north wetern railway.docx

8/18/2019 north wetern railway.docx

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CHAPTER-1

INTRODUCTION OF INDIAN RAILWAYS

1.1 Introduction:

Indian Rai!a"# 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 6,!"# $ilometers %&,(" mi) of trac$ and *,(+&

stations. It has the world's fourth largest railway networ$ after those of the nited tates,

Russia and hina. /he railways traverse the length and breadth of the country and carry over &(

million passengers and !.+ million tons of freight daily. It is one of the world's largest

commercial or utility employers, with more than ".6 million employees. 0s to rolling stoc$, IR

owns over !&(,((( %freight) wagons, 6(,((( coaches and ,((( locomotives.

Railways were first introduced to India in "+#&. 1y "*, the year of India's independence,

there were forty-two rail systems. In "#" the systems were nationali2ed as one unit, becoming

one of the largest networ$s in the world. IR operates both long distance and suburban rail

systems on a multi-gauge networ$ of broad, metre and narrow gauges. It also owns locomotive

and coach production facilities

/he Nort$ W%#t%rn Rai!a" is one of the si3teen railway 2ones in India. It is

head4uartered at 5aipur. It comprises four divisions 5odhpur and reorgani2ed 1i$aner division

of the erstwhile 7orthern Railway and reorgani2ed 5aipur and 08mer divisions of the erstwhile

9estern Railway. /his 2one came into e3istence on :ctober ", !((!. /his railway comprises a

total of #*+ stations covering a total of #.! route $m out of which !#*#.(& are broad gauge

and !+*.!& are metregauge. /he operating diesel sheds of 79R are 01R %0bu Road)which

holds 9;M!'s, 9;M&'s, 9;G&0, 9;G's, and 1hagat


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Indian Rai!a"

T"&% ;epartmental nderta$ing of /he Ministry of

Railways, Government of India

Indu#tr" Rail transport

Found%d "6 0pril "+#*

H%ad'uart%r

#

7ew ;elhi, ;elhi, India

Ar%a #%r(%d India

)%" &%o&% ;. ?. adanand Gowda

%Minister of Railways,!("#)


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Fig 1.1 Railway Network

Indian Railways is divided into 2ones, which are further sub-divided into divisions. /he number

of 2ones in Indian Railways increased from si3 to eight in "#", nine in "#!, and finally "* in

!("(. Aach 2onal railway is made up of a certain number of divisions, each having a divisional

head4uarters. /here are a total of si3ty-seven divisions.

/he ;elhi Metro is being built and operated by the ;elhi Metro Rail orporation

imited %;MR). /he Government of India and the Government of ;elhi 8ointly set up a

company called the ;elhi Metro Rail orporation %;MR) on March #, "# with A.

reedharan as the managing director. Be is =adma ?ibhushan awardee %econd highest honor)

by Government of India. It is no way connected to Indian Railways.

Aach of the seventeen 2ones, including


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S.

No.

Na*% Ar. Dat%

E#tai#$%

d

H%ad'uart%

r#

Di(i#ion#

". entral R "#",

7ovember

#

Mumbai Mumbai, 1husawal, =une

olapur , 7agpur

!. Aast entral AR !((!,

:ctober "

Ba8ipur ;anapur , ;hanbad, Mughalsarai

amastipur , onpur

&. Aast oast AoR !((&, 0pril

"

1hubaneswar


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"#. 9est entral 9R !((&, 0pril

"

5abalpur 5abalpur , 1hopal,


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Fig 1.2 Subsidiaries

1.1./ Loco*oti(%#

Indian railways uses a number of different ;iesel and Alectric locomotives, team locomotives

were once very common but are now only used on heritage routes.

1. T%c$nica d%tai#:-

1.2.1 Track and gauge

Indian railways uses four gauges, the 1,676 mm ( ft 6 in! "road gauge

which is wider than the 1,#$ mm (# ft % 1 & 2 in! standard gauge' the

1, mm ($ ft $ $ & % in! meter gauge' and two narrow gauges,

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762 mm (2 ft 6 in! and 61 mm (2 ft! . Track sections are rated for s)eeds

ranging from 7 to 16 km*h (#7 to ++ m)h!.

The total length of track used "y Indian Railways was a"out 11#,

km (71, mi! while the total route length of the network was 6#,21 km

($+,+1 mi! on $1 arch 211. -"out $$ of the route/kilometer and ##

of the total track kilometers was electri0ed on $1 arch 211.

Fig 1.3 Tracks

road gauge is the )redominant gauge used "y Indian Railways. Indian

"road gauge 1,676 mm ( ft 6 in! is the most widely used gauge in India

with 12, km (6$, mi! of track length (+ of entire track length of

all the gauges! and #,6 km of route/kilometre (% of entire route/

kilometre of all the gauges! on $1 arch 211.

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In some regions with less trac, the metre gauge

(1, mm*$ ft $ $ & % in! is common, although the 3nigauge )ro4ect is in

)rogress to con5ert all tracks to "road gauge.

The metre gauge had a"out +, km (,6 mi! of track length

(7.+ of entire track length of all the gauges! and 7, km of route/

kilometre (11.6 of entire route/kilometre of all the gauges! on $1 arch

211.

The arrow gauges are )resent on a few routes, lying in hilly terrains

and in some erstwhile )ri5ate railways (on cost considerations!, which are

usually dicult to con5ert to "road gauge. arrow gauges had a total of

2,# route/kilometre on $1 arch 211.

The alka/8himla Railway, the ilgiri ountain Railway and the

9ar4eeling :imalayan Railway are three nota"le hill lines that use narrow

gauge.;1%


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The share of "road gauge in the total route/kilometre has "een steadily

rising, increasing from #7 (2,2% route/km! in 1+1 to % in 211

whereas the share of metre gauge has declined from # (2#,1% route/

km! to less than 12 in the same )eriod and the share of narrow gauges

has decreased from % to $. :owe5er, the total route/kilometre has

increased "y only 1% ("y 4ust 1, km from $,+6 route/km in 1+1! in

the last si=ty years. This com)ares 5ery )oorly with >hinese railways, which

increased from a"out 27, route/km at the end of 8econd ?orld ?ar to

a"out 1, route/km in 211, an increase of more than threefold. ore

than 2%, route/km ($# of the total route/km! of >hinese railway is

electri0ed com)ared to only a"out 21, route/km of Indian railways. This

is an indication of the )oor state of Indian railways where the funds

allocated to new railway lines are meagre, construction of new uneconomic

railway lines are taken u) due to )olitical interference without ensuring

a5aila"ility of funds and the )ro4ects incur huge cost and time o5erruns due

to )oor )ro4ect/management and )aucity of funds.

9ou"le decker -> trains ha5e "een introduced in India. The 0rst

dou"le decker train was @lying Rani introduced in 2 while the 0rst

dou"le decker -> train in the Indian Railways was introduced in o5em"er

21, running "etween the 9han"ad and :owrah stations ha5ing 1

coaches and 2 )ower cars.

8lee)ers (ties! used are made of )restressed concrete, or steel or cast

iron )osts, though teak slee)ers are still in use on few older lines. The

)restressed concrete slee)er is in wide use today. etal slee)ers were

e=tensi5ely used "efore the ad5ent of concrete slee)ers.

