The document provides a report on vocational training received by four students at various Indian Railway locations. It summarizes their visits to Sealdah station power house and substation where they observed feeders, transformers, and the 25kV autotransformer system. It also describes visits to Barasat car shed where they learned about overhead electrification systems, pantographs, and traction motors. Their final visit was to Narkeldanga car shed where they examined equipment like pantographs, transformers, rectifiers, and protection circuits used in electric multiple unit trains.

1. PROJECT REPORT ON VOCATIONAL
TRAINING
IN
INDIAN RAILWAY

2. ACKNOWLEDGEMENT
We (Subhra Das, Kumar Saurabh, Soutik Das & Uddipan
Halder) students of Camellia Institute of Technology
Digberia(Badu Road, Madhyamgram) would like to pay
our Heart Felt Thanks to the Indian Railway for providing
an Immense knowledge and Cooperation. We would like
to express our Gratitude to Mr A.K.Ghosh.
We are greatful to our Training Guides, Inspiration and
Constructive Suggestion that is helpful for us during the
Training Period.
1. Mr Debasis Roy (SSE/TSR/SPR)
2. Mr Alok Chowdhury(SSE/IC/TSR/NKG)

3. INTRODUCTION
Indian Railway is the world’s fourth largest
commercial, by number of employees with
over 1.4 million employees. Railways were first
introduced in India in 1853. Indian Railways
operates both long distance and suburban rail
systems on a multi-gauge network of board
meter and narrow gauges.
From 20th December 2010, the railways had
developed a 5 digit numbering system. This
need is required because IR runs 10,000 trains
daily.

4. AT
SEALDAH STATION
SSE/E(G)/SDAH-I
(POWER HOUSE AND SUB-
STATION)

5. SEALDAH STATION
At first We went to Sealdah station power
house, from there we all sent to ‘Dakineshwar
Sub-station’, their We saw feeders that took the
power from CESC and supplied to various colony
,pump, pillers, etc.

6. DAKINESHWAR SUB-STATION
2 x 25 kV autotransformer system
The 2 x 25 kV autotransformer system may be used on 25 kV lines to reduce
energy losses. It should not be confused with the 50 kV system. The voltage
between the overhead line (3) and the feeder line (5) is 50 kV but the voltage
between the overhead line (3) and the running rails (4) remains at 25 kV and this
is the voltage supplied to the train. This system is used by Indian Railways

7. FEEDER
The feeders that receives the power from CESC, and the
power is step down with the help of step down
transformer and then supplied to various
colonies, piller box, etc. This process is shown with the
help of above connection diagram.
6kv from CESC goes to HT OCB 400A with the help of HT
busbar 400A is divided into two 200A and sent to two
transformer each of 250 kVA then sent to various parts.

8. OIL TYPE TRANSFORMER
• Transformer oil or insulating oil is usually a highly-refined mineral oil that is stable at high
temperatures and has excellent electrical insulating properties. It is used in oil-filled
transformers, circuit breakers. Its functions are to insulate, suppress corona and arcing, and
to serve as a coolant.
• The oil helps cool the transformer. Because it also provides part of the electrical insulation
between internal live parts, transformer oil must remain stable at high temperatures for an
extended period. To improve cooling of large power transformers, the oil-filled tank may
have external radiators through which the oil circulates by natural convection.
• The flash point (min) and pour point (max) are 140 °C and −6 °C respectively. The
dielectric strength of new untreated oil is 12 MV/m (RMS) and after treatment it should be
>24 MV/m (RMS).

