Declaration

This is to certify that PANKAJ PANCHOLI (15emaee027) student of 2015-2019 batch of

Eletrical Branch in 3rd year of Maharishi Arvind College of Engineering & Research
Center, Jaipur Affiliated to Rtu , Kota has successfully Completed his industrial training
at Delhi metro rail corporation ltd, JMRC from 15/05/2018 to 15/07/2018. He has
completed the whole training as per the training report submitted by him
 Table of contents:

1. Training Summary / Abstract

2. Declaration
3. Acknowledgement
4. Company’s Profile and About Site
5. About Practical Training
6. Impact of Engineering and learned skills in training
7. Overall Benefits of Internship.

Acknowledgement
The internship opportunity I had with DMRC was a
great chance for learning and professional
development. Therefore, I consider myself as a very
lucky individuall as I was provided with an
opportunity to be a part of it. I am also greatful
for having a change to meet so many wonderful
people and professionals who led me though this
internship period.
bearing in mind previous I am using this
opportunity to express mydeepest gratitude and
special thanks to the engineers who in spite of
being extraordinarily busy with her/his duties,
took time out to hear guide and keep me on the
correct path and allowing me to carry out my
project at their esteemed organization and
extending during the training.
It is my radiant sentiment to place on record my
best regards, deepest sense of gratitude to Mr.
Kanchan Singha for their careful and precious
guidance which were extremely valuable for my study
both the oretically and parctically.
I perceive as this opportunity as a big milestone
in my career development. I will strive to use
gained skill and knowledge in the best possible
way, and i will continue to work on their
improvement , in order to attain desired career
objectives. Hope to continue cooperation with all
of you in the future.

Contents

 Chapter One
1. Company’s Profile
2. About Site
  Chapter Two
1. About Practical Training

 Chapter Three
Engineering Impacts and Skills Learned
1. Tunnel Ventilation System(TVS)
 Benefits
 Opportunities after Traction OHE training
2. Railway/metro Traction Design
3. ABB Keeps Metro On Track
4. Elevators and Escalators
5. AUTOMATIC RESCUE DEVICE (ARD)
6. Fire Detection in Metro and Railway Tunnels
 Chapter Four
1. Benefits of Internship

Chapter one

 About Company’s Profile-

 Jaipur Metro is a rapid transit system in the city
of Jaipur, Rajasthan, India Construction on the mostly elevated part of the first line,
called Phase 1A, comprising 9.63 kilometres (5.98 mi) of route from Mansarovar to
Chandpole Bazaar, started on 13 November 2010, and was completed in 2014. The
project's commercial run was delayed to December 2014, and then to April 2015. After
receiving safety clearance from Commissioner of Metro Rail Safety (CMRS) in May
2015, Jaipur Metro began commercial service between Chandpole and Mansarovar on
3 June 2015. The Jaipur Metro Rail system is India's sixth metro rail system after those
in Kolkata, Delhi NCR, Bangalore, Gurgaon and Mumbai. Jaipur Metro is the first metro
in India to run on double-storey elevated road and metro track.

 Background

With the rapid industrialization and commercial development of Jaipur, teamed with a
growing population, the transport infrastructure of the city was found to be
overburdened. As a result, the government mulled over establishment of Jaipur Metro
on the lines of Delhi Metro which had proved to be a great success.

 JMRC Ltd.
 The Jaipur Metro Rail Corporation Ltd., abbreviated to JMRC, is a state-
owned company that operates the Jaipur Metro. The Jaipur Metro Rail Corporation Ltd.
was created on 1 January 2010 with Nihal Chand Goel serving as the managing
director.Among the Rapid Transit systems of India, it has been recorded fastest to
conduct of trial run after starting construction, when it commenced trial runs in Jaipur
on 18 September 2013 flagged off by the then Chief Minister of Rajasthan Shri Ashok
Gehlot.

