Documente Academic
Documente Profesional
Documente Cultură
PRESENTED BY:-
Anurag Singh
nd
B.TECH– 2 Year { CIVIL ENGG. }
Reg. No. : TTC/DLW/18/4278
1) Introduction to DLW
3) IOW CENTRAL
4) IOW EAST
It is rightly said practical life is far away from theoretical one welearn in class room.
The practical exposer real life experience no doubt they help in improving the
personality of the student, but the practical exposure in the field will help the
student in longrunoflife and will be able to implement the theoretical knowledge.
I would sincerely like to thank the employees and the officers of DLW, VARANASI for their
help and support during the vocational training. Despite their busy schedules, they took time out
forusandexplainedtousthevariousaspectsofthedutiesandworkingandofthe workshops.
I would sincerely like to thank Mr. Ashok kumar( CWI/TTC), Mr. S. P. Singh(SSE. P-Way)
and Mr. Arvind Kumar(SSE. IOW EST) who was instrumental in arranging the vocational
training at DLW Varanasi, and without whose help and guidance the training could not have
materialize.
Subsequentlyacontractfortransferoftechnologyof4000HPMicroprocessorControlled AC/AC
Freight (GT46MAC)/ passenger (GT46PAC)locomotivesandfamily of 710engines hasbeen
signedwithelectromotivedivisionofGENERLMOTORSofUSAformanufacture inDLW.The
production of these locomotives has now started and thus DLW is the only manufacturers of
DieselElectric LocomotiveswithbothALCOandGeneralMotors technologiesinthe world
.
BRIEF HISTORY:
• Set up in 1961 as a green-field project in technical collaboration with ALCO/USA to
ManufactureDieselElectric Locomotives.
• First locomotiverolled out anddedicated to nation in January, 1964.
• Transfer-of-Technology agreement signed with General Motors/ USA in October, 95 to
manufacturestate-of-the-arthightractionAC-ACdiesel locomotives.
• Aflagship company of Indian Railways offering complete range of flanking products in its area
of operation.
• State-of-the art Design and Manufacturing facility to manufacture more than 150 locomotives
perannumwithwiderangeofrelatedproductsviz.componentsandsub-assemblies.
• Unbeatable trail-blazing track record in providing cost-effective, ecofriendly and reliable
solutions to ever-increasing transportation needs for over three decades.
• Fully geared to meet specific transportation needs by putting Price-Value Technology equation
perfectlyright.
• Alarge base of delighted customers among many countries viz. Sri Lanka, Malaysia, Vietnam,
Bangladesh,Tanzaniatonameafew,bearingtestimonytoproductleadership inits category.
SALIENT FEATURES:
• Annualproductioncapacity: 125Locomotives
• Annualturn-over (Rs): 5000million
• Totalnumberofstaff : 7223
• Workshopland: 89 Hectares
• Townshiparea: 211 Hectares
• Coveredareainshops: 86300m2
• Coveredareaofotherservicebuildings : 73700m2
• Electricalpowerrequirement: 3468 KVA
• (Averagemaximum demand)
• Electricalenergyconsumption(units/year) : 19.8 million
• Standbypowergeneration capacity: 3000KW
PRODUCTS OF DLW:
DLWis an integrated plant and its manufacturing facilities are flexible in nature. These can be
utilized for manufacture of different design of locomotives of various gauges suiting customer
requirementsandotherproducts.Theproductrangeavailableis as under:
• WDG4: 4000HPAC/ACFreightTrafficLocomotive.
• WDP4: 4000 HPAC/AC Broad Gauge High Speed Locomotive .
• WDM3C: 3300HPAC/DCBroadGaugeMixedTrafficLocomotive.
• WDG3D: 3400HPAC/ACBroadGaugeMixedTrafficMicro-Processor
Controlled Locomotive.
• WDM3A: 3100HPAC/DCBroadGaugeMixedTrafficLocomotive.
