INDUSTRIAL TRAINING REPORT

ON
CARRIAGE WORKSHOP, NORTH WESTERN
RAILWAY, JODHPUR
Submitted in partial fulfillment of the
Requirements for the award of the
Degree of

BACHELOR OF TECHNOLOGY
IN
ELECTRICAL ENGINEERING

SUBMITTED TO – SUBMITTED BY –
PROF. D.K. PALWALIA SAHIL CHOUDHARY
Batch :- B – 5
Roll no. :- 20/246
Semester :- 5th

UNIVERSITY DEPARTMENTS , RAJASTHAN TECHNICAL UNIVERSITY ,

RAWATBHATA ROAD , AKHELGARH , KOTA , RAJASTHAN
CERTIFICATE OF TRAINING
 Acknowledgement
Any accomplishment requires effort of many people and this work is not different. This
satisfaction drives for accomplishment would be with acknowledging the effort of persons
behind it.
I express my gratitude to the Chief workshop manager for allowing me to carry the project in
the Railway Carriage Workshop.
I am grateful to Mr. Vikas Meena for providing me motivation and guidance during the entire
training. His valuable suggestions and comments have made it possible for me to complete this
training report. I am also thankful to HOD Dr Dinesh Birla Sir, EE Dept. in our college for
giving me an opportunity for an industrial training in the Railway Carriage Workshop. Thanks
to all the staff members of the workshop for helping me in providing enough information on
project related topics. Lastly I would like to thank my friends along with whom I completed my
training and without whose help this project would remain incomplete.

Name :- SAHIL CHOUDHARY

Batch :- B – 5

Roll no. :- 20/246

Semester :- 5th
 CONTENTS

1. INTRODUCTION

2. AIR CONDITIONING

 Requirements of railway coach airconditioning system

 Classification of airconditioned coaches
 Description of power supply
 A/c equipment in railway coaches
 Final testing of a/c coach after poh

3. TRAIN LIGHTING
 Factors responsible for development of train lighting
 Generation system
 Advantages and disadvantages
4. BATTERY TESTING IN INDIAN RAILWAYS

 Stages of battery testing

 Block diagram of existing methodology
 Results of the triple regenerative techniques
 Conclusion

4. POWER SUPPLY SYSTEM IN INDIAN RAILWAYS

 Types of power supply systems

 Development history of SG AC LHB coach
 Financial viability of different systems of power supply

5. PRODUCTION CONTROL ORGANIZATION (PCO) IN INDIAN RAILWAYS

 Workshop organization chart

 All technical disciplines involved in train movement
 Main functions of traffic control
 INTRODUCTION

Indian Railways, abbreviated as IR, refers to a Department of the Government

of India, under the Ministry of Railways, tasked with operating the rail network
in India. A cabinet rank Railways Minister heads the Ministry, while the Railway
Board manages the Department. Although a government agency, Indian
Railways, of late, has been trying to adopt a corporate management style.

Indian Railways, a state monopoly on India's rail transport, constitutes one of the
largest and busiest rail networks in the world, transporting six billion passengers
a year. The railways traverse the length and breadth of the country. IR is the
world's second largest commercial or utility employer, with more than
1.36 million employees.

The British first introduced railways to India in 1853. By 1947, the year of India's
independence, forty-two rail systems crossed the country. In 1951 the
government nationalized the system as one unit, becoming one of the largest
networks in the world. Indian Railways operates both long distance and suburban
rail systems. Although Britain established the Indian railways in the 1850s as a
way of exploiting Indian natural resources to fuel the Industrial Revolution in
Great Britain, the railways have played a key role in the modernization and
democratization of India since independence in 1947.

The British first put a plan for a rail system in India forward first in 1832, but a
decade passed without action. In 1844, the Governor-General of India Lord
Hardinge allowed private entrepreneurs to set up a rail system in India, creating
two new railway companies; they asked the East India Company to assist them.
Interest from investors in the UK led to the rapid creation of a rail system over
the next few years. The first train in India became operational on 1851-12-22,
used for hauling construction material in Roorkee. A year and a half later, on
1853-04-16, the first passenger train service began between Bori
Bunder, Bombay and Thana. Three locomotives, Sahib, Sindh and Sultan
covering the distance of 34 km (21 miles), giving birth of railways in India.

The British government encouraged new railway companies backed by private

investors under a scheme that would guarantee an annual return of five percent
during the initial years of operation. Once established, the company would be
transferred to the government, with the original company retaining operational
control. The route mileage of this network totaled about 14,500 km (9,000 miles)
by 1880, mostly radiating inward from the three major port cities of Bombay,
Madras and Calcutta. By 1895, India had started building its own locomotives,
and in 1896 sent engineers and locomotives to help build the Uganda Railway.

Soon various independent kingdoms built their own rail systems and the network
spread to the regions that became the modern-day states of Assam, Rajasthan
and Andhra Pradesh. A Railway Board constituted in 1901, but the Viceroy, Lord
Curzon retained decision-making power. The Railway Board operated under
aegis of the Department of Commerce and Industry and had three members: a
government railway official serving as chairman, a railway manager from
England and an agent of one of the company railways. For the first time in its
history, the railways began to make a tidy profit. In 1907, the government took
over almost all the rail companies.

The following year, the first electric locomotive appeared. With the arrival of
the First World War, the railways served the needs of the British outside India.
By the end of the First World War, the railways had suffered immensely and
falling into a poor state. The government took over the management of the
Railways and removed the link between the financing of the Railways and other
governmental revenues in 1920, a practice that continues to date with a separate
railway budget.

The Second World War severely crippled the railways as the British diverted
trains to the Middle East, and converted the railway workshops into munitions
workshops. At the time of independence in 1947, a large portion of the railways
passed to the then newly-formed Pakistan. A total of 42 separate railway systems,
including 32 lines owned by the former Indian princely states, amalgamated as a
single unit, christened as the Indian Railways.

The newly-seated India government abandoned the existing rail networks in favor
of zones in 1951 and a total of six zones came into being in 1952. As the economy
of India improved, almost all railway production units indigenized. By 1985,
steam locomotives phased out in favor of diesel and electric locomotives. The
entire railway reservation system was streamlined with computerization in 1995.

In the twenty-first century Indian Railways constitutes one of the largest and
busiest rail networks in the world, transporting transporting six billion passengers
a year. IR has 114,500 kilometers (71,147 mi) of total track over a route of
65,000 kilometers (40,389 mi) and 7,500 stations. The railways traverse the
length and breadth of the country and carry over 30 million passengers and 2.8
million tons of freight daily. It is the world's second largest commercial or utility
employer, with more than 1.36 million employees. As for rolling stock, IR owns
over 240,000 (freight) wagons, 60,000 coaches and 9,000 locomotives.
Railway zones
For administrative purposes, Indian Railways divides into sixteen zones.

