.1 INTRODUCTION

Traction Motor is the most important part of a locomotive. This motor is mostly a D.C.
Series Commutator Motor, therefore it requires regular maintenance to ensure longtime for
motor to perform transportation activities. Large number of locomotive failures is caused
due to bad maintenance of Traction Motors. Therefore it is essential to ensure proper and
regular maintenance of Traction Motors. It is observed that, the correct maintenance
practices as recommended by manufacturers.

. Figure 2.1 Traction Motor

2.2 TRACTION MOTOR TECHNICAL SPECIFICATION.

The general technical specifications of the traction motor are:

a) Yoke

Weight: 400kg

Main pole: 4

Interpole: 4

Brush holder: 4

Carbon brush: 8
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 b) Armature

Weight: 300kg

Length: 390mm.

c) Commutator

Diameter: New -380 mm, Condemning-364 mm.

Useful length: 140 mm.

Radial wear: 8 mm (max)

Number of segments: 276 Nos.

Mica thickness: 1.2 mm (between segments)

d) Brushes

Grade: EG 367 or EG 105.

Size: 2 x8x43

Min. height: New -52 mm. Worn-27 mm.

Spring pressure: 2.2 to2.4 Kgs.

Gear Ratio: 62:15, 58:21

Permanent shunt: 5 %

e) Bearing

Type: CE -NJ318, PE-NU328

Make: SKF, NBC, FAG, NORMA.

Lubrication: Shell Albania EP 2

Clearance: Diametrical CE 0.30mm, PE 0.035mm

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2.3 MAINTENANCE OF TRACTION MOTOR
i. Construction details.

ii. Disassembling of traction motor.

iii. Inspection and testing.

a. Running test
b. Line test
c. Resistance insulation test

2.3.1 CONSTRUCTION DETAIL OF TRACTION MOTOR

The traction motors have the following main parts:

i. Stator Frame (Yoke Frame)

This is a cast steel magnet frame consisting of main poles and interpoles. Yoke have total of
8 pole that are 4 interpole and 4 main pole which gives fields as current passing in though
winding of yoke. The exits of magnet field in yoke winding and armature because the
armature to remain rotate due to emf induced on motor hence provide motion to
locomotives.

ii. Armature

It is the rotating member of the motor, consisting of a number of copper conductors suitably
placed and connected so as to form a closed winding. The armature consisting of slots,
teeth, winding and the core. The rotating armature is subjected to an alternating flux
varying at frequency of 20 to 50Hz, depending upon the number of poles and speed (f=
PN/120), which gives rise to eddy currents and hysteresis losses in the armature core and
teeth. The eddy- current loss is directly proportional to the square of the thickness.
Therefore the armature is built up of 0.4 to0.5 mm thick magnetic steel laminations,
insulated from one another by a thin layer of class` H’ varnish. The punching are keyed to
armature shaft. Longitudinal ventilating ducts are provided in the core to improve the
cooling. Assembled hot in a press, the laminations are maintained by a cast steel armature
head at pinion end, and at other, by the cast steel armature sleeves retained on the shaft by
set ring and retaining ring at pinion end.

iii. Armature Winding

It is composed of high conductivity electrolytic copper conductor, with 2/3 tape kept on
bunch insulation being made by:

a) Glass mica silicon tape on the involutes portion

b) Nomex silicon mica wrapper in the slot portion

8
The coils are maintained in the slots by moulded “Durestos” slow wedges or laminated fibre
glass slot wedges and by poly glass tape. The choice of armature winding is decided as
following:

When the armature current is not high, a simple wave winding is preferred. But for high
armature current, number of parallel path should be more, as a result lap winding is
preferred because number of parallel path equals to number of poles.

iv. Armature Bearings

The armature is supported on two roller bearings mounted on cast steel end shields. Fitment
of these bearings must be in parallel.

v. Commutator

Consisting of a 276 numbers of copper segments, properly insulated from each other. The
function of a Commutator is to input DC current to armature by means of carbon brush in
the armature winding. It is built up of a number of small wedge shaped segments of high
conductivity hard drawn copper, insulated from each other by mica ormicanite separators of
about 0.8 mm thickness to avoid jumping of brushes and resultant sparking. The
Commutator segments are assembled over an insulated steel cylinder of V-cone shaped. The
assembly is forced and press fitted on the shaft. The ends of the armature coils are directly
soldered to the Commutator base, when the Commutator diameter is approximately equal to
the armature. Sparking at the brushes can be minimized with afresh over ring which
aborsorve the Sparks

vi. Brushes and Brush Holder

Brushes are needed to collect the current through rotating Commutator or to lead the
current to it. Normally brushes are made up of carbon and graphite. So that the Commutator
surface is not spoiled. his brush is accommodated in brush holder where a spring presses it
against the Commutator. A flexible copper conductor securely fixed into brush is used to
make the connection between brush and its brush holder. The numbers of brush holders are
usually equal to the number of main poles in DC machine. The brush holder is one of the
major component/part of the rocker assembly.

