National Institute Of Technology

Delhi

Summer Internship
EEP305
Name:- Ajay Submitted to:-
Roll no.:-171230005
Branch:-EEE
Year:-3𝒓𝒅 year

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 CONTENTS
1. Introduction

2. Machine Shop

3. Wheel Shop

4. Wheel Testing and Machining

5. Zyglo Testing

6. Spring Section

7. Spring Scraging

8. Heat Treatment Shop

9. Jig and Fixture Shop

10. Braking Shop

11. Shell Shop

12. Material Handling Shop

13. Introduction to Electrical Locomotives

14. Traction System for Locomotives

15. Power Supply Installation

16. Power Supply for Signalling

17. Traction Sub Station (TSS)

18. Principles for Layout Plans and Sectioning Diagram for 25 KV A.C Traction

19. Overhead Equipment

20. Pentograph

21. Traction Motors

22. Conclusions

23. References

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 ACKNOWLEDGEMENT

The internship opportunity I had with Indian Railway was a great chance for learning
and professional development. Therefore, I consider myself as a very lucky individual
as I was provided with an opportunity to be a part of it. I am also grateful for having a
chance to meet so many wonderful people and professionals who led me though this
internship period.

Bearing in mind previous I am using this opportunity to express my deepest gratitude

and special thanks to the MD of [Company name] who in spite of being extraordinarily
busy with her/his duties, took time out to hear, guide and keep me on the correct path
and allowing me to carry out my project at their esteemed organization and extending
during the training.

I express my deepest thanks to [Name Surname], [Position in the Company] for taking
part in useful decision & giving necessary advices and guidance and arranged all
facilities to make life easier. I choose this moment to acknowledge his/her contribution
gratefully.

I perceive as this opportunity as a big milestone in my career development. I will strive

to use gained skills and knowledge in the best possible way, and I will continue to work
on their improvement, in order to attain desired career objectives. Hope to continue
cooperation with all of you in the future,
Sincerely,

Name :- Ajay Kumar

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4
 1.INTRODUCTION
Indian Railways is an Indian state-owned enterprise, owned and operated by the Government of
India through the Ministry of Railways. It is one of the world's largest railway networks comprising
115,000 km (71,000 mi) of track over a route of 65,436 km (40,660 mi) and 7,172 stations. In 2013–14,
IR carried 8,425 million passengers annually or more than 23 million passengers daily (roughly half of
which were suburban passengers) and 1050.18 million tons of freight in the year. In 2013–2014 Indian
Railways had revenues of 1441.67 billion (US$23 billion) which consists of 940.0
billion (US$15 billion) from freight and 375.0 billion (US$6.1 billion) from passengers tickets.
Railways were first introduced to India in the year 1853 from Bombay to Thane. In 1951 the systems
were nationalised as one unit, the Indian Railways, becoming one of the largest networks in the world. IR
operates both long and suburban rail systems on a multi-gauge network
of broad, metre and narrow gauges. It also owns locomotive and coach production facilities at several
places in India and are assigned codes identifying. Their gauge, kind of power and type of operation. Its
operations cover also provides limited international services to Nepal, Bangladesh and Pakistan. Indian
Railways is the world's seventh largest commercial or utility employer, by number of employees, with
over 1.307 million employees. As for rolling stock, IR holds over 239,281 Freight Wagons,
62,924 Passenger Coachesand 9,013 Locomotives (43 steam, 5,345 diesel and 4,568 electric
locomotives). The trains have a 5 digit numbering system and runs 12,617 passenger trains and 7421
freight trains daily. As of 31 March 2013, 20,884 km (12,977 mi) (31.9%) of the total 65,436 km
(40,660 mi) route length was electrified, Since1960, almost all electrified sections on IR use 25,000 Volt
AC traction through overhead catenary delivery.

Gorakhpur workshop was established in 1903 for repair and overhauling of MG steam locomotives,
coaches and wagons. Later on, overhauling of MG steam cranes and repair of station cash boxes and cash
safes were also started. Due to gauge conversion from MG to BG, POH activity of 50 BG coaches/month
was started in Sept.’1984. In order to rationalize load in GKPS and considering the growing traffic
demand, POH activity of MG wagons was closed in 1986 and that of MG steam locomotive in the year
1994. The POH of MG coaches was also stopped from January 2002. At present, this workshop is mainly
carrying out POH of BG AC and non-AC coaches. The workshop is also engaged in manufacturing of
nearly 685 different components for POH activities of coaches . Capacity augmentation and
modernisation Project Phase-I (costing Rs.22.7 Cr.) and Phase-II (costing Rs.18 Cr.) have been
sanctioned and are under progress.

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 1.1DIVISION IN INDIAN RAILWAY
The Indian Railways is divided into zones, which are further sub-divided into divisions, each having a
divisional headquarters. There are a total of sixty-nine divisions. Each of the divisions, is headed by a
Divisional Railway Manager (DRM) who reports to the General Manager (GM) of the zone. A DRM can
be appointed from any services of Indian railway,Indian Administrative Service (IAS) and Indian
Revenue Service (IRS) for the tenure of 3 years but it can be exceeded on the recommendation of
Railway Board. Divisional officers heading all departments viz. engineering, mechanical, electrical,
signal and telecommunication, accounts, personnel, operating, commercial, safety, medical, security
branches report to the Divisional Railway Manager. The DRM is assisted by one or two Additional
Divisional Railway Managers (ADRM) in the working of the division. There are seventeen main division
in Indian railway listed below….

