Training Report on indian railways on AC COACH MAINTANCES

MAHARISHI MARKANDESHWAR UNIVERSITY MAHARISHI MARKANDESHWAR ENGINEERING COLLEGE, MULLANA

A TRAINING REPORT ON

AC COACHES MAINTANCES AND POWER SUPPLY IN AC COACHES

(INDIAN RAILWAYS)

GUIDED BY: SUBMITTED BY :

1. ER. SANJAY KUMAR PAWAN SHARMA (SENIOR SECTION ENGG.) B.TECH (ELECTRICAL ENGG.)

2. Mr. DINESH KUMAR 5TH SEM SECTION-E(E-2)

(FOREMAN) RNCC PATNA ROLL NO-11133124

MMEC MULLANA

SUBMITTED TO—

1. Er.MANJU GUPTA(ASSISTANT PROFESSOR)

2. Er.ABHISHEK JAIN(ASSISTANT PROFESSOR)

CONTENTS---

1. INTRODUCTION OF INDIAN RAILWAYS2. HISTORY OF RAILWAYS3. RAJENDRA NAGAR COACHING COMPLEX 4. LINKE HOFMANN BUSCH (LHB) COACHES5. AIR CONDITIONAL COACHES6. POWER SUPPLY IN AC COACHES7. PRODUCTION AND TYPES8. TECHANICAL DETAILS9. BOGIES10. COUPLERS11. WATER SUPPLY AND DISPOSAL 12. PANTRY 13. CONCLUSION14. PHOTOGRAPH OF RNCC PATNA AND SINK LINE

ACKNOWLEDGEMENT

The opportunity given to us by Indian Railways to learn and

study about their AC Coaching maintenance techniques over

LHB Coaches and their state of the art devices and power

supply techniques will make a real difference in our

engineering aptitude, knowledge and abilities. I would like to

thank all those who helped me by giving their valuable

thoughts and information without which it would have been

difficult for me to complete this project I am obliged and

honoured in expressing the deep sense of gratitude to my

training instructor Er. Sanjay Kumar S.S.E (AC Coach

Maintances) and Mr. Dinesh Kumar (Foreman) of East Central

Railways for his helpful guidance and suggestion at every

stage of this report.

ABSTRACT

This report takes a pedagogical stance in demonstrating how

results from theoretical electrical engineering may be applied

to yield significant insight into the behaviour of the devices

electrical engineering practice seeks to put in place, and that

this is immediately attainable with the present state of the

art. The focus for this detailed study is provided by the type

of ac coaches maintenances and various power supply

currently being deployed throughout mainline railways.

Safety and system reliability concerns dominate in this

domain. With such motivation, two issues are tackled: the

special problem of software quality assurance in these

control systems, and the broader problem of design

dependability. In the former case, the analysis is directed

towards proving safety properties of the power supply which

distributed to the railway lines.

1.INTRODUCTION

About Indian Railways

Indian Railways, a historical legacy, are a vital force in our economy. The first

railway on Indian sub-continent ran from Bombay to Thane on 16th April 1853.

Fourteen railway carriages carried about 400 guests from Bombay to Thane

covering a distance of 21 miles (34 Kilometers). Since then there has been no

looking back. Today, it covers 6,909 stations over a total route length of more

than 63,028 kilometers. The track kilometers in broad gauge (1676 mm) are 86,

526 kms, meter gauge (1000 mm) are 18, 529 kms and narrow gauge (762/610

mm) are 3,651 kms. Of the total route of 63,028 kms, 16,001 kms are

electrified. The railways have 8000 locomotives, 50,000 coaching vehicles,

222,147 freight wagons, 6853 stations, 300 yards, 2300 goodsheds, 700 repair

shops, and 1.54 million work force. Indian Railways runs around 11,000 trains

every day, of which 7,000 are passenger trains. Presently, 9 pairs of Rajdhani

and 13 pairs of Shatabdi Express Trains run on the rail tracks of India. It is

interesting to note that though the railways were introduced to facilitate the

commercial interest of the British, it played an important role in unifying the

country. Railways are ideally suited for long distance travel and movement of

bulk commodities. Regarded better than road transport in terms of energy

efficiency, land use, environment impact and safety it is always in forefront

during national emergency. Indian railways, the largest rail network in Asia and

the world's second largest under one management are also credited with

having a multi gauge and multi traction system. The Indian Railways have been

a great integrating force for more than 150 years. It has helped the economic

life of the country and helped in accelerating the development of industry and

agriculture. Indian Railways is known to be the largest railway network in Asia.

The Indian Railways network binds the social, cultural and economic fabric of

the country and covers the whole of country ranging from north to south and

east to west removing the distance barrier for its people. The railway network

of India has brought together the whole of country hence creating a feeling of

unity among Indians.