vii. Pinion

It is made of high steel, shrink fitted on the armature head of traction motor Shaft as shaft
rotate give rotation of pinion which is connected mechanically to the bull gear of wheels.
This pinion has 15 or 21 teeth and is directly geared up with the gear of the wheel set and
responsible for driving the wheel set and ultimately the locomotive.

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2.3.2 DISASSEMBLY

i. Disassembly of Armature
a) Remove the carbon brush from the brush holder
b) .After removing carbon brushes, wind a press board on the Commutator for
preventing the Commutator surface
c) Dismount the bearing cover from the shield utilizing the taped hole for pulling
out.
d) Dismount the outer bearing stopper and thrust collar of roller bearing from the
arm
e) Remove all the bolts tightening the bearing bracket i.e. PE end shield by
screwing Hexed. BoltsM-20 into taped holes in the end shields and dismounts the
end shield.
f) Fit the armature lifting hook on the armature shaft at pinion side, lift the armature
by crane screw the bolts in the taped holes of end shield and turn the armature
slowly till the spigot joint & magnet frame comes off and while checking to see
that the armature is turned smoothly, dismount the armature along with PE end
shield from the stator.
g) The dismounted armature on the table with lay down.
h) The armature on a wooden table with it supported by core face,
i) Never support the armature with the coil, glass bind part or Commutator

ii. Cleaning of Armature Bearing

To clean the dismounted armature bearings, put them into a vessel containing, by
using petrol liquid and rub the armature by using clothes to remove the dust.
a) Check visually for roughness, scratch, bruise, discoloration, rust etc. on inner &
outer race too.
b) Check while moving the rollers for wear of retainer looseness make sure that there is
no abnormality.
c) If any abnormality observed in either inner or outer ring, replace it

2.3.3 TESTING OF TRACTION MOTOR.

a) Insulation Resistance Test

Insulation resistance is measured with 1000 V to 500V (DC) megger in service, the value
should be more than 1 Mega ohm. However if the value is less than 1Megaohm it is
considered undesirable for service operation. If the insulation resistance drop is due to
absorption of moisture, dry out must be carried out.

b) Running Test
After reassembling the traction motor, to conduct the heat run test byapply50v DC to the
traction motor and allow running for 30 minutes. During this testing, experience the
temperature rise and bearing noise

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 c) Line test

This is done by two ways as follow

i. Dynamic brake this is when motor operates as generator during breaking loads push
train head to move in decelerating due to slope. The amounts of current produced have
no useful and damp to grid resistor because no way to store it.

ii. Motoring is when motor consume electricity from alternator, alternator generate three
phase electricity by relation from engine as engine burn diesel cause engine shaft to
rotate and that given to alternator to gives out three phase electricity and electricity pass
through rectifier. To be changed to direct electricity to be used by motor because
traction motor is DC motor

Figure 2.2 Internal part of traction motor.

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2.4 OVERHEAD CRANE
An overhead crane is a lifting device that can move, assemble, position, and handle heavy
objects. Also an overhead crane is a machine that moves a load horizontally across the ceiling of
a facility rather than down corridors or on the floor. Overhead cranes have significant lifting
power for material transport. The operator uses manual controls or a wired pendant station to
control the crane’s motion. The most frequent applications are multi-directional movement of
materials for industrial storage, and loading or unloading activities within a facility, yard, railway
station or port. Importantly, overhead cranes are available in various sizes, shapes, and
configurations with attachments and add-ons.

Efficiency and safety are the two most common reasons for employing an overhead crane.
Overhead cranes can complete operations in a fraction of the time it takes other types of
equipment. Thus, these types of cranes can lift and move far heavier loads than floor or ground-
based machines. Additionally, they may remove materials without endangering people in
hazardous, dangerous, or severe environments with heated metals, chemicals, or toxic materials

Figure 2.3 Overhead Crane.