Indian Railways di5ides the country into four zones on the "asis of the

range of track tem)erature. The greatest tem)erature 5ariations occur in

Ra4asthan.

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1.2.2 Train um"ering

ABecti5e 9ecem"er 2, 21, the railways will de)loy a digit num"ering

system instead of the # digit system. The need is due to the fact that the

Indian Railways runs 1, trains daily. Cnly a )re0= of the digit 1 will "e

added to the four/digit num"ers of the e=isting trains to make the transition

smoother. The s)ecial trains run to clear festi5als and holiday rush shall

ha5e the )re0= of (zero!.

Fi0 1.Co*&ari#on o2 di22%r%nt 0au0%# co**on in India !it$ t$% #tandard on%3

!$ic$ i# not co**on in India

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CHAPTER-

SYSTE4 OF SI5NALLIN5 AND INTERLOC)IN5

.1 Rai!a" Si0nain0:-

Rai!a" #i0nain0 is a system used to control railway traffic safely, essentially to prevent trains

from colliding. 1eing guided by fi3ed rails, trains are uni4uely susceptible to collisionK

furthermore, trains cannot stop 4uic$ly, and fre4uently operate at speeds that do not enable

them to stop within sighting distance of the driver..

Most forms of train control involve movement authority being passed from those

responsible for each section of a rail networ$ %e.g., a signalman or stationmaster ) to the train

crew. /he set of rules and the physical e4uipment used to accomplish this determine what is

$nown as the method of wor$ing %


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Fig 2.1 Signal

Trains cannot collide with each other if they are not )ermitted to occu)y the

same section of track at the same time, so railway lines are di5ided into

sections known as blocks. In normal circumstances, only one train is

)ermitted in each "lock at a time. This )rinci)le forms the "asis of most

railway safety systems.

2.1.1.1 Antering and lea5ing a manually/controlled "lock

1efore allowing a train to enter a bloc$, a signalman must be certain that it is not already

occupied. 9hen a train leaves a bloc$, he must inform the signalman controlling entry to the

bloc$. Aven if the signalman receives advice that the previous train has left a bloc$, he is

usually re4uired to see$ permission from the ne3t signal bo3 to admit the ne3t train. 9hen a

train arrives at the end of a bloc$ section, before the signalman sends the message that the train

has arrived, he must be able to see the end-of-train mar$er on the bac$ of the last vehicle. /his

ensures that no part of the train has become detached and remains within the section. /he end

of train mar$er might be a white disc by day or a steady or flashing red lamp. If a train has

entered the ne3t bloc$ before the signalman sees that the disc or lamp is missing, he will as$

the ne3t signal bo3 to stop the train and investigate.

.1.1. P%r*i##i(% and a#out% oc7#

nder a permissive bloc$ system, trains are permitted to pass signals indicating the line ahead

is occupied, but only at such a speed that they can stop safely driving by sight. /his allows

improved efficiency in some situations and is mostly used in the 0.

=ermissive bloc$ wor$ing may also be used in an emergency, either when a driver is

unable to contact a signalman after being held at a danger signal for a specific time, although

this is only permitted when the signal does not protect any conflicting moves, and also when

the signalman is unable to contact the ne3t signal bo3 to ma$e sure the previous train has

passed, for e3ample if the telegraph wires are down. In these cases, trains must proceed at very

low speed %typically !( mph or less) so that they are able to stop short of any obstruction. In

most cases this will not be allowed during times of poor visibility %e.g. fog or falling snow).

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Aven when an absolute bloc$ system is implemented, multiple trains may enter a bloc$

with authori2ation. /his may be necessary e.g. in order to split or 8oin trains together, or to

rescue failed trains.

.1.1./ Auto*atic oc7:

nder automatic bloc$ signalling, signals indicate whether or not a train may enter a bloc$

based on automatic train detection indicating whether a bloc$ is clear. /he signals may also be

controlled by a signalman, so that they only provide a proceed indication if the signalman sets

the signal accordingly and the bloc$ is clear.

.1.1.8 Fi9%d oc7:

Most bloc$s are Lfi3edL, i.e. they include the section of trac$ between two fi3ed points. :n

timetable, train order, and to$en-based systems, bloc$s usually start and end at selected

stations. :n signalling-based systems, bloc$s start and end at signals.

.

.1.1. 4o(in0 oc7:

:ne disadvantage of having fi3ed bloc$s is that the faster trains are allowed to run, the longer

the stopping distance, and therefore the longer the bloc$s need to be, thus decreasing the line's

capacity.

nder a moving bloc$ system, computers calculate a 'safe 2one' around each moving

train that no other train is allowed to enter. /he system depends on $nowledge of the precise

location and speed and direction of each train, which is determined by a combination of several

sensors active and passive mar$ers along the trac$ and train borne tachometers and

speedometers %G= systems cannot be used because they do not wor$ in tunnels.) 9ith a

moving bloc$, line side signals are unnecessary, and instructions are passed directly to the

trains. /his has the advantage of increasing trac$ capacity by allowing trains to run closer

together while maintaining the re4uired safety margins.

.1. Fi9%d #i0na#

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:n most railways, physical signals are erected at the line side to indicate to drivers whether the

line ahead is occupied and to ensure that sufficient space e3ists between trains to allow them to

stop.

.1./ 4%c$anica #i0na#

:lder forms of signal displayed their different aspects by their physical position. /he earliest

types comprised a board that was either turned face-on and fully visible to the driver, or rotated

so as to be practically invisible. 9hile this type of signal is still in use in some countries %e.g.

Jrance and Germany), by far the most common form of mechanical signal worldwide is the

semaphore signal. /his comprises a pivoted arm or blade that can be inclined at different

angles. 0 hori2ontal arm is the most restrictive indication %for 'danger' or 'caution', depending

on the type of signal).

/o enable trains to run at night, one or more lights are usually provided at each signal.

/ypically this comprises a permanently-lit oil lamp with movable colored spectacles in front

that alter the colour of the light. /he driver therefore had to learn one set of indications for day

time viewing and another for night time viewing.

Mechanical signals are usually remotely operated by wire from a lever in a signal bo3, but

electrical or hydraulic operation is normally used for signals that are located too distant for

manual operation.

.1.8 Coour i0$t #i0na#

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Fig 2.2

Vertical color light signal

:n most modern railways, colour light signals have largely replaced mechanical ones. olour

light signals have the advantage of displaying the same aspects by night as by day, and re4uire

less maintenance than mechanical signals.

0lthough signals vary widely between countries, and even between railways within a given

country, a typical system of aspects would be

• Green =roceed at line speed. A3pect to find ne3t signal displaying green or yellow.

• >ellow =repare to find ne3t signal displaying red.• Red top.

:n some railways, colour light signals display the same set of aspects as shown by the lights on

mechanical signals during dar$ness.

2.1. Route signalling and s)eed signalling

ignalling of 1ritish origin generally conforms to the principle of routesignalling. Most railway

systems around the world, however, use what is $nown as speed signalling.

nder rout% #i0nain0, a driver is informed which route the train will ta$e beyond each signal

%unless only one route is possible). /his is achieved by a route indicator attached to the signal.