S/No. Name of the Railway Zone Zonal Headquarter   Division

1 Central Railway Mumbai 1) Mumbai 2) Nagpur 3) Bhusawal 4) Pune 5) Sholapur 

2 Eastern Railway Kolkata 1) Howrah-I 2) Howrah-II 3) Sealdah 4) Malda 5) Asansol 6) Chitaranjan

3 East Central Railway Hajipur 1) Danapur 2) Mugalsarai 3) Dhanbad 4) Sonpur 5) Samastipur

4 East Coast Railway Bhubaneshwar 1) Khurda Road 2) Waltair 3) Sambhalpur

5 Northern Railway Baroda House, New Delhi 1) Delhi-I 2) Delhi-II 3) Ambala 4) Moradabad 5) Lucknow 6) Firozpur

6 North Central  Railway Allahabad 1) Allahabad 2) Jhansi 3) Agra

7 North Eastern  Railway Gorakhpur 1) Izzatnagar 2) Lucknow 3) Varanasi

8 North Frontier  Railway Maligaon, Guwahati 1) Katihar 2) Alipurduar 3) Rangiya 4) Lumding 5) Tinsukhia

9 North Western Railway Jaipur 1) Jaipur 2) Jodhpur 3) Bikaner 4) Ajmer

10 Southern  Railway Chennai 1) Chennai2) Madurai 3) Palghat 4) Trichy 5) Trivendrum

11 South Central Railway Secunderabad 1) Secunderabad 2) Hyderabad 3) Guntakal 4) Vijaywada 5) Nanded

12 South Eastern Railway Garden Reach, Kolkata 1) Kharagpur 2) Adra 3) Chakradharpur 4) Ranchi 5) Shalimar

13 South East Central  Railway Bilaspur 1) Bilaspur 2) Nagpur 3) Raipur

14 South Western Railway Hubli 1) Bangalore 2) Mysore 3) Hubli 4) FA/F/YNK

15 Western Railway Mumbai CST 1) BCT 2) Vadodara 3) Ahemdabad 4) Ratlam 5) Rajkot 6) Bhavnagar

16 West Central Railway Jabalpur 1) Jabalpur 2) Bhopal 3) Kota

Organization Overview

The Ministry of Railways under Government of India controls Indian Railways.

The Ministry is headed by Union Minister who is generally supported by a

Minster of State. The Railway Board consisting of six members and a chairman

reports to this top hierarchy. The railway zones are headed by their respective

General Managers who in turn report to the Railway Board. For administrative

convenience Indian Railways is primarily divided into 16 zones:

1.1.2 The Ministry of Railways has following nine undertakings:

1. Rail India Technical & Economic Services Limited (RITES)

2. Indian Railway Construction (IRCON) International Limited

3. Indian Railway Finance Corporation Limited (IRFC)

4. Container Corporation of India Limited (CONCOR)

5. Konkan Railway Corporation Limited (KRCL)

6. Indian Railway Catering & Tourism Corporation Ltd (IRCTC)

7. Railtel Corporation of India Ltd. (Rail Tel)

8. Mumbai Rail Vikas Nigam Ltd. (MRVNL)

9. Rail Vikas Nigam Ltd. (RVNL)

Indian Railways have their research and development wing in the form of

Research, Designs and Standard Organization (RDSO). RDSO functions as the

technical advisor and consultant to the Ministry, Zonal Railways and

Production Units.

Railway Budget

Since 1924-25, railway finances have been separated from General Revenue.

Indian railways have their own funds in the form of Railway Budget presented

to the Parliament annually. This budget is presented to the Parliament by the

Union Railway Minster two days prior to the General Budget, usually around

26th February. It has to be passed by a simple majority in the Lok Sabha before

it gets final acceptance. Indian Railways are subject to the same audit control

as other government revenues and expenditure

Facilities for Passengers

Computer based unreserved ticketing takes care of the large chunk of

unreserved segment of passengers. This facility allows issuance of unreserved

tickets from locations other than boarding station.

Indian Railway Catering and Tourism Corporation (IRCTC):

IRCTC has launched on line ticketing facility with the aid of Center for Railway

Information System, which can be booked on www.irctc.co.in. For the

convenience of customers queries related to accommodation availability,

passenger status, train schedule etc are can all be addressed online.

Computerized reservation facilities have made the life easy of commuters

across India. National Train Enquiry system is another initiative of Indian

Railways which offers train running position on a current basis through various

output devices such as terminals in the station enquiries and Interactive Voice

Response Systems (IVRS) at important railway stations. Indian Railways are

committed to provide improved telecommunication system to its passengers.

For this Optical Fibre Communication (OFC) system has been embraced, which

involves laying optical fibre cable along the railway tracks. In recent years

Indian Railways have witnessed the marked rise of collaboration between

private and public sectors. Few of the notable examples here are the broad

gauge connectivity to Pipya Port where a joint venture company is formed with

Pipava Port authority. Similarly Memorandums of Understanding has been

signed between Railways and State governments of Andhra Pradesh,

Karnataka, Maharashtra, West Bengal, Tamil Nadu and Jharkhand.