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2.5 WORK PRINCPLE OF OVERHEAD CRANE.
Overhead cranes move a load across a rectangular area from side to side and backward and
forward. A trolley with the lifting equipment, known as a hoist, hauls horizontally across a
bridge beam linked to one or more horizontal girders supported at either end-by-end trucks. The
end trucks connect at right angles to the girders and travel on fixed runways. An overhead crane
operator using a pendant station or wireless control controls the travel and speed of the crane.

2.6 OVERHEAD CRANE COMPONENTS

However, although not every overhead crane is the same, they all have specific essential
components such as a hoist, trolley, beams, girders, and controllers.

I. BRIDGE BEAM

The bridge beam is the main horizontal beam that the trolley moves across. It is usually made of
steel and can be customized to fit the application’s specific needs.

II. GIRDERS

Girders support the bridge beam and connect it to the end trucks. They come in various shapes
and sizes depending on the load capacity needed for the application.

III. END TRUCK

The end trucks are what support and move along the facility’s runways. They can be powered or
non-powered depending on what is best suited to your needs. Additionally, some cranes also
come with rotatable truck options that allow for more versatility. Thus, providing movement
across different floors, surfaces, and even terrain.

IV. HOIST

The hoist carries the load attached to a hook or fork at its end. The hoist may have an electric
power motor, hydraulics, pneumatics, or gravity, depending on what type of crane you have
purchased and what power source best fits your needs. Chain and wire are the two most popular
hoists for an overhead crane. A chain hoist is held in place by a chain holder and lifts weights
less than ten tons. Therefore, they give genuine vertical lift and rise straight up without any
lateral movement. Wire rope hoists raise loads up to ten tons or more. However, they provide a
lot more possibilities and adaptability. A wire rope hoist, unlike chain hoists, is susceptible to
lateral movement.
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 V. LIFTING TROLLEY

The lifting trolley is what the operator uses to control how far and what direction the load will
travel. It can adjust side to side, up and down, or in various angled directions depending on what
specific applications need. The device includes a mechanism that consists of a brake, motor,
reducer, drum, and set of pulleys. The motor powers a drum that turns through the reducer to
power the wire rope or chain that lifts and lowers the weight.

VI. DRIVING MECHANISM

The driving mechanism moves the lifting trolley back and forth across the bridge beam. It can be
a hydraulic drive, servo motor drive, or another type of power source, depending on what best
fits your needs. The driving mechanism of a crane comprises two elements. The long
transmission that drives the wheels on both sides is coupled with a separate motor that drives
each set of wheels.

VII. POWER SUPPLY

What keeps the overhead crane moving is its power supply. There are numerous sorts of power
supplies with multiple connections for each one. Conductor bars, festoon systems, and cable
reels are the three most frequent types. Generally, most overhead cranes run on electrical power,
although there are pneumatic-power versions. The cable festoons, conductor bars, or reel cables
transmit electricity to the crane runway and bridge crane control. This energy supply operates the
trolley and hoist.

VIII. HEIGHT

The type of motor and the crane’s lifting capacity is determined by the height it is put in. The lift
height for an overhead crane refers to the distance from the floor to the saddle of the hook, which
is a crucial measurement since it ensures there is enough lift space and room to re-position the
load.

IX. CONTROLS

The operator has complete control of the load via overhead crane controls. The most basic type
of controls features a start and stop button, whereas more advanced controls feature joysticks and
tablets to allow for more complex movements and motions. Overall, the overhead crane consists

14
of many different parts that work together to provide a heavy lifting solution for your facility.
Understanding what each part does and its purpose makes it easier to understand how the
overhead crane works as a whole.

2.7 OVERHEAD CRANE TYPES.

Cranes come in a variety of styles and are compatible with several attachments to facilitate load
lift, including:

I. Single girder crane.

The bridge beam is a single girder that runs on the bottom flange of the main arm. It’s an
overhead traveling crane with one bridge beam linked to the two runway/end trucks. A lifting
device or hoist travels along the base flange of the bridge beam.

II. Double girder crane.

Two bridge beams are on top of the runway end trucks in these cranes. Typically, top running
cranes come with a top running trolley hoist that travels on its own set of wheels along the top of
the two bridge beams.

III. Gantry crane.

The gantry crane has four legs supporting and moving it. The feet connect to the legs. The legs
move along rails to place the bridge for loading, raising, and transporting.

IV. Overhead bridge crane.

An overhead bridge crane has two runways built into the sides of a structure and connected to the
superstructure. The runways join by end trucks that move on the runway’s wheels. A single or
double bridge may have a trolley moving along each. The trolley and hoist are underhung and
travel along the bottom of the structure.

