Vocational Training Report on Indian Railway System and Operation

VOCATIONAL TRAINING ON INDIAN RAILWAY
By
PRATAP BHUNIA
Department of Electrical Engineering
Techno India, Salt Lake
EM 4/1, Sector V, Salt Lake, Kolkata-700091
July, 2014

1 | P a g e
© 2014 Pratap Bhunia All Rights Reserved
Submitted in Partial Fulfillment of the Requirements for the Degree of
Bachelor of Technology
In
Electrical Engineering
By
PRATAP BHUNIA
Roll No-
Submitted to the Department of Divisional Electrical Engineer (G)
Eastern Railway, Sealdah
July, 2014

2 | P a g e
CERTIFICATE
This is to certify that Project Report entitled “VOCATIONAL TRAINING ON INDIAN
RAILWAY” which is submitted by PRATAP BHUNIA in partial fulfillment of the
requirement for the award of degree B.Tech. in Department of ELECTRICAL ENGINEERING
of West Bengal University OF Technology (WBUT) is a record of the candidate own work
carried out by him under my/our supervision. The matter embodied in this thesis is original and
has not been submitted for the award of any other degree.
Date: Signature
Place:
Divisional Electrical Engineer (G)

3 | P a g e
Vocational Training Schedule (June-July),2014
Date of Training Place of Training Concerned Trainer
23.06.2014 - 26.06.2014 SSE/ACC/RAJ/SDAH
27.06.2014 - 30.06.2014 SSE/TL/SDAH
01.07.2014 - 04.07.2014 SSE/E/G/SDAH

4 | P a g e
DECLARATION
I hereby declare that this submission is my own work and that, to the best of my knowledge and
belief, it contains no material previously published or written by another person nor material
which to a substantial extent has been accepted for the award of any other degree or diploma
of the university or other institute of higher learning, except where due acknowledgment has
been made in the text.
Signature:
Name:
Roll No:
Date:
Place:

5 | P a g e
ACKNOWLEDGEMENT
Any accomplishment requires effort of many people and this work is not different.
This satisfaction drives for accomplishment would be with acknowledging the
effort of persons behind it.
I express my gratitude to Mr. T. Yadav SSE/TL/SDAH, Mr. G. Jana
JEE/ACC/RAJ/SDAH, Mr. J. Roy JEE/ACC/RAJ/SDAH for allowing me to
carry the project in the Sealdah Workshop.
I am grateful to Mr. Asit Pradhan Das for providing me motivation and guidance
during the entire training. His valuable suggestions and comments have made it
possible for me to complete this training report.
I am also thankful to Mr. S. Paul HOD, EE Dept. in our college for giving me an
opportunity for an vocational training in Sealdah Railway Workshop.
Thanks are also due to all the staff members of the workshop for helping me in
providing enough information on project related topics.
Lastly I would like to thank my friends along with whom I completed my training
and without whose help this project would remain incomplete.
Signature:
Name:
Roll No:
Date:
Place:

6 | P a g e
TABLE OF CONTENTS
TOPIC PAGE
 INDIAN RAILWAY 7-11
 AIR CONDITIONING 12-37
 TRAIN LIGHTING 38-43
 POWER HOUSE & SUBSTATION 44-50

7 | P a g e
INDIAN RAILWAYS
Introduction
Indian Railways, abbreviated as IR, is the state-owned railway company of India, which owns
and operates most of the country's rail transport. It is overseen by the Ministry of Railways of
the Government of India.
Indian Railways has one of the largest and busiest rail networks in the world. It is one of the
world's largest commercial or utility employers, with more than 1.4 million employees. The
railways traverse the length and breadth of the country, covering 6,909 stations over a total
route length of more than 63,327 kilometers (39,350 mi). As to rolling stock, IR owns over
200,000 (freight) wagons, 50,000 coaches and 8,000 locomotives (Approx).
History
Railways were first introduced to India in 1853. By 1947, the year of India's independence,
there were forty-two rail systems. In 1951 the systems were nationalized as one unit, becoming
one of the largest networks in the world. IR operates both long distance and suburban rail
systems on a multi-gauge network of ''broad'', ''meter'' and ''narrow'' gauges. It also owns
locomotive and coach production facilities.

