This document is a summer field training report submitted by Devesh Soni to the Geetanjali Institute of Technical Studies in partial fulfillment of the requirements for a Bachelor of Technology degree in Electrical Engineering. The report provides an overview of Devesh Soni's training at the Diesel Locomotive Works in Varanasi, India and thanks those who supported and helped with the training. It includes an introduction, classification of diesel locomotives, and descriptions of various areas and facilities within the Diesel Locomotive Works.

1. A
SUMMER FIELD TRAINING REPORT
AT
DIESEL LOCOMOTIVE WORKS
Submitted To faculty Of Electrical Engineering
Geetanjali Institute Of Technical Studies, Dabok, Udaipur.
In partial fulfilment of the requirement for the award of degree of
BACHELOR OF TECHNOLOGY
IN
ELECTRICAL ENGINERRING
BY
DEVESH SONI
(14EGIEE024 )

2. ACKNOWLEDGEMENT
This project is the combined effort of many people who have contributed in their own ways
in making this report effective and purposeful. In this report, I would like take the
opportunity of thanking all those who have been instrumental in preparing this report.
I would sincerely like to thank the employees and the officers of DLW, VARANASI , U.P. for
their help and support during the vocational training. Despite their busy schedules, they
took time out for us and explain to us the various aspects of the working of the plant from
the production shop.
I would sincerely like to thank MINISTRY OF RAILWAY & MR. RAM JANM CHAUBEY
(Principal, TTC/DLW) for conducting unpaid short term practical training.
I express my deep sense of gratitude to MR. P.C. BAPNA (HEAD OF DEPARTMENT,
ELECTRICAL ENGINEERING, GITS, UDAIPUR) for given me such a great opportunity.
DEVESH SONI
14EGIEE024

3. CONTENTS
(1).Introduction...................................................................................
.
(2).Classification of diesel locomotives................................................
(3).Main Receiving
Substation..........................................................
(4).Traction Assembly
Shop...................................................................
(5).Colony
switchyard.............................................................................
(6).Loco Test
Shop..................................................................................
(7).Conclusion……………………………………………………………………………………
(8).Bibliography………………………………………………………………………………….

4. .

5. 1
INTRODUCTION
Diesel Locomotive Works
Embracing innovative Traction Technologies
DLW is one of the leading manufacturers of Diesel electric locomotives in
the world. It has been producing diesel electric locomotives with variety
of designs and technical configurations to suit traffic needs of Indian
Railways and other non-railway customers in India and abroad.
The beginning ............ and the journey
Foundation stone of Diesel Locomotive Works (DLW) was laid on 23rd
April’ 1956 by Late Shri Rajendra Prasad, the first President of the
Republic of India. The first DLW built diesel-electric locomotive, in
technical collaboration with the American Locomotive Company (ALCO)
of USA, was commissioned on 3rd January 1964 by Late Shri Lal Bahadur
Shastri, who later became the second Prime Minister of independent
India.
Important milestones in the journey of DLW:
April’ 1956 : Foundation stone laid by the 1 st President of India Late Dr.
Rajendra Prasad
January’ 1964 : First BG locomotive WDM2 commissioned by Shri Lal
Bahadur Shastri
Feb’ 1975 : First BG shunting locomotive (WDS6) turned out
March’ 1976 : First export Loco turned out for Tanzania
March’ 2002 : First High Horse Power (HHP) locomotive WDG4 turned
out
2010 : Capacity enhanced to 200 loco/per (installed capacity 140
loco/year).

6. 2
October’ 2010 : First Dual Cab WDP4D loco turned out
February 2012 : First 5500 HP freight loco WDG5 turned out
July 2013 : 1000th HHP locomotive turned out
March 2014 : Highest ever out turn of 304 locomotives
December 2014 : Commencement of work of capacity enhancement
(200 to 250 loco) by Hon’ble Prime Minister
DLW has achieved the distinction of being the top diesel electric
locomotive manufacturer in Asia and no. 3 in the World(in terms of no. of
locomotives turned out).
Technology upgradation
Some of the new features introduced by DLW in high horse power (HHP)
locomotives with the objective of improving energy efficiency,
operational safety and crew comfort include ‘hotel load’ (Head end
power) feature, ACES (Auto Control of Engine Stop) with APU (Auxiliary
Power Unit), DPCS (Distributed Power Control System) feature, Air
Conditioned locomotive driving Cabs,and Integrated Driver Display
system . The road ahead entails adoption of new traction technologies
involved in manufacture of hydrogen based Fuel Cell Hybrid locomotives,
Dual Mode locomotives, 6000 HP AC-AC diesel electric locomotives, 3000
HP AC-AC (Meter Gauge) diesel electric locomotives, intermediate
vacuum type toilet module, with on-board sewage treatment system, for
crew, 3-phase inverter based Motor Driven Oil Free Air Compressors and
Radial Bogies.
A brief write-up on new technologies adopted and under development
by DLW in the high horsepower (HHP) and new generation locomotive
designs are summarized below:

