The document is a training report submitted by Gourab Das summarizing his training experience at the Kanchrapara Railway Workshop. It thanks the instructors and staff for providing guidance and an environment to successfully complete the training project. It also expresses gratitude to family for their support during the completion of the project. The training provided valuable experience in gathering ideas about railway workshops.

1. 1 | P a g e
ACKNOWLEDGEMENT
I have to training at Kanchrapara Railway Workshop/Eastern Railway. I Express my
deepest gratitude to the SSE fromall workshop for his individualguidance and
blessings. I amvery grateful to Chief instructor, Mr. R. K. Singh. For providing us with
an environmentto complete our project Successfully. I also thank all the staff
member of the workshop and technicians for their help in making projecta successful
one.
Finally, I take this opportunity to extend my deep appreciation to my family and co-
trainees for all that they meant to me during the crucialtimes of the completion of
my project. As well as I am highly educative and interactive to take training at
Kanchrapara railway workshop. So, I am very grateful becausegiving me a
opportunity to gather idea on railway workshop.
Gourab Das
B.TECH, EEE, VI SEM

2. 2 | P a g e
Contents
SL.NO. SUBJECT PAGE
NO.
1. History of Kanchrapara Railway Workshop 3
2. Classification of Loco Workshop 4
3.
SHOP NO. DURATION OF TRAINING
PERIOD
Shop No.-9
 Rectifiers and converter
 Compressor
 Panel and switch Board
 Relay
 Valve and cock
 Driving Desk
 Miscellaneous
 Pantograph
19.06.17 to 23.06.17
4. Shop No. -9A
 Aux. Motor Sec
 TM-Frame Sec
 TM-Sec
 TFP & GR Sec.
24.06.17 to 27.06.17

3. 3 | P a g e
5. Shop No. -10
 Air Spring Suspension
 Vertical oil Damper
 Bogie frame
28.06.17 to 03.07.17
6. Shop No. -11
 Fitting of Traction motor
with wheel gear and
testing
 Assembly of
Locomotives
04.07.17 to 07.07.17
7. Shop No.-11A
 EMU Welding Sec
08.07.17 to 12.07.17
8. Shop No.-14
 Heavy Armature Section
 Core and Commutator
section
 Coil Section
 Transformer Section
13.07.17 to 15.07.17

4. 4 | P a g e
HISTORY
Kanchrapara workshop is one of the oldest Railway workshop in the
country. It was set by the then Eastern Bengal railway during the year
1863 at the present Loco Complex in kancrapara. It was developed as an
integrated shop to carry out repairs to steam Locomotives, wooden body
Carriage and wagons. The management of the Workshop was taken over
by the state on 1st
July, 1884.In the year 1914 a separate carriage and
wagon shop was completed. The Workshop has the distinction of serving
the Defence department for repairs to Air craft and manufacture of
armoured cars and grenade shells during World War II. The second 5-years
plan brought about drastic changes with Diesel and Electric Traction.
Electrification on the Railway system in the Eastern region necessitated
major repair and overhaul facilities for Electric Loco, EMU Rolling Stock
from early 60’s.Kanchrapara was selected to play the key role in the both
these spheres. As a result, there underwent a “Metamorphosis” unparallel
by any other Railway in the country.In 1962 a decision was taken for
remodeling Kanchrapara Workshop in orderTo make it a make a base
workshop for P.O.H of Electric Loco & E.M.U stock Eastern & South Eastern
Railway.
Vital Statistics:
Ares: 4,12,773 Sq.M. Staff Strength: 12,249
MainActivities : 1.POH of Electric Loco
2. POH of EMU rolling Stock
3. POH of Conv. Coaches (Non AC).MOG rakes
CLASSIFICATION OF LOCO SHOP

5. 5 | P a g e
SHOP NO. -9
Electrical
Mechanical General
Shop-10Shop- 14Shop-11AShop-11Shop-9AShop-9

6. 6 | P a g e
Shop no. – 9 is Apparatus shop of Kanchrapara Railway Workshop. Whereboth
Periodic Overhauling (POH) and RC of Relay, DJ/VCB, Pantograph, Compressor, BA
Panel Overhauling Section, Emu Switch Group Overhauling Section, TK panel
Overhauling Section.
1.Rectifiers and Converter: Starting with the supply of diodes for
traction application, Hirect now caters to wide range of rectifiers for
rolling Stock application. High power electric locomotives, Ac Electrical
Multiple Units are powered by Hirect’s on-board or under slung rectifiers.
Hirect rectifiers are also installed on board Diesel locomotives and Diesel
Electric Multiple Units. Rectifiers for special purpose like OHE cars. Mobile
Maintenance Units, Accidents Relief vans etc. are also catered. On-board
Installation and Under Carriage slung version of rectifier sets are
manufactured by highly trained work force and specially created
instruction for a high degree bof reliability in critical traction application.
In the early seventies HIRECT began production of
complete rectifier assembly for AC electric locomotives. Initial designs
were based on Hirect’s diode type HFN 350 and the rectifiers were used
for WAG-4 and WAM-4 locomotives. Subssequently the rectifiers were
built with lesser number of diodes of higher current carrying capacity type
S43AR510 and these rectifiers were used for WAG-5 and WAG-7/WAP-1
locos. Hirect is presently supplying these rectifiers along with the compact
version of the rectifiers which is almost half the size and provides space
optimization inside the locomotive.
The Indian Railways operates large number of diesel
locomotives and Hirect has developed a series of rectifiers for diesel
locomotives. Rectifiers are also supplied for AC to DC locomotives. Hirect
also supplies rectifiers for main line EMUs(Electric Multiple Units) as well
as DEMU(Diesel Multiple Units) and DETC(Diesel Electric Train cars) used
for maintenance.