1. Central railway-CR-Mumbai
2. East central railway-ECR-Hajipur
3. East coach railway-ECoR-Bhubaneswar
4. Eastern railway-ER-Kolkata
5. North central railway-NCR-Allahabad
6. North eastern railway-NER-Gorakhpur
7. North western railway-NWR-Jaipur
8. North east frontier-NFR-Guwahati
9. Northern railway-NR-Delhi
10. South central –SCR-Secunderabad.
11. South eastern-SER-Kolkata
12. South western –SWR-Hubli
13. Southern railway-SR-Chennai
14. South east central-SECR-Bilaspur
15. West central railway-WCR-Jabalpur
16. Western railway-WR-Mumbai
17. Kolkata Metro-Kolkata

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1.1 About Rail Spring karkhana
Rail Spring Karkhana is Located near Sithouli Railway Station about 12.8 KM away from Gwalior
Railway Station. It is a unique workshop designed for manufacture of Hot Coil Helical Springs of
various types for use on various types of Rolling Stock over entire Indian Railways. This unit was
sanctioned & set-up well before formation of North Central Railway as an independent Railway Zone.

The Foundation Stone was laid by Hon’able Member Parliament Shri Madhav Rao Scindia. This is the
largest dedicated Plant for manufacture of Helical Hot Coiled Springs for use on Indian Railways. It
was setup in 1989 on turnkey basis by M/s Ernst Komrowski & Co. Germany in the Technical
Collaboration with M/s Grueber, a Leading Spring Manufacturer of Germany. The total sanctioned
cost for setting-up of the Project was Rs 54.04 Crores. The plant is now equipped with state-of-the art
facilities for manufacture of Coiled Springs. All furnaces of this Plant are LPG fired.

Trial Production of springs was started in the month of February’1990 and the Karkhana was formally
inaugurated by Hon’able Railway Minister Shri George Fernandez on 25thApril 1990 in the presence
of Hon’able Member Parliament Shri Madho Rao Scindia. The Karkhana was initially headed by Shri
S. Venkataraman as Chief Project Manager as first in-charge of the workshop, which was later-on,
operated as Chief Workshop Manager/RSK.

After start of Production on Regular basis the Annual Target of 51900 Nos. of Springs was fixed for
the first time for the year 1996-97. The actual Production of 50718 Nos. of springs during the year
1996-97 was achieved with single shift working and booking of staff on overtime.

Central Railway was bifurcated into North Central Railway in the year 1996-97 which was formally
operated as an Independent Railway Zone in the year 2003-04. Shri IPS Anand took over as the first
General Manager of NCR as an Independent Railway Zone. Shri Devraj was the first Chief
Mechanical Engineer of Independent North Central Railway.

The Plant was later-on modernized with the latest facilities for manufacture of FIAT Bogie Springs of
LHB Coaches. The machines sanctioned under this Project have been installed & commissioned by
M/s BUMAR, POLAND, in association with M/s PCI Limited, as their Indian agent on Turnkey basis.

In RSK STLI average outturn up to Dec’14 is 8995 springs per month against the target of 8084
springs. Production of springs has increased by about 5.6% over previous year.

HISTORY

DATE ACHIEVEMENTS

1988-89 The Facility for setting-up of Rail Spring Karkhana at Sithouli, Gwalior was sanctioned by
Railway Board vide Pink Book Item No. 247 of 1988-89.
1989 The Foundation Stone was laid by Hon’able Member Parliament Shri Madhav Rao
Scindia.
1990 The Workshop was Commissioned and Production of Non AC Axle Box Springs & Bolster
Springs was started on regular basis.
1990 Production of AC Coach Springs Started.
1991-92 Production to full Capacity with 8 Types of Spring streamlined in the Production including
Metre Gauge, EMU and Diesel Loco Springs.

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1994 Prototype Springs for IRY Coaches (IR-20) bogie was manufactured.
1999-00 Production was increased to One Lakh Springs per Annum by introduction of peeled bars
and booking of staff on over time.
1999 Manufacture of Coil Springs for High Capacity Parcel Van was started in RSK.

2001-02 The second Coiling line for Production of Coil Springs for LHB Coaches (FIAT Bogie)
Springs was sanctioned vide Pink Book Item No: 536 of 2001-02.

Acquired International Certificate for Quality Services ISO 9001: 2000 Accredited through
IRQS.

Production of Primary Springs for FIAT Bogies of LHB Coaches was undertaken with the
Existing Facilities.
2004-05 Major Reconditioning of Important Production Machines including Coiling Line had done
resulting in reductions in equipment failure.
2008 Installation of machines under FIAT Project started on turnkey basis by M/s BUMAR,
POLAND through their Indian Agent M/s PCI Limited, Gurgaon
2011 LOA issued to M/s L&T Limited for award of turnkey Project of Renewal of existing spring
coiling line in RSK. The execution of this project is under active progress by the firm and
expected to be completed by December’2013.