7. 3
Hotel Load on HHP Locomotives
The electrical power generated by a locomotive for purposes other than
propulsion is termed as “Hotel Load’ power. ‘Hotel Load’’ for a passenger
train comprises of electrical load for (i) Heating, Ventilation & Air
Conditioning (HVAC) (ii) lighting and (iii) fans. Two coaches with installed
DG sets, generally called power cars, are mostly used, one at either end
of the Rajdhani, Shatabdi and Garib Rath type passenger trains, to take
care of the hotel load requirement.
DLW has so far turned out ten locomotives (WDP4B) equipped with Hotel
Load feature which are running successfully in i) Lucknow–Raipur Garib
Rath ii) Lucknow-Bhopal Garib Rath iii) Anand Vihar Terminus-Kathgodam
Shatabdi and iv) Jodhpur-Jaipur Intercity Express trains. Since, power cars
can be eliminated from the trains hauled with locomotives equipped with
Hotel Load feature, it has the following advantages: Additional revenue
as power cars can be replaced with passenger coaches
• Reduced noise due to elimination of power cars
• Fuel saving on account of elimination of power cars (Northern Railway
reported saving of 0.91 litres of diesel per KM run during Nov’14)
• Use of braking energy for feeding hotel load (Regenerative Braking)
ACES (Automatic Control of Engine Stop) with APU (Auxiliary Power

8. 4
Unit) on HHP Locomotives
Normally, even when a train is not running, loco engine has to be kept in
running to meet compressed air and battery charging requirements.
ACES with APU is being used for shutting down the main engine when it
remains in idling state for more than a specified duration for reducing the
consumption of fuel and also wear and tear of the main engine. The
system monitors and maintains the critical locomotive parameters to
keep the locomotive in a state of readiness for re-start at a very short
notice. The system comprises of a small diesel engine (25 hp) coupled to
an air 5 compressor (rating: 42 CFM @10Kg/cm2) and an alternator
(rating: 2 KW). The compressor unit supplies compressed air to
compensate for the air leakages in the train brake system and the
alternator unit charges the batteries while the main engine is in
shutdown condition. Initially, ACES with APU was developed for ALCO
locomotives and presently more than 100 locos are running with this
feature. After successful development of ACES with APU for ALCO
Locomotives, fitment of this system has been extended to HHP
locomotives also. DLW has now decided to fit it on all 4500 HP
locomotives to be turned out in future. Considering difficulty of
accommodating the APU unit of ALCO locomotive design, due to the
existing space constraint in HHP locomotives, size of the engine has been
reduced in the APU designed for application in HHP locomotives. The
APU is located in the Radiator Compartment of the HHP locomotive.
The benefits achieved with this system on a locomotive are:
Saving of about 10 litres of fuel/hour/loco. It can be further increased
with• improved loco pilots awareness, training etc. Environment friendly
due to reduction in emissions (green house gases).• Extended main
engine life.• Distributed power control system (DPCS) is a proven control
and communication system that enables coordinated braking and
traction power distribution between lead and remote locomotives. The
system provides control of remote locomotives by command signals
sensed at the lead locomotive and transmitted over a radio data link to
the remote locomotives.
Operational advantages achieved with this system include: Multiple
operation of locomotives with wireless technology.• Elimination of