8 | P a g e

9 | P a g e
Organizational Structure
Indian Railways is a department owned and controlled by the Government of India, via the
Ministry of Railways. As of March 2012, the Railway Ministry is headed by
Pawan_Kumar_Bansal , the Union Minister for Railways and assisted by two ministers of
State for Railways. Indian Railways is administered by the Railway Board, which has a
financial commissioner, five members and a chairman.
Railway Zones
Indian Railways is divided into zones, which are further sub-divided into divisions. The number
of zones in Indian Railways increased from six to eight in 1951, nine in 1952, and finally 16 in
2003. Each zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-seven divisions. The Kolkata Metro is owned and
operated by Indian Railways, but is not a part of any of the zones. It is administratively
considered to have the status of a zonal railway.
Sl
No.
Name Abbr. Date
Established
Headquarters Divisions
1 Central CR Nov 5, 1951 Mumbai Mumbai, Bhusawal,
Pune, Solapur, Nagpur
2 East Central ECR Oct 1,2002 Hajipur Danapur, Dhanbad,
Mughalsarai,
Samastipur, Sonpur
3 East Coast ECOR Apr 1,2003 Bhubaneswar Khurda Road,
Sambalpur,
Visakhapatnam
4 Eastern ER Apr ,1952 Kolkata Howrah, Sealdah,
Asansol, Malda
5 North Central NCR Apr 1,2003 Allahabad Allahabad, Agra, Jhansi
6 North Eastern NER 1952 Gorakhpur Izzatnagar, Lucknow,
Varanasi
7 North Western NWR Oct 1,2002 Jaipur Jaipur, Ajmer, Bikaner,
Jodhpur
8 North East
Frontier
NFR 1958 Guwahati Alipurduar, Katihar,
Lumding,
9 Northern NR Apr 14,1952 Delhi Delhi, Ambala,
Firozpur, Lucknow,
Moradabad
10 South Central SCR Oct 2,1966 Secunderabad Secunderabad,
Hyderabad, Guntakal,
Guntur, Nanded,
Vijayawada

10 | P a g e
11 South East
Central
SECR Apr 1,2003 Bilaspur,CG Bilaspur, Raipur,
Nagpur
12 South Eastern SER 1955 Kolkata Adra, Chakradharpur,
Kharagpur, Ranchi
13 South western SWR Apr 1,2003 Hubli Hubli, Bangalore,
Mysore
14 Southern SR Apr 14,1951 Chennai Chennai, Madurai,
Palakkad, Salem,
Tiruchchirapalli,
Thiruvanathapuram
15 West Central WCR Apr 1,2003 Jabalpur Jabalpur, Bhopal, Kota
16 Western WR Nov 5,1951 Mumbai Mumbai Central,
Vadodara, Ratlam,
Ahmedabad, Rajkot,
Bhavnagar
Production Unit of Indian Railway
The Indian railway manufactures a lot of its rolling stock and heavy engineering components.
As with most developing economies, the main reasons is import substitution of expensive
technology related products. This was relevant when the general state of the national
engineering industry was immature.
The six manufacturing plants of the Indian Railways, called production units, are managed
directly by the ministry. This six production units are:
 Chittaranjan Locomotive Works, Chittaranjan
 Diesel locomotive Work, Varanasi
 Diesel-loco modernization work, Patiala
 Integral Coach Factory, Chennai
 Rail Coach Factory, Kapurthala
 Rail Wheel Factory, Bangalore
 Rail Spring Karkhana, Gwalior
Other independent units of Indian Railways are:
 Central organization for Railway Electrification, Allahabad
 Central organization for Modernization of Workshop, New Delhi

11 | P a g e
 Indian Railway At a Glance
 Founded : 26 April 1853
 Headquarters : New Delhi,
 Area served : India
 Key people : Union Railway Minister: Mallikarjun Kharge
Ministers of State for Railways: Sadananda Gowda
 Industry : Railways and Locomotives
 Services : Rail transport (Ministry of Railways, Government)
 Employees : 1,406,430 (2007)
 Divisions : 16 Railway Zones
 Website : www.indianrailways.gov.in
Sealdah Railway Station

12 | P a g e
AIR CONDITIONING
1. INTRODUCTION
The term 'Air Conditioning' was coined by Mr. S.W. Cramer in 1906 while he was making
efforts in putting the air in a fit condition for the textile industry. The term has since come
into use in its broader sense implying control of any or all of the physical or chemical
properties of air within any enclosure.
Comfort air conditioning has been defined by Dr. D.W. Carrier as under:
“Artificial simultaneous control within enclosures of variable humidity, temperature, air
motion and air cleanliness.” Odour control is another factor concerning comfort which has
been subsequently included in the above definition.
Any change in these conditions results in a change in the physiological functions of the body
and the body tries to adjust itself to the changing outside conditions. The performance of
adjustments takes time and sensation of comfort or discomfort would depend upon the quick
or slow adjustment. Often the adjustment may not be reached with consequent increase in
discomfort.
Net refrigerating effect, KW per ton of refrigeration and C.O.P are of extreme importance in
the design and operation of A.C. systems. The value of these factors depends on the
refrigerant used, efficiency of the components and the temperatures of evaporator and
condenser.
2. AIRCONDITIONING OF RAILWAY COACHES
Passengers in a railway travel are adversely affected by infiltration of air unpleasantly laden
with dust due to open windows. This is more so in case of high speed passenger carrying
trains. Secondly for a tropical country like India, the temperature varies from 46 degree C
during summer to 2 degree C during winter. Air conditioning of railway coaches is, therefore,
necessary for the maximum comfort and well being of passengers in a railway travel. In
keeping with modern trend, air conditioning of coaches for upper class travellers and lately
even for lower class travellers has been introduced by the Indian Railways.
REQUIREMENTS OF RAILWAY COACH AIRCONDITIONING SYSTEM
• Supplying clean fresh air at a controlled uniform temperature.
• Catering, within the confines of the Railway carriages to the continuously changing number
of passengers.
• Providing for heating as well as cooling on a train that travels through areas of widely
differing climate during its journey.
• Operation of the equipment from power generated, stored and controlled on the train.