7. 7 | P a g e
With the
Indian Railways introducing three phase drive systems in electric
locomotives and electric multiple units, Hirect also joined hands with CLW
to become a partner for the manufacture of static converter for
locomotives with three phase drive systems with the absorption of
technology. Hirect has become an indigenous source for auxiliary
converter and other panels required in this locomotive.
Hirect is the major supplier of 25KVA inverters for AC coaches. The
under slung inverters are built on Technical know how from our
collaborators. A converter is used to convert AC supply to DC as well as DC
to AC. It offers unique feature like Natural cooling. AC coach inverter 25
KVA.
To keep pace with
new technology. Hirect has entered into foreign technical tie-up for static
converter for replacement of rotary converter of Electric Locomotives
manufactured and operated by the Indian railways, A large number of
180KVA converters have been manufactured and installed. Hirect also
offers 3*100KVA converters for the three phase electric locomotives.
2.COMPRESSOR :
Compressor is used to make high pressurized air which is used for breaking
system in locomotives as well as EMU trains.

8. 8 | P a g e
Primary braking systeminvolves Air Brakes. These types of brakes arepresent on
almost all locomotives, trains and EMU's etc.
Besides these we havecertain other types of electrical brakes. Thereare two types,
namely:
a) Dynamic Braking systems: In this the excessive energy due to motion is converted
to electrical energy, whereit is then dissipated across a set or resistor banks called as
Dynamic Brake Resistor grids.
These systems areused on diesel locomotives (not all though) and on electric locos
with DC traction motors like WAP4, WAG7 etc.
b)Regenerative braking: Similar to dynamic braking, except here we send the power
back to the grid using transmission line rather than dissipating it in resistors. This is a
highly efficient systemand has the potential of saving as much as 30% of energy
This systemis used in electric locomotives with Induction motors like WAP5, WAP7,
etc.
for locomotives which have these Braking systems enabled, loco pilots are
encouraged to usethem as much as possibleas it helps you reduce brakepads wear
and tear, and in caseof regenerative braking, it also ends up saving energy and
thereby money.
EMU Breaking: 1. Electric Prenumetic Break
2. Auto Break.
3. Emergency Break.
4. Dead Man.
5. Guard Emergency Break
3.Relay: Relays and system important for safety of locomotive towards
fire
ET1 and ET2 The protection of the locomotive against surge voltage is
secured by means of two roof surge arrestors with spark dischargers ET 1
(mounted on a support insulator of the HT Roof Bars) and ET 2 (mounted

9. 9 | P a g e
on the HT input terminal of the locomotive). are with air sparking gap of —
-mm and discharge the surge voltage. Presently surge arresters are being
provided. Instantaneous Over current Protection- High Voltage Overload
Relay QLM The relay QLM is fed by means of the high voltage current
transformer TFILM (250/5A) which causes the high voltage circuit breaker
DJ to trip , if the current taken in by main transformer exceeds the setting
value of the relay (300 A). The relay protects from over current drawn by
25kV system in the locomotive namely transformer, tap changer, roof
bushing etc and also acts as a secondary protection for rectifier and
traction motor. Relay is popularly called QLM relay. Initially, QLM was
provided with auto-resetting mechanism wherein loco pilot can energize
the locomotive. There were cases of fire on locos and investigation stated
that loco pilot shall not energize the locomotive without inspection of HT
compartment and this led to the modification of provision of manual
resetting mechanism. Some of the Railways has decided not to permit
resetting and accepts line failure of locomotive with a view that there will
not be any transient tripping through safety relay QLM. Transformer:
Transformer is filled with mineral oil. A secondary safety protection by way
of pressure relief valve called safety vale is also provided. Any fault in the
transformer, causes QLM tripping as well as safety value blowing. Most
likely QLM is not acting as primary protection. On Line Tap Changer: There
are 32 taps in tap changer popularly called GR for on line tap changing. GR
is filled with mineral oil to prevent formation of arc during tap changing on
load. This is very intensive duty equipment and any fault results QLM
dropping and simultaneous blowing of safety value. Here also QLM not
acting as primary protection. Tap changer is protected from sticking up in
between notches and on notch by relay called Q44 and Q46. There are
also directive that locomotive shall not be allowed to work with Q44 in
wedged/packed condition as the most important protection to GR gets
bypassed.

