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1. VOCATIONAL TRAINING REPORT
AT
TECHNICAL TRAINING CENTRE
BANARAS LOCOMOTIVE WORKS
An ISO 9001, ISO 14001 & OHS 18001 Certified Organisation
Varanasi – 221004, Uttar Pradesh (India)
SUBMITTED BY:
YOGESH KUMAR YADAV
B.Tech – 3rd
Year (CE)
College – Kamla Nehru Institute Of
Technology Sultanpur – 228118
SUBMITTED AT:
Technical Training Centre
Banaras Locomotive Works
Varanasi, Uttar Pradesh – 221004
2. CONTENT
S.N. PARTICULARS
1 FRONT PAGE
2 CERTIFICATE
3 ACKNOWLEDGEMENT
4 INTRODUCTION TO BLW
5 HISTORY
6 BRI
7 PWI
8 IOW(west)
9 IOW(central)
10 CONCLUSION
11 BIBLIOGRAPHY
3. CERTIFICATE
I Amit Kumar hereby certify that the work, which is being
presented in the report on BLW (Banaras Locomotive
Works), in partial fulfillment of the requirement for the award
of the Degree of Bachelor of Technology submitted to the
institution is an authentic record of my own work carried out
during the period June-2022 to July-2022.
This is to certify that the above statement made by the
candidate is correct to the best of my /our knowledge.
4. ACKNOWLEDGEMENT
Summer training has an important role in exposing the real-
life situation in an industry. It was a great experience for me
to work on training at BANARAS LOCOMOTIVE
WORKSHOP through which I could learn to work in a
professional environment.
I would sincerely like to thank the employees and the officers
of BLW, VARANASI for their help and support during the
vocational training. Despite their busy schedules, they took
time out for us and explained to us the various aspects of
the workingof the plant from the production shops.
I would sincerely like to thank all the concerned engineers
and senior officials who was instrumental in arranging the
vocational training at BLW Varanasi, and without whose
help and guidance the training could not have materialize.
I express my deep sense of gratitude to Ramjanm Chaubey
Principal TTC, BLW for given me such a great
opportunity.
5. INTRODUCTION TO BLW
Banaras Locomotive Works (BLW) 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 for manufacture in BLW. The production of these
locomotives has now started and thus BLW is the only manufacturers of 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.
A flagship 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 per annum with wide range of related products viz.
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.
7. PRODUCT OF BLW:
BLW 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.
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
9. BRIDGE WORKSHOP
Bridge Workshop is an important Engineering workshop of Railway which is famous for high
quality steel fabrication works such as Railway and Road bridges, Foot over bridges, Platform
shelters, Microwave towers etc.
In addition to steel fabrication, this workshop is also casting RCC & PRC slabs for bridges.
Some track items like SSD and Glued joints are also being manufactured.
Developed the reconstruction practical knowledge of railway track, bridge etc.
The branch of civil engineering which deals with the design, construction and maintenance of the
railway track for safe and efficient movements of trains is called Railway Engineering
RAILWAY PLATFORM SHELTER
10. THE FABRICATION ACTIVITIES OF BRIDGE WORKSHOP:
• Open web Girders- 30.5, 45.7 & 61.0 Meter span.
• Plate Girders (Riveted and welded type)- 9.15M, 12.2M, 18.3M,
24.4M /Deck typePlate/Composite.
• Platform shed.
• Foot over bridges.
• Manufacturing of service Girders.
• Other Emergency Girders like Calendar Hamilton Span.
• Other miscellaneous structures as and when required.
RAILWAY FOOT OVER BRIDGE
11. WATER SUPPLY TANK OF
INSPECTOR OF WORKS (WEST &CENTRAL)
JE Works is a supervisor in Civil Engineering department of Railways. Traditionally JE/Works
was called Inspector of Works. JE/Works will normally be posted in major or junction stations.He
will be in charge of the construction and maintenance of Railway buildings including staff
quarters, water supply to these buildings, prevention of encroachment on Railway land
etc. Normally he will have a small section consisting of few stations under his charge, whichmeans
he has to travel to these stations and do routine inspections and attending to repairs, failures. He will
have a large team of workers including carpenter, mason, plumber etc.
This department of D.L.W. has the responsibility of supplying pure and clean drinkable waterand 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. comes under this department.
12. PERMANENT WAY WORKSHOP
The Permanent Way is the elements of railways line: generally the pair of
rails typically laid on the sleepers ("ties" in American parlance) embedded
in ballast, intended to carry the ordinary trains of a railway. It is described
as permanent way because in the earliest days of railway construction,
constructors 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 if the wooden rails
and later wrought iron plates or wrought iron angle plates (angle iron as L-
shaped plates rails. Rails were also individually fixed to rows of stobe
block, without any cross ties to maintain correct separation.
This system also led to problems, as the block could individually move.