13 | P a g e

14 | P a g e
CLASSIFICATION OF AIRCONDITIONED COACHES
DESCRIPTION OF POWER SUPPLY
SG Coaches
The electrical power for the self generating type of coaches is derived from the alternator
mounted on bogie transom of the coach and driven by the axle through 'V belt drive as long as
the coach is in motion at the minimum full load output (MFO) speed of the alternator. During
stationary or when the coach is running at less than MFO speed the entire coach load is met by
the battery of 800 AH capacity. Provision for charging and precooling the coach from external
supply has been made by means of battery charger, 200A rating mounted on the coach under
frame. Two numbers of 415 V, 3 ph, ac, precooling sockets have been provided diagonally on
the end walls. The alternator working in association with rectifier cum regulator gives an output
of 18 KW at 130 V, DC in the underslung type of AC coach, whereas the alternator capacity is
25Kw in the RMPU AC coach. One alternator set per AC plant has been fitted in the self
generating type AC coaches.
EOG Coaches
The electrical power supply for end on generation type AC coaches is derived from separate
generator cars marshalled at the ends of the train formation, with generation and transmission
voltage of 415 V, 3 ph, AC. The power for individual coaches is tapped by means of rotary
switch from any one of the double feeders running along the coach leading from the power
cars, and coupled between coaches by means of inter-vehicular couplers. The airconditioning
equipment works at 415V, 3 phase AC supply and train lighting equipment work at 110V, AC,
obtained between phase and neutral derived from a 3 KVA,415/190V, 4 wire step down
transformer.

15 | P a g e
A/C EQUIPMENT IN RAILWAY COACHES
This consists of the following:
• Evaporator Unit.
• Compressor.
• Condenser Unit.
• Gauge panel.
• A/C control panel.
• Air Duct.
• Refrigerant piping & joints.
• Wiring.

16 | P a g e

17 | P a g e

18 | P a g e

19 | P a g e
3. ROOF MOUNTED AIR-CONDITIONING PACKAGE UNITS
BRIEF DESCRIPTION
The roof-mounted AC equipment for AC coaches of Indian Railways would provide more
comfortable journey and also help attach more coaches in the superfast trains like Rajdhani
Expresses. These roof-mounted AC units of new design are more efficient and lightweight and
are manufactured indigenously.
Two high capacity packaged air-conditioning units of minimum of 7.0 TR of cooling in 45°C
ambient i.e. 14.0 TR for one coach, will replace the present underframe open type AC system
of capacity 5.2 TR each (Total 10.4 TR) for each coach. Two packaged units are used in one
coach each mounted above the toilets on both ends supplying conditioned air into a tapered
duct to serve the coach end to end. The units (two in each coach) are fitted with 4 compressors
but operate under normal with 3 compressors and the 4th one acts as standby and works only
during peak days of the summer.
Compressors are started in sequence with time delay to reduce the peak demand of electricity
during start ups. These units are thus more energy efficient and are more reliable than the
existing open units and would be better in operation.
The high capacity AC units of roof mounted type is a fore runner to futuristic superfast trains.
This units can work on E.O.G. systems in addition to S.G. systems. The roof mounted unit
needs approximately 11.5 KW, 20 ampere at normal condition.
PRESENT SYSTEM
The AC coaches running on Indian Railways can be broadly divided into two categories.
• Self generating (S.G.) coaches.
• End-On-Generation (EOG) coaches.
Self-Generating Coaches
Power supply demand for AC equipments is met from axle driven transom-mounted
brushless alternator which is rated for 110 V DC supply. At low speeds and during halts the
power requirement is met from 110 V lead acid battery housed in battery boxes mounted on
the underframe of the coach.
End-On-Generation Coaches
AC coaches draw power from the diesel-generating sets carried in coaches put in the front and
rear of the rake, functioning at 415/750 V, 3 phase, 50 Hz AC supply. The power is distributed
to entire rake and thus to each coach through two sets of 3 phase 415/750 V feeders. Each
coach is provided with control, distribution and feeder changeover arrangement on 415/750 V
control panel. The AC equipments operate at 415 V, 3 phase, 50 Hz AC supply.
The airconditioning system in both types (SG or EOG) of Indian Railways stipulates use of
open type compressor, condenser, liquid receiver with dehydrator separately mounted on the
underframe of the coach. The evaporator comprising cooling coils, heater elements and
blower fans with motor is mounted between coach roof and false ceiling. The conditioned air
is blown through the central duct and distributed inside the coach through adjustable grills
diffusers.