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nder #&%%d #i0nain0, the driver is not informed which route the train will ta$e, but the signal

aspect informs him at what speed he may proceed. peed signalling re4uires a far greater range

of signal aspects than route signalling, but less dependence is placed on drivers' route

$nowledge.

2.1.6 >a" signaling

@ig 2.$ A=am)le

of ca" signal

ab signalling is a system that communicates trac$ status information to the train cab %driving

position), where the train driver can see the information. /he simplest systems display the

trac$side signal aspect, while more sophisticated systems also display allowable speed and

dynamic information about the trac$ ahead. In modern systems, a train protection system is

usually overlaid on top of the cab signalling system to warn the driver of dangerous conditions,

and to automatically apply the bra$es and bring the train to a stop if the driver ignores the

dangerous condition. ab signalling systems range from simple coded trac$ circuits, to

transponders that communicate with the cab and communication-based train control systems.

. Int%roc7in0:

In the early days of the railways, signalmen were responsible for ensuring any points %

switches) were set correctly before allowing a train to proceed. Mista$es were made which led

to accidents, sometimes with fatalities. /he concept of the interloc$ing of points, signals and

other appliances was introduced to improve safety. /his prevents a signalman from operating

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appliances in an unsafe se4uence, such as setting a signal to 'clear' while one or more sets of

points in the route ahead of the signal are improperly set.

Aarly interloc$ing systems used mechanical devices both to operate the signalling

appliances and to ensure their safe operation. 1eginning around the "&(s, electrical relay

interloc$ing was used. ince the late "+(s, new interloc$ing systems have tended to be of the

electronic variety.

..1 Rout% R%a" Int%roc7in0 +RRI,:

/he station is interloc$ed by means of RRI and wor$ed with control =anel located in the RRI

cabin. tation is provided with multiple aspects color light signals and electric machine

operated points. /he entire operation of interloc$ed points and signal for reception and

departure of trains is done through ontrol =anel by M on duty, who is responsible for correct

C safe wor$ing of trains.

Reception C dispatch of trains on running lines are controlled by the M on duty by

using operating panel and indication panel.

0ll signals are interloc$ed with points and are operated from operating panel by M on duty for

the reception and dispatch of trains.0ll running lines are trac$ circuited. /he station is provided with Bome, tarter,

0dvanced starter C shunt signals. Main Bome signals are provided with calling on signals and

shunt signals are below them. ran$ Bandle interloc$ing is also provided.

..1.1 Contro Pan%: /he control panel has a geographical.

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Fig 2.4 Relay Interlocking

..1. Indication Pan%:

0ll the indications of signals, points setting of the route approach loc$ing and other indications

are depicted on the indication panel C provided in front ./he M on duty after performing the

re4uired operation on the control panel should watch for the corresponding indication on the

indication panel.

Fig 2. S! "#anel$

..1./ Point#:

0ll the points in the yard e3cept handoperated points are power operated and wor$ed from the

RRI cabin by M on duty. Motor operated points are numbered from "(" to !((. Bandoperated points are numbered from !(" to !#(.

.. Cran7 Hand% Int%roc7in0:

Jor the purpose of cran$ handle interloc$ing and fle3ibility of movements in the yard the point

machines have been grouped into various groups. :ne cran$ handle of one group cannot be

used on the point machine of another group.

...1 Point Indication

=oint indication on the indication panel, indicate the position of points , either lying normal or

reverse, if the points are set correctly, steady white light will appear when the trac$ circuit is

clear, and steady red light will appear when the trac$ is faulty or occupied. Jailure of the points

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is indicated by flashing white or red indication depending upon point@trac$ circuit being clear

or occupied@failed.

In case of point failure lasting for more than "( seconds, the failure indication pN lit on

the operating panel with a steady red light and audible warning, which can be silenced byoperating 9O7 button on the operating panel.

/he flashing of the individual point will continue till the failure is put right.

Trac7 Circuit:

0ll trac$ circuits on the indication panel are mar$ed in different colours and are provided with

indication lamps. 7ormally there will be no light on the trac$ portion on the indication panel.

9hen the route has been set for the movement of a train or a shunt movement, continuous

white light will be e3hibited for the concerned trac$ circuits on indication panel.

/his indication will change to red as the train occupies the trac$ circuits. 0fter clearance

of the trac$ circuit by a train, the indication will turn to white again and will e3tinguish finally

when the route is released. /o avoid suppression of trac$ circuit indication, due to lamp failure,

the trac$ circuit indicators are having two or more lamps connected in parallel.

... R%a":

0 relay is an electrical switch that opens and closes under the control of another electricalcircuit. In the original form, the switch is operated by an electromagnet to open or close one or

many sets of contacts. It was invented by 5oseph Benry in "+. 1ecause a relay is able to

control an output circuit of high power than the input circuit, it can be considered to be, in a

broad sense, a form of an electrical amplifier.

6a#ic d%#i0n and o&%ration

0 simple electromagnet relay, such as the one ta$en from a car in the first picture, is an

adaptation of an electromagnet. It consists of coil wire surrounding a soft iron core, an ironyo$e, which provides a low reluctance path for magnetic flu3, a moveable iron armature, and a

set, or sets of contactsK two in relay picture. /he armature is hinged to the yo$e and

mechanically lin$ed to a moving contact or contacts. It is held in place by a spring so that when

the relay is de-energi2ed there is an air gap in the magnetic circuit. In this condition, one of the

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two sets of contact in the relay picture is closed, and the other set is open. :ther relays may

have more or fewer sets of contacts depending on their function. /he relay in the picture also

has a wire connecting the armature to the yo$e. /his ensures continuity of the circuit between

the moving contacts on the armature, and the circuit trac$ on the printed circuit board %=1).

Fig 2.%& '('T &) coil relay with *ice cube* #ackaging

Fig 2.+(art o, a relay interlocking

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Fig 2.- & large relay with two coils and any sets o, contacts/

0sed in an old tele#hone switching syste

./ Train Tra22ic Contro

./.1 Rai!a" Contro Circuit

Railway control circuits are omnibus telephone circuits which provide communication with

each train wor$ing point, thus facilitating efficient train operation. /hey should provide

satisfactory and reliable communication between the controller and varios way side stations,

important signal cabins, loco sheds, yard offices etc.

./. T"&%# o2 contro #"#t%*:

0ccording to traffic re4uirements and to cater to the needs of electric traction area, a section

may be provided with one or more railway control circuits as detailed below

a) S%ction contro train contro/his is provided for communication between the section @ train controller in the control

office and way side stations, 8unction station, bloc$ cabins, loco sheds and yards in a

division for the control of train movements and effective utili2ation of section capacity. b) D%&ut" contro

/his is provided for communication between the deputy controller in the control office

and important stations, 8unctions C terminal stations, yard masterNs office, loco sheds

and important signal cabins in a division for supervisory control of traffic operation in

general.c) Traction oco contro

=rovided between traction loco controller and loco sheds, important station masterNs

offices for optimum utili2ation of electric locomotives.d) S ; T contro

=rovided between test room and way stations for effective maintenance of s C t

e4uipments.e) E*%r0%nc" contro

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=rovided for selected points along the trac$ routes for establishing communication

between train crew%in case of emergency), traction and permanent way staff with

traction power controller.