No. Name Abbr. Headquarters Date established

1. Northern Railway NR Delhi April 14, 1952

2. North Eastern Railway NER Gorakhpur 1952

3. Northeast Frontier Railway NFR Maligaon(Guwahati) 1958

4. Eastern Railway ER Kolkata April, 1952

5. South Eastern Railway SER Kolkata 1955,

6. South Central Railway SCR Secunderabad October 2, 1966

7. Southern Railway SR Chennai April 14, 1951

8. Central Railway CR Mumbai November 5, 1951

9. Western Railway WR Mumbai November 5, 1951

10. South Western Railway SWR Hubli April 1, 2003

11. North Western Railway NWR Jaipur October 1, 2002

12. West Central Railway WCR Jabalpur April 1, 2003

13. North Central Railway NCR Allahabad April 1, 2003

14. South East Central Railway SECR Bilaspur, CG April 1, 2003

15. East Coast Railway ECoR Bhubaneswar April 1, 2003

16. East Central Railway ECR Hajipur October 1, 2002

17. Konkan Railway† KR Navi Mumbai January 26, 1998

Indian Railways owns and operates the Calcutta Metro, but not a part of any of
the zones. Administratively, the railway has the status of a zonal railway. A
certain number of divisions make up each zonal railway, each having a divisional
headquarters and a total of sixty-seven divisions.
 Zonal Railway Divisions

Northern Railway Delhi, Ambala, Firozpur, Lucknow, Moradabad

North Eastern Railway Izzatnagar, Lucknow, Varanasi

Northeast Frontier Railway Alipurduar, Katihar, Lumding, Rangia, Tinsukia

Eastern Railway Howrah, Sealdah, Asansol, Malda

South Eastern Railway Adra, Chakradharpur, Kharagpur, Ranchi

South Central Railway Secunderabad, Hyderabad, Guntakal, Guntur, Nanded, Vijayawada

Southern Railway Chennai, Madurai, Palghat, Tiruchchirapalli, Trivandrum, Salem

Central Railway Mumbai, Bhusawal, Pune, Solapur, Nagpur

Western Railway Mumbai Central, Baroda, Ratlam, Ahmedabad, Rajkot, Bhavnagar

South Western Railway Hubli, Bangalore, Mysore

North Western Railway Jaipur, Ajmer, Bikaner, Jodhpur

West Central Railway Jabalpur, Bhopal, Kota

North Central Railway Allahabad, Agra, Jhansi

South East Central Railway Bilaspur, Raipur, Nagpur

East Coast Railway Khurda Road, Sambalpur, Visakhapatnam

East Central Railway Danapur, Dhanbad, Mughalsarai, Samastipur, Sonpur

 AIR CONDITIONING

Passengers in a railway travel are adversely affected by infiltration of air

unpleasantly laden with dust due to open windows. This is more so in case of high
speed passenger carrying trains. Secondly for a tropical country like India, the
temperature varies from 46 degree C during summer to 2 degree C during winter.
Airconditioning of railway coaches is, therefore, necessary for the maximum
comfort and well being of passengers in a railway travel. In keeping with modern
trend, airconditioning of coaches for upper class travellers and lately even for
lower class travellers has been introduced by the Indian Railways.

SPECIAL PROBLEMS FACED IN RAIL AIRCONDITIONING

As compared to the normal buildings, Air conditioning of Railway coaches

poses the following additional problems:

• Requirement of very high reliability standard.

• Equipment should be light in weight.
• Equipment should take minimum space.
• Available power, generally at 110V D.C. has to be utilised. 415 V, 50 Hz, 3
Ph, industrial power is available only on a few nominated trains like Rajdhani
and Shatabdi Express. However, in such cases, the flexibility of attaching and
detaching coaches is lost.
• Due to large number of passengers in small space, the space left for air
circulation is limited.
• In the Railway coaches, where people move in and out at all hours of the day,
to sudden changes in temperature, which may cause chill or heat are to be
avoided.
• Rapidly changing ambient conditions as the train moves from one part of the
country to another.
• Excessive vibrations.
• Dusty atmosphere.
• Vandalism and abuse.
• Flying ballast hitting the equipment.
• Safety of passengers and trains.

• Dirty environment for the maintenance staff.

• Restricted time available for maintenance.
All these problems have to be solved,’ within a comparatively small outlay, so
that airconditioned travel can become more common.

REQUIREMENTS OF RAILWAY COACH AIRCONDITIONING

SYSTEM

• Supplying clean fresh air at a controlled uniform temperature.

• Catering, within the confines of the Railway carriages to the continuously
changing number of passengers.
• Providing for heating as well as cooling on a train that travels through areas of
widely differing climate during its journey.
• Operation of the equipment from power generated, stored and controlled on
the train.

CLASSIFICATION OF AIRCONDITIONED COACHES

DESCRIPTION OF POWER SUPPLY

SGCOACHES
The electrical power for the self generating type of coaches is derived from the
alternator mounted on bogie transom of the coach and driven by the axle through
‘V belt drive as long as the coach is in motion at the minimum full load output
(MFO) speed of the alternator. During stationary or when the coach is running at
less than MFO speed the entire coach load is met by the battery of 800 AH
capacity. Provision for charging and precooling the coach from external supply
has been made by means of battery charger, 200A rating mounted on the coach
under frame. Two numbers of 415 V, 3 ph, ac, precooling sockets have been
provided diagonally on the end walls. The alternator working in association with
rectifier cum regulator gives an output of 18 KW at 130 V, DC in the underslung
type of AC coach, whereas the alternator capacity is 25Kw in the RMPU AC
coach. One alternator set per AC plant has been fitted in the self generating type
AC coaches.

EOG Coaches

The electrical power supply for end on generation type AC coaches is derived
from separate generator cars marshalled at the ends of the train formation, with
generation and transmission voltage of 415 V, 3 ph, AC. The power for individual
coaches is tapped by means of rotary switch from any one of the double feeders
running along the coach leading from the power cars, and coupled between
coaches by means of inter-vehicular couplers. The airconditioning equipment
works at 415V, 3 phase AC supply and train lighting equipment work at 110V,
AC, obtained between phase and neutral derived from a 3 KVA,415/190V, 4 wire
step down transformer.

