A

Industrial Training Report

On
“North Western Railways, Jaipur”

Submitted for partial fulfilment of the requirements for the award of the degree of
Bachelor of Technology
in
Electrical Engineering

Session: 2022-23

Submitted to: - Submitted by: -

Dept. of Electrical Engineering
Sanjay Singh
19ESKEE156
VII Sem, Electrical Engg.

Department of Electrical Engineering

Swami Keshvanand Institute of Technology, Management & Gramothan
Ramnagaria, Jagatpura, Jaipur (RAJ.)
 CERTIFICATE

Department of Electrical Engineering, SKIT M&G, Jaipur Page ii

 Swami Keshvanand Institute of Technology
Management and Gramothan, Jaipur

CANDIDATE DECLARATION

This is to certify that Sanjay Singh of VII semester, B.Tech. (Electrical

Engineering) has completed his industrial training from "North Western
Railways, Jaipur" under my guidance being submitted for the partial
fulfilment of award of degree of B.Tech. from Rajasthan Technical
University, Kota during the session 2022-23.

Date: 12/11/2022 Supervisor:

Place: Jaipur Mr. Ajay Bhardwaj
Assistant Professor,
Dept. of EE, SKIT, Jaipur

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 ACKNOWLEDGEMENT

I would like to show gratitude towards my teachers and the Course organizers for the
opportunity given and help to complete my training within the time allotted.

This Course would not have been completed without the support of my teachers and
parents. Therefore, I would like to thank our Industrial Training Coordinator, Mr.
Ajay Bhardwaj, Assistant Professor, Department of Electrical Engineering, Swami
Keshvanand Institute of Technology, Management & Gramothan, Jaipur for
extending his cordial support throughout the course completion. I would also like to
thank Dr. Sarfaraz Nawaz, HOD, Department of Electrical Engineering, Swami
Keshvanand Institute of Technology, Management & Gramothan, Jaipur for giving
me enough time to complete the course.

I would like to say thank you to Dr. S. L. Surana, Director (Academics) and Dr.
Ramesh Kumar Pachar, Principal, Swami Keshvanand Institute of Technology,
Management & Gramothan, Jaipur for their motivation thorough out our college
time.

Our efforts made together led to the effective completion of the training.

It may not be possible for me to acknowledge the support of all my friends, but I am
thankful to all my colleagues and other trainees for their valuable ideas and support
during training period.

Sanjay Singh
7 – EE – C
19ESKEE156

Department of Electrical Engineering, SKIT M&G, Jaipur Page iv

 CONTENTS

Main Page i

Certificate ii

Candidate Declaration iii

Acknowledgement iv

Contents v

List of Figures vii

List of Tables ix

Abstract x

Chapter No. Chapter Name Page No.

1 About Indian Railways 01
1.1 Introduction 01
1.2 History 02
1.3 Organisation 03
Roof Mounted Package Unit (RMPU) of
2 09
LHB AC Coaches
2.1 Introduction 09
Why Air Conditioning in Railway Coaches is
2.2 10
Required
Basic Requirements for Coach Air conditioning
2.3 10
System
2.8 Microprocessor Based Controller for RMPU 19
2.9 Functions and Modes of Operation of RMPU 21
3 Features of LHB Coaches 27
3.1 End On Generation (EOG) System 27
3.2 LHB type AC Coaches 28

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 3.3 Coach Equipment 29
4 Features of ICF Design Coaches 35
4.1 Alternators 35
4.2 Rectifier Cum Regulator Unit (RRU) 37
4.3 Batteries 37
4.4 Battery Box 38
Conclusion 40
References 41

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 LIST OF FIGURES

Fig. No. Figure Name Page No.

Fig. No. 1.1 Rail Bhavan, New Delhi 01

Fig. No. 1.2 Railway Network map of India Schematic 02

Fig. No. 1.3 WAG 12 freight class AC electric locomotive 05

Fig. No. 1.4 A covered BCNA class goods wagon 05

Fig. No. 1.5 A Linke Hofmann Busch (LHB) sleeper coach 06

Fig. No. 2.1 LHB Coach fitted with RMPU at both ends 10

Fig. No. 2.5 Condenser units in RMPU 15

Fig. No. 2.6 Evaporator units in RMPU 16

Twin-sucking radial fans for the supply air in
Fig. No. 2.7 RMPU 16

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 LIST OF TABLES

Table No. Table Name Page No.