CHAPTER-/

-IR >C9ITICA9 >C->:A8

/.1 Introduction:/.1.1 Introduction to AC coac$%#

/ypes of 0 coaches on Railways can be classified broadly as under

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-> >C->:A8

8elf D

Eenerating

And DCn

Eeneration


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Fig .1 )lassication

Fower 8u))ly 8ystemG -s far as )ower su))ly system is concerned, the

coaches are of the following two ty)esG

(i!And/Cn/Eeneration (ACE!G In this system two ty)es of Fower cars are

used

a! >oaches mounted with H-, 7 H*#1H, $φ transformer.

"! >oaches without ste)/down transformer suita"le only for old low ca)acity

)ower cars.

%ii)elf Generating %G) 1ased on 0 e4uipment, there are two types of elf Generating

coaches.

a) ""( ? ; with under slung type 0 e4uipment wor$ing from ""( ? ;.

b) ""( ? ; with Roof Mounted 0 =ac$age nits wor$ing from "# ?, & φ, obtained with

the help of !#


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Fig.2 &) #ackage unit

/.1. 4a


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i, A9% Pu%"

• A3amine the indicating white mar$ on the pulley a3le and ensure that the pulley has

not shifted. If pulley has shifted, pulley to be removed and re-tightened after replacing

• Rubber pads indicate white mar$s to be provided. 0lso chec$ distance between wheel

a3le and a3le pulley with gauge.• /ap with hammer and 8udge the tightness by sound.

• hec$ the loc$ nuts and split pins for availability and tightness.

• hec$ profile of ?N groove for worn out pulleys, replace pulley if worn out.

ii, 6%t#

• hec$ condition of belt for fraying of edges and replace it on condition basis.

• hec$ the belts for overturn and correct it, if necessary.

• hec$ the number of belts. /he belts should be "! %6 on either side) for each

alternator in primary depot and "( %# on either side) in secondary depot.

• /ension should be felt by hand by stri$ing it slightly. 1elt in correct tension will

respond PaliveN. =ull the belt and chec$ the spring action.

iii, At%rnator#

• hec$ the condition of outgoing cables and its cleating arrangement. Replace the

grommet, if necessary. Ansure that fle3ible pipe carrying the cables is connected

properly to the grommet to prevent damage to insulation.• hec$ the suspension pin, bush and securing nuts and bolts.

• hec$ the pulley fi3ing, concentrating on loc$ nut and loc$ing collar pin. If loc$ nut

is damaged, replace it.

• arry out visual inspection of terminal bo3 for signs of overheating and presence of

fumes. 1low off dust if re4uired.

• hec$ the terminal bo3 for presence of water and drain out if necessary.

• hec$ the connections for looseness or crac$s, if re4uired re-crimping@ tightening

should be done.

• hec$ main suspension lugs of alternators for signs of crac$.• lean the regulator bo3 e3ternally and remove all the dust particularly from heat

sin$s.

• hec$ safety chains and chain fi3ing nuts, bolts and split pins.

• hec$ tension rod fi3ing pin of alternator with washer and split pin.

?I/@AA@!("#-!("6@=/@(!#


26/50

• hec$ the log boo$ for abnormal @une4ual load sharing. orrective action should be

ta$en to ensure that the difference is within the range of &( .

i(, 6att%r" ; 6att%r" 6o9

• hec$ the level of electrolyte in all the cells and top up with distilled water, if

necessary.

• hec$ the specific gravity and voltage of pilot cells.

• hec$ inter-cell connection for looseness. hec$ for crac$ in containers leading to

lea$age. If needed replace the defective cell with healthy cell of similar capacity and

lug date.

• hec$ for heating signs on the positive and negative terminals and discoloring of the

cells container@top lid.

• If re4uired, individual cells in the battery ban$ or complete battery ban$ may besub8ect to charging so that the pecific Gravity %=G) may rises to min. "!(.

• hec$ the top of cells and $eep it clean and dry. =lugs should be tight.

• In case of ?alve Regulated ead 0cid %?R0) batteries, chec$ for abnormal bulging

of cell lids, crac$s on positive and negative terminals. Replace defective cells.

• In case of sulphation of terminals remove the connectors, clean, put bac$ and apply

petroleum 8elly.

• hec$ suspension@cradle of battery bo3 for availability of all suspension bolts, signs

of any crac$, corrosion, rusting and ta$e corrective action, if necessary.

• hec$ for proper fitment of battery cells in battery bo3 or module fitment in case of

?R0 batteries, if re4uired proper pac$ing may be provided.

• Ansure that spare batteries, particularly ?R0 cells are properly $ept at places not

e3posed to direct sunlight, rain, dust etc. /he batteries should be stored indoor

preferably between !( to Q in clean and dry location.

• ?R0 1atteries MI no. R;:@=A@/I@MI@((("-+ %Rev.() dt.(".(6.+ to be

followed.

(, Co*&r%##or and Cond%n#%r 4otor

In case of compressor motor, e3amine the tire coupling for any indication of looseness

or slip and rectify defects.

?I/@AA@!("#-!("6@=/@(!6


27/50

:pen inspection cover and e3amine the condition of commutator. lean with sand

paper or pumice stone, if necessary. ;o not remove the dar$ tan film unnecessarily.

lean all carbon dust with dry compressed air.

hec$ condition of carbon brushes. If worn out, replace with carbon brushes of

approved grade.

hec$ condition of pigtails. If necessary, replace as per the manufacturer's

recommendation.

hec$ the starting resistance connectors for tightness.

hec$ suspension of compressor motor unit for any signs of crac$, corrosion and

rusting. /a$e remedial action if re4uired.

arry out visual inspection for signs of overheating and presence of fumes. 1low off

dust if re4uired.

hec$ the direction of rotation for correctness if the same has been attended

hec$ the fan blades for tightness in case of condenser motor.

(i, E(a&orator 4otor

• :pen the inspection cover and e3amine the condition of commutator. lean with (-(

sand paper or pumice stone, if necessary. ;o not remove the dar$ tan film

unnecessarily. lean all carbon dust with dry compressed air.

• hec$ condition of carbon brushes and pigtails. Replace if necessary as per the

manufacturer's recommendation.

• hec$ the bearing for noise.

• hec$ the blower fi3ing for tightness.• arry out visual inspection for signs of overheating and presence of fumes. 1low off

dust if re4uired.

(ii, Co*&r%##or

• hec$ the proper lubrication of compressor level of oil when operating should be upto

half of the bull eye glass.

• ubricate the compressor as per R;: MI 7o. R;:@0@MI@6

• A3amine the reading of B=, = and := gauges recorded during the 8ourney for

abnormality and ta$e necessary action.

• A3amine fle3ible type coupling and replace, if found defective.

• lean the compressor e3ternally with compressed air.

• hec$ for signs of lea$age at 8oints C shaft seal and ta$e remedial measure wherever

necessary.