10. 10 | P a g e
4.Valve and Cock:
Valves can be categorized into the following basic types:
Ball valve, for on/off control without pressure drop, and ideal for quick
shut-off, since a 90° turn offers complete shut-off angle, compared to
multiple turns required on most manual valves.
1.Butterfly valve, for flow regulation in large pipe diameters.
2.Ceramic Disc valve, used mainly in high duty cycle applications or on
abrasive fluids. Ceramic disc can also provide Class IV seat leakage
3.Clapper valve, Used in appliances like the Siamese fire appliance to allow
only 1 hose to connected instead of two (the clapper valve blocks the
other side from leaking out.
4.Check valve or non-return valve, allows the fluid to pass in one direction
only.
Choke valve, a valve that raises or lowers a solid cylinder which is placed
around or inside another cylinder which has holes or slots. Used for high
pressure drops found in oil and gas wellheads.
5.Diaphragm valve, which controls flow by a movement of a diaphragm.
Upstream pressure, downstream pressure, or an external source (e.g.,
pneumatic, hydraulic, etc.) can be used to change the position of the
diaphragm.
6.Gate valve, mainly for on/off control, with low pressure drop.
7.Globe valve, good for regulating flow.
8.Knife valve, similar to a gate valve, but usually more compact. Often
used for slurries or powders on/off control.
9.Needle valve for accurate flow control.
10.Pinch valve, for slurry flow regulation and control.
11.Piston valve, for regulating fluids that carry solids in suspension.
12.Plug valve, slim valve for on/off control but with some pressure drop.
13.Poppet valve, commonly used in piston engines to regulate the fuel
mixture intake and exhaust

11. 11 | P a g e
14.Spool valve, for hydraulic control
15.Thermal expansion valve, used in refrigeration and air conditioning
systems.
17.Pressure Reducing Valve
18.Sampling valves
19.Safety valve
Piston Type Duplex Check Valve.
ii) Limiting Valve With Pipe Bracket.
iii) Double Check Valve (Type : C-2).
iv) Check Valve (3/4”, 1” and 1 ¼”)
v) Safety Valve (Type : E-1).
vi) Safety Valve (Type : J 1)
vii) D-24-B Feed Valve.
viii) HS-4 Control Air Valve.
ix) A-9 Automatic Brake Valve.
x) SA-9 Independent Brake Valve.
xi) D-1 Pilot Air Valve.
xii) Relay Valve (Type C-2).
xiii) Compressor Governor.
xiv) Unloader Valve.
xv) Pneuphonic Valve (LT & H)
5. Driving Desk :
Kineco is mass manufacturing and supplying different types of driver's
consoles for train applications. Kineco has experience in supplying these
driver’s consoles for EMU, DEMU, MEMU trains and Locomotives.
Driver's desks are made using polyester / phenolic resin systems
complying with various national / international fire standards for stringent
requirements of flammability, smoke and toxicity (FST). GRP parts of

12. 12 | P a g e
driver’s desks are made using RTM, VARTM, resin infusion or conventional
hand lay-up process capabilities.
This is the control desk of suburban trains and consists of meters and
gauges to display various parameters with GUI for the driver to control the
train and is laid out ergonometrically in a user friendly way. Driver’s desk
for the EMU’s is the hub center of all operational and traction controls.
This consists of a steel fabricated, FRP top control desk with switches,
controls, relays, Multi Media Interface, gauges and various electrical and
electronic components. This is located in the driving trailer coach of the
EMU.
6. Pantograph :
A pantograph (or "pan") is an apparatus mounted on the roof of an
electric train, tram or electric bus to collect power through contact with an
overhead catenary wire. It is a common type of current collector. Typically,
a single wire is used, with the return current running through the track.
The term stems from the resemblance of some styles to the mechanical
pantographs used for copying handwriting and drawings.
Invention
Early (1895) flat pantograph on a Baltimore & Ohio Railroad electric
locomotive. The brass contact ran inside the ∏ section bar, so both lateral
and vertical flexibility was necessary
The pantograph was invented in 1879 by Walter Reichel, chief engineer at
Siemens & Halske in Germany. A flat slide-pantograph was invented
in 1895 at the Baltimore and Ohio Railroad[3]
The familiar diamond-shaped roller pantograph was invented by John Q.
Brown of the Key System shops for their commuter trains which ran
between San Francisco and the East Bay section of the San Francisco Bay
Area in California. They appear in photographs of the first day of service,
26 October 1903. For many decades thereafter, the same diamond shape

