An

PRACTICAL TRAINING REPORT

ON
Submitted in partial fulfillment
for the award of the degree of
Bachelor of Technology
In
Electrical Engineering
(Rajasthan Technical University, Kota)

SESSION (2020-2024)

SUBMITTED TO: SUBMITTED BY:

MR. SUBHASH SWAMI. Sugandha Sethi
HEAD OF DEPARTMENT Electrical Branch.,4th year

DEPARTMENT OF ELECTRICAL ENGINEERING

ARYA INSTITUTE OF ENGG. TECH. & MANAGEMENT, JAIPUR
AJMER ROAD, OMAXE CITY,
JAIPUR- 302026

DEPARTMENT OF ELECTRICAL ENGINEERING

 ACKNOWLEDGEMENT

I would like to express our thanks to Dr Arvind Agrawal , Chairman of Arya

Group of Colleges, for providing us such a great infrastructure and
environment for our overall development.
We express sincere thanks to Dr Surendra Sharma , the Director of Arya
Group of Colleges, for his kind cooperation and extendible support towards the
completion of our project.
Words are inadequate in offering our thanks to Mr. Subhash Swami , Head of
EE Department, for consistent encouragement and support for shaping our
project in the presentable form.
We also express our deepest thanks to Mr. Ravi Ucheniya Industrial training
Coordinator, for his support in providing technical requirement and fulfilling
our various other requirements for making our training PPT success.
We also like to express our thanks to all supporting EE faculty members who
have been a constant source of encouragement for successful completion of
the project.
Also our warm thanks to Arya Institute of Engineering Technology and
Management, who provided us this opportunity to carryout, this prestigious
Training and enhance our learning in various technical fields.

Your
s Sincerely,
Suga
ndha Sethi

20EAOEE027

DEPARTMENT OF ELECTRICAL ENGINEERING

 TABLE OF CONTENTS

Abstract

Chapter 1: Introduction .
(1.1) Railway Zones
(1.2) Railway Divisions

Chapter 2: Air Conditioning in Indian Railways

(2.1) Requirements of Railway Coach Air Conditioning
(2.2) Classification of Air Condition Coaches
(2.3) Description of Power Supply
(2.4) A/c Equipment in Railway Coaches
(2.5) Final Testing of a/c Coach After POH

Chapter 3: Train Lighting in Indian Railway

(3.1) Factors Responsible for Development of Train Lighting
(3.2) Generation System
(3.3) Advantages and Disadvantages

Chapter 4: Battery Testing in Indian Railways

(4.1) Existing Methodology
(4.2) Triple Regeneration technique
(4.3) Future Scope

Chapter 5: Power Supply System in Indian Railways

(5.1) Types of Power Supply System
(5.2) Development History of SG AC LHB coach
(5.3) Financial Viability of Different System of Power Supply
Chapter 6: Production Control Organization (PCO) in Indian Railways
(6.1) Workshop Organization Chart
(6.2) All Technical Disciplines Involved in Train Movement
(6.3) Main Function of Traffic Control

Conclusion: Conclusion of North Western Railway

DEPARTMENT OF ELECTRICAL ENGINEERING

 Abstract
This report takes a pedagogical stance in demonstrating how results from
theoretical computer science may be applied to yield significant insight into the
behaviour of the devices computer systems 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 solid state
signalling and various communication systems 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 data-driven control systems, and
the broader problem of design dependability. In the former case, the analysis is
directed towards proving safety properties of the geographic data which encode
the control logic for the railway interlocking; the latter examines the fidelity of
the communication protocols upon which the distributed control system
depends.
CHAPTER 1

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

5
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.

6
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.

Fig. Modern Railway track

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.
(1.1) Railway Zones : For administrative purposes, Indian Railways Divides into sixteen
zones.

7
 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.
(1.2)Railway Division

8
CHAPTER 2

AIR CONDITIONING
9
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. Air conditioning of railway coaches is,
therefore, necessary for the maximum comfort and well being of passengers in a railway
travel. In keeping with modern trend, air conditioning 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 Air conditioning

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 air
conditioned
travel can become more common.

(2.1) REQUIREMENTS OF RAILWAY COACH AIR CONDITIONING SYSTEM

 Supplying clean fresh air at a controlled uniform temperature.

10
  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.

(2.2) CLASSIFICATION OF AIR CONDITIONED COACHES

(2.3) DESCRIPTION OF POWER SUPPLY

1. SG Coaches

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.

2. EOG Coaches

11
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 air conditioning 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.

(2.4) 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

12
1. 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.

2. 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.

13
3. 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.

4. 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
(iii) low oil pressure.

5. 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.

6. 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.

7. 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.

8. 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

14
safety requirements. The safety requirements for the operation of the A/C system are listed
as under:

1. The working of blower fan of the evaporator and the blower fan of the condenser have
to be ensured before the compressor starts functioning.
2. Suitable protection to ensure adequate lubrication of compressor to avoid piston
seizure.
3. The excessive pressure on the discharge side of the compressor (High Head Pressure)
should be avoided.
4. The suction pressure should not be lower than 0.7 Kg/cm2 to prevent frosting of the
evaporator.
5. The compressor motor has to be soft started to limit the sudden in rush of starting
current.
6. A suitable interlock has to be provided to ensure that heater is not on, when the
compressor is working.
7. 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.
8. 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.

9. Air duct
The air conditioning system includes three air ducts as follows:
i. Fresh (Inlet) air duct.
ii. Main air duct.
iii. 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.

10. 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.

11. 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

15
 coach through adjustable diffusers. In the case of ac 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.