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28/50

• A3amine the fi3ing arrangementK chec$ the condition of the anti-vibration mountings

for tightness of the fi3ing bolt.

(iii, Cond%n#%r

• hec$ and ensure that the protection plates and grills are provided on the three sides

of the frame.

• A3amine the fins for e3ternal damage due to flying ballast and ta$e corrective action

if necessary.

• hec$ suspension of the condenser for signs of crac$s, corrosion or rusting and ta$e

remedial action. /ighten bolts, etc., if necessary

i9, D%$"drator and Li'uid R%c%i(%r

• hec$ the sight glass for lea$age, rectify if necessary.• 0fter "( minutes of starting the compressor, chec$ the level of li4uid refrigerant

should be at the bottom of the lower glass of the li4uid receiver

• 0fter "# minutes of starting the plant, feel the outlet and inlet to dehydrator by hand

for temperature difference. /he outlet should not be colder than inlet.

9, Fit%r#

• Remove fresh air and return air filters and replace it by spare clean units.

• hec$ and ensure that fresh air dampers are in proper order.

9i, T$%r*o#tat#

• If the report of the attendant indicates that thermostat do not wor$, e3amine the

thermostats for brea$ in mercury, brea$ in stem, etc. Replace the thermostats, if

necessary. Jollow R;: MI 7o R;:@MI@0@"#.

• lean thermostat bulb with cotton.

• Ansure wor$ing of plants in auto mode for all temperature setting.

9ii, Pan% 6oard

• lean the panel and remove dust.

• hec$ the wor$ing of indication lamps, replace it if necessary.

• hec$ the availability of spare fuses in the place provided for the same and provide if

necessary.

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29/50

• hec$ the availability of arc chute and provide if necessary.

• hec$ and clean the contacts of contactors "!, "& and "&0.

• hec$ the operation of cooling pilot relay %by short circuiting terminals ./.).

Remove short after the completion of chec$.

9iii, Li0$t# and Fan Wirin0

• hec$ for earth lea$age in the wiring with a double test lamp. Rectify if any defect

noticed.

• hec$ for any loose connection C tighten if necessary.

9i(, Li0$t# and Fan#

• hec$ all the lights and fans for proper wor$ing. Rectify or replace if necessary.

• lean the fan and light fitting e3ternally.• hec$ all switches, fan regulators, call bells and push buttons for proper wor$ing.

Replace if necessary.

9(, Pr%-Cooin0 Unit

• lean rectifier unit e3ternally with dry compressed air.

• hec$ the presence of water in terminal bo3, drain out if necessary.

• oad the pre-cooling unit to its ma3imum capacity and chec$ for any overheating.

• hec$ suspension of battery charger for sign of any crac$, corrosion or rusting and ta$e

action if re4uired.• hec$ the pre-cooling soc$et pins and its fi3ing arrangements.

9(i, 5%n%ra

• hec$ log- sheet of last trip and attend all the faults recorded in the log sheet.

• Run the plant for half an hour. hec$ system operation, specially the following

uction pressure gauge reading should be !-&


30/50

/./ 4aint%nanc% Sc$%du% 2or roo2 *ount%d AC &ac7a0% unit# and it# contro

&an%

Fi0 /./ Roo2 4ount%d AC unit

/./.1 Tri& #c$%du% +Pri*ar" and S%condar" *aint%nanc%,

lean all dust from panel by dry compressor air from the panel.

hec$ that all the safety and protection devices are in wor$ing condition and not inthe by passed condition.

Replace defective@by passed components including indication A;s and lamps, if any.

Remove fresh air and return air filters by opening the access doors provided under the

bottom of unit. lean these filters with pressuri2ed air and 8et of water and place them

in their place or replace them with pre-cleaned@new-filter and close access doors

properly.

hec$ the log sheet maintained for each 0 coach and attends the defects noticed

during run as reported by escorting staff.

hec$ for wor$ing of Roof Mounted =ac$age nit %RM=) and ontrol panel as

following.

a) witch P:7N R9-I and chec$ that all the three pilot indication lamps %Red, yellow

and blue) for R.>.1. phases and power P:7N indication A; %Green) are

glowing.

?I/@AA@!("#-!("6@=/@(&(


31/50

b) =ut R9-! in PP:7N position and $eep R9-& in P?A7/N position and chec$ that

c) Indication A; %green colour) for 1lower P:7N is glowing and 1lower fan is

wor$ing. hec$ for satisfactory operation of vane relay by moving the flap by hand

gently.

d) hec$ for satisfactory operation of the pac$age unit by moving R9-&, in

0/:, M070 BA0/I7G C M070 ::I7G modes. /his can also be

verified from indication A;s %green colour).

e) hec$ that cooling system is wor$ing even if only one condenser fan out of the two

is wor$ing. /his can be done by simply switching off M1 ! or M1 &@ta$ing out

fuses of condenser motor " or condenser motor !.

f) hec$ that cooling and heating thermostats wor$s properly, i.e. 0@ system Scut-

offT and Scut-inN in auto-mode.

i, HP1 ; HP Cut-out#

witch :7N the compressor with condenser fan :JJN. /a$e out fuses @switch-off M1-"

and M1-& of the condenser fan motors and $eep the pac$age in manual cooling mode.

ompressor should trip within "( minutes. B= cut outs should be reset after each tripping.

ii, LP-1 ; LP- Cut out#

witch P:7N the compressor with condenser. /a$e out fuses@switch-off M1-" provided in

the power circuit of blower motor and short terminals of vane relay.


32/50


33/50

Fi0 8.1 Cat%0ori=ation o2 Coac$%#

8. 5%n%ra d%#cri&tion o2 *a


34/50

/he brushless 0lternator with the help of static rectifier cum regulator unit is capable of

developing voltage at the set value to meet the coach load during 8ourney from minimum speed

for full output %MJ:) to ma3imum speed. /he alternator is used for

") harging the coach batteries.

!) /o meet electrical load i.e. fans, lights, air conditioning, water-raising apparatus %9R0)

etc. in the coach.

.# $9 brush-less alternator are driven by 7os. of "!! matched sets of ?N belt coupled

between the a3le and the alternator pulley. /he a3le pulley is of #*!.6 mm =; %pitch circle

dia.) and alternator pulley is of !(( mm =;. 1elts are $ept under tension by a spring-loaded

belt-tensioning device.

"+$9@ !!.*#$9@ !#$9 alternators are fitted with "! 7os. of deep ?-grooved pulleys of

!(( mm =; with si3 grooves on each side of the shaft, which is driven by ?-belt incon8unction with an a3le pulley.

8.. R%cti2i%r-cu*-r%0uator unit +RRU,

/he rectifier cum regulator unit has mainly following functions

") /o rectify the & phase 0 output of the alternator through ; full wave bridge

rectifier.!) Regulating the voltage generated by the alternator at the set value.

&) Regulating the output current.

Recently electronic rectifier cum regulator %ARR) confirming to R;: specification

7o.R;:@=A@=A@;@0@(("& %Rev.(), developed, which has been fitted on a very few

coaches on trial.

