This document provides an introduction and overview of the Diesel Locomotive Works (DLW) in Varanasi, India. Some key points: - DLW was established in 1961 in collaboration with American Locomotive Company to manufacture diesel-electric locomotives. It is now the only manufacturer of locomotives with both ALCO and General Motors technologies. - DLW produces over 150 locomotives annually as well as components, spare parts, and diesel generator sets. Its products include various models of freight and passenger locomotives. - In addition to manufacturing, DLW also conducts research and development, provides technical training, and maintains facilities that support its operations such as material procurement and workforce management.

1. DONE AT :
Submitted At :
Technical Training Centre, D.L.W.,
Varanasi.
Date: 14th
July 2017
Submitted By :
Rahul Gupta
B.TECH – 3
rd
Year { CIVIL ENGG. }
Reg. No. : TTC/DLW/2027
College: DR. K. N. MODI INSTITUTE
OF ENGINERRING AND
TECHNOLOGY
College Roll No. : 1407700048

2. INTRODUCTION TO DLW
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
.

3. 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, 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
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.
SALIENT FEATURES:
• Annual production capacity : 125 Locomotives
• Annual turn-over (Rs) : 5000 million
• Total number of staff : 7223
• Workshop land : 89 Hectares
• Township area : 211 Hectares
• Covered area in shops : 86300 m2
• Covered area of other service buildings : 73700 m2
• Electrical power requirement : 3468 KVA
• (Average maximum demand)
• Electrical energy consumption (units/year) : 19.8 million
• Standby power generation capacity : 3000 KW

4. PRODUCTS 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 .
• WDM3C : 3300 HP AC/DC Broad Gauge Mixed Traffic Locomotive.
• WDG3D : 3400 HP AC/AC Broad Gauge Mixed Traffic Micro-Processor
Controlled 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 Traffic
Locomotive.
• Diesel Generating Sets : 800 KW to 2500 KW
• Spare Parts for engines, locomotives and generating sets.

5. WDG4 LOCOMOTIVE
WDP1 LOCOMOTIVE

6. YDM4 LOCOMOTIVE
DESIGN OFFICE:
Prepare diag. of each part and sent to Material Control & inform timely in any change in any
parts to relative department.
MATERIAL CONTROL OFFICE:
Prepared material list (ml) which consists diag. & qty. of each part and sent to store
departments for purchase.

7. STORE DEPARTMENT:
After receiving of ML, Store Departments scrutiny the ML, take Funds & vetting from Account
department & then issue tenders, Open Tenders & Purchase Order issued. After Receiving of
Material inspection has done by Inspection Department.
INSPECTION DEPARTMENT:
After Receiving of Material inspection has done by Inspection Deptt. If material is OK then
Receipt Note issued by Store Deptt and sent to Acct. Department for payment to firm. If
material is not OK Then inform to firm to collect the rejected material.
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 & Sent to Rly Board.
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
user shop/store. After completion of work, close the work order.
PRODUCTION SHOPS:
Production shops are divided in three divisions-

8. 1. Block Divisions
2. Engine Divisions
3. Loco Divisions
PERSONNAL DEPARTMENT:
Prepare payment of Staff, Leave Record, Personal Record of every employee, Housing
allotment, welfare of staff etc.
CIVIL DEPARTMENT:
Maintenance of colony quarters, up gradation of facilities in quarters, sanitation etc.
ELECTRICAL DEPARTMENT:
Maintenance of Lighting in quarters and in workshop, electrical works in locomotive etc.
TECHNICAL TRANING CENTER:
Provide training to all employees at time to time to refresh update their knowledge.
RESEARCH & DEVELOPMENT:
1. R & D - a Customer centric Activity Committed to Innovation and Continuous Improvement.
2. Highly skilled Manpower capable of handling complete R&D activities.
3. A sophisticated design center with modern CAD/ CAE workstations equipped with
Unigraphics and Ansys.
4. Back-up support from RDSO, a centralized R&D organization at corporate level.

9. 5. Several milestones in the past - an enviable pedigree viz.
a. original ALCO design made 7% more fuel efficient.
b. many design improvements leading to better performance, incorporated in the original
ALCO design.
c. many new designs for locomotives such as WDP1, WDG2, WDP2 to name a few.
RECENT MILESTONES & FUTURE PLAN:
MILESTONES ACHIEVED:
Transfer of technology (TOT) -- An added feather in the cap:-
• Agreement with General Motors of USA for technology transfer to manufacture high
horse-power GT46MAC 4000HP AC/AC locomotive in India.
• 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 of ALCO/ GM locomotives for developing countries.
FUTURE PLANS:
• Assimilation of GM technology to manufacture their latest 710 series of diesel electric
locomotives.
• To emerge as a globally competitive locomotive manufacturer.
• To develop as an export hub for ALCO/ GM locos for Asian market.
• To follow an export led growth strategy through continuous improvement.