DRIVING EQUIPMENTS

Driving equipments consist of motors for driving the compressor, condenser

impeller fans and the evaporator blower fans. The driving motors in self
generating type coaches are all of D.C. machines needing more care for attention
of commutator and brushes. The E.O.G. type coaches are provided with 3 phase
AC squirrel cage induction motors for driving the AC equipments.
A/C EQUIPMENT IN RAILWAY COACHES

This consists of the following:

 Evaporator Unit

 Compressor

 Condenser Unit
 Gauge panel

 Air duct

 Refrigerant piping and joints

 Wiring
Evaporator Unit

The evaporator unit consists of a thermostatic expansion valve, a heat exchanger,

a resistance heating unit and centrifugal blower driven by a motor The
thermostatic expansion valve controls quantity of high pressure liquid refrigerant
and allow to expand to a lower pressure corresponding to the load demand The
expanded refrigerant passes through the distributor into the heat exchanger
consisting of finned copper tubes. The return air from the air conditioned
compartment (75 %) is mixed with fresh air (25%) and this mixture is
drawn/blown through the heat exchanger, where heat in the air is transferred to
the cool refrigerant causing cooling of the air and the evaporation of the
refrigerant inside the tubes. The cooled air is led through the ducting to the
various compartments and diffused by means of air diffusers Filters are provided
in the fresh air and return air path to eliminate dust. When the outside ambient
temperature is very low, heater is switched on according to the setting of the
thermostats.

Compressor

The refrigerant vapour drawn from the evaporator is compressed by means of a

multi cylinder reciprocating compressor and compressed to a pressure ranging
from 10 to 15 Kg/Cm2 according to the load demand. The work done due to
compressor raises the temperature of the refrigerant vapour

Condenser

The condenser serves the function of extracting the heat absorbed by the
refrigerant vapour in the evaporator and the heat absorbed during the compression
process. The condenser consists of a heat exchanger, which is forced-air-cooled
by means of two or three axial flow impeller fans. The refrigerant vapour is
liquified when ambient cool air is passed through the heat exchanger. The
refrigerant liquid leaving the condenser is led into the liquid receiver from where
it proceeds to the expansion valve on the evaporator. The liquid receiver is a
cylindrical container which contains a reserve of the refrigerant liquid. A
dehydrator and filter are also provided to ensure that the refrigerant is free from
moisture and dust particles.
Gauge panel

Gauge panel consists of pressure gauges (HP, LP, and OP) and pressure cutouts
to protect the compressor against, (i) High pressure, (ii) Low pressure and (in)
low oil pressure.

High pressure cutout

It is a safety device against build up of excessive delivery pressures and protects

the compressor and piping system from damage. It is a pressure operated switch
which switches off the compressor drive motor when the pressure exceeds a
preset value ( 17.6 Kg/Cm2). The plant can not be restarted unless the cutout is
reset manually.

Low pressure cutout

It is also a pressure operated switch similar to the H.P. cutout switch, but it shuts
down the compressor if the suction pressure drops down below 0.7 Kg/Cm2. It
protects the system against unduly low evaporator temperatures and formation of
frost on the evaporator. No manual reset is provided on this and therefore the
compressor starts automatically if the suction pressure rises above the preset
value.

Low oil pressure cutout

It ensures adequate lubrication of compressor to avoid piston seizure due to less

lubricating oil or failure of oil pump. This cutout is set at 2.5 Kg/Cm2.

A/C control panel

The control of the air conditioning system is achieved by means of air

conditioning control panel. The design of the various elements in the control
panel takes into account the system safety requirements. The safety
requirements for the operation of the A/C system are listed as under:

a. The working of blower fan of the evaporator and the blower fan of the
condenser have to be ensured before the compressor starts functioning.
b. Suitable protection to ensure adequate lubrication of compressor to avoid
piston seizure.
c. The excessive pressure on the discharge side of the compressor (High Head
Pressure) should be avoided.
d. The suction pressure should not be lower than 0.7 Kg/Cm2 to prevent
frosting of the evaporator.
e. The compressor motor has to be soft started to limit the sudden in rush of
starting current.
f. A suitable interlock has to be provided to ensure that heater is not on, when
the compressor is working.
g. A low voltage protection for compressor motor to ensure that voltage does
not go below 100 volts in order to avoid undue drain on battery.
h. The blower fan has to come ‘ON’ before the heater comes ‘ON’. Over load
protection and short circuit protection for all electrical circuits. The A/C control
panel incorporates all the above safety requirements.

Air duct

The air conditioning system includes three air ducts as follows:

a. Fresh (Inlet) air duct.
b. Main air duct.
c. Return air duct.
Actually there is no separate return air duct provided in A/C coaches. In the
case of a.c. two tier coach and A.C. chair car, the return air is drawn through the
return air filters directly from the nearest compartment In 1st class A.C. coach,
the corridor acts as return air duct and the return air is drawn through return air
filters located at the corridor ceiling near the first compartment

Fresh (Inlet) air duct

This is provided at the rate of two per AC plant. It is mounted on the side wall
just below the roof evaporator unit. There is an opening in the side wall with
louver hinge door arrangement and with the provision to house a fresh air filter.
The fresh (inlet) air duct has been designed with damper valve to control the
quantity of fresh air to be drawn into the compartment. This arrangement has
been standardised for all types of air conditioned coaches.

Main air duct

The conditioned air from the evaporator unit is blown into the main air duct by
means of two centrifugal blower fans driven by a motor with double extended
shaft, The air is distributed to each compartment in the case of 2 tier sleeper coach
and full AC first class coach through adjustable diffusers. In the case of a c chair
cars, the conditioned air from the main air duct is distributed along the hall
through longitudinal apertures suitably set at factory. The main air duct has been
provided with central diagonal partition making it two independent taper ducts so
that each compartment is influenced by the diffused air of both plants. Further air
distribution to the entire compartment is maintained at constant velocity. The
cross section of the main air duct has been designed in such a way that air velocity
inside the duct shall not be higher than 350 metre/min. in order to reduce
turbulence and noise due to air motion in the duct. For the same reason the main
air duct has been connected to evaporator outlet by means of an intermediate
transition duct made of fire resistant canvas to prevent transmission of noise
produced by the blower unit- The aperture of air diffuser has been designed to
deliver the required quantity of air into the compartment at a velocity not greater
than 250M/min. This diffuser is provided with a knob to deflect the air to the
required angle. By the above arrangement the air velocity inside the compartment
obtained is between 6M/min. to 12M/min. (0.1 M/sec. to 0.2M/sec.) at the face
level of the passenger.