2012 Trial Manufacture of LHB Springs started in RSK.

RSK has been awarded ISO Certification for Integrated Management System (IMS) for Quality
(ISO 9001:2008), Environment (ISO 14001:2004) and Occupational Health & Safety (OHSAS
18001:2007) by M/s BSCIC Certification Pvt. Ltd, New Delhi.

Manufacturing of WDM3D Locomotive springs started on trial as per the existing manufacturing
process developed for Fiat springs.

RSK dispatched 430 Nos. of WDM3D Locomotive Springs to DMW Patiala for field trial and
feedback.

The study work of implementation of Modified Group incentive Scheme conducted by M/s RITES
has been sent to HQ for obtaining approval by Railway Board.
2013 Manufacturing of WDG4 Locomotive springs started on trial as per the existing manufacturing
process developed for EMD Loco springs. RSK dispatched 400 Nos. of WDG4Locomotive Springs
to DLW Varanasi for field trial and feedback

Manufacturing of WDP4 Locomotive springs started on trial as per the existing manufacturing
process developed for EMD Loco springs.

RSK dispatched 310 Nos. of WDP4Locomotive Springs to DLW Varanasi for field trial and
feedback.

PERFORMANCE DURING 2014-15

i. Outturn of RSK/STLI is 88601 nos. spring against the target of 80840 nos. springs during
2014-15 (up to Jan’15) i.e. Outturn is 9.60% more than target.

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ii. RSK/STLI has developed F02, F03, F18, F19 springs.

iii. The material planning for all type of FIAT springs is under process. After receipt of
material, trial manufacture of other types of springs will be started.

2.MACHINE SHOP
In this section all kinds of machining is done to obtain the correct size and shape of the job. Besides,
machining of steel job, Aluminum-plates are also machined here. Machining is other performed manually
or on automatic machines.

Machines are two types:

1. AUTOMATIC.

2. MANUALLY

There are three types of automatic machine.

 Numerical control.
 Computer numerical control.

 Direct numerical control machine .

2.1 NUMERICAL CONTROL-

The machining parameter are feed from the control panel by pushing buttons .The job is machined
according to the parameter There are N.C. boring machine in this shop.

2.2 COMPUTER NUMERICAL CONTROL-

In this machine all the data corresponding to the initial work piece to the final product is feed into the
computer. All the process required in the order of action is fed with the help of programmer .In this
machine one, has to just fix the job is to the chuck. All the other process is done automatically. This is the
machine use for large scale production. In this shop there is one CNC chucker turret Lathe machine.

2.3 DIRECT NUMERICAL CONTROL-

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This machine is controlled by installing a control room away from the work place .These machine are
D.N.C. machine. These are fully automated .The machine shop is divided into different divisions to the
task accomplished .Theses sections are-

1. Capstan and turret lathe section.

2. Milling section.
3. Drilling section.
4. Central lathe section.

5 Heavy machine section

2.4 MANUALLY OPERATED MACHINE

DRILLING SECTION-Drilling operation is carried out here. A large for the operation .To complete the

operation faster a few gauge milling machine are also provides.

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 Fig: DRILLING MACHINE

SLOTTER-The is vertical shaping machine .The arm reciprocating in the vertical direction .Most parts

are the same as shaper .Slotting is the process that is carried on this machine .

Fig: PLANNER

PLANNER-Planner is used for the very large jobs. The basic difference between shaper and planner is

procedure of giving relative motion between the work piece and tool .In the shaper, the tool reciprocates
while in planner the table reciprocates.

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 3.WHEEL SHOP
In this shop, repair work of the wheel and axel is under taken. As it is known that, the wheel wears
throughout its life. When at work the profile and diameter of the wheel constantly changes. To
improve it’s working and for security reason, it is repaired and given correct profile with proper
diameter.

The diameter of new wheel is-

Type Wheel dia. Distance b/w journal Journal Axel wheel seat
center (mm) size(mm) dia. (mm)
ICF 915 2159 120*113.5 172,0.25,0.35
BMEL 915 2210.2 120*179 171,0.45,0.63

Wheel can be used certain minimum diameter after which it is discarded. The diameter

wheel when it is condemned is

S.N TYPE OF WHEEL DIAMETER IN (MM)

1. ICF/BMEL SOLID 915-813
2. ICF TIRED 915-851
3. BMEL TIRED 915-839

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 WHEEL

4.WHEEL TESTING & MACHINING

In this shop wheel sets are removed from the bogies, the entire wheel is first inspected for assessing the
condition of the component of wheel such as axel trial wheel disc and guttering.

The shop consist of-

[1] Axel journal testing lathe.

[2] Hydraulic wheel press with facility of mounting.

[3] Axel turning lathe.

[4] Vertical turning lathe

Axel journal turning lathe

On this lathe, the diameter of the axel is brought to the correct diameter. The cutting tool is used of
carbon tool.