20 | P a g e
PERFORMANCE OF ROOF MOUNTED AC PACKAGE UNITS
Major problems/short comings experienced by railways with roof mounted AC package units
are,
• Gas leakage.
• Water ingress into corridor.
• Tripping of packages through safety cut-outs.
• Failure of AC control panel
4. SALIENT FEATURES OF AIRCONDITIONING IN LHB
VARIANTS OF AC COACHES
8.0 LHB coaches are coaches of special design being mow manufactured by RCF Kapurthala
on the basis of design and technological transfer from M/S ALSTHOM LHB. The air-
conditioning of these coaches incorporate micro-processor controlled air-conditioning system
with a number of advanced technical features for comfort air-conditioning. The important
features of air-conditioning are as follows .The various RMPUS used in LHB coaches are
1) Sidwal make,
2) Fedder lloyd make
3) Amit engineering make
4) Lloyd Electric makes.
The AC system is described below based on Sidwal make RMPU ac coach package unit and
their systems
ROOF MOUNTED AC PACKAGE UNIT (SIDWAL MAKE)
The AC system for all type of coaches and generator cars of Indian railways provides the
following functions in all rooms used by either the train staff of passengers, such as the
passenger compartment, staff compartment, WC, kitchen and rooms accommodating the
switchgear.
• Ventilation
• Air heater
• Air cooling
• Air dehumidification
• Air filtering

21 | P a g e
CONSTRUCTION
The coaches are provided with two Nos compact air-conditioning units each and the
generator cars with one air- conditioning unit each. However the units used in the different
car type are identical.

22 | P a g e
Diagram of Control panel in LHB coaches
The AC system for the Passenger and Generator cars consists of the following assemblies:
• Compact air conditioning unit
• Duct system
• Exhaust air system
- Exhaust air unit
- WC/WC exhaust fan
- WC/switch cabinet exhaust fan
• Circulating air duct system
• Fresh air screen
• Open/closed-loop control devices
• Sensors

23 | P a g e
5. RAJDHANI EXPRESS
In Rajdhani Express LHB Coaches are used and as well as there RMPU AC Coached are
used. RMPU system we are discuss earlier so, here we are discuss about the details of the
LHB Coaches. We are know that in Rajdhani Express total number of coaches 21 but only 17
coaches are travellers useable and two Power Car and two Pantry Car is there. In Rajdhani
Express End On Generation (EOG) system is used. Here two power Car supply the total
power for AC System and Lighting and Pantry purpose.
The Route Map of Sealdah – New Delhi Rajdhani Express:-
The three main part of Rajdhani Express are:-
(i) LHB COACHES
(ii) POWER CAR
(iii) PANTRY CAR

24 | P a g e
LHB COACHES
Based on new German technology, the Linke Holfmann Bush (LHB) coaches are the gift of
the Indian Railways to elite passengers.
The providential escape of the passengers of Bhubaneswar-New Delhi Rajdhani Express near
Gaya on the Grand Chord section of Mughalsarai section of East Central Railway (ECR) on
Monday night after derailment of about eight of it coaches was possible mainly due to the
LHB coaches which stuck to the ground soon after derailment.
Initially, the railways had introduced LHB coaches in the Shatabdi and Rajdhani Express
trains from safety point of view. However, these coaches have become inevitable now at a
time when the railways is seriously thinking about running faster trains on the existing track
condition in the country, sources said. The railways intends to introduce LHB coaches in all
mail and express trains in future.
According to a Railway Board official, the railways has imported two rakes comprising 20
coaches from Germany in early 2000 and then started manufacturing LHB coaches at the Rail
Coach Factory, Kapurthala, after transfer of technology. Keeping in mind the fact that LHB
coaches are superior to conventional coaches and could run at the maximum speed of 160 to
200 kmph, the railway ministry had given its nod for production of more LHB coaches a few
years ago.
LHB coaches are anti-telescopic and cannot turn turtle in the event of any derailment or
collision. The cost of each LHB coach is about Rs 1.5 crore to 2 crore, but the cost of each
power car (locomotive) is about Rs 3 crore. LHB coaches have more riding comforts due to
improved suspension system.
The LHB coaches are fitted with microprocessor controlled high capacity air conditioning
system, which gives passengers better comforts during summer and winter season. That apart,
these coaches have capacity to accommodate about 72 passengers in each AC-3 coach as
against 64 passengers in other AC-3 conventional coach. Similarly, the number of berths is
more in LHB AC-2 and AC-1 coaches, sources said.
Dwelling at length on its super-quality and design structure, the Railway Board official said
that the sound level of LHB coaches is hardly 60 decibels while it is about 100 decibels in
conventional coaches.
The disc brake system of LHB coaches is superior to that of conventionally used thread brake
system. Besides, the Fiat technology used in LHB coaches is both heat and cold resistant. The
new technology consumes less energy while creating heat and cooling effect in these new
coaches.
The controlled discharge toilet system (CDTS) in LHB coaches is an added advantage with
them. The windows are wider and each coach has a pantry provision, he said, adding that the