13. 13 | P a g e
was used by electric-rail systems around the world and remains in use by
some today.
The pantograph was an improvement on the simple trolley pole, which
prevailed up to that time, primarily because the pantograph allows an
electric-rail vehicle to travel at much higher speeds without losing contact
with the overhead lines.
Modern use
The most common type of pantograph today is the so-called half-
pantograph (sometimes 'Z'-shaped), which has evolved to provide a more
compact and responsive single-arm design at high speeds as trains get
faster. Louis Faiveley invented this type of pantograph in 1955. The half-
pantograph can be seen in use on everything from very fast trains (such as
the TGV) to low-speed urban tram systems. The design operates with
equal efficiency in either direction of motion, as demonstrated by the
Swiss and Austrian railways whose newest high performance locomotives,
the Re 460 and Taurus, operate with them set in the opposite direction.
Technical details
The (asymmetrical) 'Z'-shaped pantograph of the electrical pickup on the
Berlin Straßenbahn. This pantograph uses a single-arm design
The electric transmission system for modern electric rail systems consists
of an upper, weight-carrying wire (known as a catenary) from which is
suspended a contact wire. The pantograph is spring-loaded and pushes a
contact shoe up against the underside of the contact wire to draw the
current needed to run the train. The steel rails of the tracks act as the
electrical return. As the train moves, the contact shoe slides along the wire
and can set up standing waves in the wires which break the contact and
degrade current collection. This means that on some systems adjacent
pantographs are not permitted.
A Flexity Outlook LRV with its pantograph raised. Note the trolley pole in
the rear, which provides compatibility with sections not yet upgraded for
pantograph operation.

14. 14 | P a g e
Pantographs are the successor technology to trolley poles, which were
widely used on early streetcar systems. Trolley poles are still used by
trolleybuses, whose freedom of movement and need for a two-wire circuit
makes pantographs impractical, and some streetcar networks, such as the
Toronto streetcar system, which have frequent turns sharp enough to
require additional freedom of movement in their current collection to
ensure unbroken contact. However, many of these networks, including
Toronto's, are undergoing upgrades to accommodate pantograph
operation.
Pantographs with overhead wires are now the dominant form of current
collection for modern electric trains because, although more fragile than a
third-rail system, they allow the use of higher voltages.
Pantographs are typically operated by compressed air from the vehicle's
braking system, either to raise the unit and hold it against the conductor
or, when springs are used to effect the extension, to lower it. As a
precaution against loss of pressure in the second case, the arm is held in
the down position by a catch. For high-voltage systems, the same air
supply is used to "blow out" the electric arc when roof-mounted circuit
breakers are used.
7.Miscellaneous :
The purpose of classification lights was to help identify the train on which
they were displayed. The three colors and their meanings were as follows:
White. Indicated an "extra" train not shown in the timetable. For much of
railroad history, train-movement authority was granted by timetables. If a
train was listed in the timetable, it had the authority to operate according
to its printed schedule. Deviations from the timetable, such as a train
running late, were handled with train orders from the dispatcher. Under
this "timetable-and-train-order" system, it was important that trains kept
as close to schedule as possible, and that any special trains not shown in

15. 15 | P a g e
the timetable be clearly identified as such with a white light. Many freight
trains operated as extras, and thus carried a white classification signal.
Green. Indicated that, while the train displaying the lights was a regularly
scheduled one, a second section was following behind it. This was done,
for example, when ridership demand exceeded the capacity of a single
passenger train. If there were too many passengers for a single section of,
say, New York Central's 20th Century Limited, a second section was
operated, and, if needed, a third, fourth, fifth, and even sixth. The engine
of each section except the last would display green lights. While each
section was a separate entity, the timetable's "train 25" would not be
considered to have passed a given point until the last section of the train
had gone by. For operational convenience, special trains that otherwise
might have carried white "extra" signals were sometimes operated as
advance or second sections of regular, but unrelated, trains.
Red. Indicated the end of a train. A train, be it a single engine, a group of
engines, or an engine(s) with cars, must have a marker on the rear end. In
the (relatively rare) situations when the last element in a train would be a
locomotive, the red lights would be lit.
Classification lights phased out
The timetable-and-train-order system has been replaced by other forms of
movement authority, and classification lights are no longer used, although
older locomotives still have them.
Some railroads (including Amtrak, and New Jersey Transit) still use red
marker lights, but most have done away with the extra items and just use
the headlight on a trailing locomotive as a marker.

16. 16 | P a g e
Emergency lights
Several railroads over the years have elected to equip their locomotives
with emergency lights, which activate when an emergency brake
application is made. The Milwaukee Road, for example, had gyrating red
lights which the engineer manually activated in the event of an emergency
stop. Amtrak's F40PH-2s sported a small red lens front and center of the
engine between the numberboards that activated automatically in a
flashing mode when put into emergency.
On Amtrak's modern 800-series P40 Genesis diesels, the middle of the
three small openings in the carbody above the windshield houses the red
light; the outer two house strobe lights that flash when the bell is rung.
(On older power, the strobes are separate elements located on the roof.)
Most Amtrak units also have two red marker lights, which are lit when the
unit is on the trailing end of a train; twin-beam headlights and two ditch
lights are also provided.
Smooth Reactor: A smooth reactor which is used to removed totally AC
component from the D.C. In WAM-4 locos only one MVSL blower is
provided for the cooling of the Smoothing Reactors SL 1 & 2. However in
WAG-5 and other locos two blowers namely MVSL 1&2 are provided for
each of the SL's. Their running is "proved*"by the Q-118 relay.