8../ 6att%ri%#

/he following types of batteries are provided on under-frame of 0 C non 0 elf

Generating type and And on Generation type coaches.

") 6?@"!( 0h flooded type %Mono bloc$ cells) on 7on 0 1G G coaches.

!) !?@"!( 0h, ?R0 cells on 7on 0 1G G %elf Generating) coaches.

&) !?,""(( 0h #6 cells ?R0 ""( ? G 0 coaches fitted with RM=s and !# $?0

Inverter

?I/@AA@!("#-!("6@=/@(&


35/50

) ! ?, +(( 0h flooded type cells on under-slung mounted split type 0 e4uipment.

#) (@"!( 0h, !? on A:G %And-:n-Generation) type 0 coaches %Amergency

batteries for lighting.

/he !?,"!( 0h / batteries are used in con8unction with brushless alternator with suitable

Rectifier-cum Regulator of .# $9 capacity for train lighting system of / 1G G type

coaches. /he !?, #6 cells +(( 0h @ !?, #6 cells ""(( 0h ?R0 batteries are used in

con8unction with brushless alternator with Rectifier-cum Regulator unit of "+@!!.*#@!# $9

capacity for 0 coaches. ""(( 0h batteries are used on 0 coaches e4uipped with the Roof

Mounted =ac$age type 0 plants. ""(( 0h capacity battery is of the valve regulated lead acid

%?R0) type which has its inherent advantages li$e

• /opping up with water is not re4uired.

• =eriodical chec$ing of specific gravity is not re4uired.

• Regular maintenance to avoid sulphation of terminals and connections not re4uired.

/he ?R0 batteries are also $nown as ealed Maintenance Jree %MJ) batteries.

8..8 6att%r" o9

Fi0 8. 6att%r" o9

IJ type design battery bo3 for 0 coaches is a fabricated framewor$ made of mild steel

confirming to drg. 7o. 9GJ0-*-"-(!6.9hereas RJ design is of closed type confirming to

drg. 7o. *"+ %== side) C *"#" %7== side), It is suspended on coach in the under

?I/@AA@!("#-!("6@=/@(


36/50

frame and is provided with front opening doors for paying attention to batteries. JR= trays are

provided to prevent corrosion. /he interior of the battery bo3 is painted with anti-corrosive

paint.

9hile mounting the battery bo3 in under frame of the coaches, special care is ta$en to

provide loc$ing nuts and split pins to avoid any accidental falling of batteries while running.

Recently both the =roduction nits have been instructed to provide battery bo3es as per R;:

drg. 7o. R;:@


37/50

!# and ( 9att lamps are provided in the non 0 coaches. /he power supply is at ""( ?olt ;.

!# 9att lamps are used in corridor, light lamp, wash-basin, toilet. ( 9 lamps are used for

lights in the coach.

8.. FTL +Fuor%#c%nt Tu% Li0$t,

It is a ! feet long, !( watt fluorescent tube light provided in the coach for the light. It wor$s at

""( ? ; supply. It gives better illumination and is being provided in the coaches in place of

/ lamps.

8..1 Carria0% Fan#

:n non 0 1G coaches (( mm sweep carriage fans are used where system voltage is ""( ;.

/hese fans are fi3ed type and confirm to I 66+(-! with latest anne3ure 'B' for deviation to

I 66+(-!.

Fi0 8./AC #u&&" &o!%rin0 in /&$a#% *otor

8./ Tri& #c$%du% +Pri*ar" and S%condar" *aint%nanc%,

?I/@AA@!("#-!("6@=/@(&*


38/50

8./.1 Att%ntion on *aint%nanc%

0s soon as the ra$e is berthed in the maintenance lines and before commencing the wor$, a

caution board shall be clamped to the rail on either side of the ra$e by /OR or his

representative. Rail loc$s shall be used on either side of the ra$e for the safety of maintenance

staff attending under gear e4uipment. /OR should ensure clearance from electrical harge

men@staff incharge for the maintenance of rac$ before removing the caution board and rail

loc$s.

/o avoid any malfunctioning of the above system, printed forms for permit to wor$ on

pit lines issued by the traffic department and after completion of the wor$, completed @ men

withdrawn form can be used.

hec$ the plate-form attention report and concentrate first on attending the defects in

these coaches by adapting systematic trouble shooting procedures. =roceed as follows in

respect of other e4uipment.

8./. At%rnator#

Jirst attend alternators in coaches for generation, which have arrived LcoldL and coach dar$

condition as per platform report. =roceed as follows-

• hec$ field fuse, replace if found blown, with approved ma$es i.e., C or Anglish

Alectric ma$e.

• hec$ the continuity of field and phase winding with the help of test lamp@ multi-meter

to ensure that windings are not open circuited.

• hec$ for loss of residual magnetism with the help of voltmeter across the field

terminals. In case of loss of magnetism, give "! ? ; flashing to the field terminals for

few seconds to regain lost residual magnetism.

• hec$ that the regulator feedbac$ loop is :.


39/50

• hec$ the ; output voltage at the rectifier and regulator terminals. Identify the defects

if any and rectify them. /he battery should be isolated while doing this test.

• =rovide new split pin for pulley castle nut after completion of wor$.

• hec$ up the condition of safety chain and availability of split pins in safety chain bolts.• hec$up alternator suspension brac$et and tension gear for any damage and replace, if

necessary.

• hec$ up and tighten loose bolts in terminals bo3 covers.

• hec$ availability of split pin for alternator castle nut.

hec$ the belt tension after every round trip of the coach.

• Jor new ?-belt fitted, the belt should be re-tightened after completing the first trip.

• hec$ the tension indicator pin at suspension point after every round trip for flat belt

drive alternator.

7ever energi2e field from battery in case of failure of field circuit diode in regulator.

0part from non-regulation, this may cause permanent damage to field windings.

• If there is no generation, ensure that there is no brea$age in the cable termination.

8././ A9% Pu%"

• A3amine the indicating white mar$ on the pulley a3le and ensure that the pulley has not

slipped. If pulley has slipped, ta$e necessary corrective action.

• /ap the pulley with hammer and 8udge the tightness or crac$ by sound. If it gives clean

metallic sound the pulley is tight. ;ull sound indicates that it is loose. 1olt should be

tightened with tor4ue wrench to &( $gm.

• hec$ the loc$ nuts and split pins for availability and tightness.

8./.8 6%t#

• hec$ condition of belt for fraying of edges, etc.,

• hec$ the belts for overturn and correct it, if necessary.

• hec$ the number of belts which should be nos. for .# $9 alternator.

?I/@AA@!("#-!("6@=/@(&


40/50

• /ension should be felt by hand by stri$ing it slightly. 1elt in correct tension will

respond Palive' and Pspring-bac$'. If re4uired retensioning, the same shall be retensioned

to the recommended values as applicable. /his can also be chec$ed using a suitable

tension meter as per recommendations of ? belt manufacturers.

• hec$ that all the sets of belts provided should be of same ma$e C grade.

8./. R%cti2i%r cu* R%0uator

• lean regulator e3ternally. :pen regulator terminal cover and chec$ for signs of

overheating in all the terminals@bus bars@etc. hec$ up for loose connections and tighten

the same. If the terminal board is found affected due to heat, replace terminal board with

new one.

