dLW SUMMER TRAINING PROJECT FOR ELECTRICAL BRANCH STUDENT

2. INTRODUCTION
1. DLW was founded by Late Railway Minister Mr. Lal
Bahadur Shastri on 23 April 1956. It is spread in 300 acres
area at Varanasi.
2. It is a production unit owned by Indian railways, for which
it manufactures diesel–electric locomotives and its spares
parts.
3. To meet the increased transportation needs of the Indian
railways it was established in collaboration with ALCO
(American Locomotive Company), USA in 1961.
4. DLW rolled out its first locomotive three years late, on
January 3, 1964. It manufactures locomotives.
5. Got its first ISO certification in 1997 and ISO-9001 and
ISO-14001 in December 2002.
6. With technology transfer agreement from manufacturers
such as GM-EMD, DLW today produces advance
locomotives having output range from 2600 to 4000 hp.
7. At present the latest locomotive produced by DLW; i.e.
WDG 5 has capacity upto 5000 HP & trying to make it
5500 HP.
8. It has supplied locomotives to other countries such as Sri
Lanka, Bangladesh, Malaysia, Tanzania and Vietnam etc.
9. DLW is supplying locos to PSU’s & Industries like NTPC,
COAL, INDOGULF etc

3. PREFACE
The objectives of the practical training are to learn
something about industries practically and to be familiar
with the working style of a technical person to adjust
simply according to the industrial environment.
It is rightly said practical life is far away from theoretical
one. We learn in class room can give 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 long run of life and will be
able to implement the theoretical knowledge.
As a part of academic syllabus of four year degree course
in Electrical Engineering, every student is required to
undergo a practical training. This report is written on the
basis of practical knowledge acquired by me during the
period of practical training taken at Diesel Locomotive
Works, Varanasi. This report is presented in very simple
and understanding language and it is comprise of four
sections namely MAIN RECEMING SUB STATION (MRS),
CENTRAL TRANSPORT SHOP (CTS), MAINTENCE SERVICE
SHOP (MSS) and LOCO TESTING SHOP (LTS).

4. CONTENTS
[1].Introduction to DLW……………………………………….
[2]. Main Receiving Sub Station ……………………………………….
[3]. Central Transport Shop………………………………………...
[4]. Maintenance Service Shop ………………………………………..
[5]. Loco Testing Shop……………………………………………….
[6]. Conclusion…………………………………………………..

5. INTRODUCTION TO DLW
D.L.W. was founded by Late Railway Minister Mr. Lal
Bahadur Shastri on 23 April 1956. It is spread in 300 acres
area at Varanasi. It manufactures diesel–electric
locomotives and its spares parts. Diesel Locomotive Works
(DLW) is a production unit under the ministry of railways.
This was setup in collaboration with American Locomotive
Company (ALCO), USA in 1961 and the first locomotive
was rolled out in 1964. This unit produces diesel electronic
locomotives and DG sets for Indian railways and other
customers in India and Abroad.
Subsequently a contract for transfer of technology of 4000
HP Microprocessor Controlled AC/AC Freight (GT 46 MAC)
/ passenger (GT 46 PAC) locomotives and family of 710
engines has been signed with electro motive division of
GENERL MOTORS of USA for manufacture in DLW. The
production of these locomotives has now started and thus
DLW is the only manufacturers of Diesel Electric
Locomotives with both ALCO and General Motors
technologies in the world.

6. Brief History
 Set up in 1961 as a green-field project in technical
collaboration with ALCO/USA to Manufacture Diesel
Electric Locomotives.
 First locomotive rolled out and dedicated to nation in
January, 1964.
 Transfer-of-Technology agreement signed with
General Motors/ USA in October, 95 to manufacture
state-of-the-art high traction AC-AC diesel
locomotives.
 Got its first ISO certification in 1997 and ISO-9001 and
ISO-14001 in December 2002.
 DLW Workshop is certified with ISO 18001:2007
(Occupational Health and Safety Management
System).
 A flagship company of Indian Railways offering
complete range of flanking products in it’s area of
operation.