Refrigerant piping and joints

The refrigerant piping consists of the suction line (from the evaporator out let to
compressor inlet) discharge line (from compressor outlet to condenser inlet) and
liquid line (from the liquid receiver to the inlet side of expansion valve),
connections to the gauge panel from the compressor delivery side (high pressure
side), low pressure side and from the compressor crank case. The lubricating oil
connections are also part of the piping system Only copper pipes to specification
BS:2017-63, C-106 Sec – 3 are used. Main pipelines are jointed with couplers or
elbows by means of silver brazing where as joints to various components like
gauges pressure cutouts, hand shut off valves, expansion valve, strainer etc. are
connected by means of flare joints to facilitate easy removal of the above
elements for replacement and inspection.

Wiring
All wiring has been done by means of multistranded PVC insulated copper cables
to specification. ICF/Elect./857. All cables have been laid on steel
trough/conduits for easy maintenance and prevent fire hazards. Crimped type of
connections have been adopted throughout. All the terminal boards are of fire
retardant FRP material, Reliability of wiring has been made very high.
 Temperature setting

The temperature inside the airconditioned compartment is controlled by mercury

in glass thermostats with different settings as mentioned below. Operation of
cooling or heating takes place in accordance with ambient conditions.
The temperature control thermostats are fitted in the return air passage. Two types
of thermostats are used, one for controlling the cooling and the other for
controlling the heating. Both these thermostats are alike, each consisting of a
sealed glass tube containing a column of mercury. Presently there are two settings
for cooling at 25OC and 23OC and for heating at 21OC and 19OC respectively.
The mercury thermostats are being replaced by electronic thermostat with one
setting each for cooling at 24OC and for heating at 20OC.

Final testing of A/C coach after POH

• Visual inspection of coach for proper fitment of equipments.
• Ensure the refrigerant pipes are properly clamped.
• Suction pipe for proper lagging.
• Ensure all the modifications are complied.
• Check safety chain and tension rod of B.L. Alternators for proper fitness.
• Underframe cables leading to Alt. are properly cleared.
• Check earth leakage by two lamp method.
• Check refrigeration system for any leakage before gas charging,
a. Vacuum test (for 12 hrs.)
b. Pressure test ( by charging Freon 12 or CO2 gas).
• Vacuum test for 15 minutes for dehydration of refrigeration system.
• Check control panel and ensure that proper fuses are provided.
• Check contactors, relay and switches for correct sequential operation.
• Ensure that time delay in operation of contactor No.12, 13, 13A is 2.5 sec.
• Check heaters for correct operation. (Remove short between 1H 3 – 1H 4)
• Check hooter for proper operation.
• Start the plant and check condenser motor, compressor motor, blower motor
for any abnormality,
• Check leakage of air from doors
• Check oil level in compressor, the level should be when operating – 1/2 bull’s
eye.
• Check for proper working of capacity control solenoid valve.
• Run the plant for 4 hrs. An equivalent heat load (Convector heater) should be
kept for performance test of plain
• If new expansion valve is provided during POH, it be set.

• Ensure that batteries are in fully charged condition

• Take coach on trial run. Alternately test the alternator, regulator and AC plants
for proper working with the help of variable speed drives in the shops itself.
• Ensure that both the alternators are sharing load equally during run. If not set
both the alternator panels.

General checks

• Suction pressure gauge reading should be 2.6- 2.8 Kg/Cm2.

• Delivery pressure gauge reading should be 10 – 12 Kg/Cm2 .
• Oil pressure should be minimum 3 Kg/Cm2 above suction pressure.
• Feel temperature – Suction should be cold and sweaty. Delivery should be
very hot and liquid line should be warm.
5.10.6 Problems in AC coaches
• Gas leakage in pipeline from joints in the control equipment.
• Premature failure of shaft seal of compressor.
• High heat in condenser leading to leakage of refrigerant.
• Difficulty in cleaning of condenser.
• Vee belt failure.
• Compressor motor failure.
• Condenser motor failure.
• Dehydrator defective.
• PCB defective in regulator.

Service trouble

1. HP cut out operates due to –

• Malfunctioning of the cutout
• Condenser fan motor failure.
• Condenser fins and tubes dirty
• Any stop valve is closed or partly closed.
• Freon gas over charged.
• Air in the system.

2. LP cut out operates due to –

• Malfunctioning of LP cut out.
• Gas leakage or under charge
• Compressor motor running at less speed.
• Internal valves of compressor not operating efficiently.

3. Insufficient cooling may be due to –

• Thermostat not operating properly.
• System under charged with freon.
• Compressor motor running slow.

• Choke in the system.

• Any of the stop valve closed
• Expansion valve choked or not opening sufficiently.
• Condenser fins choked
• Evaporator fins choked.
• Air filters for return air choked.
• Capacity control not working properly.

6. Excessive cooling may be due to –

• Thermostat not operating.
• Compressor motor failing to stop.
 TRAIN LIGHTING

Train lighting is one of the important passenger amenities which influence the
image of Railways. Although the first train ran on 16th April 1853, train lighting
system came to Indian Railway in 1930 through axle driven Dynamo pioneered
by Ms. J. Stones & co. Power supply system for trains is designed and developed
to suit the requirement of AC and non-AC working in the trains. Few factors
considered for development of such systems are as under.

 Coach load
 Speed of the train
 Weight of the equipment
 Available technology for reliable equipment etc
 Self-generating
 Mid-on-generation
 End-on-generation
 Head-on-generation

Self-generating:

 Axle driven system working on 24V DC

 Axle driven system working on 110V DC

Mid-on-generation:

 MOG with 415V, 3 phase generation, and 110V AC utilization

End-on-generation:

 EOG with 415V,3 phase generation, and 110V AC utilization

 EOG with 750V, 3 phase generation and 415 & 110V AC utilization

Head-on-generation(HOG):

Power feeding from OHE for lighting loads (EMUS):

 750V DC –light & fan works on 110V DC

 1500V DC – light & fan works on 110 VAC
 25 KV—light & fan works on 141 VAC
Power feeding from HOG for Hotel Loads (Loco):

 Hotel load power is taken from Electric/Diesel Locomotive.

 Hotel load power supply taken directly from OHE through a separate
pantograph mounted on the power car.

Self Generation system:

The power supply arrangement of SG coach has underslung alternator, which is

driven by the running axles of the coach with the belt of the coach. The voltage
of the alternator which varies with the speed of the train is regulated with the help
of RRU and converted to 110 v DC and is used for charging the battery. The
electrical load of the coach is supplied through the 110 v DC battery at the halt.

Advantages:

 The system is independent of the mode of traction.