• WDP3A: 3100 HPAC/DC Broad Gauge High Speed Passenger Locomotive.
• WDG3A: 3100HPAC/DCBroadGaugeFreightLocomotive.
• WDM2: 2600HPAC/DC BroadGauge MixedTrafficLocomotive.
• WDP1: 2300 HPAC/DC Broad Gauge Intercity Express Locomotive.
• WDM7: 2150HPDC/DCBroadGaugeMixedTrafficLocomotive.
• WDM6: 1350HPDC/DC BroadGauge MixedTrafficLocomotive.
• YDM4: 1350HPAC/DC&DC/DCBroadGaugeMixedtrafficLocomotive.
• EXPORT LOCO : 2300HPAC/DCMeter Gauge/Capegauge MixedTraffic
Locomotive.
• DieselGenerating Sets : 800KWto2500KW
• SparePartsforengines, locomotivesandgenerating sets.
YDM4LOCOMOTIVE
DESIGN OFFICE:
Prepare diag. of each part and sent to Material Control &inform timely in any change in any
partstorelative department.
INSPECTION DEPARTMENT:
After Receiving of Material inspection has done by Inspection Deptt. If material is OKthen
Receipt Note issued by Store Deptt and sent to Acct. Department for payment to firm. If
materialis notOKTheninformtofirmtocollecttherejectedmaterial.
ACCOUNT DEPARTMENT:
Check all the purchase, given concurrence for purchase, vett the ML/Requisition &payment to
firms.
PLANNING OFFICE:
Prepare JPO, Monthly Production Program, Scheduling, Processing, Rate Fixing, Issue Work
Orders, Schedule Orders, Issue Job card & other production Documents. Preparing DLW
Budget &SenttoRlyBoard.
PROGRESS OFFICE:
After opening of work orders collect the prod. Documents from PCO and hand over to user
shop draw the material from depot &given to shop &hand over the ready material of shop to
usershop/store.After completionofwork,closetheworkorder.
PRODUCTION SHOPS:
Productionshopsaredividedinthree divisions-
1. BlockDivisions
2. EngineDivisions
3. LocoDivisions
PERSONNAL DEPARTMENT:
Prepare payment of Staff, Leave Record, Personal Record of every employee, Housing
allotment,welfareofstaff etc.
CIVIL DEPARTMENT:
Maintenanceofcolonyquarters, upgradation offacilitiesinquarters, sanitation etc.
ELECTRICAL DEPARTMENT:
MaintenanceofLightinginquartersandinworkshop,electrical worksinlocomotive etc.
MILESTONES ACHIEVED:
Transfer of technology (TOT) -- Anadded feather in the cap:-
• Agreement with General Motors of USAfor technology transfer to manufacture high
horse-power GT46MAC4000HPAC/AClocomotive inIndia.
• Only country outside North-America to have this bleeding edge technology Many
export/repeat orders complied successfully in recent past and many more in the pipeline;
Supplied more than 400 locomotives to various nonrailway customers; Emerging as a
leading manufacturer ofALCO/GMlocomotives for developingcountries.
FUTURE PLANS:
• Assimilation of GMtechnology to manufacture their latest 710 series of diesel electric
locomotives.
• Toemerge as a globally competitive locomotive manufacturer.
• Todevelop as an export hub for ALCO/GMlocos for Asian market.
• Tofollow an export led growth strategy through continuous improvement.
TECHNICAL TRAINING CENTRE, DLW,
VARANASI
ABOUT T.T.C. :
Technical Training Centre (TTC) has been inaugurated by Shri V. V. Giri, Governor of Uttar
Pradesh on 2ndFeb. 1959. It provides the training in different categories like Induction Training
for newly recruited / promoted staff and supervisors, Refresher, General Management,
Professional, Quality & Industrial Related Safety Courses and Skill Upgradation Courses for
DLWstaff.