Table No. 2.1 Technical data of RMPU 13

Table No. 2.2 List of other Devices in RMPU 18

Table No. 3.1 Rating of some Equipment in LHB Coaches 30

Table No. 4.1 Different types & ratings of alternators 35

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 ABSTRACT

With the growing population and economy, Indian Railways (IR) has come into focus.
IR is the body responsible for passenger movements as well as freight transportation
in India. It covers almost the entire country with a huge network of rail lines and
stations. A lot of industries also depends on the IR for their goods. But with growing
needs many new young engineers are called to serve the organisation of such huge
size. But without sufficient practical knowledge, it becomes difficult for them to be
able to perform at their best which leads to inefficiency.

So as prescribed by Rajasthan Technical University (RTU) we have to undergo 45

days of practical training. I took my practical training from North Western Railways
(NWR), Jaipur and gained a lot of information on real world application of things that
we have studied in our syllabus.

My 45 days of training was scheduled from 01/07/2022 to 14/08/2022.

This report presents all the technical details and data of equipment that was possible,
it also contains theory and description of the different equipment that I saw there.

This training widened my thinking for learning from unique and out of box solutions
that were being implemented in the Indian Railways (IR).

Department of Electrical Engineering, SKIT M&G, Jaipur Page ix

 CHAPTER 1

About Indian Railways

1.1 Introduction:

Indian Railways (IR) is a statutory body under the ownership of Ministry of Railways,
Government of India that operates India's national railway system [1]. It manages the
fourth largest national railway system in the world by size, with a total route length of
67,956 km (42,226 mi) as of 31 March 2022. 52,247 km (32,465 mi) or 83% of all the
broad-gauge routes are electrified with 25 kV 50 Hz AC electric traction as of 1 April
2022 [2][3].
In FY20, Indian Railways carried 808.6 crore (8.086 billion) passengers and in FY 22,
Railways transported 1418.1 Metric Tonnes of freight. It runs 13,169 passenger trains
daily, on both long-distance and suburban routes, covering 7,325 stations across India.
As of March 2020, Indian Railways' rolling stock consisted of 2,93,077 freight
wagons, 76,608 passenger coaches and 12,729 locomotives. IR owns locomotive and
coach production facilities at several locations in India. It had 1.254 million
employees as of March 2020, making it the world's eighth-largest employer. The
government has committed to electrifying India's entire rail network by 2023–24, and
become a "net zero (carbon emissions) railway" by 2030.

Fig. 1.1 Rail Bhavan, New Delhi

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1.2 History:

The first railway proposals for India were made in Madras in 1832. The country's first
transport train, Red Hill Railway (built by Arthur Cotton to transport granite for road-
building), ran from Red Hills to the Chintadripet bridge in Madras in 1836-1837. In
1845, the Godavari Dam Construction Railway was built by Cotton at Dowleswaram
in Rajahmundry, to supply stone for the construction of a dam over the Godavari
River. In 1851, the Solani Aqueduct Railway was built by Proby Cautley in Roorkee
to transport construction materials for an aqueduct over the Solani River. These
railway tracks were dismantled after these projects were completed and no longer
exist.
India's first passenger train, operated by the Great Indian Peninsula Railway and
hauled by three steam locomotives (Sahib, Sindh and Sultan), ran for 34 kilometres
(21 mi) with 400 people in 14 carriages on 1,676 mm (5 ft. 6 in) broad gauge track
between Bori Bunder (Mumbai) and Thane on 16 April 1853. In 1897, lighting in
passenger coaches was introduced by many railway companies. On 3 February 1925,
the first electric passenger train in India ran between Victoria Terminus and Kurla.
The organization of Indian railways into regional zones began in 1951, when the
Southern (14 April 1951), Central (5 November 1951), and Western (5 November
1951) zones were created.
Fans and lights were mandated for all compartments in all passenger classes in 1951,
and sleeping accommodations were introduced in coaches. In 1956, the first fully air-
conditioned train was introduced between Howrah and Delhi (Presently known as
Poorva Express). Ten years later, the first containerised freight service began between
Mumbai and Ahmedabad.
In 1986, computerized ticketing and reservations were introduced in New Delhi. In
February 2000, the Indian Railways website went online. Individuals can book
reserved tickets in online through Indian Railways Catering and Tourism
Corporation's (IRCTC) official website. On 3 August 2002, IR began online train
reservations and ticketing. On 31 March 2017, Indian Railways announced that the

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country's entire rail network would be electrified by 2022 or 2023, and become a net-
zero (carbon emission) railway by 2030.