Hydraulic wheel press with a facility of mounting

The wheel is pressed on the axel with the help of this machine. A calculated amount of pressure is applied
and the wheel is pressed

Axel turning machine

External and internal diameter is corrected by this lathe, wheel is tightened on the rotating clutch. The

stationary is carbide tool cut the wheel to correct diameter .

Wheel Profile Lathe

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The profile of the wheel is repaired on this machine. Correct profile is cut by carbide tool

5.ZYGLO TESTING
It is a non-destructive testing particularly used to detect the flows or discontinuities in materials without
using impairing their use fullness. This testing is used for ferrous and non-ferrous metals

ZYGLOTESTING MACHINE

6.SPRING SECTION
In this section the helical and leaf spring are prepared. For this purpose there certain machine for testing,
grading and repairing it.

SPRING

The test performed on helical spring and laminated spring are-

[1] Visual and magnetic crack detection.

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[2] Spring scraping mach

[3] D’ buckling

Visual and magnetic crack detection. The visual test with the help of magnifying lens and glass the spring
the is inspected of-

Corroded--------------- Fail

Deep seam of mark -------------------- Fail

Surface crack ------------- Fail

No sound defect ------------- Fail

In the magnetic testing a mixture of kerosene oil and magnetic red ink is sprayed on the spring and
inspected for the clinging of the oil droplets. If oil clings at same place if present the presence of crack.
There are variation reasons for the failure of the helical spring such as free height load test, dent mark,
corrosion and breakage.

CAUSE PERCENTAGE OF FAILURE

Free of height 8.93%
Load test 82.08%
Dent mark, corrosion &breakage 08.39%

7.SPRING SCRAGING
After the buckling test, the spring should be put on scraping machine and the camber should be measured.
In this test, the spring should be pressed quickly and camber should be measured 2 times. The spring
should be test such as, it should not be more than ½ of the plate. In helical spring scraping, the spring is
kept on the machine and its free height us measure. Now the spring is compressed, under certain and its
compression is noted down. The compression is matched from the table provided for springs. If the
compression matches, the spring is passed otherwise rejected

VARIOUS REASONS OF SPRING FAILURE ARE AS FOLLOW

1. Over camber of the spring.

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2. Short camber of the spring.
3. Leaf broken.
4. Gap between the leaves of the spring

D’ BUCKLING
On this machine, buckling is performed on laminated spring. The leaves of the springs are assembled and
pressed. Now it is put on the buckling machine axial and longitudinal forces are applied

8.HEAT TREATMENT SHOP

Heat treatment is the process of heating and cooling of a material to change its physical and mechanical
properties without changing the original shape and size. Heat treatment of steel is often associated with
increasing its strength, but can also be used to improve machinability, formability, restoring ductility, etc.
Basic heat treatment process for steels are described in the following subsections.

HEAT TREATMENT

8.1 DIFFERENT TYPES OF HEAT TREATMENT PROCESS

1. Hardening.
2. Tempering.
3. Austempring.
4. Martempring.
5. Annealing.

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6. Stress relieving.
7. Spheroid zing.
8. Normalizing
9. Case hardening.

10. Cyaniding.

11. Flame hardening.

12. Induction hardening.

13. Nitriding.

8.2 IRON CARBON DIAGRAM

9.JIG AND FIXTURE SHOP

If a component to be produced in small numbers then procedure adopted is marketing out, setting on
machine, clamping to machine table. Nevertheless. It would not be suitable for producing same
component in large quantities because of economic reason. A faster and more profitable method calls for
a device JIG&FIXTURE

9.1 JIGS

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Jig may be described as a plate, or metal box, structure or a device usually made of which metal is
clamped or fastened or located one after others for the other for specific operation in such a way that it

will guide one or more cutting tools to the same position .

FIXTURE
This may be structure for locating holding and supporting a component or work piece securely in a
definite position for a specific operation but it does not guide the cutting tool. The cutting tool are set in
position by machine adjust or by trial& error method

FIXTURE

DESIGN OF JIG& FIXTURES

1. Sharp corners may be avoided.
2. Adjustment locator must be provided.
3. Locating pins should be tapered.
4. Quick acting, clamps should be provided.
5. Safety criterion should be provided.
6. Accuracy is the basic need should not be compromised.

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 10.BRAKING SYSTEM
Working-By means of frictional force between wheel and brake pad.

Mainly two types of braking system is used-

1. Air-Braking system.
2. Vacuum-brake system

10.1 AIR BRAKING SYSTEM

This is new method of braking system, which is more efficient than the vacuum brakes. It is used at first
in Rajdhani and satabdi coaches. Progress conversion of vacuum brakes in air-brake has being
undertaken.

The main parts of air-brake system are following

1. Brake cylinder.
2. Brake pipe.
3. Feed pipe.
4. Distributer pipe.
5. Angle lock.
6. House pipe.
7. Auxiliary reservoir.
8. Guards van valve & pressure gauge.
9. Isolating cock.
10. 10.Passenger emerging alarm signal device.
11. 11. Dirt collector

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BRAKE PIPE-This is charged from the locomotive at 5 kg/cm3 and causes application and

release of brakes due to change in its pressure through the locomotive control system. The pipe linked

to distributor system .