 Construction

Physical construction work on the Jaipur Metro started on 24 February 2011. JMRC
consulted the DMRC on rapid transit operation and construction techniques.

 Operations

Trains operate at a frequency of 10 to 15 minutes between 6:45 and 21:00 depending

peak and off-peak time. Trains operating within the network typically travel at speed
up to 40 km/h (25 mph), and stop for about 20–40 seconds at each station. Automated
station announcements are recorded in Hindi and English. Many stations have services
such as Parking lot, ATMs and mobile recharge.

 Security
The responsibility of security of Jaipur Metro has been entrusted to Rajasthan Police. A
strength of 789 police of Jaipur Metro. Latest security equipments have been
provided at all Metro Stations. Closed-circuit cameras are used to monitor trains and
stations, and feed from these is monitored by Rajasthan Police and Jaipur Metro
authorities at their respective control rooms. In addition metal detectors, X-
ray baggage inspection systems, and dog squads are also deployed which are used to
secure the system.

 About site-
 JAIPUR METRO RAIL CORPORATION LTD.

Jaipur Metro is a rapid transit system in the city

of Jaipur, Rajasthan, India. Construction on the mostly elevated part of the first line,
called Phase 1A, comprising 9.63 kilometres (5.98 mi) of route from Mansarovar to
Chandpole Bazaar, started on 13 November 2010. After receiving safety clearance from
Commissioner of Metro Rail Safety (CMRS) in May 2015, Jaipur Metro began
commercial service between Chandpole and Mansarovar on 3 June 2015.The Jaipur
Metro Rail system is India's sixth metro rail system after those in Kolkata, Delhi
NCR, Bangalore, Gurgaon and Mumbai. It is also touted as one of the fastest built
metro systems in India.Jaipur Metro is the first metro in India to run on Double-storey
elevated road and Metro track.
 Chapter Two

 About Practical Knowledge-

 The jaipur Metro Rail Project are divided into two phases.
PHASE 1 PHASE 2 EAST-WEST CORRIDOR NORTH-SOUTH CORRIDOR PHASE 1-A (FROM
MANSAROVAR TO AMBABARI TO SITAPURA CHANDPOLE ) PHASE 1-B (FROM
CHANDPOLE TO BADI CHAUPAR)

Safety plays a very important role on the site, because it helps in protecting against,
physical, damage, harm, accidents or any other event which could be considered non-
desirable. So, safety is the first priority should be given, while going to the site where
construction work is going on. In the site safety are done with the help of PERSONAL
PROTECTIVE EQUIPMENT(PPE).

Underground Stations have been proposed as cut and cover with top-bottom
construction method. Before starting cut and cover method following process should
be implemented.
The portion between top slab and roof slab is kept for utilities, portion between roof
slab and concourse slab is kept for ticketing counter and the portion between
concourse slab and base slab is for platform.

 Electrical clearance

 Height of Bus Bar From Gravel

 Overview of DMRC Substation

Chapter Three
  Engineering Impact and Skills Learned
 Some of the topics learned at the site

 ECS and TVS

The Environmental Control System (ECS) is thesystem responsible for performing a
great number of tasks, including pressurizing and ventilating the cabin, controlling the
pressure and temperature onboard, etc.

Tunnel ventilation is critical for a variety of reasons – for example to ensure an

adequate air quality, to control the spread of smoke in case of fire, or to reduce
temperatures to acceptable limits. The function of the ventilation relates to the type of
tunnel in question. Vehicular tunnels (road, rail and metro) generally require high air
quality during normal operation and smoke control in case of fire, while cable tunnels
require cooling, smoke control and a certain amount of air exchange. Mine tunnels and
station tunnels also require adequate ventilation for physiological, cooling and smoke
control requirements.