7.  State of the art Design and Manufacturing facility to
manufacture more than 320 locomotives per annum
with wide range of related products wise components
and sub-assemblies.
 Unbeatable trail-blazing track record in providing
cost-effective, eco-friendly 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 perfectly
right.
 A large base of delighted customers among many
countries viz. Sri Lanka, Malaysia, Vietnam,
Bangladesh, Tanzania to name a few, bearing
testimony to product leadership in its category.
 At present the latest locomotive produced by DLW;
i.e. WAG 12 has capacity upto 12000 HP.
Some Facts About Diesel Electric Locomotive
 DLW’s annual production - 320
 Cost of one loco - 12 to 14
crore (EMD)

8. -
8 crore (Alco)
 Weight of one Loco - 121 Ton
 Fuel Consumption; At Full Load - 540 lt/hr.
Idle Load - 40
lt/hr.
 Maximum Speed - 160 Km/hr.
 Diameter of Wheel - 1092 mm
 Wheel to Wheel Distance - 1596.5 mm
 Length of Under Frame - 19962 mm
 Annual turn-over (Rs) - 5000 million
 Total number of staff - 7223
 Workshop land - 89
Hectares
 Township area - 211
Hectares
 Covered area in shops - 86300 m
 Covered area of other service buildings- 73700 m
 Electrical power requirement - 3468 KVA
(Average maximum demand)
 Electrical energy consumption (uts/year)- 19.8 million
 Standby power generation capacity - 3000 KW

9. PRODUCT OF DLW
DLW is 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 requirements and other
products. The product range available is as under:
 WDG4 4000 HP AC/AC Freight Traffic Locomotive
 WDP4 4000 HPAC/AC Broad Gauge High Speed
Locomotive
 WDG3D 3400 HP AC/AC Broad Gauge Mixed
Traffic
Micro-Processor Controlled Locomotive.
 WDM3C 3300 HP AC/DC Broad Gauge Mixed Traffic
Locomotive.
 WDM3A 3100 HP AC/DC Broad Gauge Mixed Traffic
Locomotive.
 WDP3A 3100 HP AC/DC Broad Gauge High Speed
Passenger Locomotive.
 WDG3A 3100 HP AC/DC Broad Gauge Freight
Locomotive.
 WDM2 2600 HP AC/DC Broad Gauge Mixed
Traffic Locomotive.

10.  WDP1 2300 HP AC/DC Broad Gauge Intercity
Express Locomotive.
 WDM7 2150 HP DC/DC Broad Gauge Mixed Traffic
Locomotive.
 WDM6 1350 HP DC/DC Broad Gauge Mixed Traffic
Locomotive.
 YDM4 1350 HP AC/DC & DC/DC Broad Gauge
Mixed traffic Locomotive.
 EXPORT LOCO 2300 HP AC/DC Meter Gauge/Cape
gauge Mixed Traffic Locomotive.
 Diesel Generating Sets 800 KW to 2500 KW
 Spare Parts for engines, locomotives and generating
sets.
1-MAIN RECEIVING SUB STATION (MRS)

11. Station generally consists of pumps, DG sets and control
panels. The control panel is used to control the supply of
voltage and to trip the supply.
It receives the supply of 11KV .which is supplied through
132KV Kanchanpur Substation. It distributes the supply to
all the workshops by Ring main distribution system. The
advantage of ring main system is that each end is fed from
two sides. If in case one line is faulted then the substation
is fed by other line. But its cost is its major disadvantage.

13. Main components of MRS
• Transformer
• Control panel
 Capacitor bank
 SF6
 VCB
 ACB
• Bus coupler
• Relays
• Circuit breakers
Control Panel
Control panel is a flat, often vertical area where control or
monitoring instruments are displayed.

14. Circuit breaker
It is an automatic-operated electrical switch designed to
protect an electrical circuit from damage caused by
overload or short circuit.

15. ACB VCB
They are classified as:
 SF6
 ACB
 VCB
Relays
Relays are used for protection of the power system from
different faults which are occurring in the power system. A

16. relay is a simple electrochemical switch made up of an
electromagnets and a set of contacts. Relays are found
hidden in all sorts of devices.
Two type of relays used in MRS:
 Definite relay
 Inverse relay
Capacitor bank
In the electrical system the power factor play a important
role because by improving the power factor one reduce
losses. Generally power factor should not be brought
below 0.8 for industrial loads. To improve factor, capacitor
bank are placed in parallel with the power supply. In DLW,
600KVAR capacitor bank is used for the improvement of
power factor.

