Professional Documents
Culture Documents
INTRODUCTION
1.1 INDIAN RAILWAYS:- It is the central government-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 more than 64,215 kilometers of track and 7,083 stations. It has
the world's fourth largest railway network after those of the United States, Russia and
China. The railways traverse the length and breath of the country and carry over 30
million passengers and 2.8 million tons of freight daily. It is one of the world's largest
commercial or utility employers, with more than 1.6 million employees. As to rolling
stock, IR owns over 2,30,000 (freight), wagons. 60,000 coaches and 9,000
locomotives.
Railways were first introduced in India in 1853. By 1947, the year of independence,
there were forty-two rail systems. In 1951 the system were nationalized as one unit,
becoming one of the largest network in the world. Indian Railways operates both long
distance and suburban rail system on a multi-gauge network of broad, metre and
narrow gauges. It also owns locomotive and coach production facilities.
Indian Railways is the world's seven largest commercial or utility employer. Indian
Railways holds over 239,281 freight wagons, 62,924 passengers coaches, 9,013
locomotives (43 steam, 5,345 diesel and 4,568 electric locomotives). The trains have a
5 digit numbering system and runs 12,617 passengers trains and 7421 freight trains
daily. As of 31 March 2013, 20,884 km (31.9%) of total route length was electrified.
Almost all electrified locomotives in Indian Railways works on 25000 volt AC
through overhead centenary delivery.
The Delhi Metro is built and operated by the Delhi Metro Rail Corporation Limited
(DMRC). The Government of India and the Government of Delhi jointly set up a
company called the Delhi Metro Rail Corporation (DMRC) on the march 5,1995 with
E. Sreedharan, as the managing director. He is Padma Vibushan awarded (Second
height honour) by Government of India. It is no way connected to Indian Railways.
SUBSIDIARIES
Indian railways manufactures much of its rolling stock and heavy engineering
components at its six manufacturing plants, called Production Units, which are
managed directly by the ministry substitution of expensive technology related
products when the general states of the national engineering industry was immature.
Each of these six production units is headed by a General Manager, who also reports
directly to the Railway Board.
3.1 Locomotive
Indian railways uses a number of different Diesel and Electric locomotives, Steam
locomotives were once very common but are now only used on heritage routes.
A steam locomotive is a type of railways locomotives that produces its pulling power
through a steam engine. These locomotives are fueled by burning combustible
material-usually coal, wood, or oil – to produce steam in a boiler. The steam moves
reciprocating pistons which are mechanically connected to the locomotive's main
wheels. Both fuel and water suppliers are carried with the locomotives, either on the
locomotives itself or in wagons (tenders) pulled behind.
Power transmission was a primary concern. As opposed to steam and electric engines,
internal combustion engines work efficiently only within a limited range of turning
frequencies. In light vehicles, this could be overcomes by a clutch. In heavy railways
vehicles, mechanical transmission never worked well or wore out too soon.
Experience with early gasoline powered locomotives and railcars was valuable for the
development of diesel traction. One step towards diesel-electric transmission was the
petrol-electric vehicle, such as the Acsev Weitzer railmotor, which could operate from
batteries and electric overhead lines too.
Electric locomotives with on-board fueled prime movers, such as diesel engines or
gas turbines, are classed as diesel-electric or gas turbine-electric and not as electric
locomotives, because the electric generator/motor combination serves only as a power
transmission system.
Electric locomotives benefits from the high efficiency of electric motors, often above
90% (not including the inefficiency of generating the electricity). Additional
efficiency can be gained from regenerative braking, which allows kinetic energy to be
recovered during braking to put power back on the line. Newer electric locomotives
use AC motor-inverter drive system that provide for regenerative braking. Electric
locomotives are quiet efficient compared to diesel locomotives since there is no
engine and exhaust noise and less mechanical noise.
TECHNICAL DETAILS
The total length of track used by Indian Railways was about 114,000km while the
total route length of the network was 64,215km on 31 March 2011. About 33% of the
route-kilometer and 44% of the total track kilometer and 44% of the total track
kilometer was electrified on 31 March 2011.