9. 5
excessive load on coupler due to Multiple Unit (MU) application.• Faster
braking due to multi-point (distributed) brake application.• Lesser
starting time due to faster brake release.• Reduced man power
requirement.• This system provides capability for heavy haul involving
movement of longer trains. Recently, for the first time in the history of
Indian Railways, a freight train, 2.54 Km long, was hauled by HHP
locomotives equipped with DPCS(Distributed Power Control System)
system. The maximum achievable speed of a standard freight train
having 59 BOXN (5385T) load hauled by the existing HHP locomotives on
a level track is around 90 kmph with 5500 HP WDG5 freight loco and 80
kmph with 4500 HP WDG4 freight loco. A 6000 HP Diesel Electric
locomotive hauling this load will achieve a maximum speed of 100 Kmph
on level track. The maximum starting tractive effort of 6000 HP
locomotive will be 58T as compared to 54T of a 4500 HP WDG4D
locomotive. Railway Board has sanctioned manufacture of sixteen 6000
HP diesel electric locomotives. DLW has already finalized design
requirements, in consultation with Railway Board and RDSO for
manufacture of these high horse power locomotives. Introduction of
6000 HP AC-AC Diesel Electric locomotive on Indian Railway will open a
new window for adoption of new traction technologies by IR.
Manufacture of this state-of-the-art locomotive will expose DLW
engineers to domain knowledge in technically advanced system design
and system integration.
Some of the salient features of this locomotive include emission
compliance (environment friendly), improved crew comfort, technically
advanced man-machine control interfaces, Noise Vibration and
Harshness (NVH) compliance and other state-of-the-art features.
In a first for Indian Railways, diesel locomotives will soon haul trains by
drawing power through overhead wires on an electrified route, with the
public transporter embarking upon manufacturing dual-mode engines.
RAILWAYS TO MANUFACURE DUAL-MODE LOCOMOTIVES THAT RUN
ON DIESEL,ELECTRICITY

10. 6
"We will be manufacturing dual-mode locomotives to run trains on diesel
and also by drawing power through overhead wire on electrified route,"
said a senior railway ministry official involved in the project.
Railways will manufacture five dual-mode locomotives of 4500 horse
power (HP) capacity each at Diesel Locomotive Works in Varanasi as a
pilot project.
Though similar locomotives are operational in the US and South Africa, it
will be a first in India, the official said.
Currently, 52 per cent of total trains are on diesel traction. Diesel
locomotives are generally replaced by electric engines on electrified
route causing delays.
"However, with the acquisition of dual-mode locos, there will be no need
for changing the locomotive for electric traction as the same diesel
engine will be utilized on electrified route," he said.
A dual-mode locomotive is estimated to cost about Rs 18 crore, while a
4500 HP diesel locomotive costs about Rs 13 crore.

11. 7
CLASSIFICATION OF LOCOMOTIVES

12. 8
The classification syntax
The first letter (gauge)
W – Indian broad gauge (the "W" Stands for Wide Gauge) – 5 ft 6 in
(1,676 mm)
Y – metre gauge (the "Y" stands for Yard Gauge) – 3 ft 3 3⁄8 in (1,000
mm)
Z – narrow gauge – 2 ft 6 in (762 mm)
N – narrow gauge (toy gauge) – 2 ft (610 mm)
The second letter (motive power)
D – diesel
C – DC electric (can run under DC overhead line only)
A – AC electric (can run under AC overhead line only)

13. 9
CA – both DC and AC (can run under both AC and DC overhead line); 'CA'
is considered a single letter
B – Battery electric locomotive (rare)
The third letter (job type)
G – goods
P – passenger
M – mixed; both goods and passenger
S – shunting (also known as switching engines or switchers in the USA
and some other countries)
U – multiple units (EMU/DMU)
R – Railcars
For example, in "WDM 3A":
"W" means broad gauge
"D" means diesel motive power
"M" means suitable for both goods and passenger service
"3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp,
'A' denotes 100 hp more)
Or, in "WAP 5":
"W" means broad gauge
"A" mean AC electric traction motive power

14. 1
0"P" means suitable for Passenger service
"5" denotes that this locomotive is chronologically the fifth electric
locomotive model used by the railways for passenger service.
Diesel traction Classification codes
WDM – Wide Diesel Mixed
WDP – Wide Diesel Passenger
WDG – Wide Diesel Goods
WDS – Wide Diesel Shunter
WCDS – Wide Converted Diesel Shunter
TYPES OF LOCOMOTIVES
1.Mixed type locomotives
WDM 1: First mainline diesel electric
locomotives used in India. In troduced in 1957. Imported from ALCO.
Out of service now. Top speed 110 km/h (68 mph). 1,950 hp (1,450 kW)