FEED PIPE- It having 6kg/cm3 pressure, and keeps the auxiliary reservoir charge at fuel pressure
even when brakes are applied. Feed pipe are also connected to the distributor valve.

DISTRIBUTOR VALVE- It is connected to the brake pipe auxiliary reservoir and brake
cylinder. It controls the pressure in the brake cylinder. It controls the pressure in the brake cylinder in
proportion to the reduction of pressure in brake-pipe.

ANGLE COCK-It is use for alarming purpose.

HOUSE COUPLING- Both the brake-pipe and feed pipe are fitted to the angle cock outlet for

the passage of compressed air from one coach to another mean of braided rubber and metal coupling .

GUARD VAN VALVE & PRESSURE GAUGE- These are provided in the guards

compartments. These are provided to control the train movement.

ISOLATING COCK- Use for isolating the air from one point to the other point.

CHOKE- It is device for restricting the flow of air from one point brakes circuit to other point. The

handle of this cock is kept parallel to the pipe to indicate that it is in open conditions .

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 11.SHELL SHOP
Shell shop is divided into two parts-

1. FITTING SHOP.
2. WELDING SHOP

CAUSEOF CORROSION-

1. WATER SLEEPAGE.
2. AIR-TRAP BETWEENFLOOR AND PLYWOOD.
3. FLYING BLAST (DUE TO FORMATION OF SPOT).

MAIN PARTS OF SHELL-Various parts of shell are as follows-

1. UNDER FRAME

(A) SOLE BAR

(B) HEAD STOCK ASSEMBLY.

(C) BODY BLOSTER ASSEMBLY.

(D) THROUGH FLOOR.

(E) CROPS BEARER.

(F) TUBULAR STRUCTURE

2. SIDE BAR.

3. ROOF.

4. END BAR.

5. CENTER PIVOT (GUIDE OF TURNING OF TRAIN).

TYPES OF WELDING USED IN SHELL SHOP

1.CO2 ARC WELDING.

2.MANUAL METAL ARC WELDING.

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3.BHARAT CUTTING GAS.(B.C.G)

4.LIQUEFIED PETROLEUM GAS.

5.OXY-ACETELENE GAS WELDING

Welding by torch

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 12.MATERIAL HANDLING SYSTEM
Material Handling is the field concerned with solving the pragmatic problems involving the
movement, storage in a manufacturing plant or warehouse, control and protection of materials, goods
and products throughout the processes of cleaning, preparation, manufacturing, distribution,
consumption and disposal of all related materials, goods and their packaging. The focus of studies of
Material Handling course work is on the methods, mechanical equipment, systems and related
controls used to achieve these functions. The material handling industry manufactures and distributes
the equipment and services required to implement material handling systems, from obtaining, locally
processing and shipping raw materials to utilization of industrial feedstock’s in industrial
manufacturing processes. Material handling systems range from simple pallet rack and shelving
projects, to complex conveyor belt and Automated Storage and Retrieval Systems (AS/RS); from
mining and drilling equipment to custom built barley malt drying rooms in breweries. Material
handling can also consist of sorting and picking, as well as automatic guided vehicles.

12.1 MATERIAL HANDLING EQUIPMENT

Material-handling equipment is equipment that relate to the movement, storage, control and
protection of materials, goods and products throughout the process of manufacturing, distribution,
consumption and disposal. Material handling equipment is the mechanical equipment involved in the
complete system.Material handling equipment is generally separated into four main categories:
storage and handling equipment, engineered systems, industrial trucks, and bulk material handling

OVER HEAD CRANE

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13.INTRODUCTION TO ELECTRICAL LOCOMOTIVE
13.1 About electrical locomotive

An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or on-
board energy storage such as a battery or fuel cell. Electric locomotives with on-board fuelled prime
movers, such as diesel engines or gas turbines, are classed as diesel-electric or gas turbine-electric
locomotives because the electric generator/motor combination serves only as a power transmission
system. Electricity is used to eliminate smoke and take advantage of the high efficiency of electric
motors, but the cost of electrification means that usually only heavily used lines can be electrified.

13.2 Characteristics

One advantage of electrification is the lack of pollution from the locomotives. Electrification results in
higher performance, lower maintenance costs and lower energy costs.

Power plants, even if they burn fossil fuels, are far cleaner than mobile sources such as locomotive
engines. The power can come from clean or renewable sources, including geothermal
power, hydroelectric power, nuclear power, solar power and wind turbines. Electric locomotives are quiet
compared to diesel locomotives since there is no engine and exhaust noise and less mechanical noise. The
lack of reciprocating parts means electric locomotives are easier on the track, reducing track maintenance.

Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can have
a higher power output than diesel locomotives and they can produce even higher short-term surge power
for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent stops. They
are used on high-speed lines, such as ICE in Germany, Acela in the U.S., Shinkansen in Japan, China
Railway High-speed in China and TGV in France. Electric locomotives are used on freight routes with
consistently high traffic volumes, or in areas with advanced rail networks.

Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not including
the inefficiency of generating the electricity). Additional efficiency can be gained from regenerative
braking, which allows kinetic energy to be recovered during braking to put power back on the line. Newer
electric locomotives use AC motor-inverter drive systems that provide for regenerative braking.

The chief disadvantage of electrification is the cost for infrastructure: overhead lines or third rail,
substations, and control systems. Public policy in the U.S. interferes with electrification: higher property

24
taxes are imposed on privately owned rail facilities if they are electrified. U.S. regulations on diesel
locomotives are very weak compared to regulations on automobile emissions or power plant emissions.

In Europe and elsewhere, railway networks are considered part of the national transport infrastructure,
just like roads, highways and waterways, so are often financed by the state. Operators of the rolling stock
pay fees according to rail use. This makes possible the large investments required for the technically, and
in the long-term also, economically advantageous electrification. Because railroad infrastructure is
privately owned in the U.S., railroads are unwilling to make the necessary investments for electrification.

14.TRACTION SYSTEMS FOR LOCOMOTIVES

Indian Railways use a specialized classification code for identifying its locomotives. The code is usually
three or four letters, followed by a digit identifying the model (either assigned chronologically or
encoding the power rating of the locomotive).This could be followed by other codes for minor variations
in the base model.

The three (or four) letters are, from left to right, the gauge of tracks on which the locomotive operates, the
type of power source or fuel for the locomotive, and the kind of operation the locomotive can be used
for. The gauge is coded as 'W' for broad gauge, 'Y' for meter gauge, 'Z' for the 762 mm narrow gauge and
'N' for the 610 mm narrow gauge. The power source code is 'D' for diesel, 'A' for AC traction, 'C' for DC
traction and 'CA' for dual traction (AC/DC). The operation letter is 'G' for freight-only operation, 'P' for
passenger trains-only operation, 'M' for mixed operation (both passenger and freight) and 'S' for shunting
operation. A number alongside it indicates the power rating of the engine. For example '4' would indicate
a power rating of above 4,000 hp (2,980 kW) but below 5,000 hp (3,730 kW). A letter following the
number is used to give an exact rating. For instance 'A' would be an additional 100 horsepower (75 kW);
'B' 200 hp (150 kW) and so on. For example, a WDM-3D is a broad-gauge, diesel-powered, mixed mode
(suitable for both freight and passenger duties) and has a power rating of 3400 hp (2.5 MW).

The most common diesel engine used is the WDM-2, which entered production in 1962. This 2,600 hp
(1.9 MW) locomotive was designed by Alco and manufactured by the Diesel Locomotive
Works, Varanasi, and is used as a standard workhorse. It is being replaced by more modern engines,
ranging in power up to 5,500 hp (4.1 MW).

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There is a wide variety of electric locomotives used, ranging between 2,800 to 6,350 hp (2.1 to
4.7 MW). They also accommodate the different track voltages in use. Most electrified sections in the
country use 25,000 volt AC, but railway lines around Mumbai use the older 1,500 V DC system. Thus,
Mumbai and surrounding areas are the only places where one can find AC/DC dual locomotives of the
WCAM and WCAG series. All other electric locomotives are pure AC ones from the WAP, WAG and
WAM series. Some specialized EMU (electric multiple units) are running on Mumbai Suburban System
of Central Railway and Western Railway also use dual-power systems, these are new-age rakes
manufactured in ICF (Integral Coach Factory) in Paramour usually white and purple livery color. There
are also some very rare battery-powered locomotives, primarily used for shunting and yard work.

The only steam engines still in service in India operate on two heritage lines (Darjeeling and Ooty), and
on the tourist train Palace on Wheels Plans are afoot to re-convert the Neral-Matheran to steam. The
oldest steam engine in the world in regular service, the Fairy Queen, operates between Delhi and Alwar.

Types of electric locomotives in Indian Railways

 Mixed type locomotives; WDM 1 (first mainline diesel electric locomotives used in India. Introduced
in 1957. Imported from ALCO. Out of service now. 1950hp) WDM2 (Most widely used and first
homemade mainline diesel-electric locomotives in India. Original prototypes were made by Alco.
Introduced in 1962, more than 2700 have been made. Rated at 2600 hp) WDM 2A (Technical variants
of WDM 2) WDM2BWDM 3 (Only 8 were imported. They used hydraulic transmission and are
currently non- functional)WDM 3A (Formerly WDM 2C. Another WDM 2 variant. It is not related to
WDM3. 3100 hp)WDM 3C, (higher powered versions of WDM 3A)WDM 3DWDM 4 (Entered
service along with WDM 2. Prototypes designed by General Motors. Though considered superior to
WDM 2 in many ways, these locomotives weren’t chosen as General Motors did not agree to a
technology transfer agreement. 2600 hp)WDM 6 (Very rare class; only two were made; one is being
used by Puttalam Cement Factory in Sri Lanka. Rated at 1200 HP)WDM 7 they were designed for
branch-line duties, but they are now used mostly for shunting. Rated at 2000hpWDM 5 No
locomotive class was designated as WDM5 in India. Passenger Locomotives: WDP 1WDP 2 (New
class name WDP 3A. Dedicated passenger diesel locomotive. Entered service in 1998. Powerful
locomotive. 3100 hp)WDP 3 This locomotives are actually prototypes of the class WDP 1 and never
entered serial production WDP 4 EMD (former GM-EMD) GT46PAC, fundamentally a passenger
version of the WDG 4 (GT46MAC). 4000 hp WDP 4B EMD (former GM-EMD) GT46PAC, An
improved version of the WDP 4, this is a more powerful version and has 6 traction motors, just like
the WDG 4. Also comes with wider cabin to aid visibility and minor exterior design changes. 4500 hp