10. 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 2nd
Feb. 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
DLW staff.
Apart from above TTC also organize internship courses for Degree and Diploma Engineering &
Management students and different training for other Zonal Railways staff and supervisors.

11. ELECTRICAL & ELECTRONICS LAB :
TTC have and Electrical & Electronics Lab having facility of different types of trainers
(Electrical & Electronics) like Single Phase & Three Phase motor trainer, alternator trainer &
DC machine trainer, Star delta transformer (R.L.C. loaded) and different electronic circuit
trainers to trained Act Apprentices (Electrical, Electronics and Wireman Trade) & Trainee
Artisan.
MACHINE & FITTING SHOP :
In Machine shop, facilities for various machining process such as turning, taper turning, facing,
chamfering, grooving, drilling, boring, milling, grinding, shaping, slotting has been provided
for training of Act Apprentices and Trainee Artisans.
In fitting shop, training for Carpenter, Painter, Sheet metal worker, Mechanic motor vehicle,
Crane operator is being provided to trained Act Apprentices & Trainee Artisan. Facilities like
Bench Vice, Bend Saw Machine Piller Type Drill Machine Leg vice are available in Fitting
Shop.
CLASSROOM
TTC have state of art modern air conditioned class rooms with facilities of Visual presenter,
Interactive touch screen board, LCD projector and computer.

12. PERMANENAT-WAY WORKSHOP
The permanent way is the elements of railway lines: generally the pairs 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 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 Kingdom Brunel'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 became the 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
few applications.
DLW P-WAY
Workshop
S.S.E and Staff
on routine
inspection of
track.

13. 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 made of 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.

14. SLEEPER :
Timber sleepers, that are transverse beams supporting the two rails that form the track,
replaced the individual stone 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-
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. However steel sleepers seem not to have
enjoyed widespread adoption until about 1995. Their dominant usage now is for life extension
of existing track on secondary routes.

15. 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 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 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 North America 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 speed railways.
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)

16. 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. 8½ in, and at first there was no idea of the
need for any conformity with the gauge of other lines. When the first public railways
developed, George Stephenson's skillful innovation meant that his railways were dominant and
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 – became the British standard
gauge: it was exported to most of Europe and North America.
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. 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 much the same as the size of the pre-railway carts at the
colliery where Stephenson worked: that is the only connection.
Broad Gauge Track :
When Isambard Kingdom Brunel conceived 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 4 ft 8½in gauge had been fine for small mineral trucks on a horse-drawn
tramway, but he wanted something more stable for his high speed railway. The large diameter
wheels used in stage coaches gave better ride quality over rough ground, and Brunel originally
intended to have his passenger carriages 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 feet (2.1 m) broad gauge. (It was later eased to 7 ft 0¼in). When the
time came to build the passenger carriages, they were designed conventionally with smaller
wheels under the bodies after all, but with a seven-foot track gauge the bodies could be much
wider than on the standard gauge. His original intention to have the wheels outside the width of
the bodies was abandoned.

17. Brunel also looked at novel track forms, and decided to use a continuously supported rail.
Using longitudinal timbers under each rail, he achieved a smoother profile while not requiring
such a strong rail section, and he used a shallow bridge rail for the purpose. The wider, flat foot
also meant that the chair needed by the bullhead section could be dispensed with. The
longitudinal timbers needed to be kept at the proper spacing to retain the gauge correctly, and
Brunel achieved this by using timber transoms – transverse spacers – and iron tie-bars. The
whole assembly was referred to as the baulk road – railway men usually call their track a road.
Initially, Brunel had the track tied down to timber piles to prevent lateral movement and
bounce, but he had overlooked the fact that the made ground, on which his track was supported
between piles, would settle. The piles remained stable and the ground between them settled so
that his track soon had an unpleasant undulation, and he had to have the piles severed, so that
the track could settle more or less uniformly.
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 between station platforms.
SWITCHES AND CROSSINGS :
Terminology is difficult for "switches and crossings" (S&C) previously "points and crossings",
or "fittings".
Early S&C allowed only a very slow speed on the subsidiary route (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 alignment was secured; when it was open, no wheel could run on it so it
did not matter.

18. TURNOUT
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 mph except in very special designs, and great ingenuity was employed to
give a good ride to vehicles passing through at speed on the main line. A difficulty 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&c were 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 planning of 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

19. considerably reduced the stockholding required for a wide range of s&c speeds, although the
vertical rail imposes a loss of the steering effect and the ride through new vertical s&c is often
irregular.
Manual Rail Road Switch

20. 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

21. THE FABRICATION ACTIVITIES OF BRIDGE WORK
SHOP:
• 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 type
Plate/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

22. SEWAGE / SLUDGE TREATMENT
PLANT
Sewage treatment is the process of removing contaminants from wastewater, including
household sewage and runoff (effluents). It includes physical, chemical, and biological
processes to remove physical, chemical and biological contaminants. Its objective is to
produce an environmentally safe fluid waste stream (or treated effluent) and a solid waste
(or treated sludge) Suitable for disposal or reuse (usually as farm fertilizer).
DLW SPT Plant Waste Water Storage Capacity :- 12 MLD
MODEL OF SEWAGE TREATMENT PLANT OF DLW
Sewage treatment is the process of removing contaminants from wastewater, primarily from
household sewage. It includes physical, chemical, and biological processes to remove these
contaminants and produce environmentally safer treated wastewater (or treated effluent). A by-
product of sewage treatment is usually a semi-solid waste or slurry, called sewage sludge, that
has to undergo further treatment before being suitable for disposal or land application.