15. 1
1
WDM 2: Most widely used and first
homemade mainline diesel-electric locomotives in India. Original
prototypes were made by ALCO. Introduced in 1962. More than 2,700
have been made. Rated at 2,600 hp (1,900 kW)
WDM 2A, WDM 2B: Technical variants of WDM-2. WDM-2A stands are
dual braked and WDM 2B are air braked usually
WDM 2G: It is the first Multi-Gen-set
locomotive of Indian Railway manufactured by DLMW, Patiala in 2013. As
of February 2014 only 2 locos has entered service and has been
numbered as #80000 and #80001. It has been cleared for a maximum
speed of 105 km/h (65 mph)
WDM 3: Only 8 were imported. They used hydraulic transmission and are
currently non-functional. They are rated at 2,500 hp (1,900 kW), with a
maximum speed of 120 km/h (75 mph). Built in 1970 by Henschel & Son)
WDM 3A: Formerly known as WDM-2C. Another
WDM-2 variant. It is not related to WDM-3. Max speed 120 km/h (75
mph). 30,450 kgf of tractive effort. Built since 1994. It is one of the most

16. 1
2heavily used diesel locomotives in India at present.
WDM 3A R: Formerly WDM-2. It is a rebuilt with DBR fitted on short
hood. It is not related to WDM-3. They are rebuilt at DLMW, Patiala
WDM 3B: Co-Co bogies. Rated at 120 km/h (75 mph).
These are based out of Uttar Pradesh sheds. 23 built by DLW. Similar to
WDM-3D. 3,100 hp (2,300 kW).
WDM 3C, WDM 3D: These are higher powered versions of WDM-3A with
3,300 hp (2,500 kW). WDM-3C is rebuilt from WDM-2. WDM-3C and
WDM-3D has maximum speed of 120 km/h (75 mph) and 160 km/h (99
mph) respectively
WDM 3E: Reclassified as WDM-3D. Restricted to freight
at 105 km/h (65 mph). 8 units known. Manufactured by DLW. 3,500 hp
(2,600 kW)
WDM 3F: Manufactured by DLW. 3,600 hp (2,700 kW). HAHS bogies.
Conventional DBR. Air brake only.

17. 1
3
WDM 4: Entered service along with WDM-2.
Prototypes designed by General Motors. Though considered superior to
WDM-2 in many ways, these locomotives weren't chosen as General
Motors did not agree to a technology transfer agreement. 2,600 hp
(1,900 kW)
WDM 6: Very rare class; only two were made;
Exported to Sri Lanka. Rated at 1,350 hp (1,010 kW). Maximum speed 75
km/h (47 mph). 19,200 kgf tractive effort. Fabricated Bo-Bo bogies
WDM 7: 15 of these locos were built from June 1987
through 1989, they were designed for branch-line duties, but they are
now used mostly for shunting. Rated at 2,000 hp (1,500 kW)
Note: No locomotive class was designated as WDM-5 in India.

18. 1
42. Passenger locomotives
WDP 1: Bo-Bo bogies. 80 tons weight. Rated speed of
120 km/h (75 mph). 12 cylinder engine. 2,300 hp (1,700 kW). Built by
DLW in 1970. Based out of Vijayawada and Tughlakabad sheds only.
WDP 2: New class name WDP-3A. Dedicated
passenger diesel locomotive. Entered service in 1998. Maximum speed
140 km/h (87 mph). Built by DLW. 29.25 tons of tractive effort. 3,100 hp
(2,300 kW)
WDP 3: These locomotives are actually prototypes of the class WDP-1
and never entered serial production. Designed in 1996 by DLW. 2,300 hp
(1,700 kW). Co-Co bogies.
WDP 4: EMD (former GM-EMD) GT46PAC,
fundamentally a passenger version of the WDG-4 (GT46MAC). 4,000 hp
(3,000 kW)

19. 1
5
WDP 4B: EMD (former GM-EMD) GT46PAC, An
improved version of the WDP-4, this is a more powerful version and has 6
traction motors, just like the WDG 4. Also comes with wider cabin to aid
visibility and minor exterior design changes. As of now, serial production
of the single cab locomotives has been stopped. 4,500 hp (3,400 kW)
WDP 4D: EMD (former GM-EMD) GT46PAC, This is
basically a WDP-4B with twin cabs. Minor changes were made to the
locomotive to facilitate the addition of a second cabin. This locomotive
comes with LCD instrument display and toilet for the drivers. Has entered
serial production and regular service. 4,500 hp (3,400 kW)
3.Goods locomotives
WDG 2: New class name WDG-3A. These class is actually
a technically upgraded form of WDM 2. Max speed 100 km/h (62 mph).
Built by DLW