25 | P a g e
railways has partially modified the design of these coaches to fulfil the needs of passengers.
This is not a solitary instance when lives of passengers were saved. Similar incidents took
place elsewhere, but the LHB coaches have always proved to be life-saving for passengers in
the wake of derailment.

26 | P a g e
COMPONENTS OF LHB COACH
The main components in LHB Coaches are:-
 PUMP :-
In LHB Coaches two pump set are used for pumping the water for bathroom and
toilet facility form the under the coaches . One pump used one time and other one this
time stop amd this pump starting process control by the Microprocessor.
The specification of those pumps are –
0.5 HP Motor, 415 Volts 3 Phase AC Supply.
 MICROPROCESSOR :-
In LHB Coaches a Microprocessor is used for many purpose. The main purpose are
The Battery Charging System and other controlling system. This microprocessor also
control the start and stop of the pumps.

27 | P a g e
 TRANSFORMER :-
In LHB Coaches 750 volts 3 phase AC supply is given by bus bar in the down side of
the coaches. We can take from the main 750 volts power supply form bus bar tapping.
The Specification of Transformer are-
60KVA, 750/415 Volts.
 LIGHTING :-
We are know that the lighting system of the Rajdhani Express is very impressive.
Here for lighting purpose 110 Volt AC and DC both are used. For giving 110 Volts
AC one another transformer (1KVA-1.5KVA, 415/110 Volts) is used . For emergency
purpose such of light can operate on 110 Volts DC supply. This 110 Volts DC supply
is given by Battery.

28 | P a g e
 BATTERY AND IT’S CHARGING :-
Battery is used for lighting supply when power car not provided any power .
The specification of those battery are:-
12 Volts, 9 Cell, 70 Amp, and total supply voltages is 110 Volts.
Now for charging those battery two type of battery charger is used-
1. RBC:- RBC means Regulated Battery Charger. It is operate in 415 Volts 3 Phase
AC to 110 Volts DC.
2. EBC:- RBC means Emergency Battery Charger . When RBC is failed to charge
the battery then EBC start it’s operation and charge the battery. It also operate on
415 Volts 3 Phase AC to 110 volts DC.

29 | P a g e
 CHOPPER :-
Chopper is used for step down the 110 Volts AC to 24 Volts DC power supply.
This 24 volts DC supply is needed for the music system in the coaches.
This supply also needed for the automatic bathroom flashed system as well as for
passengers electric savings rager.
POWER CAR
INTRODUCTION
Power Car is most important for Rajdhani or other super deluxe train. In Rajdhani Express
generally EOG(End On Generation) Power Car is used. Here Power Car connected in End on
the coaches.
In Rajdhani express two Power Car is there and this two Power Car provided the total power
for AC System, Lighting and Pantry.

30 | P a g e
The Power car attached to the Rajdhani in the two end side.
The basic things about rajdhani’s Power Car are-
 In one Power Car two a.c generator/alternator is there, so total four
generator/alternator is in a Rajdhani Express.
 In Rajdhani Express two Power Car is there.
 The diesel is required for full load in one a.c generator is approximate 50 liters per
hour.
 The generated power is transferred to the coaches by bus bar.

31 | P a g e
The Components of Power Car:-
 A.C Generator:-
The A.C Generator is used for generating the power.
In one A.C Generator car two different A.C Generator is use-
1) Manufactured by Kerala Electrical & Allied Engineering Co. LTD (KEL).
The Specification of this A.C Generator is
 500 KVA, 750 volts 3 Phase A.C, 0.8 P.F, RPM-1500, PH SEQ-RYB, 50 HZ

32 | P a g e
2) Other one manufactured by KIRLOSKAR ELECTRIC CO. LTD
The Specification of this A.C Generator is
 500 KVA, 750 volts 3 Phase A.C, 0.8 P.F, RPM-1500, PH SEQ-RYB, 50 HZ
 Starter Motor:-
Starter motor is used for start the diesel engine. This starting process is automatic by
self-starter. This Starter Motor operate on 24 Volts DC.