23. Sewage treatment may also be referred to as wastewater treatment, although the latter is a
broader term which can also be applied to purely industrial wastewater. For most cities,
the sewer system will also carry a proportion of industrial effluent to the sewage treatment plant
which has usually received pretreatment at the factories themselves to reduce the pollutant load.
If the sewer system is a combined sewer then it will also carry urban runoff (storm water) to the
sewage treatment plant. Sewage water can travel towards treatment plants via piping and in a
flow aided by gravity and pumps. The first part of filtration of sewage typically includes a bar
screen to filter solids and large objects which are then collected in dumpsters and disposed of in
landfills. Fat and grease will also be removed before the primary treatment of sewage.
The term "sewage treatment plant" (or "sewage treatment works" in some countries) is
nowadays often replaced with the term "wastewater treatment plant".[1]
Sewage can 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).
ORIGIN OF SEWAGE WATER :
Sewage is generated by residential, institutional, commercial and industrial establishments. It
includes household waste liquid from toilets, baths, showers, kitchens, and sinks draining
into sewers. In many areas, sewage also includes liquid waste from industry and commerce.
The separation and draining of household waste into grey water and black water is becoming
more common in the developed world, with treated grey water being permitted to be used for
watering plants or recycled for flushing toilets.
SEWAGE MIXING WITH RAINWATER
Sewage may include storm water runoff or urban runoff. Sewerage systems capable of handling
storm water are known as combined sewer systems. This design was common when urban
sewerage systems were first developed, in the late 19th and early 20th centuries. combined
sewers require much larger and more expensive treatment facilities than sanitary sewers. Heavy

24. volumes of storm runoff may overwhelm the sewage treatment system, causing a spill or
overflow. Sanitary sewers are typically much smaller than combined sewers, and they are not
designed to transport storm water. Backups of raw sewage can occur if
excessive infiltration/inflow (dilution by storm water and/or groundwater) is allowed into a
sanitary sewer system. Communities that have urbanized in the mid-20th century or later
generally have built separate systems for sewage (sanitary sewers) and storm water, because
precipitation causes widely varying flows, reducing sewage treatment plant efficiency.
As rainfall travels over roofs and the ground, it may pick 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 even the receiving water body, without pretreatment.
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 dynamics of biological treatment units, such as the activated sludge process.

25. PROCESS STEP :
OVERVIEW
Sewage collection 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
when discharged to the surrounding environment, thereby preventing pollution compared to
releasing untreated wastewater into the environment.[5]
Sewage treatment generally involves three stages, called primary, secondary and tertiary
treatment.
 Primary treatment consists of temporarily holding the sewage in a quiescent basin
where heavy solids can settle to the bottom while oil, grease and lighter solids float to the
surface. The settled and floating materials are removed and the remaining liquid may be
discharged or subjected to secondary treatment. Some sewage treatment plants that are
connected to a combined sewer system have a bypass arrangement after the primary
treatment unit. This means that during very heavy rainfall events, the secondary and
tertiary treatment systems can be bypassed to protect them from hydraulic overloading,
and the mixture of sewage and storm water only receives primary treatment.
PRIMARY CLARIFIER

26.  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-organisms from the treated water prior to discharge or tertiary 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.
AERATION TANK

27. INSPECTOR OF WORKS { EAST }
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, which
means 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 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. comes under this department.
WATER SUPPLY TANK OF
I.O.W. EAST OF D.L.W.

28. ACKNOWLEDGEMENT
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
for us and explained to us the various aspects of the duties and working and of the workshops.
I would sincerely like to thank Mr. Ashok kumar( CWI/TTC), Mr. S. K. Sinha (SSE. BRI),
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.
I express my deep sense of gratitude to Mr. RAM JANM CHAUBEY (Principal, TTC) for
given me such a great opportunity.

29. 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.
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 CIVIL Engineering, every student
is required to undergo a practical training. I am student of third year CIVIL and 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.

30. CONTENTS
[1] Introduction To D.L.W. ……………………………………………
[2] Introduction To Technical Training Center…………………………
[3] Permanent Way Workshop…………………………………………..
[4] Bridge Workshop…………………………………………………….
[5] Sewage/Sludge Treatment Plant……………………………………..
[6] IOW East ……………………………………………………………