 As each coach has a battery, so no additional source is required.
 The problem/defect in any particular coach does not affect the others.
 The system can be designed to suit its specific requirement.
 It gives better flexibility in rake formation majority of SG type coach is
more.
Disadvantages:

 The electrical load of the coach is restricted by the limitation of the

capacity of generation i.e. 2*25 kw per coach at present.
 The power is not generated during standing or slow movement of the
train, therefore bulky batteries are provided.
 There is no standby source for alternator and batteries, so system became
poor reliability.
 The system requires the extensive maintenance of alternator, batteries,
belts, tensioning device etc.
 The system has the very poor efficiency of 57%for power it receives
from the locomotive.

EOG (End-on-generation):

The EOG system is used in Rajdhani and Shatabdi type trains which have only
AC coaches and have large power requirement. Each EOG train has 2 power cars
with 2*250kw alternator each. The power is fed by any two DA sets through IVC.
The power is supplied at 3 phase, 750V, which is stepped down in an individual
coach to 3 phase,415v for supplying various loads like RMPU, WRA etc. The
110v AC supply for lights and fans is obtained by further stepping down the 415v
supply. A 24v battery is used for supplying a few emergency lights provided in
the coach.

Advantages:

 With the development of high capacity power cars, 2*336 kw power is

available from each power car.
 The system does not require the use of bulky batteries and alternators in
individual coaches.
 The system has higher reliability due to standby DA sets and reduced
number of equipment.
 Due to an elimination of heavy equipment, the dead weight of the coach
is reduced.
 The system is independent of the type of traction i.e. diesel or electric
locomotive.
 The system has better energy efficiency as compared to the self-
generating system.
 Low maintenance.
Disadvantages:

 The cost of energy is high due to fuel cost.

 Even with 750V, 3 phase, there is still an effect of voltage drop at the
farthest end of the train.
 Noise and smoke pollution are generated from power cars.
 The passenger carrying capacity of the train is reduced due to provision
of power car

MOG (Mid-on-generation):

The MOG system was adopted by IR for slow-moving passenger trains which
have the very low generation to non-generation ratio. These trains had one power
car in the middle of the train, which fed power supply to the coaches at either side
of power car. The power car coach had two DA set of 30 KVA each out of which
one was used as standby. The power car coach also had one 3 phase, 30 KVA
step down transformer of 415/110 v. The 110 v AC supplied to the coaches
through couplers. The system was discontinued after the introduction of EMU
and DMU service.

Advantages:

The system was most suitable for slow-moving branch line passenger trains.
Light and fan of all the coaches had centralized control in power car coach. Fan
and lights were working on AC supply. There was no need for standby batteries
in the coaches.

Disadvantages:

 There were noise and smoke; pollution due to DA set working.

 The operator was required to power car coach.
 Some valuable passenger spaces were occupied by DA sets.

HOG (Head-on-generation):

The HOG scheme is widely used power supply by Railways world over. The
power supply system for the coaches is either received from the locomotive or it
is directly tapped from traction overhead lines into the power cars.The system is
considered to provide cost-effective, reliable and energy efficient supply system
for coaches.
The HOG scheme can be considered with following two options. Hotel load
power is taken from Electric/Diesel Locomotive. Hotel load power supply taken
directly from OHE through a separate pantograph mounted on the power car. The
second system is not considered technically feasible for Indian Railways due to
some limitations. HOG scheme where power is taken from Electric/Diesel
Locomotive:
The power supply is received directly from locomotive through couplers. The
supply from locomotive can be a 750v, 3 phase supply or a single phase supply
received from loco is regulated and stepped down in individual AC coaches, with
the help of converters to provide a regulated 415 v, 3 phase supply. Similarly, in
AC coaches, power supply from locomotive can be stepped down and regulated
to provide single phase, 110 v AC supplies. One power car with standby DA sets
is also used in the train, which can supply power to the coaches in case of failure
of a locomotive.

Advantages:

 Cheaper cost of power as compared to EOG & SG system.

 Pollution is less as compared to EOG system.
 One power car may be replaced by trailer coach, revenue increased.
 Escorting staff will be reduced to one power car.
 The net dead weight of the train is reduced as compared to SG system.
 HOG type AC coaches can be used in EOG type trains.
 This system is compatible with diesel and electric traction.
 Maintenance cost of HOG system coaches is lower as compared to SG
coaches
Disadvantages:
While working with electric locomotive there are power interruptions for short
durations to various electrical equipment except for lights while through the
neutral section. One power car is still required for supplying power during failure
of OHE supply or locomotive etc. HOG type coaches require rake integrity of
coaches similar to EOG system.
 BATTERY TESTING IN INDIAN RAILWAYS

In today’s world, life without electricity is unimaginable. From a small light bulb
to large motors and for many other major purposes, electrical energy is the main
source. As the importance of electricity in everyone’s life is increasing, it is in
other way increasing the demand. As of 2016 May, 303GW is the installed
capacity of utility sector in India. There is a shortage of 2.1% of total electricity
in India. All this demand cannot be met alone by installing more generation. By
reducing consumption, by reducing losses or by increasing private participation
in energy generation, load on the utility can be decreased. By using regeneration,
usage of renewable energy sources in the form of private power generation,
cogeneration etc., power demand can be reduced. There is a scope for reduction
of losses in many sectors, which use bulk electric supply. One such application
of electric power is for batteries.

In railways, batteries play a vital role. The battery used in railways is lead acid
battery, which is the most popular rechargeable battery worldwide. Both the
battery product and manufacture process are proven economical and reliable.
These are specially designed for railway application to withstand deep cycling.

Railway batteries are typically used for rolling stock or stationary applications.
Rolling stock batteries are used for locomotive starting, lighting, on board
auxiliary system in engines and coaches. Stationary batteries are used as
emergency backup power for railroad crossings, signal towers and signaling
systems. Batteries are also used to provide illumination, fan, air conditioning, and
other miscellaneous needs of electricity for travelling passengers. Hence, battery
capacity, robustness, reliability and performance are important for their effective
utilization. The batteries are received at railway workshop once in eighteen
months to ensure the above said features. These features are ensured by
conducting various tests. Discharge process which is one of the performance tests
conducted on batteries to check its capacity and reliability.

Fig. :- Location of batteries in railway coaches

In discharge test the batteries are charged and discharged for 3 cycles. Lead Acid
battery uses constant current, constant voltage charge method. A regulated
current raises the terminal voltage until the upper voltage limit is reached at which
point current drops due to saturation. It is charged in three stages:

1. Constant current charge

2. Topping charge
3. Float charge

Battery gets fully charged when current drops to a set low level. Batteries that
are used in deep cycling mode can be charged up to 14.7V for a 12V battery to
get the highest charge rate.