Rolling Stock

Today, Indian Railways have become self-reliant in production of rolling stock. It supplies rolling stock to other countries and non-railway customers. The production units are at Diesel Locomotive Works, Varanasi, Chittaranjan Locomotive Works, Chittaranjan, Diesel-Loco Modernisation Works, Patiala, Integral Coach Factory, Chennai, Rail Coach Factory, Kapurthala, Wheel & Axle Plant, Bangalore and Rail Spring Karkhana, Gwalior.

GENESIS OF INDIAN RAILWAYS

The story of the Indian Railways (IR) is not just a saga of mundane statistics and miles of rolling stock. It is the glorious tale of a pioneering institution that has blazed a trail for nearly a century and a half, making inroads into far-flung territory and providing a means of communication. Indian Railway is one of India's most effective networks that keep together the social, economic, political and cultural fabric of the country intact. Be it cold, mountainous terrain or the long stretches through the Rajasthan desert, Indian Railways cover the vast expanse of the country from north to south, east to west and all in between. More than a hundred years ago, on the 16 April 1853, a red-letter day appeared in the glorious history of the Indian Railways. On the day, the very first railway train in India ran over a stretch of 21 miles from Bombay to Thane. This pioneer railway train consisting of 14 railway carriages carrying about 400 guests, steamed off at 3:30 pm amidst the loud applause of a vast multitude and to the salute of 21 guns. It reached Thane at about 4.45 pm. The guests returned to Bombay at 7 pm on the next day, that is, April 17. On April

18, 1853, Sir Jamsetjee Jeejeebhoy, Second Baronet, reserved the whole train and traveled from Bombay to Thane and back along with some members of his family and friends. This was the humble beginning of the modern Indian Railway system known today for its extraordinary integration of high administrative

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efficiency, technical skill, commercial enterprise and resourcefulness. Today the Indian Railway (IR) is one of the most specialized industries of the world.

OTHER MILESTONES

Under the British East India Company's auspices, the Great Indian Peninsula Railway Company (GIPRC) was formed on July 15, 1844. Events moved at a fast pace. On October 31, 1850, the ceremony of turning the first sod for the GIPRC from Bombay to Kalyan was performed. The opening ceremony of the extension to Kalyan took place on May 1, 1854. The railway line from Kalyan to Khopoli was opened on May 12, 1856. It was further extended to Poona on June 14, 1858 when the traffic was opened for public use. In the eastern part of India, the first passenger train steamed out of Howrah station for Hooghly, a distance of 24 miles, on August 15, 1854. This marked the formation of the East Indian Railway. This was followed by the emergence for the Central Bengal Railway Company. These small beginnings multiplied and by 1880, the IR system had a route mileage of 9,000 miles in India. The Northeastern Railway also developed rapidly. On October 19, 1875, the train between Hathras Road and Mathura Cantonment was started. By the winter of 1880-81, the Kanpur-Farukhabad line became operational and further east, the Dibrugarh-Dinjan line became operational on August 15, 1882. In South India, the Madras Railway Company opened the first railway line between Veyasarpaudy and the Walajah Road (Arcot) on July 1, 1856. This 63-mile line was the first section, which eventually joined Madras and the west coast. On March 3, 1859, a length of 119 miles was laid from Allahabad to Kanpur. In 1862, the railway line between Amritsar and Attari was constructed on the AmritsarLahore route. Some of the trains started by the British are still in existence. The Frontier Mail is one such train. It was started on September 1, 1928 as a replacement for the Mumbai-Peshawar mail. It became one of the

fastest trains in India at that time and its reputation in London was very high. The Kalka Mail from Howrah to Kalka was introduced with the specific goal of facilitating the annual migration of British officials, their families and their retinue of servants and clerks from the imperial capital at Calcutta to the summer capital in Shimla. From Kalka, there was the remarkable toy train service to Shimla. Plans for this narrow-gauge train had started as early as 1847, but it was at the intervention of the Viceroy, Lord Curzon, that work actually began. Hence this train service was also known as the Viceroy's Toy Train. In order to prevent any head-on collisions on the single-track sections of this railway service, the Neals Token System has been used ever since the train was inaugurated. The train guards exchange pouches containing small brass discs with staff on the stations en route. The train driver then puts these discs into special machines, which alert the signals ahead of their approach. The Darjeeling toy trains, the Matheran toy train from Neral to Matheran, the Nilgiri Blue Mountain Railway are other engineering marvels running on routes designed and built by the British. Trains like the Deccan Queen from Bombay to Secunderabad and the Grand Trunk Express from Delhi to Madras are some other prominent trains initiated by the British. With the advancement in the railway system, electrifying railway lines began side by side, and it was in 1925, that the first electric train ran over a distance of 16 km from Victoria Terminus to Kurala.

THE NEED FOR A RAILWAY NETWORK

The British rule in India was governed by three principal considerations to expand the IR system. These were the commercial advantages, the political aspect and even more importantly, the inexorable imperial defense of India against the possible military attacks from certain powerful countries showing signs of extending their orbit of influence into Central Asia.