 Tunnel Ventilation System(TVS)

 Tunnel ventilation is critical for a variety of reasons – for example to ensure an
adequate air quality, to control the spread of smoke in case of fire, or to reduce
temperatures to acceptable limits. The function of the ventilation relates to the type of
tunnel in question. Vehicular tunnels (road, rail and metro) generally require high air
quality during normal operation and smoke control in case of fire, while cable tunnels
require cooling, smoke control and a certain amount of air exchange.

 Railway/metro Traction Design

Advance Electrical design & engineering institute will provide career opportunities for
fresh as well as experienced engineers wanting to make a career in railway/metro
traction OHE design & engineering training course in India .

Traction OHE training aims to streamline the path to enter this highly specialised
industry and also share the vast opportunities available in this sector for an engineer
with the right aptitude and attitude. The course has been devised with extensive inputs
from the industry. Rail/ metro traction OHE training conducting with Case study based
learning, individual & group work, Software skills continual assessments and
simulations are part of the curriculum.

Apart from the faculty, practicing industry experts will also train students and regular
visit the students on site traction work under executions.

Benefits:

Through the structured design course of OHE traction approach to learning and
establishing proficiency and competency in traction engineering, the students will
graduate at a level suited to meet industry needs.
AEDEI meet the demand of traction engineers in market as big opportunities available
presence in India as well as other countries.
The benefits of traction design course learning the RDSO specification and other Indian
railway norms under a training period within months and easy get opportunities to
involve as skilled engineers in Traction OHE .
The Market scenario traction engineer demand high due to a lot of projects present in
industries. A skilled traction engineers can get respectable job with consultant and EPC
companies.
Anyone who trained in Traction OHE training course needs an introduction to the
electrical systems in electric rail systems.
Roles such as a Traction engineer’s estimators, work programmers and project
managers have a background in electric traction are often required to estimate,
program and project manage jobs that cover the whole project of building a rail line,
where the traction OHE knowledge is important.

 Opportunities after Traction OHE training:

The rail industry is a vibrant and growing field for public and freight transport.
It provides a service to customers wanting to travel and to the freight and haulage
industry.
The railways are a complex system and one of the key parts is the train.
Traction engineers have can make carrier in locomotives (also known as traction),
carriages (for passengers), wagons (for cargo) and multiple unit stock (rolling stock).
  ABB Keeps Metro On Track :
ABB technology to help convey millions of passengers around these urban areas every
day. ABB provides a vast range of electrification and automation solutions to supply
wayside power as well as on-board equipment for the trains.

ABB has a range of power and automation products and solutions for the rail industry
and a vast global installed base. Increasing concern for the environment, rapid
urbanization, the need to move more people and freight faster and volatile fuel prices
make rail a strategic focus sector for the company.

Elevators and Escalators –Metro's elevators and escalators provide access to the transit
system's many underground stations and to station platforms.

ROLE OF ELEVATORS IN METRO STATIONS Delhi Metro is a rapid transit system built
and operated by the Delhi Metro Rail Corporation Limited ,serving Delhi, Gurgaon and
NCR.

• Lifts have been provided for hassle free transit between different levels of stations
especially for Differently abled, Elderly and ailing passengers.

• They are designed for proper interface with Visually or hearing impaired passengers.
Lift for persons with disabilities ANALYSIS – MAJOR FOOTFALL, TIMING, FREQUENCY
• About 26 lakh people travel daily by

metro.

Elevator Control System is the system responsible for coordinating all aspects of
elevator service such as travel, speed, and accelerating, decelerating, door opening
speed and delay, leveling and hall lantern signals.

 AUTOMATIC RESCUE DEVICE (ARD)

• Upon power failure, the car automatically moves to the nearest floor using a
rechargeable battery to facilitate the safe evacuation of passengers.
• A small box with four 12v batteries or three 24v batteries CLEAR FONT AND TACTILE
BUTTONS The font for buttons is highly visible. On tactile buttons in particular, the font
makes letters/numbers easy for visually- impaired passengers to distinguish.

 FIRE SERVICE FIRE LIFT OPERATION MODE

• activated by smoke sensor or heat sensor in the building.