A discharge/charge cycle is commonly understood as the full discharge of a

charged battery with subsequent recharge, but this is not always the case.
Batteries are seldom fully discharged, and manufacturers often use the 80
percent Depth-of-Discharge (DoD) formula to rate a battery. This means that
only 80 percent of the available energy is delivered and 20 percent remains in
reserve.

Fig. : Battery testing in railway workshop

Fig : Control panel at railway workshop used for charging and discharging batteries
 Block diagram of existing methodology :

In the existing system, during the testing of batteries for maintenance, the
batteries are unloaded from the coaches and initially fully charged. The power
required to charge the batteries is obtained from the grid. After charging them for
10 hours with constant value of current, batteries are discharged to a minimum
level of 1.75 volts at constant current. Discharging is done through the resistive
loads, i.e., dissipated through the resistors. This power is wasted and is not being
utilized for any other purposes.

In the proposed methodology, various techniques are explained in which power

can be conserved. The first technique is, using solar energy to charge the batteries.
As it is the renewable energy, it is one of the ways of saving energy. Here battery
1 or battery 2 can be charged using the solar panel when the solar voltage
falls below the set voltage automatically, it switches to the AC supply with help
of the microcontroller and charges any one of the batteries. Here the switches S1
and S3 are closed. The second technique is charging a battery by the discharged
power of another battery. In this technique, though the battery cannot be fully
charged using another battery, remaining power can be taken from either solar or
grid. Here the switches S1,S2,S3,S4 are operated. The third technique is pumping
back the discharged power to the grid using synchronization technique.
Microcontroller is used to control the switching operations. Keyboard and LCD
display are used for better interaction of the operator with the system.

Fig : Schematic diagram of the triple regenerative technique

There are around 14,300 trains in INDIA and the no of batteries used in AC and
NON-AC trains are 56 and 17 respectively per coach. Assuming the number of
AC and NON-AC coaches in a train be 5 and 10, the capacity of the batteries used
is calculated by assuming battery capacity to be minimum is 54,000Ah. Power
required for one performance test is found to be 85536 kWh.

Hence for 14300 trains approximately 1.2231*e9 kWhr power can be saved.

Average commercial tariff per unit is Rs. 5.79/- and expecting a good rate as high
as of 10 Rs / Unit depending upon the size of requirement by private participation.
By adopting the above method, the approximate money that can be saved will be
700 crores for 18 months as the demand for installing new generating plants are
also eliminated.

This Proposed method is successfully demonstrated using a pilot model:

Fig : Graph which represents the cost saving in the present and proposed method
 Fig : Graph which represents the power wasted in the present and proposed method

Results of the triple regenerative techniques:

The results are tabulated as follows:

Future scope

This method can be adopted in all fields where batteries are used in bulk. For
example, it can be implemented in KPTCL as 56 batteries are used in each
substation. According to KPTCL annual report 2010-2011, there are 945
substations in Karnataka. Approximately 5 crore 82 lakhs can be saved by
adopting this method in KPTCL. This proposed method is semi automatic. In
future, this can be made fully automatic reducing the man power and reducing
the maintenance cost. This proposed work promotes the private participation as
the excess solar energy can be pumped back to the grid.
Conclusion

Regenerative techniques for Railway battery efficiency testing using

solarenergy can be thus used to save a large amount of energy. Thus, using the
green energy, energy can be conserved and regeneration of power adds to the
amount of energy saved. Hence, electricity used and thus the cost can be
minimized. Energy conservation is the foundation of energy independence as:

 Energy efficiency saves money.

• It improves the economy.
• It is environmental friendly.
• It improves national security.
• It upgrades and enhances quality of life.
 POWER SUPPY SYSTEM OF INDIAN
RAILWAYS

Indian Railways have 46,038 various types of coaches (excluding EMUs and
MEMU coaches) and around 3000 of new coaches are being added annually to
the system. There are two classes of the coaches called conventional and LHB
being manufactured at ICF/Perambur and RCF/Kapurthala respectively.

There are three power supply systems as existing over Indian Railways to provide
illumination, fan, air-conditioning and other miscellaneous needs of electricity
for travelling passengers. These are as follows:

Self Generating (SG)

2×25 kW alternators for AC coach and 1×4.5 kW for non-AC coach is mounted
underslung, driven by a pulley-belt arrangement when driving pulley is mounted
on coach axle. Output is rectified and charges 110V DC battery for continuous
power supply to AC and non-AC coaches. AC load of roof mounted packaged
units is supplied by converting DC into 2×25 kVA inverters. This system is
followed over trains having a combination of AC and non-AC coaches.

End-on-Generation (EOG)

Two power cars each equipped with 2×750 kVA DG sets, one at each end of the
train, supplies 3 phase power at 750 V AC power to each electrically
interconnected air conditioned coach. The voltage is stepped down to 3 phase 400
V and supplied to standard voltage equipment on each coach. EOG system is
followed for fully air conditioned train like Rajdhani, Shatabdi, Duranto, Garib
Rath, Premium special trains. Import of LHB class of coaches from Germany is
provided with the EOG system with a promise to provide SG system design for
indigenous manufacturing. SG technology given was a complete failure and IR is
still struggling to develop designs for the last 15 years.

Head-on-Generation (HOG)

Power is supplied from the train locomotive at the head of the train. The single
phase 25 kV transformer of the electric locomotive is provided with hotel load
winding which is converted to three phase AC at 750 V using 2×500 kVA inverter
and supplied to the same system as that of EOG. In case of Diesel Locomotive,
three phase alternator is mounted on the traction alternator and feeds the hotel
load. This is the most efficient system as the cost of power is about 25% less as
compared to EOG, but the system is still under development for the last 30 years.
The other class of trains namely Electrical Multiple Unit and Main Line Electrical
Multiple Units employs the same system for coach lighting. The system is similar
to what is followed in train-set composition of train having a power unit at head
as well as on tail and power the entire load of the coach for comfort.

Running of mixed LHB design AC and non-AC coach

There is a need for running a mix of AC and non-AC coaches with LHB coach
design to improve passenger satisfactory, higher capacity and improved riding
with less maintenance. RCF has already started manufacturing Non-AC LHB and
276 such coaches have gone into service till 31st March 2014 and working on
Northern Railway, North Western Railway, Western Railway, East Central
Railway and Eastern Railway. The only way to power these coaches is by EOG
system as the SG design not yet successful. The electrical load of the train is about
250 kW and with a diversity factory of 80%, system loading will be around 200
kW for which the existing power cars is of over capacity.