33 | P a g e
 Radiator:-
Radiator is used for cooling the diesel engine. This radiator is operate by a Radiator Fan.
The Specification of Radiator fan is-
40 HP, 415 Volts 3 Phase A.C
 Battery:-
Battery has very important role in the Power Car. Battery is used for start the starter
motor. Generally two type of battery is used in the Power car. Total number of battery in
the power car are four. Total voltage of battery is 24 volts DC.
One battery has 6 volts, 120 Ampere/hour.
Secondly battery has 8 volts, 450 Ampere/hour.

34 | P a g e
 Smoke Detector :-
One Smoke Detector is use for detect the smoke in the engine room. When any smoke
is detect by the Smoke Detector then horn is start and operator informed by this.
PANTRY CAR
Pantry Car provided the total food accommodation in the Rajdhani or other super deluxe
express train.

35 | P a g e
This is the outer side view of the Pantry Car. We can also provided the outer side view of the
Pantry Car.
The main Components of the Pantry Car are describe below-
1. Transformer:-
LHB Coaches have one 60 KVA transformer and Pantry Car has also this 60 KVA
transformer but in Pantry Car has extra one Transformer which have input 415 Volts
and give output 230 Volts. This 230 Volts required for the other cooking instrument
and refrigerator.

36 | P a g e
2. Heater:-
In Pantry car have two type of heater –
One 2 KW and 4 coils.
Second 1.1 KW and 9 coils.
3. Refrigerator:-
In a Pantry Car have two door 330 liters one Refrigerator.
4. Toaster:-
Toaster is used in a Pantry Car. The specification of the toaster 2 KW, 220
volts AC.
5. Deep Frize:-
In a Pantry Car three Deep Frize is there.
6. Water Blower:-
Three Water Blower is in a Pantry Car. The specification of the water blower is
2 KW/3 KW.
7. Smoke Detector:-
In a Pantry Car a Smoke Detector is used for emergency case.
8. Insect Killer:-
Insect Killer is used in a pantry Car. This Insect Killer operate in 230 Volts
AC.

37 | P a g e

38 | P a g e
TRAIN LIGHTING
INTRODUCTION
Train lighting is one of the important passenger amenities which influence the image
of Railways. Although first train ran on 16th April 1883 from Mumbai CST to Thane, train
lighting system through axle driven dynamo pioneered by M/s. J. Stone & Co. came to Indian
Railways only by 1930. Dynamo / Brushless alternator driven from axle through flat / ‘V’
belts, supplies the load when train is in motion and charges the batteries. The batteries supply
the load when train is stationary. Following systems for train lighting are presently in use –
1) Axle driven system working on 110 V DC supply.
2) Mid on generation with 415 V, 3 Phase generation AC 110 V utilization.
3) End on generation with 3 Phase 415 V generation and AC 110 V utilization
4) End on generation with 3 Phase 750 V generation and AC 110 V utilization
A decision has been taken that all coaches now being built will have only 110 V
system. The coaches operated in 24 V system have already been converted to 110 V system.
AXLE GENERATION SYSTEM WORKING ON 24 V DC
Coaches provided with D.C. dynamo/brushless alternator were driven from coach
axle through flat belt or V belts on pulleys. The pulleys are mounted on axle as well as
dynamo/brushless alternator. The generation equipment used for axle generation are as
follows –
a) 60 A and 100 A Dynamos with inherent regulation
b) 100 A (3 KW) and 150 A (4.5 KW) brushless alternators with external
regulation for MG & BG respectively.

39 | P a g e
All D.C dynamos have already been replaced by brushless alternators in view of
simplicity in maintenance and superior characteristics for both high and low speeds. No new
DC dynamos are being procured and this system is practically non-existent at present. Lead
acid batteries of standard capacity 210 Ah, or 320 Ah are provided in each coach depending
on the connected load of the coach.
Normally, each coach should be able to meet its own load independently. Emergency
feed terminal boards are provided at each end of the coach to enable feeding from the
adjoining coaches on either side. This emergency feed is availed of only in case the coach is
unable to feed the load due to missing/defective generating equipment, regulator or batteries.
AXLE GENERATION WORKING ON D.C. 110 V SUPPLY
This system has proved more reliable and capable of meeting future increase in load.
It has, therefore, been adopted as standard for all future builds of self generating, coaches. In
this system 4.5 KW brushless alternators are driven through V-belts from axle.
Lead acid batteries 11O V, 120 Ah arranged from 3 cell Monoblock units, are
provided in the B.G. coaches. Four numbers of emergency feed terminals boxes for B.G. and
one number for M.G. coach, are provided on each end wall for interconnecting the coach to
adjacent coach to receive power, in the case generation fails. One number emergency
terminal box is provided centrally on each side of under frame to facilitate charging of
battery from external source. For BG AC coaches, 18 KW / 25 KW brushless alternators are
used. Two such alternators are used in AC-2T /AC-3T /Chair Cars and only an alternator is
used in First AC coach. Batteries of 800 / 11 00 AH capacity at 10 hr rating are used in I AC/
AC-2T / AC-3T /chair car of B.G. Coaches.