• hec$ for any damage to the phase and field wires @cables inter connecting regulator

and alternator and its anchoring arrangement.

hec$ and secure properly the terminal cover and regulator cover.

• If the generator is normal, chec$ the cable termination of the regulator visually for any

abnormality.

• If the alternator arrived without generation, open the regulator and chec$ for any

abnormality and ensure the fuses are intact.

• hec$ the cable for any abnormality from the alternator to the regulator by using test

lamp, if found open@short attend the same.

• Ansure the residual magnetism is available in the alternator.

If needed change the regulator and ensure the generator by running the alternator with a

portable motor.

NOTE omponents omponents of RR such as M0, A/, /, :?R etc., and electronic

components such as power diode, field diodes, 2ener diodes, au3iliary diaode etc., shall be

procured only from :AM.

Maintenance of alternator@RR has to be done in line with MIs issued by R;: as well as

Manufacturer's recommendations

?I/@AA@!("#-!("6@=/@((


41/50

8./.? 6att%ri%# 6att%r" 6o9

i,Con(%ntiona L%ad Acid 6att%ri%#

• /o $now the condition of cells during P/rip A3amination' some cells in a battery are

treated as Ppilot' cells. :n arrival of train in the maintenance line, disconnect all inter

vehicle connections. Record the specific gravity of Ppilot' cells in each battery. ;ifferent

cells should be identified as pilot cells every month. /he idea of identifying different

cells as pilot cells every month is to ensure that true condition of the battery is reflected.

• In case of conventional coaches wor$ing on ""( ? ;.. system there are two crates with

mono bloc$ batteries in each battery bo3. Mar$ing of these cells to indicate pilot cells

shall be done as follows.

Month =ilot ells

"st Month ","!,"&

!nd Month !,"","

&rd Month &,"(,"#

th Month , ,"6

#th Month #,+,"*

6th Month 6,*,"+

Table 4.2 !onthly )ycle

R%&%at c"c% 2urt$%r.

• hec$ the floats of each cell and chec$ for correct electrolyte level as indicated in the

float stem. Replace missing@defective floats. In case of low level, replenish with distill

water. If any cell needs too much water for replenishing, watch for crac$ in the cells

and also chec$ the voltage on load which should not be less than ".+( ?. In case of any

defect, remove the cell and replace by a spare one preferably of the same ma$e and lug

date or a lug date as close to the one already in the coach.

• oaches with discharged batteries which shows less than "(( ? on load should be put

on charge at double the normal rate of charge and the charging reduced to half the rate

?I/@AA@!("#-!("6@=/@("


42/50

of charge as soon as the gassing starts and continued till the specific gravity rises to

the fully charged value which should be between "!"( and "!!(. se the battery

charging terminals provided in coaches for charging purpose. hec$up correct polarity

and connect the charging cables. se a clip on ;.. ammeter of (-!#0 range to chec$

up the battery charging current. 7ote down the rate of charging and the number of

hours of charge.

• hec$ specific gravity of pilot cells and the total voltage of battery on load at the

end of charge and record.

•


43/50

• hec$ the termination of cable in the under frame lin$ bo3, for proper condition and

attend if needed.

ii. RLA 6att%ri%#

MI no.R;:@=A@/@MI@((("-+ %Rev.() dt.(".(6.+ to be followed.

Fi0 8.8 6oc7 dia0ra* o2 %%ctronic &o!%r

8./. Eart$ C$%c7in0

1efore chec$ing the earth in the coach, it should ensure that coach is not connected to the

ad8acent coach through AJ/ %Amergency Jeed /erminal). 0fter isolating the coach the earth

shall be tested by using a double test lamp as e3plained in the R;: code of practice of ""( ?

coaches. If any earth is noticed the re4uired corrective measures should be ta$en to remove the

earth before inducting the coach in the service. 7o coach shall be allowed for service with Uveearth. Bowever in case of ve earth this can be allowed for ma3imum one trip that too with

properly mar$ing as ve earthed.

Record all the attention given in the under frame and roof, the pecific Gravity, the condition of

generation, lamps, fans and fuses, availability of belts etc. with coach and other details.

?I/@AA@!("#-!("6@=/@(&


44/50

8./.B Fan#

Jollowing scheme is prescribed for all trains during primary or secondary maintenance at a

depot-I. witch on each fan individually. hec$ starting of fan when switched on. In upper class

coaches, chec$ fan for starting in the lowest position of regulator and also for variation of speed

in the other regulator positions. If the fan does not start, short the switch terminals with a small

piece of wire temporarily. If the fan starts this will indicate that the controlling tumbler

switch@regulator is defective. Replace defective switch@regulator.

II. If the fan does not start when the toggle switch terminals are shorted, proceed as follows

• /est for supply at the !-way connector terminals near the fan with the tumbler switch

on. If there is no supply, the wiring is defective and has to be attended.

• :pen dome cover in case of swiveling fans and remove fan body fi3ing screws in case

of fi3ed fans.

• Remove carbon brushes. hec$ brushes for condemning si2e, proper bedding, correct

spring tension and correct grade of brush.

• hec$ for free movement of brush in the brush holder. Replace defective brushes@

springs.

• If the commutator is dirty, clean the surface with sand paper of (@( si2e.

• If the commutator surface is grooved or the segments are found pitted in one or more

locations, replace the fan by an overhauled fan. /he defective fan can thereafter be

rectified by replacing the defective armature by a good one. If spare armature is not

available send defective fan to shop for attention.

• If the fan is noisy, chec$ for loose blades@fan guards and tighten them. If the noise is due

to bearings, replace the fan and send defective fan to shop for replacing.

• hec$ the fuse for fans and ensure that it is of correct si2e % 9G) tinned copper.

• lean fan body and its guard.

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45/50

• In swiveling and brac$et fans ensure that the fan dust cover is promptly replaced after

attention and also that the nylon cord provided to prevent loss of fan dust cover, is

available in position.

• /he M1@fuse controlling the fan circuit shall be chec$ed for correct rating %"60 for

non 0 G coaches and 6 0 for G 0 coaches and proper functioning and replace if

found defective.

• /he fans shall be available as per lay out for the coaches. In case it is necessary to

remove any fan for attending to ma8or defects and no spare fan is available a

;eficiency abelN shall be affi3ed near the fan point. In case no deficiency abel is

available. /heft Memo shall be issued to the security branch.

• ;eficiency of fans shall be promptly made good when noted by any depot irrespective

of whether the train is primarily maintained or not e3cept in case of repeated large scale

deficiencies of foreign Railway's coaches. /he ;epot@Railway entrusted with primary

maintenance shall be advised by message whenever the deficiency is made good or

when large scale deficiencies are noted on arrival.

Fi08. 4otor 5%n%rator Su&&"

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46/50

8./. Li0$tin0

• witch on each lamp@tube light. If the lamp@tube light does not glow, chec$ lamp@tube light

and replace, if fused. If the lamp is all right, chec$ control fuse and replace, if found

blown.• If the fuse is all right, chec$ control switch and replace, if necessary. If the switch is all

right, chec$up lamp holder for stuc$ up plunger or loose connection and rectify defect. If

there is no defect in the lamp holder, chec$up for supply at the holder terminals and if the

wiring is found defective, mar$ the coach Lic$L and arrange for attention in maintenance

lines.