Development history of SG AC LHB coach

For manufacturing of Non-AC LHB version, M/s LHB provided Indian Railways
a design for driving the alternator with cardon shaft arrangement as per the terms
and condition of the contract.

Cardon Shaft Arrangement

In this arrangement, 25KW alternator was of conventional type except belt

transmission replaced with a cardon shaft which was driven by a gear box
mounted on the axle. The alternator was mounted on the coach underframe to
take care of space constraints in the bogie. This design was given by LHB to RCF
as per the contractual condition. Based on this design, one rake was turned out to
work in Shalimar rake (4545/4646).
Failure Mode of Cardon Shaft arrangement

Alternator mounted directly on Mid Axle

RCF took initiative of developing of Permanent Magnet Alternator fitting the

rotor directly on the axle of the wheel itself. The rotor consists of a solid core
with embedded permanent magnets with no field windings. The stator is in two
halves and provided on the axle with the help of split bearings on both sides of
the alternator. The stator is held in position with a reaction rod, which is secured
with the stator on one end and bogie on the other end. There is no belt drive in
this system.

Constructional details of mid axle PM alternator

Rotor Stator Reaction Rod

These type of alternators were developed by M/s Landert HMTD, Mumbai and 4
nos. of alternators with ERRUs were commissioned successfully on LHB SG
ACCN coach nos. 05143 & 05146 and put on 06 to 08 months commercial trial
in Shalimar Rake (4545/4646) ex. NDLS to JAT and with a lot of problems when
put into service. Finally, the coaches were detached from the Shalimar Rake and
sent back to RCF by Northern Railway. The defects observed were damage of
bearings, grease leakage, damage/burning of stator windings & insulating
material, breakage of terminal box, accumulation of copper dust and repeated
control card failures in ERRU etc. Apart from above, M/s. Landert, Switzerland,
who was the technical partner of M/s. HMTD, Mumbai did not technically
supported M/s. HMTD. The most important issue of the design was that if the
bearing fails, it results in immobilization of the coach, most severe condition of
service failure and project failed.

Belt Driven Permanent Magnet Alternator

The existing Alternator used in conventional SG AC coaches cannot be fitted in

the LHB-FIAT bogies due to space constraint in FIAT bogies. At this stage,
Indian Railway was in look out for a smaller size alternator which can be fitted
within the space available. It was well-known that the size reduces considerably
with the use of a permanent magnet alternator and that gave the lead. Two
numbers of belt driven 30 kW alternators with permanent magnet were developed
and installed on a coach for trial. This design has been developed in close
coordination of RCF, RDSO and M/s I.C. Electricals. This coach has been
running in regular service since Nov. 2012 with satisfactory performance. The
advantage with permanent magnet is due to reduction in the size of the rotor as it
does not have winding to generate electric field, and therefore, a reduction in
overall size, weight, efficiency, durability and you name the advantage, it is there.
But the progress is slow for two reasons

1. Only one source so far and unless there is a competition, the firm will
jack up the price. Two more sources, namely HMTD and Signotron
has been given dimensional fitment clearance by RDSO.
2. Jacking up the price of permanent magnet in the international market
by China finding the demand going up for its useful application in
 motors and alternators. Developers already finding difficulty in
supplying the permanent magnet alternator at a reasonable cost.
3. Permanent magnet alternator is going to be a major source of providing
magnetic field in traction motor with the intention of reducing size
and application in low floor height driving coach in metro rakes.

Financial Viability of different systems of power supply

1. HOG system is considered to be the most economical for the reason the
cost of generation is minimum, but the issue is that the head on
locomotive is not wedded to the train. If for some reason, it is detached,
there is no source of power, therefore, one power car has to remain in
the system. There is one more angle to this, that if the power car become
mechanically sick enroute and detached then continuation of both the
power cars justified even with HOG. This is the reason that there is not
much enthusiasm for HOG.
2. There is always debate about the economics of SG versus EOG and each
group justifying in his own way. EOG favours all factors over SG,
except two i.e. the earning capacity of the power car and loosing
flexibility of interchangeability . For this, the initiative was taken to
develop under slung mounted DG set, thus releasing the space for
luggage. If this is done, all economics will shift towards to EOG system.
As regards, flexibility of interchangeability, successful running of LHB
coach train mix with AC and Non-AC on EOG has proved this wrong
and is only a fear.
3. The most important financial, practical and workable solution is to
develop under slung mounted DG sets in two versions of 2×750 kW and
2×250 kW for fully AC and mix train of AC and non-AC coach . This
will release 50% of the space presently used in the power car for DG set
and power panels. The design of the power panel shall be so chosen to
have the flexibility to draw power from HOG as well. The cost of
electric energy through HOG will be much less as compared to EOG.

RDSO initiated the development process about 10 years ago, but not yet
successful. This one development alone can change the complete scenario of
power supply system benefitting Indian Railways in the following respect.

Energy Efficiency: The energy efficiency of SG system is very poor if the

efficiency of the entire system of mechanical power generation at the train head
to conversion into electrical is taken into account and works out to be around 50%
as compared to 80% of EOG.
Capital and Maintenance Cost: The capital and maintenance cost of a large
number of under slung mounted equipment such as alternator, pulley, belt,
Electronic regulator, battery and invertor will get a go bye with the addition of
maintenance cost of four numbers of DG sets and their panel. It is the total
quantity of these items in SG coaches that makes the difference in all aspects of
reliability and maintainability.

Indian Railway shall take up the project of development of under slung mounted
DG sets power cars for EOG power supply system to help energy conservation,
cost reduction, durability and maintainability.
PRODUCTION CONTROL ORGANIZATION
(PCO) IN INDIAN RAILWAYS

The Control Organization of Indian Railways is the nerve center of train

operations. It controls the asset management of the Railways, in a dynamic
situation, round the clock incessantly moving trains on its entire network. It has
come a long way from being an exclusively telephone-based system emerging in
the form of an Information Technology enabled organization.
Workshop organization chart :

This basic structure of Operating Control on Indian Railways exists at the

Divisional Level, which has also been extended to Area Control levels. In
addition, Central Control Office is situated in the headquarters office and one at
Railway Board. The area spread of a division is divided into control sections, each
section having a given number of stations.
The two-way telephone system also called an omnibus circuit which permits all
stations to have direct communication with Section Controller, who is responsible
for train regulation in this area. The section Controller can speak to all stations at
the same time or to one station selectively, using individual numbers/buttons.
Movement of trains is plotted on a time distance graph to record their actual
progress, these records, called control charts, can be analyzed later. To guide and
assist the section controller, there are shift Deputy Controllers.
All technical disciplines involved in train movement have a representative in the
Control office to provide the required support from his department. These would
include,