20. 1
6
WDG 3B, WDG 3C, WDG 3D: Technical upgraded
forms of WDG-2 or WDG-3A. WDG-3B and WDG-3C are rebuilt to WDG-
3A. WDG-3C is rated at 3,330 hp (2,480 kW).[8]
WDG 4: Dedicated goods locomotives. These are General motors'
GT46MAC models. First units were imported in 1999. They are numbered
from #12000 upward till #12999 and #70000 upwards.[9] Local
production started in 2002. 4,000–4,500 hp (3,000–3,400 kW)
WDG 4D: Technical variant of WDG-4 with dual
cabs. IGBT. Max speed 105 km/h (65 mph) restricted to 100 km/h (62
mph). Air conditioned cabs. First dual cab freight dedicated diesel engine
in India)
WDG 5: Another Freight dedicated Locomotive
developed by Diesel Locomotive Works and Supported by Electro Motive
Diesels. First unit was rolled out from DLW on 25 February 2012. They are
numbered from #50001 upward (Two produced as of 29 April 2015).
Rated at 5,500 hp (4,100 kW). Equipped with Fire Control System, TFT
Display and Driver's Toilet. The locomotive series is named 'BHEEM', after
the strong Pandav brother from epic of Mahabharata. The locomotive
has completed its trials and has entered serial production.

21. 1
7
MAIN RECEIVING SUBSTATION
❖It receives the supply of 11KV, which is supplied through 132KV
Kanchanpur substation. It distribute 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 incase one line is faulted
then the substation is fed by other line . But major disadvantage of
ring mains System is that it is too costly.
❖It contains incoming as well as outgoing panel in which measuring
and protective equipments are arranged.
❖Main components of MRS
➢Transformer
➢Controlpanel
➢Buscoupler
➢Relays
➢Circuit breakers
➢Capacitor bank
❖Different type of transformer used in MRS.
➢Potential transformer
➢Current transformer
➢Distribution transformer
❖There are total 3 DG Sets are available in DLW, in which two
DG sets are having capacity of 2.4 MW and (which generates
11 KV as output voltage) and one DG have capacity of 1.75 MW

22. 1
8(which generates 440V as output voltage which is increased to 11
KV by step up transformer ).
❖The DG set is consists of
➢Cylinder
➢Alternator
➢VCB
➢Prime mover
➢Compressor
CIRCUIT BREAKER
❖ It is an automatic operated electrical switch designed to protect an
electrical circuit from damage caused by overload or short-circuit.
❖It is an electrical device that cutoff the electric current through
electric circuit under abnormal condition.
❖They are classified as
➢Low Voltage circuit breakers
➢Medium voltage circuit breaker
➢High voltage circuit breaker

23. 1
9RELAYS
Relays are used for protection of the power system from different faults
which are occurring in the power system . A relay is a simple
electromechanical switch made up of electromagnets and a set of
contacts .Relays are found in all sorts of devices.
TYPES OF RELAYS USED IN MRS
➢Over-voltage relay
➢Under-voltage relay
➢Over-current relay
➢Earth-fault relay
➢Master-trip relay
➢Definite time reverse power relay
CAPACITOR BANK
➢In electrical system the powerfactor play a important role because
by improving the powerfactor one can reduce losses .
➢Generally powerfactor should not be brought below 0.8 for industrial
loads.
➢To improve powerfactor , capacitor banks are placed in parallel with
the power supply.
➢In DLW total three capacitor banks are installed for power factor
improvement which have capacity as follows-
(1).600KVAR
(2).1200KVAR
(3).1800KVAR

24. 2
0
TRACTION ASSEMBLY SHOP (T.A.S)
❖This shop consists of following sections-
➢Harnessing section
➢Baterry section
➢Assembly section
➢Sub-Assembly section
➢Cab section
oHARNESS SECTION
In this section all the Multiple Unit cables are harnessed for making
parallel connection between two locos under overloading codition of
single loco.
oBATTERY SECTION
❖Battery is an electrochemical cell which converts chemical energy into
electricity
❖In battery section the batteries are charged and discharge for
testing purpose.
❖Total 8 batteries are connected in series to get output voltage
as 72 volt (i.e.1battery=9volt).
❖Lead Acid battery is used here in which concentrated sulphuric
acid is used as electrolyte.