• The elevator leaves floor and will go to the fire-recall Floor and stops with its doors
open.

• The elevator will no longer respond to calls or move in any direction. Located on the
fire- recall floor is a fire-service key switch.

• Landing doors in lift -fire resistance of not less than one hour.

• Lift car door -fire resistance rating of one hour.

• Grounding switch at ground floor to enable the fire services to ground the lifts.

• a plan for each floor showing the location of Fire Exit Staircase.

• fire retardant low smoke cables FIRE MAN FIGHTING OPERATION MODE • activated
by a key switch located inside the elevator on the centralized control panel.

• created for fire fighters to rescue people

• three positions: off, on, and hold.

• Once the elevator gets to the desired floor ,it will not open its doors unless the fire
fighter holds the door open button. The fire fighter must hold door open until the door
is completely opened.

 Fire Detection in Metro and Railway Tunnels-

The growing concern about safety in underground transportation systems,

exacerbated by recent occurrences of accidents in metro tunnels at a worldwide
level, represents a great safety challenge to most of the metro and railway
systems. Among those accidents, there is the occurrence of fire in metro and
railway tunnels. It is thus a great challenge to be protected against fire in such
 conditions, and it is very important to have means to detect any signal of fire
as early as possible.

 FIRE DETECTION SYSTEMS

 Fire Detector Types –

There are several fire detector types, each one with a specific operating principle.
Basically, they can operate by detecting temperature differences, smoke particles or by
light detection (DEWITT, 2007).
The fire detectors can also be classified according to the constructive type and
coverage area.

In this study, the fire detection devices are classified into two types:-
 Punctual and linear.

The punctual detectors are compact units, with all the devices contained in a single
housing, and installed at a single point. They are intended to cover an area around the
point where they are installed. For a more inclusive coverage, it is necessary to install
these devices in more than one point, spaced at a technical criterion, depending on
each detector type.

Linear detectors consist of linear cables, or even light beams, usually suspended from
the roof of the protected area. They are intended to cover a linear range, that is, a
region in which the length is more important than other physical dimensions
(APSENSING, 2009).

Thermal Detectors Thermal detectors can be punctual or linear. They operate based on
the difference in temperature that exists between the external and internal device
regions. They can be classified into two types: fixed temperature detectors and
thermo-velocimetric detectors. Thermo-velocimetric detectors can be sub-classified
into two types: with compensation and combined temperature sensor. Another
classification of these devices is about their nominal operating temperature, also called
the device thermal classification. The operational nominal temperature is the
temperature at which the internal element of heat-sensitive detection must be heated
before acting.

a) Fixed Temperature Thermal Detector The operation principle of the fixed

temperature thermal detectors is based on the use of bimetallic strips or fusible links
for temperature detection. They generate an alarm signal when the temperature of
their sensing elements reaches its programmed nominal temperature. The bimetallic
strip consists of two different metals, with different thermal expansion coefficients.
This strip, when subjected to heating, presents a physical distortion, due to the unequal
expansion of the two metals. This distortion is planned to occur in such a way that it
acts on a set of contacts. Upon return to room temperature, they also return to their
original dimensions and are able to operate again. Detectors based on materials that
use fusible links when exposed to heat, melt, releasing the operation of contacts by a
coil. In this case, the fusible link is destroyed and these devices have to be replaced.
Fixed temperature thermal detectors can be either of the punctual or linear type.

b) Thermo-Velocimetric Detector Challenge H: For an even safer and more secure

railway The thermo-velocimetric detectors are able to operate in function of air
temperature change rate around their sensors. They are usually calibrated to operate
when this variation is about 9 °C per minute. They work with two thermistors, one with
an ambient temperature, and the other in a sealed chamber. Under normal conditions,
both record similar temperatures. When there is a fast heating condition in the
environment, the external thermistor heats up faster than the encapsulated
thermistor. These devices respond more efficiently than the fixed temperature
detectors, because they are not subjected only to an absolute temperature, but change
rate. However, their installation near heat variable sources not responsible for fire may
cause false alarms. Therefore, these devices are not suitable to be installed next to
boilers, ovens, refrigerators, welding machines or other locations where great changes
in temperature occur.