17. DG sets
There are total 3DG sets are available in D.L.W.in which
two DG sets are having capacity of 2.4MW and one DG has
capacity of 1.75 MW.
 Cylinder
 Alternator
 VCB
 Prime mover
 Compressor
 Transformer
 Cooling tank
 Breather

18.  Panel
 Natural grounding relay
3-Maintenance Service Shop
Introduction
Maintenance, repair, and overhaul involve fixing any sort
of mechanical, plumbing or electrical device should it
become out of order or broken (known as repair,
unscheduled, or casualty maintenance). It also includes
performing routine actions which keep the device in
working order (known as scheduled maintenance) or
prevent trouble from arising (preventive maintenance).
MRO may be defined as, "All actions which have the
objective of retaining or restoring an item in or to a state

19. in which it can perform its required function. The actions
include the combination of all technical and corresponding
administrative, managerial, and supervision actions.
ELECTRICAL MAINTENANCE
TYPE OF MAINTENANCE:
1:- Break down maintenance
2:- Preventive maintenance
In the first case of maintenance, repair can be done after
the break down occur while in the second case
maintenance is done on the basis of prediction checking.
BREAK DOWN MAINTENANCE
Breakdown of machine can occurred due to
following two reasons:
1. Due to unpredicted failure of component which
cannot be prevented.
2. Due to gradual wear and tear of the parts which can
be diminution to a large extent by regular inspection
known preventive that when a part should replace so

20. that when a part should replace so that the break
down can be avoided.
PREVETIVE MAINTENANCE
It is some time termed plane maintenance or schematic
point maintenance it is on extremely for the reduction of
maintenance cost and to keep the good operational
condition of equipment and hence increase the reliability
preventive maintenance aim to locate sources of trouble
and to remove the breakdown occurs. Thus it is based
upon ideas preventive is better than cure. Schedule
maintenance is best safeguard against costly break down
to inspect lubricate and checking the equipment as
frequent as possible to take full use of equipment and
maintenance it is reliable to be prevent overloading,
clamp, negligence and misuse of machine
MSS is the unit in which Maintenance & repair the device
that include:
1. Winding Shop
2. Electronics Lab
3. Over Hauling

21. Winding Shop
A step motor is a constant output power transducer, where
power is defined as torque multiplied by speed. This
means motor torque is the inverse of motor speed. To
help understand why a step motor’s power is independent
of speed, we need to construct (figuratively) an ideal step
motor.
An ideal step motor would have zero mechanical friction,
its torque would be proportional to ampere-turns and its
only electrical characteristic would be inductance. Ampere-
turns simply mean that torque is proportional to the
number of turns of wire in the motor’s stator multiplied by
the current passing through those turns of wire.
Anytime there are turns of wire surrounding a magnetic
material such as the iron in the motor’s stator, it will have
an electrical property called inductance. Inductance
describes the energy stored in a magnetic field anytime
current passes through this coil of wire.

22. Electronics lab
There is a full-fledged Electronic Lab to cater to
maintenance need of highly sophisticated CNC machines
and component / subassembly level trouble shooting of
PCBs, Servo Drives, and Microprocessor based controllers
and electronic units. This Lab also supports other Zonal
Railways in repair of PCBs.
Important Machines:-
(i) Reverse Engineering System:
It helps tracing PCB tracks between components in given
circuit board whose detail is not provided by the OEM.
(ii) Automatic Test Equipment:

23. With its library having more than 30,000 components
details, it helps in-circuit testing of digital and analog
devices mounted on latest PCBs.
4-LOCO TEST SHOP (LTS)

24. In Loco Testing Shop, various parts of the locomotive will
be evaluated. Once on the track it must be tested to
ascertain the horse-power that the engine is developing in
relation to the amount of fuel that it burns; unless this is
done the engine may prove to be uneconomical in its
work. This test of horse-power requires measurement of
the pull exerted by the engine on its train during the

25. course of the journey.
But the horse-power exerted by the locomotive on the
train takes no account of the power that it utilizes in
moving itself and its tender; therefore means must be
devised of measuring the total horse-power exerted by the

26. locomotive while in motion. To do this, there must be an
examination of what is going on inside the engine
cylinders. This examination also makes it possible to
determine if, at all speeds from the lowest to the highest,
the expansion of the steam in the cylinders is going on
efficiently.
Another important line of investigation concerns the
boiler; the designer will want to know that the combustion
of the fuel on the fire-grate is thorough and complete, and
that no valuable sources of heat and energy are being
thrown out of the chimney. This calls for an analysis of the
gases in the smoke-box, and it is necessary for the analysis
to be carried out while the locomotive is in motion. All
these tests are usually conducted at the same time.