Fig. 1.2 Railway Network map of India Schematic

1.3 Organisation:

1.3.1 Structure: Indian Railways is headed by a Four-member Railway Board whose

chairman reports to the Ministry of Railways. IR is divided into 18 zones, headed by
general managers who report to the Railway Board. The zones are further subdivided
into 71 operating divisions, headed by divisional railway managers (DRM). The
divisional officers of the engineering, mechanical, electrical, signal and
telecommunication, stores, accounts, personnel, operating, commercial, security and
safety branches report to their respective DRMs and are tasked with the operation and
maintenance of assets. Station masters control individual stations and train movements
through their stations' territory. In addition, there are a number of production units,
training establishments, public sector enterprises and other offices working under the
control of the Railway Board.

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1.3.2 Human Resource: Staff are classified into gazetted (Groups A and B) and non-
gazetted (Groups C and D) employees. Gazetted employees carry out executive /
managerial / officer level tasks. As of March 2017, the number of personnel (Groups
A & B) constitutes 1.2% of the total strength, while Group C & D account for 92.6%
and 6.2% respectively. There is no direct recruitment of Group B employees in Indian
Railways and they are recruited by departmental promotional exams of Group C
employees. Recruitment of Group A employees is carried out by the Union Public
Service Commission Civil Service exam. Recruitment of Group C junior engineers
and depot material superintendents is conducted by the Railway Recruitment Board.
Group C employees are recruited by 21 Railway Recruitment Board or RRB, which
are controlled by the Railway Recruitment Control Board (RRCB). Group D staffs are
recruited by 16 Railway Recruitment Cells or RRCs. The training of all groups is
shared among seven centralized zonal training institutes and 295 training centres all
over India. IR offers housing and runs its own hospitals, schools and sports facilities
for the welfare of its staff.

1.6.3 Signalling and telecommunication: IR uses a range of signalling technologies

and methods to manage its train operations based on traffic density and safety
requirements. As of March 2020, around 3,309 km (2,056 mi) of the route uses
automatic block signalling for train operations – concentrated in high density routes,
large cities and junctions. Remaining routes are based on absolute block signalling
with trains manually controlled by signal men from the signal boxes typically located
at stations. Signals at most stations are interlocked using panel interlocking, route-
relay interlocking or electronic interlocking methods that eliminate scope for human
signalling errors. IR uses track circuiting, and block proving axle counters for train
detection. As of March 2017, 6,018 stations across IR have interlocked stations and
multi-aspect signalling. Also, IR has about 59,105 route kilometers of optical fiber
cable network across India that is used for train control, voice and data
communication. Around 3,445 km (2,141 mi) of the route is covered by GSM-R based
Mobile Train Radio Communication. In December 2017, IR announced that it will
implement ETCS Level 2 system for signalling and control on key routes with an
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investment of ₹12,000 crore (US$1.5 billion). Currently IR uses Centralised Traffic
Control (CTC) on the busy Ghaziabad – Kanpur route and real-time train monitoring
systems on Mumbai and Kolkata suburban routes [4].