RECENT DEVELOPMENTS

Now, to further improve upon its services, the Indian Railways have embarked upon various schemes, which are immensely ambitious. The railway has changed from meter gauge to broad gauge and the people have given it a warm welcome. Now, there are the impressivelooking locomotives that haul the 21st-century harbingers-the Rajdhanis and Shatabdis-at speeds of 145 kmph with all amenities and comfort. With these, the inconvenience of changing to a different gauge en route to a destination will no longer be felt. The Research, Designing, and Standardizing Organization at Lucknow-the largest railway research organization in the worldwas constituted in 1957. It is constantly devising improvements in the signaling systems, track design and layout, coach interiors for better riding comfort and capacity, etc., along with improvements in locomotives. Improvements are being planned by engineers. The workshops of the railways too have been given new equipment to create sophisticated coaches at Perambur and Kapurthala and diesel engine parts at Patiala. Locomotives are being made at Chittaranjan and Varanasi. This is in sharp contrast to the earlier British conviction that only minor repairs would be possible in India, so all spare parts including nuts and bolts for locomotives would have to be imported from England. More trains and routes are constantly being added to the railway network and services. The British legacy lives on in our railway system, transformed but never forgotten. Long live the Romance of the Rails! The network of lines has grown to about 62,000 kilometers. But, the variety of Indian Railways is infinite. It still has the romantic toy trains on narrow gauge hill sections, meter gauge beauties on other and broad gauge bonanzas as one visits places of tourist interest courtesy Indian Railways! They are an acknowledgement of the Railways that tourism as an industry has to be promoted and that India is full of unsurpassed beauty. The Calcutta Metro is a fine example of highly complex engineering techniques being adopted to lay an underground railway in the densely built-

up areas of Calcutta city. It is a treat to be seen. The Calcuttans keep it so clean and tidy that not a paper is thrown around! It only proves the belief that a man grows worthy of his superior possessions. Calcutta is also the only city where the Metro Railway started operating from September 27, 1995 over a length of 16.45 km. There is also a Circular Railway from Dum Dum to Princep Ghats covering 13.50 km to provide commuter trains.

In time of war and natural disasters, the railways play a major role. Whether it was the earthquake of 1935 in Quetta (now in Pakistan) or more recently in Latur in Maharashtra, it is the railways that muster their strength to carry the sick and wounded to hospitals in nearby towns and to the people of the affected areas. In rehabilitation and reconstruction, too, their role is vital. During the Japanese war, the Indian Railways added further laurels to their record as they extended the railway line right up to Ledo in the extreme northeastern part of Assam and thus enabled the Allied forces under General Stillwell to combat the Japanese menace. In fact, several townships in Assam like Margherita and Digboi owe their origin to the endeavors of the Indian Railways. It was the Assam Railway and Trading Company that opened up the isolated regions of Assam with the laying of the railway lines and thus providing the lifeline to carry coal, tea, and timber out of the area and bring other necessary commodities to Assam and the adjoining countryside. Now, the Indian Railways system is divided into 9 zonal railways, a metro railway, Calcutta, the production units, construction organizations, and other railway establishments.

Rajendra Nagar Terminal railway stationIt was developed as an alternative railway station as part of measures to decongest Patna Junction Railway Station. Many trains such as New Delhi Rajdhani Express – Rajendranagar, Indore - Patna Express, Indore - Rajendra Nagar Via. Faizabad Express, Shramjeevi Express, Sampoorna Kranti Express, etc. originate from here.

Rajendra Nagar Terminal Central ViewIt was inaugurated on March 31, 2003 as a full-fledged station. Built at a cost of  8.61 crore, this terminus developed as an alternative to Patna ₹Junction, has all modern facilities for the passengers. Its main entrance is opposite the College of Commerce, Patna. Lalu also unveiled a statue of Dr Rajendra Prasad at Rajendra Nagar Terminal after whom this station has been named.

Lalu Prasad Yadav, then Union Railway Minister, also flagged off the first stainless steel fully covered wagons (BCNHL) train from Rajendra Nagar Terminal.

LINKE HOFMANN BUSCH (LHB) COACHES

Linke Hofmann Busch (LHB) coaches are the passenger compartments of Indian Railways that have been developed by Linke-Hofmann-Busch of Germany  (renamed Alstom LHB GmbH in 1998 after the takeover by Alstom) and produced by Rail Coach Factory in Kapurthala, India. They have been used since 2000 on the Indian Broad Gauge (1676 mm) network of Indian railways. Initially, 24 air conditioned coaches were imported from Germany for use in the Shatabdi Expresses, after which the Rail Coach Factory started manufacturing after technology transfer. The coaches are designed for an operating speed up to 160 km/h and could go up to 200 km/h. However, they have been tested up to 180 km/h. Their length of 23.54m and a width of 3.24m means a higher passenger capacity,

compared to conventional rakes.  The tare weight of the AC chair car was weighed as 39.5 Tons.