Apart from above TTCalso organize internship courses for Degree and Diploma Engineering &
Managementstudents anddifferent training forotherZonalRailwaysstaff and supervisors.
ELECTRICAL & ELECTRONICS LAB :
TTChave and Electrical &Electronics Lab having facility of different types of trainers
(Electrical &Electronics) like Single Phase &Three Phase motor trainer, alternator trainer &
DCmachine trainer, Star delta transformer (R.L.C. loaded) and different electronic circuit
trainers to trained ActApprentices (Electrical, Electronics and Wireman Trade) &Trainee
Artisan.
CLASSROOM
TTChave state of art modern air conditioned class rooms with facilities of Visual presenter,
Interactive touch screen board, LCDprojector andcomputer.
PERMANENAT-WAY WORKSHOP
The permanent way is the elements of railway lines: generally the pairs of rails typically laid on
the sleepers ("ties" inAmerican parlance) embeddedin ballast, intended to carry the ordinary
trains of a railway. It is described as permanent waybecause in the earlier days of railway
construction, contractors often laid a temporary track to transport spoil and materials about the
site; when this work was substantially completed, the temporary track was taken up and the
permanent way installed.
The earliest tracks consisted of wooden rails on transverse wooden sleepers, which helped
maintain the spacing of the rails. Various developments followed, with cast iron plates laid on top
of the wooden rails and later wrought iron plates or wrought iron angle plates (angle iron as L-
shaped plate rails). Rails were also individually fixed to rows of stone blocks, without any cross
ties to maintain correct separation. This system also led to problems, as the blocks could
individually move. The first version of Isambard KingdomBrunel's 7 ft (2,134 mm)broad gauge
system used rails laid on longitudinal sleepers whose rail gauge and elevation were pinned down
by being tied to piles (conceptually akin to a pile bridge), but this arrangement was expensive
and Brunel soon replaced it with what becamethe classic broad gauge track, in which the piles
were forgone and transoms, similar to sleepers, maintained the rail gauge.
Today, most rail track uses the standard system of rail and sleepers; ladder track is used in a
fewapplications.
Developments in manufacturing technologies has led to changes to the design, manufacture and
installation of rails, sleepers and the means of attachments. Cast iron rails, 4 feet (1.22 m) long,
began to be used in the 1790s and by 1820, 15 feet (4.57 m) long wrought iron rails were in use.
The first steel rails were made in 1857 and standard rail lengths increased over time from 30 to 60
feet (9.14 to 18.29 m). Rails were typically specified by units of weight per linear length and
these also increased. Railway sleepers were traditionally madeof Creosote-
treated hardwoods and this continued through to modern times. Continuous welded rail was
introduced into Britain in the mid 1960s and this was followed by the introduction of concrete
sleepers.
SLEEPER :
Timbersleepers, that are transverse beamssupporting the two rails that form the track,
replaced the individual stone blocks formerly used. This system has the major advantage that
maintenance adjustmentsto the track geometrydid not disrupt the all-important track gauge.
The alignment of the track could be adjusted by sluing it bodily, without loss of gauge.
Softwood was widely used, but its life was limited if it was not treated with preservative, and
some railways set up creosoting plants for the purpose. Creosote-treated hardwoodis now
widely used in NorthAmerica andelsewhere.
Bynowrelatively long (perhaps 20 ft.) wrought iron rails supported in chairs on timber cross-
sleepers, were in use –a track form recognizable today in older track.
Steel sleepers were tried as an alternative to timber;Acworth writing in 1889 describes the
production of steel sleepers on the London &North Western Railway, and there is an illustration
showing rolled channel section (shallow upturned "U" shapes) with no shaped ends, and with
three-part forged chairs riveted direct. Howeversteel sleepers seem not to have enjoyed
widespread adoption until about 1995. Their dominant usage nowis for life extension of existing
track on secondaryroutes.