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 CHAPTER 2

Roof Mounted Package Unit (RMPU) of LHB AC Coaches

2.1 Introduction:
Microprocessor controlled, two air conditioning package units (RMPUs) are provided
on roof of each LHB coach (2 tier, 3 tier & chair car) at the both ends. Both air
conditioning package units are controlled by single microcomputer based controller,
mounted in switch board cabinet and fed from battery net. These air conditioning units
work in fully automatic mode. Depending on ambient temperature, available modes of
heating, ventilating, cooling and dehumidifying are selected and controlled. These
units can work satisfactorily on Self Generating (SG), End On Generation (EOG) and
Head On Generation (HOG) type AC coaches [5].
The total cooling capacity of each LHB coach is 14.0 TR (2x22.5 kW) fitted with two
nos. RMPU units of 7.0 TR. each. The generator car is provided only with one air
conditioning unit. The units used in the different coaches of LHB variant are identical
except in double decker LHB chair cars. In double decker LHB chair car two units of
10 TR each are provided at both ends.
In EOG and HOG coaches, power supply to these units are fed from 60 kVA step
down transformers, stepping down 750 V, 3 Φ AC, 4 wire, 50 Hz supply to 415 V, 3
Φ AC, 4 wire, 50 Hz supply. The 750V supply is fed to entire rake through two
feeders running on both sides of coaches along the full length of rake. This supply is
either fed by power cars or hotel load converters fitted on electric locomotives.
Air conditioned air is supplied via perforated ceiling in the passenger room, air
conditioning of entrance areas, toilets and pantry with return air.
The general functions of AC system for all type of coaches and generator cars are:
 Ventilation
 Air heater
 Air cooling
 Air dehumidification
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 Air filtering

Fig. 2.1 LHB Coach fitted with RMPU at both ends

2.2 Why Air Conditioning in Railway Coaches is required:

 Passengers during railway travel are adversely affected by infiltration of air

unpleasantly laden with dust due to open windows. This is more in case of
high speed passenger carrying trains.
 Secondly for a tropical country like India, the temperature varies from 48-
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 passenger comfort on priority, air conditioning of coaches for
passengers is being done by the Indian Railways.

2.3 Basic Requirements for Coach Air conditioning System:

 Supply of clean fresh air at a controlled uniform temperature in the coach.

 Providing, within the confines of the Railway carriages to the continuously
changing number of on-board passengers.
 Provision for heating as well as cooling on a train that travels through areas of
widely differing climate during its journey round the year.

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  Operation of the air conditioning equipment from self-generated power (Self
generating coaches), power from power cars (EOG coaches), power from
locomotives (HOG coaches) and controlled on the train.
 Securing sufficient air movement throughout the various section of the railway
coaches.

2.6.7 Other Components, Control and Safety Devices of RMPU:

S. Components Quantity per unit

No.

1. Filter dryer Two

2. Pressure sensor 0-10 bar (HP, LP) Two

3. Solenoid valve Two

4. Thermostatic expansion valve suitable for Two

automobile application

5. Maintenance covers Six

6. Air inlets for circulating air Two

7. Air inlets for fresh air Two

8. Air outlet for supply air One

9. Anti-vibration mounting pads for whole unit Six

10. Anti-vibration mounting for compressors as required

11. Anti-vibration mounting for condensers motors as required

12. Stainless steel drip trays complete with arrangement Two

for drainage of condensate water

13. Liquid receiver as required

14. Power & control connectors (M/F) along with one for power and one
accessories for control supply

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 Table 2.2 List of other Devices in RMPU

2.7 Electrical Control Panels:

Fig. 2.9 Control Panel for RMPU

Fig. 2.10 Switch Board Cabinet

2.8 Microprocessor Based Controller for RMPU:

The control and regulation of both RMPUs is performed by one microprocessor

controller, which is located in switch board cabinet and fed from battery net. This is
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designed as per RDSO specification no. RDSO/PE/SPEC/AC/0139- 2009 (Rev.1)
effective from December, 2011.

The salient features of microprocessor based controller are given below:

 It is a fully automated control and monitoring system for all capacity RMPU
units.
 The controller has fault diagnostic facility for continuous storage of various
electrical faults in the system, in time sequence manner.
 The fault data can be downloaded from the controller for analysis purpose.
 This unit works on 110 ± 30% V DC/AC.
 A Real Time Clock (RTC) is provided to determine the date and time at which
the fault has occurred.
 Controller read the position of the Set Point Generator (7 positions) installed
inside.

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 Fig. 2.11 Block diagram of Control System of RMPU

 There are (8) Analog inputs designated X402 & X403. Of these eight inputs,
6 nos. are temperature sensors (NTC type) and there is 1 no. of humidity
sensor for measuring humidity level. 1 no. of set point generator for
temperature adjustment inside the coach.
 There are (20) digital inputs designated as X701 & X702.
 The external voltage is + 110V, Digital input returns must be tied to an
external return (Input common).
 There are 20 Digital Outputs designated as X301, X302, X501 and X502.
 Digital outputs are externally sourced solid-state switches.
 Digital outputs are groups into four: each group requires one output common.