They are considered to be "anti-telescopic", which means they do not get turned over or flip in case of a collision (chiefly head-on). These coaches are made of stainless steel and the interiors are made of aluminium which make them lighter as compared to conventional rakes. Each coach also has an "advanced pneumatic disc brake system" for efficient braking at higher speeds, "modular interiors" that integrate lighting into ceiling and luggage racks with wider windows. The improved suspension system of LHB coaches ensures more riding comfort for the passengers compared to conventional rakes. The air conditioning system of the LHB coaches is of higher capacity compared to the older rakes and is controlled by a microprocessor which is said to give passengers better comfort than the older coaches during summer and winter seasons. They are relatively quieter as each coach produces a maximum noise level of 60 decibels while conventional coaches can produce 100 decibels. Each LHB coach costs between Rs 15 million to 20 million, whereas the power car which houses a generator costs about 30 million

HISTORY OF LHB COACHES

During 1993-94, Indian Railways decided to look for a new passenger coach design which would be lighter and capable of higher speeds

compared to their existing rakes. The main features of the Railways' specification were high speed light weight coaches to run on the present infrastructure of the Indian Railways, i.e. the railway, track and environmental conditions in India at an operating speed of 160 km/h. It was decided by the Railways that the design would first be tried in the Rail Coach Factory in Kapurthala (RCF), and upon successful completion of this trial, it would be tried in the Integral Coach Factory in Perambur.

In 1995, after a global selection process, Alstom-LHB received the order from Indian Railways to design and develop a new passenger coach under a transfer of technology agreement.  As part of the order, Alstom-LHB had to execute two contracts, one for the supply of "Light Weight High Speed Coaches for Broad Gauge which includes the development, design and manufacture of 19 AC 2nd Class Chair Cars, 2 AC Executive Class Chair Cars and 3 Generator-cum-Brake vans and the other contract for the "Technology Transfer" which includes the transfer of technology for design and manufacturing, the training of Indian Railways personnel in the premises of the manufacturer and the technical assistance at RCF during the start of production. Out of the 24 coaches imported from Germany, all of them mostly being Air Conditioned chair cars, the first lot were used for New Delhi-Lucknow Shatabdi Express on a trial basis. It didn't turn out be successful as the coaches' wide windows were targets of mischief and stone-pelting. Railways had to use sealing tapes to tape up the bruised windows. When these rakes were brought into service, couplers came unstuck and the data collected from the passenger feedback showed that the air conditioning was not "very effective". They were withdrawn from service and after attending to the problems, Railways reintroduced them on the New Delhi-Lucknow Shatabdi Express and proved successful.

The RCF began to manufacture other variants of LHB design like the air conditioned first class, AC 2 tier sleeper, AC 3 tier sleeper, hot buffet (pantry) car etc., from 2001 to 2002, and rolled out its first rake in December 2002. The first such rake was introduced for Mumbai-New Delhi Rajdhani Express in December, 2003.Up to March 2011, 997 LHB coaches were produced by the RCF. All of these coaches are being used in premier super fast express trains like Rajdhani, Shatabdi and Duronto Express and have been offering better passenger comfort. Soon, all the Duronto trains will be equipped with LHB coaches

Usage

Indian Railways have decided to replace the conventional air-conditioned and non-air-conditioned Integral Coach Factory made coaches with the LHB coaches in all the trains by the end of 2016. Presently LHB coaches are seen mostly in premium air-conditioned trains such as Rajdhani Express, Shatabdi Express and Duronto Express owing to high cost of manufacturebut slowly non-air-conditioned trains like Poorva Express , Sampoorn Kranti Express, Purushottam Express , Karnavati Express , Shiv Ganga Express andMahabodhi Express have also been upgraded with non-air-conditioned LHB coaches manufactured at Rail Coach Factory, Kapurthala, Punjab

Production

Annual production of LHB coaches is around 400 per year for year 2013-2014.

During 2010-11, RCF Kapurthala  produced 300 coaches  During 2012-13, the total number of coaches that were produced was 1680, while in 2013-14, RCF was able to increase the production to 1701 coaches.

During 2013-14, Integral Coach Factory produced 25 LHB coaches. It plans to increase its manufacturing capacity of LHB coaches. It has set a target to manufacture 300 LHB coaches in 2014-15 and reach a capacity of 1000 LHB coaches by 2016-17.

The planned capacity of Rail Coach Factory, Raebareli is 1000 LHB coaches per year.  The plant is yet to become fully operational.

A rail coach factory has been sanctioned at Palakkad, Kerala in public private partnership mode for production of LHB coaches. Once completed, this factory would produce 400 coaches annually.