17. 17 | P a g e
SHOP NO.9A:
This shop is Traction Motor Shop of Kanchrapara Railway Workshop,
Where Period Overhauling of traction motor, Traction motor Frame,
Auxiliary Motor, Transformer of LOCO and EMU are done.
1.Various Types of Aux. Motors are as follows:
(A).MPH(Transformer Oil Circulating Pump): Transformers with forced oil
cooling systems require reliable, glandless transformer oil pumps. We
offer a large range of such pumps, from which customers can choose a
type that suits their specific requirements and ensures optimum operating
conditions. oil circulation pumps are of simple, straightforward design and
robust construction. Due to their compact size, the pumps can be easily
integrated into the oil circuit. Four pump designs are available for different
applications:
Power Transformer Applications Inline and angle-type pumps with radial
impellers and inline pumps with propeller-type impellers.
Traction Transformer Applications
Pumps with radial impellers for traction transformers in rail-mounted
vehicles.
Specifications:
Phase:3 phase Voltage:290 v to 500 v
Frequency:50 HZ size: 100*100

18. 18 | P a g e
H.P. : 4.3 Current:7 Amp
Winding Connection: Star Connection
(B).MVRH(Transformer Oil Cooling Radiator Blower):
The MPH circulates the transformer oil through a radiator array on top of
the transformer. Air is blown over the radiator by the MVRH. This
discharge the heat from the radiator into the atmosphere. A detecting
relay is provided in the air steam of the MVRH. The flow detector is a
diaphragm type device. The flow of air presses the diaphragm which
cloases the electrical contact. This relay is known as QVRH. The working of
this radiator blower is Oil cooling through radiator.
(C).Rectifier cooling Blower: Rectifier Cooling Blowers-MVSI-1 and MVSI-2
One blower is provided for each of the rectifier blocks. As rectifiers are
semiconductor devices, they are very sensitive to heat and hence must be
cooled continously. The switching sequence of the MVSI blowers is setup
in such a way that unless the blowers are running, traction cannot be
achieved. A detection relay of diaphragm type is also provided in the air
stream of these blowers. However, the detection relay (QVSI-1 & 2)are
interlocked with a different relay known as Q-44. This is a much faster
acting relay with a time delay of only 0.6 seconds. Hence the failure of a
MVSI blower would trip the DJ in less than 1 second.
2.Traction Motor:
Traction motor is an electric motor used for propulsion of a vehicle, such as an
electric locomotive or electric roadway vehicle.
Traction motors are used in electrically powered rail vehicles (electric multiple units)
and other electric vehicles including; electric milk floats, elevators, conveyors, and
trolleybuses, as well as vehicles with electrical transmission systems (diesel-electric,

19. 19 | P a g e
electric hybrid vehicles), and battery electric vehicles.
Motor types and control
Direct-currentmotors with series field windings are the oldest type of traction
motors. These provided a speed-torquecharacteristic useful for propulsion, providing
high torque at lower speeds for acceleration of the vehicle, and declining torque as
speed increased. By arranging the field winding with multiple taps, the speed
characteristic could be varied, allowing relatively smooth operator control of
acceleration. A further measure of control was provided by using pairs of motors on a
vehicle; for slow operation or heavy loads, two motors could be run in series off the
direct current supply. Wherehigher speed was desired, the motors could be
operated in parallel, making a higher voltage available at each and so allowing higher
speeds. Parts of a rail systemmight usedifferent voltages, with higher voltages in
long runs between stations and lower voltage near stations whereslower operation
would be useful.
A variantof the DC systemwas the AC operated series motor, which is essentially the
same device but operated on alternating current. Since both the armatureand field
currentreverseat the same time, the behavior of the motor is similar to that when
energized with direct current. To achieve better operating conditions, AC railways
were often supplied with current at a lower frequency than the commercial supply
used for general lighting and power; special traction current power stations were
used, or rotary converters used to convert50 or 60 Hz commercial power to the 16
2/3 Hz frequency used for AC traction motors. The AC system allowed efficient
distribution of power down the length of a rail line, and also permitted speed control
with switchgear on the vehicle.
AC induction motors and synchronousmotors aresimpleand low maintenance, but
are awkward to apply for traction motors becauseof their fixed speed characteristic.
An AC induction motor only generates usefulamounts of power over a narrow speed
range determined by its construction and the frequency of the AC power supply. The
advent of power semiconductors has madeit possibleto fit a variable frequency
drive on a locomotive; this allows a wide range of speeds, AC power transmission,
and rugged induction motors without wearing parts like brushes and commutators.
Windings
The DC motor was the mainstay of electric traction drives on both electric
and diesel-electric locomotives, street-cars/trams and diesel electric