The first version of Isambard Kingdom Brunel's 7 ft (2,134mm) broad
pinned down by being tied to piles, but this arrangement was expensive and
Brunel soon replaced it with what became the classic broad gauge track, in
which the piles were forgone and transomes, similar to sleeper, maintained
the rail gauge. Today, most rail track uses the standard system of rail and
sleeper; ladder track used in a few application.
13. Parts used in Permanent Way
SLEEPER:
Timber Sleeper , that are transverse beams supporting the two rails that
form the track, replaced the individual atone blocks formerly used. This
system has the major advantage that maintenance adjustments to the track
geometry did 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 hardwood is now widely used in North America
and elsewhere.
By now relatively long( perhaps 20 ft.) Wrought iron rails supported in
chairs on timber cross-sleeper, were in use -a track form recognizable today
in older track.
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 (1.22m) long, began to be used in the
1790s and by 1820, 15 feet ( 4.57 m) long wrought iron rails were is 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. Railways
sleepers were traditionally made of creosote treated hardwoods and this
continued through to modern times. Continuous welded rail was introduced
14. into Britain in the mid 1960s and this was followed by the introduction of
concrete sleepers.
Steel sleeper 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" shape) with no shaped ends, and with three-part forged chairs
riveted directed. However steel sleepers seem to not have enjoyed
widespread adoption until about 1995. Their dominant usage now is for life
extension.
RAIL FASTENINGS
The early cast iron rails of the 18th century and before used integral fixing
for nailing or bolting to the rail road ties. Straps rails introduced in the late
18th century, of cast and later rolled iron were nailed to wooden supports via
countersunks holes in the metal. The introduction of rolled rail profiles in the
1820s such as the single flanged T parallel rail and later double flanged T
parallel rail required the use of chairs, keys to hold the rail, and bolts or
spikes to fix the chair. The flat bottom 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
15. in the plate.
BALLAST
The track was originally laid direct on the ground, but they 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 the locomotive s without excessive
settlement, and layer of ballast under the sleeper reduce 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 Railways used gravel round pebbles. In later years the ash
from steam wagon was used and slag ( a by-product of steel making)
GAUGE
EARLY TRACK GUAGES
The early railways were almost exclusively local concerns involved with
conveying minerals to some waterways, for them the gauge of the track was
adopted to suit the wagon intended to be used, and it was typically in the
range 4 ft. to 4 ft. 8.5 in, at first there was no idea of the need for any
confirmity with the gauge of other lines. When the first public railways
developed, George Stephenson's skillful innovation meant that his railways
16. were dominant and the 4 ft. 8.5 in(1,435mm) gauge he used was therefore
the most widespread.
Reference is sometimes made to 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.
Broad Guage Track
When Isambard Kingdom Brunel convinced that the Great Western
Railway(GWR), he sought an improved design for his railway track and
accepted none of the previous received wisdom without challenge. The 4ft.
8.5 in gauge had been fine for small mineral trucks on a horse-drawn
trainway, but he wanted something more stable for his high speed railways.
The large diameter wheels used in stage coaches gave better ride quality over
rough ground, and Brunel originally intended to have his passenger carriage
carried in the same way- on large diameter wheels placed outside the bodies
of the carriages. To achieve this he needed a wider track gauge and he settled
on the famous 7 ft. (2.1m) broad gauge.
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 unnecessary wide space between station platforms
SWITCHES AND CROSSING
Terminology is difficult for "Switches and Crossing" (S&C) previously
known as "point and crossings" , or "fitting".
Early S&C allowed only a very slow speed on the subsidiary routes (the
"turnout"), so geometrical design was not too important. Many older S&C
units had a loose joint at the heel so that the switch rail could turn to close to
the stock rail or open from it. When the switch rail was closed, a reasonable
18. Conclusion
The Electrical maintenance is responsible for the running of BLW .It
ensures that the all the machinery and equipment 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 of time.
Also the practical experience I have gained here in BLW, VARANASI
gave me knowledge of to what extent my theoretical knowledge
learntin my college in 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 programme of 4
weeks back and I truly consider myself highly fortunate to get this
opportunity.
19. BIBLIOGRAPHY
REFERENCEs
Railways of India by J N Westwood.
Indian Railways by M A Rao.
Mr.Vivek kumar.
WEBSITE
1.http://www.google.co.in/url?sa=t&rct=j&q=&esrc=s&source=web&cd=8&cad=rja&ved=0CF
4QFjAH&url=http%3A%2F%2Fseminarprojects.com%2FThread-dlw-varanasi-vocational-
training-file&ei=ne79Uc-
FCYWMrAfp2IC4Cg&usg=AFQjCNFfbDqib9g9cLC5ku3wZ4I1bccqKA&sig2=NeKqr7WNK0
RU9s4GcXBMBg&bvm=bv.50165853,d.bmk
2. http://www.scribd.com/doc/54456974/Summer-Traning-DLW-Report
Thank You
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