9. Testing and oil quality
• Transformer oils are subject to electrical and mechanical stresses while a
transformer is in operation. In addition there is contamination caused by
chemical interactions with windings and other solid insulation, catalyzed by
high operating temperature. As a result the original chemical properties of
transformer oil changes gradually, rendering it ineffective for its intended
purpose after many years. Hence this oil has to be periodically tested to
ascertain its basic electrical properties,
These tests can be divided into:-
1.Dissolved gas analysis
2.Furan analysis
3.PCB analysis
4.General electrical & physical tests:-
Color & Appearance
Breakdown Voltage
Water Content

10. AT
BARASAT CARSHED
SSE/TRS/BT

11. TRACTION
In Overhead Electrification Systems, the supply of electricity is
through an overhead system of suspended cables known as the
Catenary
The loco uses a Pantograph, to make contact with the overhead
contact cable and draw electricity from it to power its motors.

12. The return path for the electricity is through the body of the loco and
the wheels to the tracks, which are electrically grounded.
Conductivity may be reduced in cases of dirt and debris on the rails.

13. There are 2 types of Electrification System in Indian Railways –
• DC System: In DC systems with overhead catenary, the basic
principle is the same, with the catenary being supplied
electricity at 1.5Kv DC. The current from the catenary goes
directly to the motors OR convert the DC supply to AC
internally using inverters or a motor-generator combination
which then drives AC motors.
• Single system (AC): The overhead catenary is fed electricity
at 25Kv AC (single-phase) from feeding posts which are
positioned at frequent intervals alongside the track.
A Remote Control Centre, has facilities for controlling the
power supply to different sections of the catenaries fed by
several substations in the area.

14. VOLTAGE USED FOR ELECTRIC TRACTION IN
INDIA
• Voltages used are 1.5Kv DC and 25Kv AC for mainline trains.
• The 1.5Kv DC overhead system is used around Bombay.
• The Calcutta Metro uses 750V DC traction with a third-rail
mechanism for delivering the electricity to the EMUs.
• The Calcutta trams use 550V DC with an overhead catenary system
with underground return conductors.
●Delhi Metro uses 25KV AC Overhead Traction.

15. NO LOAD TESTING SCHEDULE OF A ASSEMBLED
TRACTION MOTOR
(1) The motor is run at 1500 RPM, if running is smooth the motor is run for 30
minutes.
(2) The rotation of the motor is changed and run at 1500 RPM for another 30
minute. Steady state temperature rise, should motor exceed 35degree centi
to 40degree centi.
(3) The speed is increased to 2000 RPM and run up to 15 minutes.
(4) The speed is increased to about 2725 RPM.
Temperature rise in the zone should not exceed 50 to 60 degree centigrade.

16. AT
NARKELDANGA CARSHED
SSE/TRS/NKG

17. APPARATUS USED
• PANTOGRAPH
• MAIN TRANSFORMER
• RECTIFIER
• REVERSER
• CLR
• WINDING CHANGE-OVER SWITCH
• BATTERY & BATTERY CHARGER
• PROTECTION CIRCUIT AND RELAY
• SWITCH GROUP 1 & 2

18. DISC JUNCTION
PANTOGRAPH CURRENT MAIN
TRANSFORMER TRANSFORMER
SMOOTHING RECTIFIER TAP
REACTOR CHANGER
ADDITIONAL
SMOOTHING REVERSER MOTOR
REACTOR
BLOCK DIAGRAM

19. TRACTIVE EFFORT DISTRIBUTION IN E.M.U.

20. Electric multiple unit:
Electric multiple units (EMU) are the most dependable transport system in urban areas.
An EMU generally comprises of 9 coaches. In some cases it can be 12 coaches also.
There are 2 types of coaches with respect point of view.
One is the motor coach and other is the trailer coach.
Here in the EMU there are 3 motor coaches and 6 trailer coaches in the total of 9
coaches EMU.
On other there are 4 motor coaches and 8 trailer coaches in the total of 12 coaches EMU.
GENERAL CONFIGURATION OF Nine coaches E.M.U.

21. Twelve coaches E.M.U.
T/L = Trailer Coach
M/C = Motor Coach

22. Presented by –
1. Subhra Das
2. Kumar Saurabh
3. Soutik Das
4. Uddipan Halder