25. 2
1
oAssembly section
In a diesel–electric locomotive , the diesel engine Drives an ac generator
or alternator whose output provides power to the traction motors .
There is no Mechanical connection between the engine and the wheels.
Parts of locomotive
➢Aircompressor
➢Diesel engine
➢Main alternator
➢Auxiliary alternator
➢Motor blower
➢Rectifiers
➢Traction control cabinet [TCC-1 & TCC-2]
➢Electrical Control Cabinet [ECC-1,ECC-2,ECC-3 & ECC-4]
➢Truck frame
➢Traction motors
➢Fuel tank
➢Air reservoir (MR-1&MR-2)
➢Gear box
➢Radiator and radiator fan
➢Turbo charging
➢Sandbox
Traction motor
Electric motor providing the primary rotational torque of a machine
usually for conversion into linear motion.
The availability of high-powered semiconductors such as

26. 2
2thyristors has now made practical the use of much simpler
,higher –reliabilty AC induction motor.
Electric transmission
O The diesel electric locomotive uses electric transmission ,where
traction motors are provided on the axles to give the final drive.
oThese motors were traditionally dc but the development of modern
power and control electronics has led to the introduction of 3-phase
AC motors.
oGenerally there are six motors on most diesel-electric
locomotives . A modern AC motor with air blowing can provide
upto 1000 hp.
Diesel engine
O This is the main power source for the locomotive
O The engines mostly used are V type
O As the transmission is electric ,the engine is used as the power source
for the electricity generator or alternator.

27. COLONY
A 132/33KV Substation is present in Kanchanpur ,which
receives power from UPPTCL . This substation supplies
power to colony as well as Main receiving Substation.Here
one 40MVA Transformer is installed for UPPTCL from which
supply is received and two 20MVA (2×20MVA) transformers
are installed in the substation for supplying power to
colony and MRS.Here measuring and protection
equipment are installed which helps in proper controlling
power supply.
The SCADA (Supervisory Control And Data Acquisition)
System helps in controlling the switch-yard easily.
The switch-yard contains mainly following equipment-
Isolators
1. Tendom Isolator
2. Bus Isolator
3. Line Isolator
BusCoupler.
Circuit breakers
1. SF6 Circuit breaker (for 132KV)
2. Vaccum circuit breaker (for 33KV)
Lightening Arrester
Current Transformer

28. PotentialTransformer
Transformer (40 MVA, 2*20MVA,AND , 2*7.5MVA )
Busbar
Main-busbar
Auxiliary-busbar
ISOLATORS
In electrical engineering , a disconnector , disconnect switch or
isolator switch is used to ensure that an electrical circuit is
completely de-energized for service or maintenance . Such
switches are often found in electrical distribution and
industrial applications , where machinery must have its
source of driving power removed for adjustment or repair .
High-voltage isolation switches are used in electrical
substations to allow isolation of apparatus such as circuit
breakers , transformers , and transmission lines , for
maintenance . The disconnecor is usually not intended for
normal control of the circuit , but only for safety isolation.
Disconnectors can be operated either manually or
automatically.
Types of isolator-
Single break isolator
Double break isolator
Pantograph type isolator

29. *Depending upon the position in power system , the isolators
can be categorized as
Bus side isolator – the isolator is directly connected with main
bus
Line side isolator – the isolator is situated at line side of any
feeder
Transfer bus side isolator – the isolator is directly connected
with transfer bus.
BUSCOUPLER
A bus coupler is an integral part of any substation or switch-
yard for the purpose of reliability of power supply & for ease of
maintenance & troubleshooting with least interruption to
loads .
In any HT bus there are two or more separate incomers of
power .These could be different lines from same source bus
or from different sources. Ideally a bus is divided into two or
more segments connected by bus coupler .Each section may
have its incoming source of power & its set of loads . Normally
the bus coupler is kept off but during fault in any one
incoming line it is made on to supply that section through the
other incoming feeder .The purpose of bus coupler is the
following:
If there is a fault in any section ,the bus coupler breaker