V. Monorail crane.

Monorail cranes do not use a bridge or girders. The trolley connects to an I beam in the ceiling
that travels along the flat surface at the bottom of the beam. Material flows straight down the
beam.

VI. Jib crane.

A jib crane is a form of overhead crane that does not require a bridge, runway, or other type of
track system.

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VII. Workstation crane.

A workstation crane is primarily for material movement within a limited space. Ultimately,
depending on the type of overhead crane you need, what the load is, and the space limitations in
your facility, there may be more than one solution.

2.8 OVERHEAD CRANE TERMINOLOGY

a) Axial load. A compressive force directed in the direction of a beam’s axis.

b) Box section. A steel beam or bar in the shape of a box used to create beams, struts, and
other structural components.

c) Drag brake. A brake attached to the trolley or bridge that resists the forward motion of
the load, used to control speed, and stop the load.

d) Explosion-proof. A type of overhead crane that is safe for use in an explosive

environment.

e) Lifting capacity. The maximum weight that an overhead crane can lift.

f) Lifting speed. The speed at which the load will be raised or lowered.

g) Running speed. The speed at which the overhead crane moves.

h) Span. The horizontal distance between the end trucks or runways.

i) Wheel load. The weight of the overhead crane itself plus the trolley, hoist, and load.

2.9 CRANE APPLICATIONS.

i. Assembly.

ii. Transportation.

iii. Warehousing.

iv. Loading and unloading.

v. Packaging.

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2.10 COMMON STARTERS USED IN CRANES.
2.10.1 SOFT STARTER
The soft starter also uses the voltage reduction technique. It uses the semiconductor switches like
TRIAC to control the voltage as well as the starting current supplied to the induction motor.

A phase-controlled TRIAC is used to provide variable voltage. The voltage is varied by varying
the conduction angle or firing angle of the TRIAC. The conduction angle is kept at minimum to
provide reduced voltage. The voltage is increased gradually by increasing the conduction angle.
At maximum conduction angle, the full line voltage is applied to the induction motor & it runs at
rated speed.

It provides a gradual & smooth increase in the starting voltage, current as well as the torque.
Thus there is no mechanical jerk & provide a smooth operation that increases the life span of the
machine. That kind of starter it used in overhead cranes in workshop.

Figure 2.4 Soft Starter.

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2.10.2 VARIABLE FREQUENCY DRIVE (VFD)
Just like the soft starter, a Variable frequency drive (VFD) can vary the voltage as well as the
frequency of the supplying current. It is mainly used for controlling the speed of the induction
motor as it depends on the supply frequency. That kind of starter it used in small crane.

The AC from the supply line is converted into DC using rectifiers. The pure DC is converted into
AC with adjustable frequency & voltage using pulse width modulation technique through power
transistor like IGBTs.It provides full control over the motor speed from 0 to rated speed. The
speed adjust option with the variable voltage provides a better starting current & acceleration.

Figure 2.5 Variable Frequency Drive starter

CHAPTER THREE

3.0 CONCLUSION AND RECOMMENDATION

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3.1 CONCLUSION

The Traction Motor are work in locomotive has been seen, it has best dc motor that can be
operates well in way of control speed in the slope area and it has best in operates the heavy
loads in the locomotive also maintenances and testing during periods according to the
schedules of testing are the most important to ensure that locomotive has to been in safe zone
all the time in order locomotive to travel well and to be for the long time or to increase the
life span of locomotive.

3.2 RECOMMENDATION

I recommend that in case of traction motor on the locomotive:

i. When in slope the voltage are produced are very important so myself I see to use in
water heater in the locomotive for passengers and different purpose are not put in grid
resistance.

ii. Also we can using capacitors bank to storing the energy by using a batteries when the
motor change to be a generator for using another works which need more amount of
energy in locomotive.

REFERENCE
TAZARA books, Electrical engineering books, 2008 ISBN 3835631322;’ Induction Motors and
Their Control’, MOTORS, H-L.(2008),

B.l.Theraja(2000)electrical technology, volume II:S.CHAND

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N. Mohan, Electric Machines and Drives: A First Course, Wiley, 2012.

Veltman, D.W.J. Pulle, and R.W. DeDoncker, Advanced Electrical Drives: Analysis, Modeling,
Control, Springer, 2011.

J.L. Kirtley, Electric Power Principles: Sources, Conversion, Distribution, and Use, Wiley, 2010.

Veltman, D.W.J. Pulle, and R.W. DeDoncker, Fundamentals of Electrical Drives, Springer,
2007.

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