20. 20 | P a g e
drilling rigs for many years. It consists of two parts, a rotating armature
and fixed field windings surrounding the rotating armature mounted
around a shaft. The fixed field windings consist of tightly wound coils of
wire fitted inside the motor case. The armature is another set of coils
wound round a central shaft and is connected to the field windings
through "brushes" which are spring-loaded contacts pressing against an
extension of the armature called the commutator. The commutator
collects all the terminations of the armature coils and distributes them in a
circular pattern to allow the correct sequence of current flow. When the
armature and the field windings are connected in series, the whole motor
is referred to as "series-wound". A series-wound DC motor has a low
resistance field and armature circuit. Because of this, when voltage is
applied to it, the current is high due to Ohm's law. The advantage of high
current is that the magnetic fields inside the motor are strong, producing
high torque (turning force), so it is ideal for starting a train. The
disadvantage is that the current flowing into the motor has to be limited,
otherwise the supply could be overloaded or the motor and its cabling
could be damaged. At best, the torque would exceed the adhesion and the
driving wheels would slip. Traditionally, resistors were used to limit the
initial current.
Power control
As the DC motor starts to turn, interaction of the magnetic fields inside
causes it to generate a voltage internally. This back EMF (electromotive
force) opposes the applied voltage and the current that flows is governed
by the difference between the two. As the motor speeds up, the internally
generated voltage rises, the resultant EMF falls, less current passes
through the motor and the torque drops. The motor naturally stops
accelerating when the drag of the train matches the torque produced by
the motors. To continue accelerating the train, series resistors are
switched out step by step, each step increasing the effective voltage and
thus the current and torque for a little bit longer until the motor catches

21. 21 | P a g e
up. This can be heard and felt in older DC trains as a series of clunks under
the floor, each accompanied by a jerk of acceleration as the torque
suddenly increases in response to the new surge of current. When no
resistors are left in the circuit, full line voltage is applied directly to the
motor. The train's speed remains constant at the point where the torque
of the motor, governed by the effective voltage, equals the drag -
sometimes referred to as balancing speed. If the train starts to climb an
incline, the speed reduces because drag is greater than torque and the
reduction in speed causes the back-EMF to fall and thus the effective
voltage to rise - until the current through the motor produces enough
torque to match the new drag. The use of series resistance was wasteful
because a lot of energy was lost as heat. To reduce these losses, electric
locomotives and trains (before the advent of power electronics) were
normally equipped for series-parallel control as well.
3.Traction motor Frame:
Our range of grey iron casting machines, Traction Motor Frame, Electric
Motor Parts is widely used in a number of industries spread across the
globe. These machines are fabricated using high grade raw material so as
to withstand high temperature. We make use of latest software to design
our range which is then evaluated by our engineers for making sure that
we manufacture only quality castings.
Frame has the following parts:-
a. Yoke
b. Pole Core and pole Shoe
c. Pole coils
d. Rocker Assembly and Brush Holder

22. 22 | P a g e
Shop No. -10
In this Shop all the engine bogie’s component are removed for checking
purpose. Bogie frame are welding, checking of Air Suspension Below, and
vertical Air damper these types of work are done in this shop.
a)Air Spring Suspension: Air suspension is a type of vehicle suspension
powered by an electric or engine-driven air pump or compressor. This
compressor pumps the air into a flexible bellows, usually made from
textile-reinforced rubber. The air pressure inflates the bellows, and raises
the chassis from the axle.
The EMU/DEMU/MEMU coaches are fitted with Air springs in the
secondary suspension to maintain a constant buffer height irrespective of
loaded condition to give comfortable riding to the passengers. Bottom
bolsters, Stirrup links and Equalizing stays are eliminated. It is provided
with an emergency spring inside the air spring to support the bolster in
case air spring fails. Schaku couplers are provided and Side buffers are
eliminated. Air spring is a rubber bellow containing pressurized
compressed air with an emergency rubber spring providing various
suspension characteristics to maintain a constant Buffer height
irrespective of the loaded condition. In suburban trains like DEMU, the
number of passengers entraining (Super Dense Crush Load) in to the coach
cannot be controlled and hence the payload of the coach increases from
18 tons to 34 tons. This abnormal increase of payload reduces the Riding
Clearances between the Coaches and Wayside platforms and also reduces
buffer height resulting in severe hitting of coach on the plat forms. Due to
the Super Dense Crush Load the bolster springs become solid, which in
turn damages / breaks the Coil springs resulting in discomfort to the
passengers. To overcome the above problems an Air Suspension (Air
spring) is introduced in the secondary suspension to maintain a constant

23. 23 | P a g e
buffer height irrespective of loaded conditions by varying the pressure of
air inside the air spring.
b)Vertical oil Damper : A shock absorber (in reality, a shock "damper") is a
mechanical or hydraulic device designed to absorb and damp shock
impulses. It does this by converting the kinetic energy of the shock into
another form of energy (typically heat) which is then dissipated. Most
shock absorbers are a form of dashpot.
c)Bogie Frame: A bogie (in some senses called a truck in North American
English) is a chassis or framework carrying wheels, attached to a vehicle,
thus serving as a modular subassembly of wheels and axles. Bogies take
various forms in various modes of transport. A bogie may remain normally
attached (as on many railway carriages [cars] and semi-trailers) or be
quickly detachable (as the dolly in a road train or in railway bogie
exchange); it may contain a suspension within it (as most rail and trucking
bogies do), or be solid and in turn be suspended (as most bogies of tracked
vehicles are); it may be mounted on a swivel, as traditionally on a railway
carriage or locomotive, additionally jointed and sprung (as in the landing
gear of an airliner), or held in place by other means (centreless bogies).
While bogie is the preferred spelling and first-listed variant in various
dictionariesbogey and bogy are also used.
Shop No. -11