30. trips to prevent the fault current from affecting other bus
sections .Thus the fault Is limited to particular section.
The routine maintenance of a bus can be done taking one
section at a time through manually opening buscoupler
breaker without interrupting power supply to other
sections.
If the load configuration is such that one of the major load is
induction furnaces ,we can dedicate a bus section to this
load & segregate it from other normal loads.
If the incoming sources are different eg one from grid & one
from own captive plant , then they have to be fed to different
sections with buscoupler off .If required they can be
synchronized through bus coupler.
So the purpose of bus coupler is to give flexibility of operation
for supplying the loads in the most reliable way possible
CIRCUIT BREAKER
A circuit breaker is an automatically operated electrical
switch designed to protect an electrical circuit from damage
caused by excess current ,typically resulting from an overload
or short circuit .Its basic function is to interrupt current flow
after a fault is detected .Unlike a fuse,which operates once
and then must be replaced ,a circuit breaker can be reset
(either manually or automatically) to resume normal
operation.
Many classifications of circuit breakers can be made ,based

31. on their features such as voltage class, construction type,
interrupting type, and structural features.
Low–voltage CB
Medium-voltage CB
High-voltage CB
Low- voltage circuit breakers
Low-voltage (less than 1,000 V AC ) types are common in
domestic , commercial and industrial application ,and
include:
(1).Miniature circuit breaker (MCB)—rated current not more
than 100 A.
(2).Molded-Case Circuit Breaker (MCCB)—rated current upto
2,500A.
Medium- voltage circuit breakers
Medium-voltage circuit breakers rated between 1 and 72kV
may be assembled into metal-enclosed switchgear line ups
for indoor use, or may be individual components installed
out doors in a substation .Medium-voltage circuit breakers
can be classified by the medium used to extinguish the arc:
Vacuum circuit breakers—With rated current upto 300A , and
higher for generator circuit breakers . These breakers

32. interrupt the current by creating and extinguishing the arc
in a vacuum container – aka "bottle”.
High – voltage circuit breakers
Electrical power transmission networks are protected and
controlled by high-voltage breakers . High- voltage breakers
are nearly always solenoid- operated , with current sensing
protective relays operated through current
transformers.High-voltage breakers are broadly classified by
the medium used to extinguish the arc.

33. LOCO-TEST SHOP
After complete assembling of the loco , the loco test shop
performs several tests on it . The following tests are
performed on loco –
High voltage test
Low voltage test
Cable resistance test
Computer and software testing
In high voltage test if any part is partially damage then
due to providing high dc voltage it will be completely
damaged .The damaged part is repaired by the respective
shopworker.

35. CONCLUSION
The purpose of the VOCATIONAL TRAINING is to get experience of the
industrial world to see how things work over there. In short, ADOPTATION TO
THE ENVIRONMENT .I was lucky enough to work with a group of enthusiastic
and communicative people ,who for whatever reason sharein enjoying what they
are doing. The atmosphere at DLW is unique and hope that it stays that way.It has
been a unique opportunity and one that I will not soon forget .I thoroughly
recommend the experience to everystudent.
From the work that I have done in various shops I have learned the
manufacturing of various parts of traction motor, their insulation, starting, testing,
speed control and breaking.
an overview of assembly of electric traction motor used in various locomotives. An
overview of roof and roof equipment’s, essential equipment’s of electric loco and
their assembly.
But out of all those the support and brotherhood given by the DLW
employees will always be memorable.

36. Recent Milestones:
·DLW has manufactured an all time record 334 locomotives in FY2016-
17 and won the “Best Production Unit Shield 2016-17” for second
successive year.
·DLW has obtained certification of ISO 50001 :2011 , for Energy
Management and Green Co Silver Rating under the Green CoGreen
Company

37. FuturePlan:
·254 HHP Diesel and 25 electric locos manufacturing is planned in
FY2017-18.
•A part from this ,18 locos for export to Myanmar have also been
planned in FY2017-18.
·200 HHP diesel and 75 electric locos manufacturing is planned in
FY2018-19.

38. BIBLIOGRAPHY
a. www.dlw.indianrailways.gov.in
b. www.indianrailways.gov.in
c. www.irctc.com
d. www.rites.com
e. www.nair.indianrailways.gov.in
f. www.rdso.indianrailways.gov.in
g. www.cris.org.in
h. www.ircon.org.in
i. www.rcf.indianrailways.gov.in
j. www.clw.indianrailways.gov.in