c) Thermo-velocimetric Detector with Compensation A thermo-velocimetric detector

with compensation works with a pneumatic element. It consists of a diaphragm that
involves a pair of expandable contacts. When subjected to a sudden temperature
change, they expand into a sealed chamber. The air escapes through a calibrated
opening, according to the device operation temperature. It is suitable for minor
variations of up to 2.7 ºC. d) Combined Temperature Detector Combined temperature
detectors consist of a combination of thermo-velocimetric with fixed temperature
detectors. They are mounted to allow the installation of thermo-velocimetric detectors
near heat variable sources, such as furnaces, boilers or refrigerator chambers. In case
of fire with slow temperature change rate, the fixed temperature component is
responsible for generating the alarm signal. When the temperature change rate is high,
the thermovelocimetric device acts to prevent fire. When the device is activated by its
thermal component, the fusible link must be replaced, enabling another operation of
the detector.

Smoke Detectors According to the standard NFPA 72E (NFPA 130,1999), smoke can be
defined as "the totality of visible or invisible combustion particles carried by air".
Combustion visible particles, such as dense and heavy smoke have a small amount of
large particles per volume unit. On the other hand, the combustion invisible particles
have a large amount of small particles per volume unit. Smoke detectors may operate
based on optical, ionization or aspirating principle (MVFRA, 2011)

a) Photoelectric or Optical Detectors The photoelectric or optical smoke detectors

have a light source and a photocell. They are generally used where a fire is expected to
generate large amounts of combustion visible particles. The dense smoke prevents the
light from reaching the photocell, which generates a signal that can be considered a fire
alarm. Photoelectric detectors can be either punctual or linear. The punctual detector
type includes all the elements into one small unit, while the linear type consists of a
light source and a photocell located at opposite ends and usually installed near the roof
of the protected area. The application of an optical sensor requires the area to be
protected to be straight, without barriers that may interfere with its operation.

b) Smoke Detectors by Ionization Smoke detectors by ionization work by means of a

continuous power source (a battery or a rectifier), which feeds an ionization chamber.
This chamber contains a small radioactive source of alpha particles. The air molecules
inside the chamber are split into positive and negative ions (electrons), by the alpha
radioactive source in a process known as ionization. The charged particles flow
between the plates inside the chamber, generating an electric current. When
combustion particles enter the ionization chamber, they are joined with charged
Challenge H: For an even safer and more secure railway particles, reducing its current.
This reduction is detected, generating a signal, which can be used as an alarm.
Although smoke detectors by ionization are able to detect the presence of combustion
visible and invisible particles, they are more sensitive to invisible particles. The smoke is
also required to contain a minimal amount of particles per volume unit, allowing the
electric circuit to detect the presence of smoke particles.

c) Aspirating Smoke Detectors Aspirating smoke detectors are ideally suited in cases in
which a great advance is needed to signal the fire. They are suitable for detecting fire in
the start-up phase. These detectors operate continuously aspirating the air
environment into a pipe network. A sample of this air goes through a two-stage filter.
The first stage removes dust and dirt. The second complements the first, through a very
fine screen, removing foreign particles as much as possible. After that, the air is led into
an optical or ionizing detecting chamber. In most detectors, this smoke chamber
analysis works with a laser light. The air sample is exposed to a controlled and stable
source of laser light. If smoke is present, the light is scattered within the detection
chamber, and this dispersion is instantly identified by optical sensors. These detectors,
nowadays, are employed in emergency exits of metros.
Flame Detectors The flame is composed by visible or invisible combustion gases
produced by a fire. Flame detectors are linear sight devices that generate an alarm
signal when exposed to the radiant energy of a flame. As this radiant energy travels at
the light speed, flame detectors have the potential to act very fast. These devices
cannot have obstructions such as structural elements or even the presence of dense
smoke or gases. Considering their fast action, flame detectors are generally used where
there is a significant risk of fire, such as storage and fuel transfer areas and in industrial
processing installations [Kaneshiro] [DeWitt]. The operating time of these devices is
around a few milliseconds.