24. 24 | P a g e
Fitting of Traction motor with wheel gear and testing:
In this Shop, Traction motor are assembly with Wheel gear for testing it’s
self means to know its efficiency, output power, it’s run without any
unnecessary noise. After testing it ,this wheel with Traction motor is
attached with bogie frame. Fix all the Traction Motor bellows on TM side
by M12×25 screw or bolts. Connect the traction motor cables properly
with TM Connection block after checking the proper sequence of cable
numbers as in case of TAO or HITACHI motors. Bunch the cables properly
after connection. Connect the Traction Motor return current assembly
with nderframeu. Fix the 4 no.s bogie body earthing shunts. Fix the SPM
transmitter and it’s guard, cables to the terminal box and bunch the cable.
Identify the non-confirming reports given after inspection by component
authority of loco & rectify.
Types of locomotives:
locomotives of India presently consist of electric and diesel locomotives.
Steam locomotives are no longer used in India, except in heritage trains. A
locomotive is also called loco or engine.
The Bengal Sappers of the Indian Army were the first to run a steam
locomotive in India. The steam locomotive named Thomason ran with two
wagons for carrying earth from Roorkee to Piran Kaliyar in 1851, two years
before the first passenger train ran from Bombay to Thane
in 1853.Classification of locomotives Edit In India, locomotives are
classified according to their track gauge, motive power, the work they are
suited for and their power or model number. The class name includes this
information about the locomotive. It comprises 4 or 5 letters. The first
letter denotes the track gauge. The second letter denotes their motive

25. 25 | P a g e
power (Diesel or Electric) and the third letter denotes the kind of traffic for
which they are suited (goods, passenger, mixed or shunting). The fourth
letter used to denote locomotives' chronological model number. However,
from 2002 a new classification scheme has been adopted. Under this
system, for newer diesel locomotives, the fourth letter will denote their
horsepower range. Electric locomotives don't come under this scheme and
even all diesel locos are not covered. For them this letter denotes their
model number as usual.
A locomotive may sometimes have a fifth letter in its name which
generally denotes a technical variant or subclass or subtype. This fifth
letter indicates some smaller variation in the basic model or series,
perhaps different motors, or a different manufacturer. With the new
scheme for classifying diesel locomotives (as mentioned above) the fifth
item is a letter that further refines the horsepower indication in 100hp
increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this
scheme, a WDP-3A refers to a 3,100 hp (2,300 kW) loco, while a WDM-3F
would be a 3,600 hp (2,700 kW) loco.
Note: This classification system does not apply to steam locomotives in
India as they have become non-functional now. They retained their
original class names such as M class or WP class.
Shop No.-11A
In this shop welding process ,fitting of bench in the EMU these types of
works are doned.

26. 26 | P a g e
Welding Process: The welding surfaces and the surrounding area shall be
free from loose or thick scale, slag, mill scale, moisture, grease, oil, rust
etc. that would prevent proper welding. All members to be welded shall
be brought into correct alignment and held in position by clamps, wedges,
strong backs, fixtures etc. until welding is completed. Tack welds shall be
made with the same electrodes that meet the requirements of the final
welds and shall be cleaned thoroughly. The length of tack weld and the
distance between two consecutive tacks shall be suitably selected by the
manufacturer to avoid defects like distortions, warpage etc. Procedure for
tack welding as specified in IS:9595 should be followed.
Filler metal : MIG welding process using CO2 gas as shielding media shall
be used for curved areas where as submerged arc welding shall be used
for straight areas. RDSO approved brand of filler wire shall be adopted.
Welders qualification:
Qualified welder as per IS: 817 shall be employed for fabrication work and
Radiographic test shall be carried out. The edge preparation shall be in
accordance with the thickness of the plates. The welding shall reveal high
standard of workmanship. However, if welders employed are qualified to
any other international approved standards, prior approval of Inspecting
Agency is necessary.
Joints
1. Gaps and fit-ups shall be checked before starting the welding.
2. Use of Backing plates below the gaps of the joints is not permitted.
Position
As far as possible, all the weld joints shall be welded in down hand
position, if necessary by using manipulators.
Weaving bead Technique and Interpass cleaning technique shall be
adopted by grinding
and using wire brushes. Welding parameters as recommended by the
electrode manufactures may be followed.