Rail coach factory is sanctioned by government and is to be set up at Kolar, Karnataka in February 2014. The planned capacity of this plant is 500 LHB coaches per year for phase-1 and additional capacity of 500 coaches per year in phase-2

Types

LGS = Second class self-generating LS = Second class non self-generating LSCN = Second class 3-tier sleeper LWACCW = AC2 Air-conditioned 2-tier sleeping-car (52 berths) LWACCN = AC3 Air-conditioned 3-tier sleeping-car (72 berths) LWCBAC = Air-conditioned pantry/kitchen/buffet car LWFAC = AC1 Air-conditioned first class sleeping-car (24 berths LWFCZAC = Air-conditioned executive chair car (56 seats LWLRRM = Luggage/generator/brake van LWSCZAC = Air-conditioned chair car (78 seats LWSCZ = Chair car

Technical detailsBogies

The FIAT-SIG bogie is a welded H frame type based on the Eurofima standard. The wheel base is 2560 mm, the wheel diameter new 915 mm and at maximum wear 845 mm. Main features of the bogie are primary suspension with articulated arms and coil springs, secondary suspension of integral flexicoil type with coil springs and rubber pads on top and bottom, anti-roll bar, vertical and transverse shock absorbers and anti-

hunting dampers. For braking on each axle two disc brakes with 640 mm diameter, brake cylinders and automatic slack adjuster are provided.

Couplers

The automatic center buffer coupler of AAR tight lock type at the coach end has a support frame which provides an anti-climbing protection. The coupler can be opened from the side by a lever. The design allows the use of screw coupler instead of center buffer coupler. Therefore a fixing plate for buffers is also provided. The inter-vehicle coupler for the supply of the 750 V from the generator car is located below the under-frame. Due to the moving situation 4 brake hoses are to be used at the coach end which are brought to two hoses behind the coupler.

Air conditioning

Control panel for Air Conditioning in an LHB rake of Rajdhani ExpressEach coach is equipped with two compact roof-mounted air-conditioning units which have a cooling capacity of approximately 2x22.5 KW and a heating capacity of 2x6 KW and which are controlled by a microprocessor. The operating voltage of the unit is 3 phase, 415 V, 50 Hz. Each unit has 2 refrigerant circuits with hermetic refrigerant compressors, condensers with Copper pipes and Aluminum fins, evaporators and condenser fans.

The fresh air comes in through the air inlet of the AC unit. The conditioned air is transported in heat insulated aluminum ducts mounted below the roof and distributed through the perforated ceiling into the passenger room. The return air flows back through openings above the compartment door to the AC unit. The entrance area, toilets and pantry are connected to the exhaust air system.

Doors

The entrance doors are made of the same steel as the car body shell. They are flush with the sidewall to allow easy car-washing. Two handholds and three fixed steps are provided to enter the coach. The door inward opening to the entrance area is covered from inside with a FRP panel. Above the door is an entrance light. The entrance steps are closed by a foldable cover. An inside handhold allows easy entry and exit. An ashtray is also provided

Water supply and disposal

Control panel for water system of an LHB rake in a Rajdhani express trainThere are two connected fresh water tanks, which are made of stainless steel, with a total capacity of 1370 liters for the 3 toilets. The water level is indicated on one tank on each side. The filling can be made from both sides by one filler for both tanks. Three intermediate water tanks, each with a capacity of 30 liters, made out of stainless steel are located above the toilets. Two centrifugal pumps located in a stainless steel casing at the under frame supply the water to the tanks. One of the 415 V pumps is always kept running, while the other is kept on standby. After each switch off the other pump will work.

Below each toilet, a 40 litre waste water tank is provided in which toilet waste is collected when the coach is at standstill. It gets opened with a pneumatically operated sliding valve when a defined speed is reached. The junction box for the inter-vehicle coupler is visible.

ToiletsThe coaches are equipped with "controlled discharge toilet system" (CDTS).  By the means of this system, a toilet in the coach would become functional only when the speed of the coach crosses 30 kmph, which is said to help in avoiding the soiling of the track at the railway stations. Both eastern (squat) and western styles of toilets are provided. One side of the toilet is provided with a wash basin with water tap and

sensor button, a soap dispenser, a mirror, an ash tray and a waste bin. On the other side there is the toilet itself, a water tap with mug, a handhold, the toilet paper holder and the sensor button for the toilet flush. The window in the toilet can be opened in the upper half. The toilet doors are of folding type to use the available space to an optimum.

Pantry

Each vehicle is equipped with a pantry for storing cold and hot meals which are to be served to the passengers at their seats. In the gangway between the passenger room door and the entrance is on one side the pantry and on the other side the storage area. The pantry is closed by a double leaf sliding door and the storage area by roller shutters. On the left side, a 15 litre water boiler, an 11 litre soup-warmer, a sink, and racks are provided. The other side is equipped with three hot cases, the bottle cooler, the refrigerator and the deep freezer for the 78 passengers. The storage area gives space for racks and also for the serving trolley.