40 | P a g e
END-ON-GENERATION
Rakes of Rajdhani / Shatabdi express trains having heavy load of air-conditioned
coaches, pantry cars with electrically operated cooking appliances, use Diesel Generating
Sets housed in coaches known as Power cars to meet the load. Normally 2 power cars, one on
either side of rake, generate power at 750 V AC or 415 V AC, 3 phase, 50 cycles. All the
coaches of power cars are interconnected with each other through couplers consisting of
switchgear flexible cables. Power cars have control panel consisting of switchgear arid
protective relays, The power at 750 V/ 415 V is stepped down to 110 V AC for lighting and
fan load in the coaches.
SELF-GENERATION
The electrical power for the self generating type of coaches is derived from the alternator
mounted on bogie transom of the coach and driven by the axle through 'V belt drive as long
as the coach is in motion at the minimum full load output (MFO) speed of the alternator.
During stationary or when the coach is running at less than MFO speed the entire coach load
is met by the battery of 800 AH capacity. Provision for charging and precooling the coach
from external supply has been made by means of battery charger, 200A rating mounted on
the coach under frame. Two numbers of 415 V, 3 ph, ac, precooling sockets have been
provided diagonally on the end walls. The alternator working in association with rectifier
cum regulator gives an output of 18 KW at 130 V, DC in the underslung type of AC coach,
whereas the alternator capacity is 25Kw in the RMPU AC coach. One alternator set per AC
plant has been fitted in the self generating type AC coaches.

41 | P a g e
BRUSHLESS ALTERNATORS
Brushless alternators are governed by RDSO specification EL/TL/47 Rev'C" for 4.5
KW and 3.0 KW alternators. Approved manufacturers for the alternators are:
KEL (Kerala Electrical & Allied Engineering Industries)
BEACON ( Best & Crompton)
SIL ( Stone India Limited)
HMTD Engineering
CGL (Crompton Greaves Limited)
Some new makes are also coming up like PIPL, STESALITE, IEC etc
Inter-changeability of Components
Regulators of 4.5 KW Alternator for any make will work for any make of 4.5 kW
brushless alternator, for same voltage rating.
To achieve simplicity in maintenance, brushless alternators, having no moving
contacts or windings on rotors, have been introduced on 110V.
The ratings in use are:-
a) 4.5 KW, 120V BG non-AC coaches
b) 3.0 KW, 120 V for MG non-AC coaches
c) 12.0 KW, 120 V for MG AC coaches / Jan Shatabdi Non AC Coaches.
d) 18.0 KW, 130 V for BG AC coaches (old)
e) 25 KW,130V, alternator for BG AC coaches (new)
18 / 25 KW Brushless Alternator & Regulator (KEL make)
Principle of working of 18/25 KW brushless alternator is same as that of 4.5KW
Alternator. 18/25 KW alternator is used for AC coaches. The alternator with associated
regulator delivers 18/25 KW (at a constant voltage of 135+/- 5% from no load to 133 A) at
all train speeds above 50 KMPH. Two machines are used for Ac 2T/chair cars and one
machine is used for IAC coach for:-
a) Charging the coach battery consisting of 56 cells of 800 AH capacity (1100
AH in new coaches).
b) Supplying the coach loads like compressors, lights and blowers.
Alternator data
Output voltage 135 V±5% on D.C. side, (97V, 3 phase AC)
Current 140/193 A (Max) on DC side
Cut in speed 550 rpm (30 KMPH with half worn wheels
with pulley ratio 200/572.6)
Maxm. speed for full output 930 rpm for 135 A at 135 V
(51 KMPH)
Maxm. speed 2800 rpm (156 KMPH)
Class of Insulation F
Resistance between field terminals. 7.3 Ohm

42 | P a g e
25 KW ALTERNATORS
With the introduction of roof mounted package units and inverters in self generating
AC coaches (AC 2 tier, AC 3tier), there is increase in connected load. To meet the increased
load, Brushless Alternator of 25KW having same external dimensions as 18 KW Alternators
have been developed.
In the regulator for optimised alternator, of HMTD make, two magnetic amplifiers
have been used whereas only one magnetic amplifier has been used in regulator for
18/25 KW alternator.
ELECTRONIC RECTIFIER CUM REGULATOR (ERRU )
Main features of ERRU with UVC
• Fast and reliable switching devices.
• Alternator identifying facilities and
• Auto setting of parameters such as output DC voltage, battery current,
load current which in turn increase the life of battery and the
alternator itself.
• Monitoring real time value of alternator voltage, load current, battery
AH (IN), AH(OUT) etc., through interface fitted inside the coach.
Rating and Setting
(A) 25 kW Regulator:
Rating :
Voltage : 130 V
Full Load amps : 193 A
1-Hour rating amps : 222 A
Speed Range : 800 RPM to 2500 RPM.
Setting :
Normal : 127V +/- 0.5 V at 97 Amp.
And at 1500 RPM.
Over Load : 222 Amps at 120 V
Load Current : 230 Amps (Max)
Battery charging current: 110 Amps (Max.)