27. 27 | P a g e
Pre-Heat
1. Inter pass temperature of 1500 C to 2000 C shall be maintained
throughout the welding.
2. Electrodes shall be pre-heated, in the electric ovens, to a temperature
of 1500 C to 2500 C for 2 hours before they are used.
Quality of Weld joints
Visual (By using magnifying glass if required)
Weld joints shall have uniform beading and smooth change over from
weld deposit to the parent metal and thorough fusion between adjacent
layers of weld metal and between weld metal and parent metal.
They shall be free from cracks, craters, undercuts, overlaps, porosities,
inclusions, blow-holes etc.
The fillet weld profile shall be made concave by grinding so that smooth
transition occurs at the toe of weld maintaining correct size of the welds.
The slags shall be thoroughly removed and cleaned after each interpass.
The welds shall be ground to eliminate stress raisers and to improve
fatigue life. Members distorted by welding shall be straightened by
carefully supervised application of heat. The temperature of heating areas
shall not exceed 6500 C. Mechanical method may also be used with
application of heat. All the rework and straightening operations shall be
completed before stress relieving.
Shop No.-14
Shop no-14 is rewinding shop of kanchrapara Railway workshop, Where
both periodic Overhauling and rewinding of Traction Motor Armature
,Field coil are done.
a)Heavy Armature: The armature winding is the main current-carrying
winding in which the electromotive force or counter-emf of rotation is
induced. The current in the armature winding is known as the armature

28. 28 | P a g e
current. The location of the winding depends upon the type of machine.
The armature windings of dc motors are located on the rotor, since they
must operate in union with the commutator. In DC rotating machines
other than brushless DC machines, it is usually rotating. Our Process Build
Core Stack and Press Iron Install shaft, equalizers and armature coils Cut,
machine and weld leads Permanent banding Curing and VPI Undercuting
Remove excess mica Clean bars Balancing Spin Seasoning Diamond Cut
Electric/Ground Test Epoxy/Teflon band seal The Swiger Coil Difference
Swiger Coil Systems has extensive expertise in customized precision
armature winding manufacturing for transit and industrial markets. Stator
rewinding and refurbishing services for traction motors are also available.
Capabilities and Technologies
New manufacturing equipment has been added in all departments and
we've invested over $2 million in our business in the past few years.
Contact Swiger Coil
Swiger Coil is committed to providing the best customer service and
products. Contact us today for more information about our products or
services and what they can do for your business.
b)Core and Commutator section : The commutator of DC motor is a
cylindrical structure made up of copper segments stacked together, but
insulated from each other by mica. Its main function as far as the DC
motor is concerned is to commute or relay the supply current from the
mains to the armature winding housed over a rotating structure through
the brushes of DC motor.
We not only manufacture new commutators to meet your durability
standards, we also rebuild them to stand up to the most punishing
industrial conditions imaginable. All our steel core and mica industrial
commutators have an extremely versatile and durable construction that
includes wedge shaped copper bars made from two grades of silver-
bearing industrial copper, combined with the highest quality mica

29. 29 | P a g e
available. This provides you with quality commutators that are “better
than new.”
Depending on service requirements, steel clamping can be rivet, nut or
bolt construction
Bar-to-bar insulation is also available in flush or subflush mica designs
Subflush eliminates the added cost to undercut Steel shell and cap are
one-piece precision machined tubular shell, with dovetail anchoring for a
firm interlock with the copper mica assembly.
c)Traction Transformer:
More than half the world’s electrical locomotives and train sets are
powered by ABB transformers, and the vast majority of the world’s train
manufacturers and rail operators rely on them.
ABB's traction transformers are integral to this capability. Their function is
to transfer electric power from the catenary to the motor by lowering the
network’s high voltage to low voltage for use by the converters. They have
to be compact, lightweight and exceptionally reliable, as they are often a
non-redundant traction component.
Engineered for very harsh and demanding environments, the transformers
are designed to power heavy freight loads over long distances of more
than 1,000 km and on tracks with many challenges - steep profiles, short
curve radii, excessive wear, voltage drops in long sections, and extreme
low and high temperatures.
Product scope
Electrical Power : 6,000 - 12,500 kVA
Network: 25 kV/50 Hz; 15 kV/16 2/3 Hz; 1.5 kV/DC; 3 kV 7 DC; 11 kV/16
2/3 Hz; 12 kV/25 Hz; 12.5 kV/60 Hz; 25 kV/60 Hz
Insulating fluid: ester or mineral
Insulation class: A, Hybrid, F and H
Mechanical Weight: 6,000 - 15,000 kg
Size (L x I x H): approx. 2.5 x 2 x 1 m and 4.5 x 2.5 x 1.5 m (under frame)
Assembly on vehicle: under frame or machine room

30. 30 | P a g e
Tank material: Aluminium, low and high temperature steel
Accessories: cooling system, pumps and oil flow indicator, oil level
detector, overpressure valve, PT100 for thermal control, thermostat, filling
and draining valves, relay Buchholz, current measurement.
CONCLUSION
After completing our industrial training on Eastern Railways, we come
across that ‘Railway system’ is a large system Which Shows the
implementation of Electrical Engineering, but Electronics and software
application also included.
Through it was hard to know the details of Railway System in a close view,
this training helped me for my future educational life. By this training I
have to gather some overview knowledge. Now this is not hard to me

31. 31 | P a g e
what are electrical components or device a EMU or LOCOMOTIVE
contains. After completing this Training I am ensure that what is actual
difference between practical and Theoretical knowledge.
I am very grateful to all Supervisors and works man who helped us to
complete this training.
REFERENCES
1. www.wikipedia.org
2. www.slideshare.com
3. www.google.in
4. Electrical substations-SunilS Rao
5. A Course Of power System-J.B. Gupta

32. 32 | P a g e
6. Google images
7. E-books