12. 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.

13. Wiring

All wiring has been done by means of multi stranded 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 air conditioned 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

16
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.

(2.5) Final testing of A/C coach after POH

i. Visual inspection of coach for proper fitment of equipments.

ii. Ensure the refrigerant pipes are properly clamped.
iii. Suction pipe for proper lagging.
iv. Ensure all the modifications are complied.
v. Check safety chain and tension rod of B.L. Alternators for proper fitness.
vi. Underframe cables leading to Alt. are properly cleared.
vii. Check earth leakage by two lamp method.
viii. Check refrigeration system for any leakage before gas charging,
ix. Vacuum test (for 12 hrs.)
x. Pressure test ( by charging Freon 12 or CO2 gas).
xi. Vacuum test for 15 minutes for dehydration of refrigeration system.
xii. Check control panel and ensure that proper fuses are provided.
xiii. Check contactors, relay and switches for correct sequential operation.
xiv. Ensure that time delay in operation of contactor No.12, 13, 13A is 2.5 sec.
xv. Check heaters for correct operation. (Remove short between 1H 3 – 1H 4)
xvi. Check hooter for proper operation.
xvii. Start the plant and check condenser motor, compressor motor, blower motor for any
abnormality,
xviii. Check leakage of air from doors
xix. Check oil level in compressor, the level should be when operating – 1/2 bull‘s eye.
xx. Check for proper working of capacity control solenoid valve.
xxi. Run the plant for 4 hrs. An equivalent heat load (Convector heater) should be kept
for performance test of plain
xxii. If new expansion valve is provided during POH, it be set.
xxiii. Ensure that batteries are in fully charged condition
xxiv. 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.
xxv. Ensure that both the alternators are sharing load equally during run. If not set both
the alternator panels.

General checks

i. Suction pressure gauge reading should be 2.6- 2.8 Kg/cm2.

ii. Delivery pressure gauge reading should be 10 – 12 Kg/cm2 .
iii. Oil pressure should be minimum 3 Kg/cm2 above suction pressure.
iv. Feel temperature – Suction should be cold and sweaty. Delivery should be very hot
and liquid line should be warm.
v. 5.10.6 Problems in AC coaches

17
vi. Gas leakage in pipeline from joints in the control equipment.
vii. Premature failure of shaft seal of compressor.
viii. High heat in condenser leading to leakage of refrigerant.
ix. Difficulty in cleaning of condenser.
x. Vee belt failure.
xi. Compressor motor failure.
xii. Condenser motor failure.
xiii. Dehydrator defective.
xiv. PCB defective in regulator.

Service trouble

HP cut out operates due to –

i. Malfunctioning of the cutout
ii. Condenser fan motor failure.
iii. Condenser fins and tubes dirty
iv. Any stop valve is closed or partly closed.
v. Freon gas over charged.

LP cut out operates due to –

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

Insufficient cooling may be due to –

i. Thermostat not operating properly.
ii. System under charged with freon.
iii. Compressor motor running slow.

Choke in the system –

i. Any of the stop valve closed
ii. Expansion valve choked or not opening sufficiently.
iii. Condenser fins choked
iv. Evaporator fins choked.
v. Air filters for return air choked.
vi. Capacity control not working properly.

Excessive cooling may be due to –

i. Thermostat not operating.
ii. Compressor motor failing to stop.

18
CHAPTER 3

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:
19
  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.

20
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.

21
  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.

22
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 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:

23
 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.

CHAPTER 4
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.

24
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.

25
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.

26
(4.1) Block diagram of existing methodology :
27
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 betaken 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.

28
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 54,000A-hr. 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:

29
 (4.2) Results of the triple regenerative techniques:

The results are tabulated as follows:

(4.3) 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 solar energy 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.
30
  It improves the economy.
 It is environmental friendly.

CHAPTER 5
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:

(5.1) 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

31
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.

(5.2) Development history of SG AC LHB 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. 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).

32
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

33
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.

34
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. Permanent magnet alternator is going to be a major
source of providing magnetic field in traction motor with theintention of reducing
size and application in low floor height driving coach in metro rakes.

(5.3) 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.

35
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.

36
CHAPTER 6
PRODUCTION CONTROL ORGANIZATION (PCO) IN INDIANRAILWAYS

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.

(6.1) Workshop organization chart :

37
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

38
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
 Signalling 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.

(6.2) Basic Functions of Control:

1. 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.

2. 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 :
39
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.

3. 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
40
  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 labour.
 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.

4. 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.

5. 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.

6. Signal Control:

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

7. Security Control:
 It is responsible for prevention of theft of property and assists passengers in
trains/stations.

(6.3) 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.

41
  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.

CONCLUSION
My practical training at‖ Carriage workshop Indian Railways, Jodhpur‖ helps me to
fill the gap between practical and theoretical aspect of engineering. i have obtained

42
practical knowledge during training but time period was very less to obtained more
practical experience in the industry.
Indian Railway, it truly reflects India. It is complex, sometimes unwieldy and
unmanageable, and yet full of life. It prospers against all odds. It is not just a transport
organization. It is a great social institution. So many things may go wrong in the
country, but the Indian Railways somehow manages to keep its head up above the
waters, and it always runs the trains, serving millions of people every day. Indian
Railways is patient with and sad about those who try to bring damage to its network
of
passenger and goods trains, hoping that these people one day will repent for their sins
and recognize the merit of the institution that has served the nation with great
distinction. If the company were to identify the pitfalls in their product and undertake
remedial measure, thus it will lead to more good word of mouth publicity.

43