Broad gauge is the predominant used by Indian Railways. India broad gauge (1.676
mm ) is the most widely used gauge in India with 102,000km of the track length (90%
of the entire track length of all the gauges) and 54,600 km of route – kilometer (85%
of the entire route – kilometer of all the gauges) on 31 March 2011.
In some regions with less traffic, the metre gauge (1,000 mm) is common, although
the Unigauge project is in progress to convert all tracks to broad gauge. The metre
gauge had about 9,000 km of the track length (7.9% of the entire track length of all
the gauges) and 7,500 km of route-kilometer (11.6% of the entire route-kilometre of
all the gauges) on 31 March 2011.
The Narrow gauges are present on a few routes, lying in hilly terrains and in some
erstwhile private railways (on cost considerations), which are usually difficult to
convert to broad gauge. Narrow gauges had a total of 2,400 route-kilometre on 31
March 2011. The Kalka-Shimla Railways, the Nilgiri Mountains Railways and the
Darjeeling Himalayan Railway are three notable hil lines that use narrow gauge.
Those three will not converted under the Unigauge project.
The share of broad gauge in the total route-kilometre has been steadily rising,
increasing from 47% (25,258 route-km) in 1951 to 85% in 2011 whereas the share of
metre gauge has declined from 45% (24,185 route- km) to less than 12% in the same
period and the share of narrow gauges has decreased from 8% to 3%. However , the
total route-kilometre has increased by only 18% (by just 10,000 km from 53,596
route-km in 1951) in the last sixty years. This compares very poorly with Chinese
These are the three departments which is allotted to every electrical intern. Here all
the three departments are described one by one.
5.1.1 INTRODUCTION
The first Indian air-conditioned train was Frontier Mail which was introduced in
1934. Earlier, the AC coaches of the train were kept cool by using ice blocks. These
were replenished at several halts and along the line. A battery operated blower
constantly blew air into these receptacles, and the cold air entered the insulated car
through vents.
British officers used to travel by Frontier Mall. It was a challenge to maintain the
temperature of the AC coaches.
The Frontier Mail was one of the first train in India to get an air conditioned car. The
AC car started running from 1934.
The North-West Railways introduced air-conditioned stock in the late 1930's (the
earliest was probably the Frontier Mail in 1936 or1937).
In 1952-1953 there were air-conditioned services between Bombay and Howrah,
Delhi and Madras (Grand Trunk Exp.), Bombay and Delhi, Bombay-Amritsar
(Frontier Mail), Bombay-Viramgam (Saurashtra Mail), and Bombay – Ahmadabad
(Gujrat Mail). These all used AC units that were mounted beneath the coach body
(underslung), interconnected by pipes.
In Air condition various factors decide comfort level which are as follows
Temperature
Humidity
Purity of air
Noise
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.
Efficiencyc = T2 /(T1-T2)
All these problems have to be solved,' within a comparatively small outlay, so that air-
conditioned travel can become more common.
• Operation of the equipment from power generated, stored and controlled on the
train.
Driving equipments consist of motors for driving the compressor, condenser impeller
fans and the evaporator blower fans. The driving motors in self generating type
coaches are all of D.C. machines needing more care for attention of commutator and
brushes. The E.O.G. type coaches are provided with 3 phase AC squirrel cage
induction motors for driving the AC equipments.
Compressor
The refrigerant vapour drawn from the evaporator is compressed by means of a multi
cylinder reciprocating compressor and compressed to a pressure ranging from 10 to
2
15 Kg/Cm according to the load demand. The work done due to compressor raises
the temperature of the refrigerant vapour.
Condenser
The condenser serves the function of extracting the heat absorbed by the refrigerant
vapour in the evaporator and the heat absorbed during the compression process. The
condenser consists of a heat exchanger, which is forced-air-cooled by means of two or
three axial flow impeller fans. The refrigerant vapour is liquified when ambient cool
air is passed through the heat exchanger. The refrigerant liquid leaving the condenser
is led into the liquid receiver from where it proceeds to the expansion valve on the
evaporator. The liquid receiver is a cylindrical container which contains a reserve of
the refrigerant liquid. A dehydrator and filter are also provided to ensure that the
refrigerant is free from moisture and dust particles.