RAIL FASTENINGS :
The early cast iron rails of the 18th century and before used integral fixings for nailing or bolting
to the railroad ties. Strap rails introduced in the late 18th century, of cast and later rolled iron
were nailed to wooden supports via countersunk holes in the metal. The introduction of rolled rail
profiles in the 1820s such as the single flanged Tparallel rail and later double flanged Tparallel
rail required the use of chairs, keys to hold the rail, and bolts or spikes to fix the chair. The flat
bottomed rail invented by Robert L. Stevens in 1830 was initially spiked directly to wooden
sleepers, later tie plates were used to spread the load and also keep the rail in gauge with inbuilt
shoulders in the plate. Outside NorthAmerica a wide variety of spring based fastening systems
were later introduced in combination with baseplates and flat bottomed rail, these are now
ubiquitous on main line high speedrailways.
BALLAST :
The track was originally laid direct on the ground, but this quickly proved unsatisfactory and
some form of ballast was essential, to spread the load and to retain the track in its proper
position. The natural ground is rarely strong enough to accept the loading from locomotives
without excessive settlement, and a layer of ballast under the sleeper reduces the bearing
pressure on the ground. The ballast surrounding the sleepers also tends to keep them in place
and resists displacement.
The ballast was usually some locally available mineral product, such as gravel or reject material
from coal and iron mining activities. The Great North of Scotland Railway used river gravel –
round pebbles. In later years the ash from steam engines was used and slag (a by-product of steel
making)
GAUGES :
Early Track Gauges :
The early railways were almost exclusively local concerns involved with conveying minerals to
some waterway; for them the gauge of the track was adopted to suit the wagons intended to be
used, and it was typically in the range 4 ft. to 4 ft. 8½in, and at first there was no idea of the need
for any conformity with the gauge of other lines. Whenthe first public railways developed,
George Stephenson's skillful innovation meant that his railways were dominantand
the 4 ft. 8 1⁄2 in (1,435 mm)gauge he used was therefore the most widespread.As early notions of
linking up different railway systems evolved, this gauge secured general adoption. It is more or
less an accident of history that this gauge –which suited the wagons already in use at the colliery
where George Stephenson had been an engine man–becamethe British standard gauge: it was
exported to most of Europe and NorthAmerica.
Reference is sometimes madeto the "gauge" of ruts in stone roadways at ancient sites such as
Pompeii, and these are often asserted to be about the same as Stephenson's gauge. Of course the
ruts were made by the wheels of carts, and the carts were of a sensible size for horse-drawn carts
prior to the industrial era, pretty muchthe same as the size of the pre-railway carts at the
colliery where Stephenson worked: that is the only connection.
The existing broad gauge routes could continue, but as they had no development potential it was
only a matter of time before they were eventually converted to standard. In the meantime, an
extensive mileage of mixed gauge track was installed, where each line had three rails to
accommodate trains of either gauge. There were some instances of mixed gauge trains being
run, where wagons of each gauge were run in a single train. The legacy of the broad gauge can
still be seen where there seems to be an unnecessarily wide space betweenstation platforms.
As speeds rose, this was no longer feasible and the switch rails were fixed at the heel end, and
their flexibility enabled the toe end to open and close. Manufacture of the switch rails was a
complex process, and that of the crossings even more so. Speeds on the subsidiary route were
rarely higher than 20 mphexcept in very special designs, and great ingenuity was employed to
give a good ride to vehicles passing through at speed on the main line. Adifficulty was the
common crossing where continuous support to wheels passing was difficult, and the point rail
was planed to protect it from direct impact in the facing direction, so that a designed irregularity
in support was introduced.
As faster speeds were required, more configurations of s&cwere designed, and a very large
number of components, each specific to only one type of s&c, was required.At faster speeds on
the turnout road, the divergence from the main route is much more gradual, and therefore a very
considerable length of planningof the switch rail is required.