Other equipment

On the outside wall of the toilet a waste bin and a fire extinguisher are located. The fire extinguisher on the power panel end is filled with carbon dioxide, the one on the other end with water. The vestibule is of UIC rubber type. The vestibule door is a double leaf stainless steel sliding door. On the left side the socket of the local 415 V supply is located. A 60 kVA transformer with copper winding transforms the power given by the generator car from 750 V to 415 V. All brake control equipment is centrally located in a brake container. A main brake pressure reservoir of 125 litres and a service pressure reservoir of 75 litres are provided.

SICK LINE

Sick line is the workshop for the major and periodical maintenance of the

coaches it consists of modern facilities like pit for working under frame And

crane for separation of coach & bogie for repair of all type of defects

BUFFER MAINTENANCE

Buffers are the horizontal shock absorbing parts with coupling the adjacent

coaches of the train so need regular changing of shock absorbing rubber

pads.

 1.Incoming Power Supply

The incoming power supply scheme is similar to 25 W simple feed system. Power supply for ac traction is obtained from the nearest grid sub-station of the Power Supply Authority. For this purpose duplicate feeders, generally at 132 kV or 220kV, comprising only two phases are provided from the grid sub-station to traction substation.

The loads, however, are 2-3 times higher compared to.25 kV system and therefore Wood-bridge/V-connected transformers are provided in the traction substations to bring down the unbalance within acceptable limits. It is possible to absorb such unbalances without exceeding the permissible limits if the grid system capacity is adequate.

2. Power Receiving Arrangement. Traction Sub-station

The incoming extra high voltage power is stepped down to 2x25 kV by the main traction power transformer. The 2x25 kV supply is then fed to an auto-transformer. One terminal of the auto-transformer is connected to the overhead catenary wires and the other terminal to a feeder wire which runs parallel to overhead contact/catenary wire all along the section and is usually supported from super masts fixed on the OHE structures. The mid point of the auto-transformer is connected to the rail, thus providing a 25 kV supply, with reference to the rail potential, for traction.

The capacity of the auto-transformers and their spacing is decided based on the traffic pattern in the section.

The general arrangement of the scheme for 2x25 kV auto-transformer feeding system is indicated. This is for a Scott connected transformer substation.

3. Distribution of Traction Power Supply Feeding Post (FP)

The arrangement at the feeding post is generally similar to that at the 25 kV conventional system feeding post. Sectioning and Paralleling Post (SP)

A short neutral section is provided in the OHE opposite the feeding post as well as mid-way between two adjacent traction substations. The feeder wire is also provided with a neutral section by means of two cut-in insulators coincidental in space with the ends of the neutral section.

Sub-sectioning and Paralleling Post (SSP)

The arrangement at the SSP is generally similar to that at the 25kV conventional SSP system.

Auto-Transformer Post

These are provided adjacent to the track through-out the length of the section. The spacing and capacity of the auto-transformers is decided as a part of system design based on specific requirements and traffic pattern. Typically the spacing is 15 km and capacity 2 MVA. Distribution of current in AT system

4. Overhead Equipment:

The OHE system is generally similar to that for the 25 kV conventional system except that an additional conductor, called feeder wire is also run parallel to OHE, all along the length of the track. This feeder wire is insulated at 25 kV from the steel structure and at 2x25 kV from the traction OHE.

5. Protective system .

In addition to the relays and protection devices for the transformer protection, a set of following relays are provided at the traction sub-stations specially for 2x25 kV AT feed system.

Distance relay

ac failure detection device

Over-current relay

 OHE Recording-cum-Tcst Car1. For satisfactory current collection, the geometry of the overhead equipment is required to be maintained within very stringent limits. Presently monitoring of various parameters of overhead equipment like height, stagger, wear of contact wire, condition at the cross-overs and overlaps, is being done manually which could introduce errors in measurement due to individual's judgment. Moreover, it is time consuming. For the very high reliability of operation expected of electric traction system, mechanized monitoring of various parameters is essential.

2. Due to increasing demand for freight and passenger traffic, trailing loads and speed of trains are being increased gradually. Heavier freight trains hauled by one or two consists of locomotives will draw heavy currents from the substation. For meeting the requirement of increasing passenger traffic, trains with higher speeds are being introduced. In view of these developments, it is necessary to ascertain potential of the existing OHE and pantograph contact system for effecting requisite improvement and developing newer designs to achieve satisfactory current collection at higher speeds and heavier loads.

3. For achieving these objectives, efforts are on to develop an Overhead Equipment Recording cum Test Car. This car will be used to measure and record various parameters of OHE and pantograph both under static and dynamic conditions. The proposed car will be of trailer type, suitable for running at speeds of 160 km/h with potential to run up to 200 km/h. The car shall be hauled by locomotive or attached to a train. The car will be provided with on-board computer based data acquisition and processing system. The facility for video recording of arcs generated due to interruption in current drawn by locomotive as a result of loss of contact between pantograph and the OHE is also proposed to be provided.