a) Ultraviolet Radiation Detectors Among the flame detectors, ultraviolet detector (UV)
responds to invisible radiant energy in the ultraviolet range (below 4000 Ǻ). Typically,
UV detectors are designed to respond in the range of 1800 to 2500 Ǻ [DeWitt]. This
narrow band allows a reduction in the incidence of false alarms from electrical
discharges, lightning and solar radiation. The UV detectors have some limitations. One
of them is that they can generate some alarm because of the radiant energy of X-ray,
welding machines and lightning. Smoke also hinders the use use these detectors,
because it filters radiant energy. Thus, they are not suitable for areas in which a dense
volume of smoke can occur before the appearance of the flame.

b) Infrared Radiation Detectors Infrared detectors (IR) use photovoltaic or photo

resistive cells with filters and lenses, responding to invisible radiant energy, above 7700
Ǻ [DeWitt]. As the UV detector, IR detector also acts fast. IR detectors can respond to
many heat sources. Therefore, they are also susceptible to false alarms. These
detectors are also affected by high humidity [DeWitt].

c) Flicker Flame and Photoelectric Detectors Flicker flame and photoelectric detectors
respond to visible radiant energy, with wavelengths in the spectrum between 4000 to
7700 Ǻ. The photoelectric device has a photocell, allowing the generation of an alarm
signal when exposed to the radiant energy of a flame. The flame flicker detection
device, which also operates in the photoelectric principle, contains a filter that allows
adjusting to limit its action only in case of radiant energy modulated at a characteristic
frequency of a flickering flame [DeWitt]. Challenge H: For an even safer and more
secure railway .
 Optical Fiber Detectors This system can work for kilometers, measuring the
temperature values at every specified period (for example, 10 seconds). The system
takes temperatures over the optical fiber, which acts as a linear sensor. These
temperatures are recorded continuously along the optical fiber. This ensures a good
precision of temperature measurement over large distances in a short time. The system
uses the so-called Raman Effect to measure the temperatures in optical fibers
(PROTECTORWIRE, 2011).

Detection System by Video Camera In the detection by a video-camera system, an

analysis of the scanned images produced by surveillance and monitoring cameras is
made. This analysis allows detecting the image of fire and smoke, in addition to
detecting other types of unsafe events, such as an accidental invasion of a person or
foreign objects on the track. The cameras surveillance images are processed, allowing a
continuous analysis of the images, verifying the colors and the radiation, the light
intensity, and mainly the expansion of these phenomena within each framework of the
image. It may be necessary to subtract the background of the image, allowing a better
analysis of the interest area. The cameras should be equipped with devices that allow
horizontal and vertical movements, as well as zoom in and zoom out, reducing possible
blind points.

Sensor Cable Detector The sensor cable detector has small temperature sensors placed
at regular intervals along a cable used as a data and power bus. The sensors are
continuously monitored. Evaluation logic uses the values to determine when to report
an alarm. The system can be connected to a PC or fire control panel.