About 1971, this trend was reversed with the so-called vertical s&c, in which the rails were held
vertical, rather than at the customary 1 in 20 inclination. With other simplifications, this
considerably reduced the stockholding required for a wide range of s&cspeeds, although the
vertical rail imposes a loss of the steering effect and the ride through new vertical s&cis often
irregular.
The term "sewage treatment plant" (or "sewage treatment works" in some countries) is
nowadays often replaced with the term "wastewater treatmentplant".[1]
Sewagecan be treated close to where the sewage is created, which may be called a
"decentralized" system or even an "on-site" system (in septic tanks, bio filters or aerobic
treatment systems). Alternatively, sewage can be collected and transported by a network of
pipes and pump stations to a municipal treatment plant. This is called a "centralized" system
(see also sewerage and pipes and infrastructure).
As rainfall travels over roofs and the ground, it maypick up various contaminants
including soil particles and other sediment, heavy metals, organic compounds, animal waste, and
oil and grease. Some jurisdictions require storm water to receive some level of treatment before
being discharged directly into waterways. Examples of treatment processes used for storm water
include retention basins, wetlands, buried vaults with various kinds of media filters,
and vortex separators (to remove coarse solids).
INDUSTRIAL EFFLUENT
In highly regulated developed countries, industrial effluent usually receives at least pretreatment
if not full treatment at the factories themselves to reduce the pollutant load, before discharge to
the sewer. This process is called industrial wastewater treatment. The same does not apply to
many developing countries where industrial effluent is more likely to enter the sewer if it exists,
or eventhe receiving waterbody, withoutpretreatment.
Industrial wastewater may contain pollutants which cannot be removed by conventional sewage
treatment. Also, variable flow of industrial waste associated with production cycles may upset
the population dynamicsof biological treatment units, such as the activatedsludge process.
PROCESS STEP :
OVERVIEW
Sewagecollection and treatment is typically subject to local, state and federal regulations and
standards.
Treating wastewater has the aim to produce an effluent that will do as little harm as possible
whendischarged to the surrounding environment, thereby preventing pollution compared to
releasing untreated wastewater into the environment.[5]
Sewagetreatment generally involves three stages, called primary, secondary and tertiary
treatment.
Primarytreatmentconsists of temporarily holding the sewagein a quiescent basin where
heavysolidscansettle tothe bottomwhileoil, grease andlighter solidsfloat tothe surface.
Thesettled andfloating materialsare removedandtheremaining liquidmaybe discharged
or subjected to secondary treatment. Somesewage treatment plants that are connected to a
combined sewer system have a bypass arrangement after the primary treatment unit. This
meansthat during very heavy rainfall events, the secondary and tertiary treatment systems
canbebypassedtoprotectthemfromhydraulicoverloading, andthemixtureofsewageand
stormwateronlyreceivesprimary treatment.
PRIMARYCLARIFIER
Secondary treatment removes dissolved and suspended biological matter. Secondary
treatment is typically performed by indigenous, water-borne micro-organisms in a
managed habitat. Secondary treatment may require a separation process to remove the
micro-organismsfromthetreatedwaterpriortodischargeortertiary treatment.
Tertiary treatment is sometimes defined as anything more than primary and secondary
treatment in order to allow ejection into a highly sensitive or fragile ecosystem (estuaries,
low-flow rivers, coral reefs,...). Treated water is sometimes disinfected chemically or
physically (for example, by lagoons and microfiltration) prior to discharge into a stream,
river, bay, lagoon or wetland, or it can be used for the irrigation of a golf course, green
way or park. If it is sufficiently clean, it can also be used for groundwater recharge or
agricultural purposes.
INSPECTOR OF WORKS { EAST & CENTRAL }
WATERSUPPLYTANKOF
I.O.W. EASTOFD.L.W.
This department of D.L.W. has the responsibility of supplying pure and clean drinkable water
and to take care and maintenance of 695 D.L.W. staff quarters, the construction and
maintenance work of new building of east zone of D.L.W. comesunder thisdepartment.