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 CHAPTER 3

Features of LHB Coaches

3.1 End On Generation (EOG) System:

End on generation (EOG) system envisages providing power car in front and rear end
of a rake for coaches for power requirement in between them. These coaches are
equipped with 60 kVA step down transformers for stepping down 750 V, 3 Φ AC, 4
wire, 50 Hz supply to 415 V, 3 Φ AC, 4 wire, 50 Hz supply. The 750V supply is fed
to entire rake through two feeders running on both sides of coaches along the full
length of rake. Power cars at both ends take entire load of whole rake, which includes
air conditioning, light and fan circuit, and emergency battery charger circuit and

Fig. 3.1 Wiring diagram for power transfer in EOG

pantry equipment. This system is provided in Rajdhani/ Shatabdi/ Duronto/ Garib
Rath LHB type trains. Each power car has two DG sets, out of which one DG set is
standby [6].

Fig. 3.2 End on Generation System

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3.2 LHB type AC Coaches:

These new generation passenger coaches have better parameters of passenger comfort,
safety and reliability. The End on Generation (EOG), Linke Hoffmann Bosch (LHB)
variant AC coaches can be broadly classified into AC sleeper coaches and AC chair
cars as given below:

Fig. 3.3 Types of EOG Coaches

3.2.1 Electrical Features of LHB AC Coaches:

 IGBT based battery charger.

 Micro-controller based Roof Mounted Package Unit (RMPU) for Air
Conditioning.
 Microprocessor based pump controller unit.
 Integrated, modular single Switch Board Cabinet with controls of AC, lighting &
pantry etc.
 Provision of Dry type Transformer without encapsulation
 Modular and elegant interior light fittings and reading lights.
 Integrated modular pantry unit.
 Provision of electron beam irradiated cables.

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 Provision of Measuring and Monitoring relays in Feeder circuit
 Online insulation monitoring.
 Uniformity of illumination.
 Wheel set earthing equipment for high life of axle bearings.
 Provision of earthing and disconnecting device.
 Cable protection system with IP-67 protection and UL-94 V0 fire retardancy.
 Screw less, modular elegant switches.
 Provision of Emergency Battery charger.

3.3 Coach Equipment:

These coaches are equipped with the following equipment:

Coaches are provided with modular, integrated single cabinet designated switch board
cabinet comprising all necessary equipment for control and protection of following
coach systems:

 Microprocessor based Heating, Ventilation & Air conditioning

 Lighting
 Pantry
 Anti-skid protection
 Public Address system
 Sanitary system (except W.C. control)
 Regulated IGBT based Battery charger
 Disconnecting and earthing device.
 On-line insulation monitoring relays.

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 CHAPTER 4

Features of ICF Design Coaches

4.1 Alternators:

Brushless alternators are axle driven, with ‘V’ belt drive, mounted on the bogies of the
AC & TL coaches. These alternators are of various ratings and make as per
requirement for different type of coaches. They are being procured as per following
RDSO’s specifications:

Specification No. Ratings

EL/TL/47 Rev 'C' with amdt no.1,2,3 4.5 kW, 37.5A, 120 V
DC used on non AC coaches.

EL/TL/54 Rev 'A' with amdt no.1,2,3 18 kW, 138.5A, 130 V

DC used on SG AC coaches.
(Split type underslung)

ELPS/SPEC/TL/01, Optimized 22.75 kW/25kW,

Dec. 1993 with amdt no. 1 & 2 175A/ 193A, 130V DC, used on AC
coaches of SG type

Table 4.1 Different types & ratings of alternators

4.5 KW Brush less alternators are used on Non AC BG Coaches. It consists of a three-
phase hetropolar inductor type Alternator and a static Rectifier-Cum Regulator Unit
(RRU) [7].
Earlier AC coaches provided with under slung split type AC units were fitted with two
nos. of 18 kW brush less alternators. After the development of roof mounted AC units
(RMPU) and 25 KVA inverters, 22.75 kW (Optimized) brush less alternator was