• 7ote down the coach number, total number of lights in each coach and the number of

defective@missing lights on arrival.

• =rovide switch covers and fuse covers promptly, if they are missing.

• If any dome cover is open or not secured properly, rectify defect, if any and secure.

• Replace bro$en glass domes@acrylic covers of tube lights.

• In case of berth lights in first class and 0 coaches, chec$up for free movement of shutters.

Replace, if found defective.

• lean side lamp glasses and red shield inside the lamp in Rs. hec$ up for free

movement of operating handle and drop same lubricating oil, if necessary. lean tail lampglass and the reflecting surface inside.

• In case of fluorescent light chec$ holders, switches, electronic ballast and wiring and

rectify defect@replace component.

• hec$ M1s@fuses for light circuits in 8unction bo3 for proper operation and replace

defective M1s. 9atch for loose connections between M1 and bus bars and rectify.

Ansure that M1s@fuses are intact for protection of each circuit.

• hec$ tightness of terminal connections of BR fuse for negative circuit in 8unction bo3

and rectify defect, if any.

• se fuses@fuse wires of recommended si2es in 8unction bo3 as a stop gap measure in place

of M1s and BR fuses. Ansure that fuse wire provided in 8unction bo3 as a temporary

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measures enroute should be replaced with M1sC BR fuses of the correct si2es at the

primary maintenance depot.

• Remember that fuses C M1s are safety switch gears provided for isolating the supply in

case of faults. 7ever by-pass or use incorrect fuses as this may result in serious failures.

8./.1 Wirin0 and Acc%##ori%#

• Aarthing of wiring in the coach shall be chec$ed both on the positive and negative wire

separately in each coach by the earth testing device. 0 coach with negative earth fault in

case of ""( ? ; systems, which could not be attended in time, can be given in service in

case of emergency. /he coach shall be ta$en for attention by the primary maintenance

station during the ne3t trip.

• able insulation on coaches gets damaged in various ways resulting in earthing.

;amaged insulation whenever noticed shall be promptly taped with =? tape.

• /he chipping of insulation is a dangerous practice this leaves permanent scratch on the

cable. /he taped conductor will not be 4uite satisfactory and so chipping should never

be done. /esting shall be done only at cable terminations.

• =oor chipping of cable, poor crimping of cable lugs and loose connections in terminals

will result in e3cessive heating and discoloration of lugs, tapes and cables. 9atch for

this during inspection and ta$e prompt action to locate and rectify the defects. Replace

overheated tape and re-tape the overheated portion of cable insulation at terminals using

=? tape after ensuring proper cable connection and cause of overheating.

• Replace blown fuses, incorrect si2e fuses and discolored fuses by fuses of proper

rating. Replace blown or incorrect si2e of BR fuses by correct rating. hec$ all fuses

and ensure that they are secured tightly to their terminals. Replace defective

M1s@fuses in 8unction bo3 by M1s@fuses of correct rating.

• 7ever replace a blown fuse by a higher gauge fuse. Remember that fuses are provided

for protecting circuits in case of faults. /ry to find out the cause of fault.

• oose and e3posed@hanging wires should be secured and properly covered. In case

wiring is found mechanically damaged or tampered with or needs replacement, the

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coach should be mar$ed electrically sic$. If the wor$ is of a minor nature, this may be

done in maintenance lines.

• If the repairs are heavy the coach may be boo$ed to hops for attention. oaches which

are suspected to have wiring defect either in the under frame or roof shall be sub8ected

to insulation test with #(( ? megger.

8.8 Fortni0$t" Sc$%du%

8.8.1 6att%r"

In addition to the instructions contained under L/rip e3aminationL the following wor$s shall be

carried out.

• lean the interior of battery bo3.

• lean the cell tops and deposit of sulphate, if any, in inter cell and end cell

connections.

• Remove sulphated inter cell connections, clean the connecting surface with a piece of

cloth. se fresh fasteners. ulphated internal connections and fasteners should be

soa$ed in $erosene oil, cleaned with warm water and $ept ready for use. Inter cell

connections should be provided with both small and large strips and four fasteners each

with one he3agonal nut, one spring washer to I&(6& and two steel punched washers

to I!("6.

• Remove end cell connectors, clean the connecting surface both in cell and connector

thoroughly and provide bac$. hec$ for proper crimping of terminal. In case strands of

connecting cable are found cut at the crimping end, cut wire at the crimping end and re-

crimp with a new inter cell connector. And cell connector confirming to I6++

should only be provided. /inned copper crimping soc$ets with a single hole, if any, provided as a stop gap measure should be replaced by standard end cell connector.

=rovide end cell connectors with both the fasteners each with one spring washer to I

&(6& and one punched steel washer to I!("6.

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• /ap sealed float guides and chec$ for free movement. oo$ for elongated holes in

sealed float guides and replace such guides. Replace deficient floats promptly.

• hec$ whether vent plugs are of the anti-splash type and replace if re4uired.

• hec$ the Lma$e of cells and the lug date. ;ifferent Lma$esL of cells mono bloc$ if found mi3ed together should be replaced by a single Lma$e L of cells. If it is not

possible to do this during one Jortnightly A3amination this should be noted down and

attempts made to replace the same during the ne3t Jortnightly A3amination.

• hec$ whether cell@ mono bloc$ pac$ing is tight and provide additional pac$ing, if

necessary. se only hard wood coated with acid resistant paint for cell pac$ing. 7ever

use untreated wood or plywood for pac$ing of cells@ mono bloc$. If any cell@ mono

bloc$ is found crac$ed, replace it promptly.

• hec$ for provision of anti-theft rods and provision of nuts, both inside and outside

the battery bo3 on either side. Replace deficient rod and nuts.

• 0pply petroleum 8elly on inter cell connection and end cell connections. ;o not use

grease.

• hec$ battery fuses and replace overheated@incorrect si2e fuses by correct si2e.

• hec$ battery bo3 fi3ing nuts for tightness.

• ?R0 1atteries MI.7o. R;:@=A@/@MI@((("-+ IRev () dtd. (".(6.+ to be

followed.

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CONCLUSION

/he first phase of practical training has proved to be 4uiet fruitful. It provided an opportunity

for encounter with such huge machines li$e supply system that is been provided to the station

and to the train and how the maintenance of coaches is done and also we came to $now that

how does the cooling system is the 0 coaches wor$ and how they are maintained so they

wor$ with such a great efficiency

9e also got a brief idea about how the electricity is regulated in the coaches when the

train is moving i.e. traveling we saw the battery bo3 in which batteries were store from which

the power is drawn for the functioning of the coaches

/he training told me about how this huge networ$ wor$s and is maintained too. 9e also

get a brief idea about the locomotive that is been used for pulling such a heavy weight how

does the locomotive wor$s. In an overall the e3perience was great and very taught full I have

learnt many things during the training.

north wetern railway.docx

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