Air duct
The air conditioning system includes three air ducts as follows:
a. Fresh (Inlet) air duct.
b. Main air duct.
c. Return air duct.
Actually there is no separate return air duct provided in A/C coaches. In the case of
A/C two tier coach and A/C chair car, the return air is drawn through the return air
filters directly from the nearest compartment. In 1st class A/C coach, the corridor acts
as a return air duct and the return air is drawn through return air filters located at the
corridor ceiling near the first compartment.
Fresh (Inlet) air duct
This is provided at the rate of two per AC plant. It is mounted on the side wall just
below the roof evaporator unit. There is an opening in the side wall with louver hinge
door arrangement and with the provision to house a fresh air filter. The fresh (inlet)
air duct has been designed with damper valve to control the quantity of fresh air to be
drawn into the compartment. This arrangement has been standardised for all types of
air conditioned coaches.
All wiring has been done by means of multistranded PVC insulated copper cables to
specification. ICF/Elect./857. All cables have been laid on steel trough/conduits for
easy maintenance and prevent fire hazards. Crimped type of connections have been
adopted throughout. All the terminal boards are of fire retardant FRP material,
Reliability of wiring has been made very high.
Temperature setting
The temperature inside the airconditioned compartment is controlled by mercury in
glass thermostats with different settings as mentioned below. Operation of cooling or
heating takes place in accordance with ambient conditions.
The temperature control thermostats are fitted in the return air passage. Two types of
thermostats are used, one for controlling the cooling and the other for controlling the
heating. Both these thermostats are alike, each consisting of a sealed glass tube
O
containing a column of mercury. Presently there are two settings for cooling at 25 C
O O O
and 23 C and for heating at 21 C and 19 C respectively. The mercury thermostats
O
are being replaced by electronic thermostat with one setting each for cooling at 24 C
O
and for heating at 20 C.
Fig. 5.2.1 (A):- Side View of Alternator Connected Fig. 5.2.1 (B):- Front view of Alternator connected
Axle Pulley System pulley system
5.2.2.B Disadvantages
There were noise and smoke, pollution due to DG set.
The operator was required to power car coach.
Some valuable passenger space occupies by DG set.
5.2.3.B Disadvantages
The cost of energy is high due to fuel cost.
Even with 750 V,3 phase, there is still an effect of voltage drop as the farthest
end of the train.
The passenger carrying capacity of the train is reduced due to provision of
power car.
So, these are the the type of generation. After the generation some rectification and
regulation method adopted to obtain better power supply.
The rating of each cell is 2.1V and 1000Ah. There are two rectangular box at both
side of each ICF Coach. In a box 27 cells are present i.e. 9 battery bank is present. 1
battery bank have 9 cells.
This rectangular box is attached to each and every coach at both of the side i.e. total
54 cells are connected to each coach which gives 113.4 V DC.
This type of battery box is used in LHB Coaches. LHB Coaches falls on End on
Generation category. In this system two power cars connected to starting of train and
end of the train. All the coaches connected to power cars with help of inter vehicle
couplers. The coupler are most interesting equipment in LHB coaches.
There couplers are connected to coaches as well as battery box. Here 9 cell present at
every coach. The rating of each cell is 12V. It gives 110Vsupply to coach
Alternator
They take power from RSEB and stepped down according to requirement. NWR
Jaipur Division has control panel to control the power and voltage profile.
The Jaipur route is not electrified but soon it will electrify. After that they will provide
the supply also to the train.
The main achievement of the training at Indian Railways are that I got familiar with
the latest technologies and principles. The main achievement could be said to get
knowledge about recent technology like electrification of trains. I got experience as to
how to organize the things. The training at Indian Railways cultivated the zeal of
inquisitiveness and the excitement to know more than more about field in Limited
duration.
1. www.indianrail.gov.in
2. www.irctc.co.in
3. Indian Railways institute of Electrical Engineering Nasik
irieen.indianrailways.gov.in
4. www.indianrailways.gov.in
5. www.nwrjaipur.gov.in