26
WDP 4D EMD (former GM-EMD) GT46PAC, This is basically a WDP 4B with twin cabs. Minor
changes were made to the locomotive to facilitate the addition of a second cabin. This locomotive
comes with LC Instrument display and toilet for the drivers. As of now, two units have been made
and are expected to enter full-time service soon. 4500 hp.

 Goods locomotives: WDG 2 New class name WDG 3A. These class is actually a technically
upgraded form of WDM 2WDG 3B, Technical upgraded forms of WDG 2 or WDG 3AWDG
3C,WDG 3DWDG 4 New dedicated goods locomotives. These are General motors
 GT46MAC models. First units were imported in 1999. They are numbered from #12000 upward.
Local production started on 2002. 4000 hp Shunting locomotives (Also known as switching
engines):WDS 1 First widely deployed and successful diesel locomotives used in India. Imported
in 1944- 45. Currently out of service. 386 HPWDS 2 Currently out of service WDS 3 All
locomotives of this class were rebuilt and reclassified as WDS 4C in 1976-78. 618 HPWDS 4,
Designed by Chittaranjan Locomotive Works. 600-700 hp WDS 4A,WDS 4B,WDS 4DWDS 4C
Rebuilt WDS 3 locos as mentioned above WDS 5 Some of these locomotives are used for
industrial shunting. A few are used on Indian Railways. Rated at 1065hpWDS 6 Heavy-haul
shunters made in large numbers for industrial concerns as well as for Indian Railways Rated at
1200/1350hpWDS 8 Only five of these were made, and all were transferred to steel works
800hpNote: There is no electric shunting engine in India. Classes from WDS 1 to WDS 4D have
hydraulic transmission. The WDS 4, 4A, 4B, 4C and 4D are the only still existing broad gauge
locomotives with diesel-hydraulic transmission. Diesel multiple units: A few routes in India
currently have Diesel multiple unit service. Depending on the transmission system they are
classified as DEMU (diesel-electric transmission) or DHMU (diesel-hydraulic
transmission).There are diesel railcar services in a few places known as railbus. DC electric
traction Note: These locomotives are, or were used only in sections around Mumbai which is the
only location in India
 Mixed type locomotives: WCM 1 First electric locomotives with the now familiar Co-Co wheel
arrangement to be used in India. 3700 hp WCM 2 520hpWCM 3 600hp - Used in Kolkata , then
transferred to Mumbai, Built by Hitachi WCM 4 675hp - Also built by Hitachi WCM 5 Built by
Chittaranjan locomotive works to RDSOs design specifications. Auxiliaries by Westinghouse and
North Boyce. Built in 1962, these are India’s first indigenously designed DC electric locomotives.
The first was named Lokamanya after the Congress leader Bal Gangadhar Tilak. 3700 hp WCM 6
A rare and highly powerful class. 5000 hp, only two were built. Now converted to run on AC
power, class name changed to WAM 4Passenger locomotives: WCP 1, WCP 2 Historically very

27
 important locomotives as these are the very first electric loco(GIPR EA/1 and EA/2 to be used in
India. The first locomotive was named as Sir Roger Lumney and is currently preserved in the
National Rail Museum, New Delhi. 2160 hp WCP 3, WCP 4 GIPR EB/1 and EC/1, these are also
among the earliest electric locos used in India Goods locomotives: WCG 1 These are Swiss
crocodile locomotives imported in 1928 from Swiss locomotive works.(GIPR EF/1 These are
among the earliest electric locos used in India. The first locomotive was named as Sir Leslie
Wilson and is currently preserved in the National Rail Museum, New Delhi. 2600-2950 hp WCG
2 Designed by Chittaranjan locomotive works in 1970AC electric traction The 25 kV AC system
with overhead lines is used throughout the rest of the country. Mixed type locomotives WAM 1
Among the first AC electric locomotives used in India. Introduced in 1959. Now out of service.
3010 hp WAM 2WAM 3WAM 4 Indigenously designed by Chittaranjan Locomotive Works in
1970. Highly powerful class. One of the most successful locomotives in India. 3850 hp Passenger
locomotives WAP 1 Designed by Chittaranjan locomotive works in 1980 for the Kolkata-Delhi
Rajdhani Express. A very successful class. 3900 hpWAP 2 Not in use
 WAP 3 Not in use WAP 4 Upgraded from WAP 1 for higher loads by Chittaranjan locomotive
works in 1994. One of the most successful locomotives in India. Very powerful class. 5350 hp
WAP 5 Imported in 1995 from Switzerland and used on premier express trains. 5450 hp WAP 6
Only found near Asansol WAP 7 Same design as WAG 9 with modified gear ratio. Highly
powerful class. 6250 hp Goods locomotives WAG 1WAG 2WAG 3WAG 4WAG 5 The most
successful electric locomotives in India. Designed by chittaranjan locomotive works in 1984.
More than 1100 were made. 3850 hpWAG 5A, Technical variants of WAG 5WAG 5BWAG 6A
Imported from ASEA and Hitachi. 6110 hpWAG 6B, Variants of WAG 3A. All rated at 6110
hpWAG 6cWAG 7 Very successful class. Designed by chittaranjan locomotive works. 5000
hpWAG 9 Currently the most powerful class in India, rated at 6350 hp. Same design as WAP 7
with modified gear ratio. Designed by Adtranz, Switzerland Dual (both AC and DC) traction
Note: These locomotives are, or were used only in sections around Mumbai which is the only
location in India still using DC traction. They can run under AC traction too. The main purpose
behind the manufacture of these types of locomotives was to provide transportation in and out
Mumbai area without changing the engine. Mixed type locomotives:WCAM 1WCAM 2WCAM 3
Designed by Bharat Heavy Electricals locomotives:WCAG 1 Designed by Bharat heavy electrical
limited. 2930 hp under DC traction and 4720 hp under AC traction Note There is no dedicated
dual current Limited. 4600 hp under DC traction and 5000 hp under AC traction Goods passenger
locomotive in India, but in Mumbai area, there are some EMUs which can run under dual traction.