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developed within the same frame size of 18 kW alternator. Subsequently 25 KW
alternator with new design was developed for 2 tier and 3 tier AC sleeper coaches
with RMPU and 25 kVA inverters and for AC 1st class one 25 kW alternator with 25
kVA inverter provided.
The brushless Alternator with the help of static rectifier cum regulator unit is capable
of developing voltage at the set value to meet the coach load during journey from
minimum speed for full output (MFO) to maximum speed. The alternator is used for:
 Charging the coach batteries.
 To meet electrical load i.e. fans, lights, air conditioning, water-raising
apparatus (WRA) etc. in the coach.

4.5 kW brush-less alternator are driven by 4 Nos. of C122 matched sets of ‘V’ belt
coupled between the axle and the alternator pulley. The axle pulley is of 572.6 mm
PCD (pitch circle dia.) and alternator pulley is of 200 mm PCD. Belts are kept under
tension by a spring-loaded belt tensioning device.
18kW/ 22.75kW/ 25kW alternators are fitted with 12 Nos. of deep V-grooved pulleys
of 200 mm PCD with six grooves on each side of the shaft, which is driven by V-belt
in conjunction with an axle pulley.

Fig. 4.1 Alternator attached to axel

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4.5 BCT (Battery Charging Terminals):

BCT is provided at the both sides of the coaches for external charging of the batteries
at stations of maintenance lines.

4.6 RJB (Rotary Junction Box):

Rotary Junction Box is provided inside the coach. It is used to arrange and control the
power supply to various circuit of the coach (e.g. light, fan) with the help of rotary
switches and HRC fuses.

4.7 EFT (Emergency Feed Terminals):

It is provided at the both ends of the coach to feed the additional supply to the
adjacent coach in case of emergency. Supply from the healthy coach may be extended
to him/dark coach by connecting supply to the positive and negative terminals of the
EFT.

4.8 TL Lamps:

25 and 40 Watt lamps are provided in the non AC coaches. The power supply is at
110 Volt DC. 25 Watt lamps are used in corridor, light lamp, wash-basin, and toilet.
40 W lamps are used for lights in the coach.
FTL (Fluorescent Tube Light): It is a 2 feet long, 20 watt fluorescent tube light
provided in the coach for the light. It works at 110 V DC supply.

4.9 Carriage Fans:

On non AC BG coaches 400 mm sweep carriage fans are used where system voltage
is 110 DC. These fans are fixed type and confirm to IS: 6680- 92 with latest annexure
'H' for deviation to IS 6680-92.

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 CONCLUSION

An engineer needs to have not just theoretical knowledge but practical also. As
practical applications reinforce the theory that we have learned, this leads to much
better understanding and a brain open to out of box thinking.

As prescribed by our Rajasthan Technical University (RTU), I went to North Western

Railways (NWR), for my 45 days of practical taring after 6th Semester.

During my training we covered a lot of aspects of IR and there working. We learned

about the different coaches that are being used, how power is generated and
distributed in a train. We also learned about the maintenance of trains and the
equipment that are present in it. We also saw different workshops being used of
maintenance and how it is done.

At last I would like to say that in my 45 days of training, I gained a lot of practical
knowledge of the things that we have studied in our theory. This has broadened my
knowledge and widened my thinking as a professional.

Department of Electrical Engineering, SKIT M&G, Jaipur Page 18

 References

[1] Li, L., Zhang, Z., Wang, Y., & Wang, Y. (2017). EnergoChain: A Blockchain-Based
Platform for Microgrid Operation and Management. IEEE Access, vol. 5, , 26377-
26386.
[2] Merlinda Andoni a, V. R. (2019). Blockchain technology in the energy sector: A
systematic review of challenges and opportunities. Renewable and Sustainable Energy
Reviews, 143-174.
[3] Mihaylov, M., Jurado, S., Avellana, N., & Moffaert, K. V. (2014). NRGcoin:
Virtual currency for trading of renewable energy in smart grids. 11th International
Conference on the European Energy Market (EEM14), Krakow, , 1-6.

Department of Electrical Engineering, SKIT M&G, Jaipur Page 19