 Motive Power Controller

 Traction Power Controller
 Signaling and Tele-Communication Controller
 Commercial Controller
 Security Controller
 C& W Control

Engineering Control:

The entire organization works round the clock, all days of the year without any
interruption to monitor the actual movement of trains on the entire rail network.
The detailed organization of the control selected and duties assigned to employees
depends on the demands of the transport task appropriate to each grade of the
employee or to diversity in the transport task. The Chief Controller is the head of
Divisional Control Organization.
Basic Functions of Control:

Train Control:
Supervising & regulating the movement of trains from station to station on the
section to avoid delay to trains and to maximize utilization of the capacity of the
section by Monitoring movement of trains from station to station and recording
paths and detention on charts. Arranging crossing and precedence of trains
judiciously.
Arranging to work of departmental and material trains. Giving time signal to all
stations on the section daily at appointed time Fulfilling interchange commitment.
Arranging proper movement of assisting/banking /light engines.

 Clearance of sick wagons from Roadside stations.

 The arrangement of relief for 10 hrs duty staff.
 Incident management on rail network & at station
 Arranging Engineering and/or power blocks in such a way as to involve
minimum disturbance to train running.
 Maintaining fluidity of yards by controlling the flow of stock in and out
of yard
  Arranging Speedy relief in case of accidents.

Traffic Control:

It is the general and over-riding control for supervision of the movement of goods
and coaching traffic on the section. It is exercised by :
Collecting information from the various stations on the section in respect of
Registration for wagons outstanding at stations and arrangements for the supply
of wagons. A number of wagons loaded and empty wagons/rakes awaiting
despatch. Arranging running, regulation, putting back and cancellation of
trains.(both freight & coaching)

Securing maximum loads for trains. Collecting stock position from the different
stations, marshaling and terminal yards. The arrangement of Crew & Guard for
freight trains. To keep liaison with adjoining Railways and Divisions for
interchange commitments Monitoring and co-ordinating working of yards, goods
sheds sidings, loco-shed, TXR depots etc.

 Supervising of stock control.

 Arranging supply of wagons against pending registration.
 Securing optimum utilization of stock, with minimum detention.
 To ensure optimum utilization of loco and staff.
 To arrange ART & Crane from adjoining Railway/Division in case of
accidents and other coordination.

Power Control:

It is responsible for the provision of motive power to all trains by maintaining the
position of locomotives Requisitioning engines in loco sheds for all operating
requirements, i.e. Train working, Shunting and Banking.Ensuring most
economical use of engines by close supervision both in Traffic Yards and sheds.
Ensuring the return of engines to “Home Sheds” at regular intervals for servicing
and maintenance. Ensuring an even balance of engines and crews between
running sheds for meeting demands of traffic,

 Ensuring that light engine kilometers are kept to the minimum.

 Providing guidance to running staff for troubleshooting.
 Carriage and Wagon Control: It is responsible to assist the train and
traffic control and to-
 Ensure timely examination and fitness of all trains
  To keep a watch over the detachment of sick wagons/coaches and to
arrange for their early repair and fitness.
 Keeping a watch over the availability of vital C&W components, like
Air Hoses, Washers, Clamps etc.. and efficient working of equipment
&machines in C&W depot to avoid detention to trains.
 To keep a watch over the placement of wagons/coaches in sick line and
their release.
 To keep account of detention to trains on C&W account and take
remedial action.
 To provide guidance to running staff for troubleshooting.
 For Electrical Multiple Units, this function is performed by EMU
controller.
 Monitor the movement of POH due stock to workshops
 Commercial Control: It assists the Traffic and Train Control.
 To expeditiously dispose of unclaimed and unconnected wagons, parcel
consignments
 To keep a watch on detention to trains on a Commercial account like
Alarm Chain Pulling.
 Carriage watering, Parcel working etc.and take remedial measures.
 To ensure quick transshipment of sick wagons by arranging matching
stock and labor.
 To keep a watch over submission of station returns.
 Monitoring of public complaints lodged at the stations.
 To ensure proper maintenance of public amenities available at stations.
 Any other job entrusted by Sr. DCM/DCM.

Traction Power Control:

It is provided to assist in Traffic and Train Control for Arranging maintenance

blocks for OHE Arranging alternative power supply in case of tripping etc.,
through remote control. Monitoring OHE failures and taking remedial action.

 Monitoring detention of trains on OHE accounts.

 Guiding running/ station staff in troubleshooting.

Engineering Control:

 It Monitors imposition & cancellation of Engineering Restrictions,

Working on track machines & monitoring integrated maintainable
blocks.
 To co-ordinate works during maintenance blocks Running of Material
trains.
Signal Control:

1. It assists Traffic and Train Control and is responsible –To keep a watch
over the S&T failures and take remedial action.
2. To ensure efficient working of communication channels

Security Control:

 It is responsible for prevention of theft of property and assists passengers

in trains/stations.

Functions of Control:

The main functions of Traffic Control are:

 Continuous supervision of the movement of all traffic in the controlled
area with a view to achieving the maximum possible operating
efficiency.
 Systematic maintenance of accurate charts of train movements and the
arrangements of crossing and precedence to the greatest advantage.
 Analysis of detentions to trains
 Planning, ordering and running of goods trains to the best possible paths.
 Maintaining the fluidity of marshaling yards/freight terminals.
 Taking remedial action in the event of yard/terminal congestion.
 Elimination of avoidable detentions to goods stock at loading and
unloading points and at transshipment stations.
 Allotment and distribution of goods stock to stations,
 Supply of information to adjoining controls, terminals and engine
changing stations regarding the movements of trains to enable adequate
timely arrangements for their reception and onward dispatch
 Arranging for engineering and other departments blocks with minimum
detention to traffic.
 Running of material trains and other track machines, tower wagons etc.
 Arranging relief for engine crews and Guards.
 Ensuring maximum utilization of locomotives.
 Issuing instructions for train working in case of equipment failures and
whenever abnormal methods or working have to be resorted to.
 Speedy arrangements for relief rescue and restoration in the event of the
accident.
 To assist in the realistic planning of timetables and punctual running of
passenger trains in coordination with various departments, other
divisions, and other railways.
 To keep a watch over damaged stock at roadside stations, yards, and sick
lines and to ensure that they are promptly attended to
 To rectify immediately the irregularities on the part of line staff and
provide the necessary guidance.
 To provide operations management information.
 To ensure smooth functioning of FOIS and other IT applications.