27. Round the front and two sides of the smoke-box of an
engine undergoing its tests is a shelter, generally made of
sheet steel, and containing two windows in front. This is to
house two observers, who, well muffled up, half scorched
by the heat of the smoke- box, and half frozen by the
draughts behind them, "indicate" the engine during the
course of the test journey. Their temporary home is known
as an "indicating shelter."
The indicator itself consists of a small vertical cylinder with
a rotating motion, worked by a connection off the motion
of the engine. Every time the driving wheels of the engine
rotate, the indicator makes one complete forward turn and
one backward turn, so that it is in rapid motion, forwards
and backwards alternately, all the time the engine is
running. An opening is made in the front cover of one of
the cylinders, and from this a small tube is led to the
indicator. In this steam-tube, therefore, the steam is at a
pressure exactly corresponding with the pressure in the
cylinder between the cylinder-end and the piston.
A dynamometer car, attached between the locomotive and
the train, is used for making tests under working
conditions. This coach is 48 ft. 5 in. long and weighs 27

28. tons 3 cwt. In the car a moving roll of paper, on which the
principal records are made, is operated by clockwork and
the extra wheel shown. This can be raised or lowered from
the underside of the carriage to the rail as required, and is
used to record on the roll the speed at which the train is
travelling. The wheel is fitted with a hardened steel tyre,
ground to such a diameter that it makes exactly 440
revolutions for each mile run.
It is of this process of expansion that the indicator diagram
gives an exact picture. At the selected moment the
observer in the shelter opens a cock in the small steam
tube; the pressure in the tube actuates a small pen, which
rises and falls according to the actual pressure in that end
of the cylinder; the pen makes a line on the rotating
cylinder of the indicator, to which a sheet of paper has
been fixed. It is shaped like a boot. The top horizontal part
of the "upper" shows the pressure as steam is admitted up
to the point of "cut-off" ; the sloping front of the boot,
where it would be laced, down to the toe-cap, represents
the expansion from the cut-off to the end of the forward
stroke ; and the underside of the boot, from sole to heel,
represents the pressure in the same end of the cylinder on
the return stroke of the piston, as the expanded steam is

29. being "exhausted" to the chimney. A "fat" diagram is
sought; thin diagrams often mean inefficiency, especially if,
near the end of the stroke, the return, or exhaust, line
crosses above the line representing the final stage of the
expansion; this shows that excessive backpressure is taking
place.
From the indicator diagrams, which are taken at a large
number of selected points during the test journey, it is
possible not only to watch the process of expansion in the
engine cylinders at all speeds, but also to make an
approximate calculation of the total horse-power which is
being developed by the locomotive. A certain proportion
of this and the proportion so expended must obviously be
kept to the lowest possible percentage is used in
propelling itself and hauling its tender.

30. The remainder, which represents the value of the
locomotive as an operating unit, is available for the
haulage of its train, and this has now to be measured. The
difference between the two figures will show how much of
its power the engine has expended in moving itself.
As the piston moves away from the cylinder-end, the
pressure is at first roughly equal to the boiler-pressure,
while live steam is still being admitted; then comes the
moment of "cut-off," after which the steam does the
remainder of its work by expansion, and the pressure
rapidly drops until the end of the piston-stroke. But at this
point it may tend to rise again, owing to what is called
"back-pressure" that is, pressure on the other side of the
piston, as the expanded steam from the last previous

31. stroke is being pushed out of the cylinder up into the
chimney, and the final stage is reached when the piston
"cushions" that steam up against the opposite cylinder-
end. In designing and setting modern valve-motions, the
aim is to use the expansive properties of the steam to the
maximum, and to reduce the back-pressure or cushioning
to a minimum, as more efficient working will result from
the realization of both aims.
TYPES OF TESTING
a) First inspection report
b) Initial filling
c) Compressor section
d) Crank shaft deflection
e) Lubricant oil circulation
f) Initial cranking and temperature setting
g) Preload test
h) Load test
i) Air brake test
j) Track and dynamic brake test

32. k) Road run trial test
l) Final inspection
m) Dispatch
ENGINE TEST OPERATION SEQUENCE
 Base inspection under screen and fitting over screen.
 Water circulation.
 Lube oil filling and check deflection crank shaft.
 Lube oil circulation.
 Pre run on no load 3 to 5 times of duration 10 to 30
min each 400 rpm.
 Intermediate runs 12 runs of 30 min duration each
from 400 to 1000 rpm.
 Check over speed trip of recheck 3 times.
 Check bake in nozzles and set tapped clearance.
 Inspection before fist hour performance.
 First hour performance on full load.
 Base inspection.
 Second hour performance on full load.
 Attend defects of first hour performance.
 Final base inspection.
 Check engine deficiencies.
 Engine clearance.