 Detector Application Examples :-

Sao Paulo Metro In the Sao Paulo Metro, there are some fire detectors installed. They
are located at several points of the stations. Public areas such as platforms and
mezzanines, subjected to a large flow of people, are not equipped with fire detectors. It
is considered that the people themselves are in charge of detecting any incidents and
of reporting them to the operational staff (METRO, 2009). Below the platforms are the
aspirating smoke detectors. In the technical rooms are the punctual optical detectors.
In the operating rooms, thermal detectors are more commonly used.
Road Tunnels In Brazil, there are optical fiber cable and resistive cable detectors
installed in road tunnels. The main applications are in the Imigrantes Highway tunnels,
and the Cidade Jardim Tunnel, in Sao Paulo. (TELVENT, 2009). 4.2.3 Other Metros
CoMET (Community of Metros) is an organization that brings together key rail
transportation systems in the world. Currently, it is formed by the metros of several
cities: Beijing, Berlin, Hong Kong, London, Mexico City, Madrid, Moscow, New York,
Paris, Santiago, Shanghai and Sao Paulo. It promotes a benchmarking between these
systems, allowing experience exchange (CoMET, 2011). Considering the subject of this
paper, a question was asked to the CoMET community about which fire detection
equipment the metro companies are using in tunnels. The response was provided only
by one metro company. According to them, fiber optics is used in tunnels, and linear
thermal systems at stations, especially in the escalators engine room. 4.2.4 Trains
Challenge H: For an even safer and more secure railway In the São Paulo Metro, the
Line 4 - Yellow trains are being designed with an aspirating smoke detector system
inside the passengers lobby. In the future, the intention is to employ the same fire
detection philosophy in the modernization of existing trains. However these systems
are not used to detect fire in the tunnel, caused by other materials outside the train.

OHE SYSTEM:-

The proposed 25kv Rigid OHE in underground section is similar to the one installed in
underground Metro Corridor of Delhi Metro.25kv Rigid OHE system comprises a hollow
Aluminium Conductor Rail of adequate cross section with 107sq.mm copper contact
wire held with elastic pinch. The AL conductor rail is supported by an insulator &
cantilever arrangement to drop down supports fixed to tunnel roof. The supports are
located at every 10 metre and there is no tension in the conductors and hence, no
tensioning equipment in tunnel.
Catenary wire:- Bare copper cadmium alloy wire of 19 strands,2.1 diameter each
having a total cross section of about 65 Sq mm. the overall diameter of catenary wire is
10.5mn & tension is 1200kg. Used to reduce the sag of contact wire.

Contact Wire:- pure copper hard drawn grooved cast and flattened type of a cross
section 150 Sq mm & diameter 13.8mm. contact wire is suspended from catenary wire
by droppers.

Dropper Wire:-The contact wire is held suspended from the catenary wire. Overall
diameter of 5mm & cross section 12 Sq mm fitted at ends with crimped, catenary /
contact clips.

Auxiliary Sub-Stations(ASS):- Auxiliary sub- A stations are anvisaged to be provided

at each station. separate ASS is required at depot.The ASS will be located at mezzanine
or platform level inside a room.The auxiliary loaqd requirement have been assessed at
350 KW for elevated/at-grade stations.
Flexible OHE:-

Encumbrance:-
Height Of Contact Wire:-

Span:-
Rigid OCS:-

Minimum Height above Railways As Per IE-1957

Chapter Four
  Overall Benefits of the internship

Internship is a class healed at site to provide an enhanced understanding of the outside

working environment before the student graduate. The main aim of this practice is that
to teach students communication with different workers and employees, to improve
practical skill what they learned in class, improving leadership skill etc.

Improving practical skills-:-

I found practical knowledge at the site as much possible. Real work on site is quite
different from the knowledge gained from class. However seeing thing I could relate
many things to the theoretical which I read.

 Upgrading the theoretical knowledge :-

Talking various official and supervisors I have increased my theoretical knowledge and
concepts.

 Upgrading Communication skill :-

Talking to different person on site such as supervisors, engineers, labours etc I have
learned to communicate accordingly.

 Improving team playing skill :-

For effective completion of task one should work in team to increase productivity.

 Improving leadership skills :-

I have seen how supervisors and engineers guide and monitor workers using their
leadership skills. I have also tried to copy those qualities from them.

 Work ethics :-

The overall quality in one’s behaviour towards appreciating the process of work flow
which I have learned from my teachers.