43 | P a g e
(B)18 kW Regulator
Rating :
Voltage : 130 V
Full Load amps : 138 A
Speed Range : 800 RPM to 2500 RPM.
Setting :
Normal : 127V +/- 0.5 V at 70 Amp.
And at 1500 RPM
Over Load : 150 Amps at 120 V
Battery charging current: 110 Amps (Max.)
BATTERIES
Conventional Lead Acid Cells for TL applications are used.
Type of cells in use for train lighting and coach air-conditioning are as under:-
Capacity of battery in AH Type of coach Where generally used
(at 27 Degree C at 10 Hr Rate)
120 110 V,BG coaches
450 MG AC Coach
525 Jan Shatabdi Non - AC coaches
800 II AC BG Coaches (Old) (Under-slung type)
1100 II AC BG Coaches (new)/AC 3 Tier Coach
LOW MAINTENANCE BATTERIES
In the low maintenance version, modifications have been made in the chemical
composition of grid-structure of plates to reduce water losses in service. While grid structure
of conventional lead acid battery contains antimony more than 3.5%, in that of Low
maintenance version has a lower antimony content of 1.8 to 3.5 %. Reduction of antimony
content helps in reduction in loss of water in the electrolyte in service. Antimony is added to
give strength to lead spines. Selenium is added to compensate the reduction of antimony
content.
These batteries should not require topping up earlier than 9 months. The batteries are
provided with microporous vent-cum-filling plug, which allows free escape of gases evolved
during service but does not allow electrolyte to come to surface of lid. A sealed float guide is
provided to reduce the water loss. These batteries have been provided on some ac coaches.

44 | P a g e
Power House and Sub Station
INTRODUCTION
Power House and Sub Station is vary important for the any electrical system. A substation is
a part of an electrical generation, trinsmission and distribution. Power house and Power Sub
Station are very inter related. In power house main power is generated. In Substation
transform the generated voltage in a certen range which is transforable, disreiable. A
substation may be include transformer to change voltages lavel in high transmission voltage
and lower disrtubution voltages. The word substation comes befor the distrubution gride
comes.
EQUIPMENT OF SUBSTATION
Substation generally have switching, protection and control equipment and transformer. In a
large substation, circuit brakers are used tointerrupt any short circuit or oved load currents
that may occur on the network. Similerly smaller distribution stations may use recloser circuit
braker or fuse for protection of distrubution circuits. Substation themselves do not usually
have generators, although a power plant may have a substation nearby. Other devices such as
capacitors and voltages regulators may also lacated at a substation.
TRANSFORMER
Transformer is used for step up or step down the voltages by changing current but frequency
not changed. Transformer consists of primary and secondary windings placed on a magnetic
core. The magnetic core is a stack of thin silicon steel laminations which is reduces the eddy
current and hysteresis loss. Transformer Oil is used for cooling purpose. A temperature meter
also attached to the Oil tank for checking the oil’s temperature. Brether also used for reduces
the moisture from the oil.

45 | P a g e
In Sealdha railway substation two 300 KVA transformer is used. For emergency used one
500 KVA transformer is used.
The Specification of the transformer are-
300 KVA, 6.6KV/440V, 50 HZ, ON cooling.
CITCUT BREAKERS
Circuit Breakers are used for interrupt any short circuit or over current that may occure on the
networks. Generally 4 type of circuit Breakers are used in any substation –
1) Vacuum Circuit Breaker
2) Air Circuit Breaker
3) Oil Circuit Breaker
4) SF6

46 | P a g e
RELAY
Relay also used for substations protection. Generally Relay is three types-
1) Over Current Relay.
2) Under Voltage Protection Relay.
3) Earth Fault Relay.

47 | P a g e
CONTROL BOX
Control Box contents many equipment like Relay, Energy Meter, Junction Box etc.

48 | P a g e
POWER HOUSE
SCHEMATRIC DIAGRAM
A.C GENERATOR
In Sealdah Division for emergency purpose a Power House is there. In Power House a Diesel
A.C Generator is used for emergency supply. The main online ticket counter, other supply
has connected through it.

49 | P a g e
The Specification of the A.C Generator are-

50 | P a g e
CONTROL ROOM
In Control Room below Control Box is there.

Vocational Training Report on Indian Railway System and Operation

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Vocational Training Report on Indian Railway System and Operation

Similar to Vocational Training Report on Indian Railway System and Operation (20)

Recently uploaded

Recently uploaded (20)

Vocational Training Report on Indian Railway System and Operation