4. The various parameters proposed to be monitored are:

Measurements on pantograph:

a) aero-dynamic upward force of the pantograph;

b) contact force between pantograph and contact wire;

c) vertical and horizontal movement of pantograph;

d) quality of current collection- loss of contact;

Measurements on OHE:

a) height of contact wire;

b) stagger of the contact wire;

c) gradient of the contact wire;

d) detection of hard spots;

e) checking of cross-overs and turn-outs;

f) body vertical acceleration;

g) body lateral acceleration;

h) quality of current collection loss of contact.

Rail-cum Road Vehicle

Such a vehicle is suitable for propulsion both on the road as well as on the track. Two sets of wheels are provided for this purpose. This vehicle is provided with an extendible swivelling platform. The vehicle can be driven on road to the level crossing nearest to the work site and taken there on the track.

 Transportable Self Propelled Trolley

This is a self propelled trolley which can be transported by a truck to a point accessible through road, close to the work site, for carrying out work on OHE. The trolley is provided with extendible swivelling platform.

 Dry Type Booster Transformer and Auxiliary Transformers

Conventional oil filled transformers require lot of care and attention for maintaining the characteristic of oil within the permissible limits to avoid failure of insulation.

Dry type cast resin transformer is a relatively new technology. The chief advantage of this type of transformer over the oil filled ones is that they are practically maintenance free. The copper in the windings cannot be retrieved

from the cast resin and so the risk of theft is eliminated. There being no oil risk of fire and explosion are also absent. Dry cast resin transformers are currently

 Static Distance Protection Relay for Protection of OHE

1. For the distance protection of the overhead equipment, the relay which is in use is the electro-mechanical type. This relay has a Mho characteristic as illustrated in Fig. 11.03. The relay is prone to trip on normal overloads because of its inadequate discrimination between load current and the fault current when the fault is at the farther end causing undesirable tripping of the feeder circuit breaker. This problem will be more acute in the future due to the further increase in traffic anticipated and the increase in the traction power transformer capacity at TSS.

2. To over-come the above problem RDSO has developed a static type distance protection relay. This relay is a three zone relay, the first two zones having Mho characteristic and the third zone having a lenticular characteristic with adjustable aspect ratio. The relay characteristic is illustrated in Fig. 11.04. While the first zone operation is instantaneous, the second and third zones have adjustable time settings (zero to Is). The first zone can be set to cover about 80% of the OHE from TSS to SP, the second zone to cover a distance which is slightly shorter than the distance to the adjacent TSS and the third zone may cover the adjacent TSS. By providing a time delay of about 0.4s to 0.5s in the second zone/third zone of the relay, adequate discrimination between faults from TSS to SP and SP to the adjacent TSS can be achieved - the under voltage relay at the SP acting as primary protection and the second/third zones of the distance relay at TSS acting as back up protection for faults beyond SP in case of feed extension. The settings of the various zones of the relay should be based on the RDSO's guidelines in this regard.

3. As an alternative to the static distance relay described above, the static relay with parallelogram characteristic as illustrated in Fig. 11.05 can also be used. At present these relays have to be imported. However, efforts to develop these relays indigenously are on. The advantages of this relay as compared with the electro-mechanical relay with Mho characteristic are similar to those of the static relay described above. The rtlay settings for this relay also should be based on the RDSO's guidelines in this regard.

 Composite Insulators

The conventional porcelain insulators have poor impact withstand capability. The sheds of such insulators are easily broken during handling and also due to acts of vandalism. The glazed surface of porcelain also does not have good hydro-phobic property. These limitations can be overcome to a great extent with

the use of composite insulators. The composite insulator comprises a porcelain (alumino) or a resin bonded glass fibre core and moulded sheds of elastomeric/plastic material e.g., silcone elastomer or poly-tetra-fluoro-ethylene (PTFE). The interface between the core and the sheds is sealed with special compound to prevent ingress of moisture and direct tracking along the length of the core. The end fittings are usually crimped to the core. Such insulators have exhibited excellent performance in simulated pollution tests. They also have excellent impact withstand capability. Efforts are on in RDSO to introduce such insulators.

Power dividers and directional couplers

Power and directional couplers are passive devicesused in the field of radio technology. They couple a defined amount of the electromagnetic power in a transmission line to a port enabling the signal to be used in another circuit. An essential feature of directional couplers is that they only couple power flowing in one direction. Power entering the output port is coupled to the isolated port but not to the coupled port.

Directional couplers are most frequently constructed from two coupled transmission lines set close enough together such that energy passing through one is coupled to the other. This technique is favoured at the microwave frequencies where transmission line designs are

commonly used to implement many circuit elements. However, lumped component devices are also possible at lower frequencies. Also at microwave frequencies, particularly the higher bands, waveguide designs can be used. Many of these waveguide couplers correspond to one of the conducting transmission line designs, but there are also types that are unique to waveguide.

Directional couplers and power dividers have many applications, these include; providing a signal sample for measurement or monitoring, feedback, combining feeds to and from antennae, antenna beam forming, providing taps for cable distributed systems such as cable TV, and separating transmitted and received signals on telephone lines.

Pantry car

Photography of training side