33. 2-Central Transport Shop
In central transport shop there are basically two types of
machine are used for transportation purpose of the
different jobs from one shop to other.
Different machines used are:-
1. Fork lift truck
2. Cranes
1-Fork lift truck
Forklift is a powered industrial truck used to lift and
transport materials. Forklifts are rated for loads at a
specified maximum weight and a specified forward center
of gravity. This information is located on a nameplate
provided by the manufacturer, and loads must not exceed
these specifications. In many jurisdictions, it is illegal to
alter or remove the nameplate without the permission of
the forklift manufacturer. An important aspect of forklift
operation is that it must have rear-wheel steering. While
this increases maneuverability in tight cornering situations,
it differs from a driver’s traditional experience with other
wheeled vehicles. While steering, as there is

34. no caster action, it is unnecessary to apply steering force
to maintain a constant rate of turn.
Counter Balanced Forklift Components
Truck Frame -is the base of the machine to which the
mast, axles, wheels, counterweight, overhead guard and
power source are attached.
Cab -is the area that contains a seat for the operator along
with the control pedals, steering wheel, levers, switches
and a dashboard containing operator read out.
Overhead Guard -is a metal roof supported by posts at
each corner of the cab that helps protect the operator
from any falling objects.
Power Source -may consist of an internal combustion
engine or battery.

35. 2-Cranes
A crane is a lifting machine, generally equipped with a
winder, wire ropes or chains and sheaves that can be used
both to lift and lower materials and to move them
horizontally.
1. EOT Cranes
2. Fixed Jib Crane
1. EOT Cranes
EOT crane is extensively used in the warehouse,
workshop, and stock ground of industrial and mining
enterprises for loading, unloading or relocating heavy
load. Generally speaking, the EOT crane is equipped with
the mechanical means to realize the traveling not only in
both directions but also can raise or lower the heavy
load easily. But should pay attention to that EOT crane is
forbidden to used in the explosive, combustible or
corrosive environment, and the working temperature is
approximately from -20℃ to 40℃.

36. 2. Fixed Jib Crane
Fixed Jib Crane fixed on the ground, lifting in two-
dimensional space, consists of electric hoist, electrics,
main beam, rotary device, column, fixed lower support,
etc, which are widely used in workshops, warehouses,
docks and other places, especially for short distance,

37. intensive lifting occasion more shows the unique
advantages than other conventional lifting device.
Features and Advantages of Fixed Jib Crane
1. The fixed jib cranes make load handling easier, faster
and safer.
2. They take up little space and help the factories make
the best use of available space.
3. The cranes offer ease of operation and a quick return
on the investment.
4. They are easy to install and maintain.
5. The cranes can be used as a primary lifting equipment
within a facility to create highly productive work cells

38. or used as a supplement of larger overhead cranes to
offer efficient lifting work.
6. The cranes have very competitive prices.
CONCLUSION
Working on this project was a pleasure for me as I learned lot
of things which was unknown to me before doing this project. I

39. worked in, Main Receiving Sub Station (MRS), Central Transport
Shop, Maintenance Service Shop and Loco Test Shop (LTS).
I tried to give my best effort on this project but it could be
better if I would have theoretical knowledge about workshops
before taking this project. As this topic was new to me and due
to time constraint I was not able to through each and every
procedure.
The electrical maintenance department is responsible for the
running of DLW. It ensures that the all the machinery and
equipment which run with electricity are running at their top
performance level without being affected by failure and
breakdown. Working with the engineers of the electrical
maintenance department I have gained such an amount of
knowledge which would not have been possible in a classroom
in a similar period time.
Also the practical experience I have gained here in DLW,
VARANSI gave me knowledge of to what extent my theoretical
knowledge learnt in my college is applicable in the field.
Although the theoretical knowledge forms the base of practical
knowledge required on the field , the field job also require
some different set of skills which I learnt about during my
training.
My skills in electrical engineering has definitely been taken to a
much higher level than it was when I first joined the training
program of 4 weeks back and I truly consider myself highly
fortunate to get this opportunity.