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14.1 Traction Motors In Locomotives

Traction motor refers to an electric motor providing the primary rotational torque to a machine, usually
for conversion into linear motion (traction).

Traction motors are used in electrically powered rail vehicles such as electric multiple units and electric
locomotives, other electric vehicles such as electric milk floats, elevators, conveyors, and trolleybuses, as
well as vehicles with electrical transmission systems such as diesel-electric, electric hybrid
vehicles and battery electric vehicles. Additionally, electric motors in other products (such as the main
motor in a washing machine) are described as traction motors. Traditionally, these were series-wound
brushed DC motors, usually running on approximately 600 volts. The availability of high-powered
semiconductors (such as thyristors and the IGBT) has now made practical the use of much simpler,
higher-reliability AC induction motors known as asynchronous traction motors. Synchronous AC
motors are also occasionally used, as in the French TGV.

14.2Three Phase AC Railway electrification

Three-phase AC railway electrification was used in Italy, Switzerland and the United States in the early
twentieth century. Italy was the major user, from 1901 until 1976, although lines through two tunnels also
used the system; the Simplon Tunnel in Switzerland from 1906 to 1930, and the Cascade Tunnel of
the Great Northern Railway in the United States from 1909 to 1939. The first line was in Switzerland,
from Burgdorf to Thun (40 km or 25 mi), since 1899

Advantages

The system provides regenerative braking with the power fed back to the system, so is particularly
suitable for mountain railways (provided the grid or another locomotive on the line can accept the power).
The locomotives use three-phase induction motors. Lacking brushes and commutators, they require less
maintenance. The early Italian and Swiss systems used a low frequency (16⅔ Hz), and a relatively low
voltage (3,000 or 3,600 volts) compared with later AC systems.

Disadvantages

The overhead wiring, generally having two separate overhead lines and the rail for the third phase, was
more complicated, and the low-frequency used required a separate generation or conversion and
distribution system. Train speed was restricted to one to four speeds, with two or four speeds obtained by
pole-changing or cascade operation or both.

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14.3 Overview Of Traction Offerings

[1] Traction transformer

[2] Traction converter
[3] Traction control
[4] Train Control and Monitoring System
[5] Traction motor
[6] Diesel engine generator
[7] Auxiliary converter
[8] Battery charger
[9] Energy storage

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 15.POWER SUPPLY INSTALLATIONS

POWER SUPPLY ARRANGEMENTS AT SUB-STATIONS

Power Supply
25 kV AC, 50 Hz single phase power supply for electric traction is derived from the grid of State
Electricity Boards through traction sub-stations located along the route of the electrified sections at
distance of 35 to 50 km apart. The distance between adjacent substations may however be even less
depending on intensity of traffic and load of trains.
At present there are broadly four different arrangements in existence as under
a. The Supply Authorities supply power at 220/132/110/66 kV Extra High Voltage (EHV) at each
traction substation which is owned, installed, operated and maintained by the Railways.
b. The Railway receives 3-phase power supply from the supply Authority at a single point near the
grid substation from where the Railway runs its own transmission lines providing its own traction
sub-stations.
c. All EHV and 25 kV equipment is owned, installed, operated and maintained by the Supply
Authority except 25 kV feeder circuit breakers which are owned, installed, operated and
maintained by the Railway.
d. All EHV and 25 kV equipment is owned, installed, operated and maintained by the Supply
Authority but 25 kV feeder circuit breakers alone are operated on remote control by the Traction
Power Controller (TPC).
Duplicate Supply
a. To ensure continuity of supply under all conditions, the high voltage feed to the traction
substations is invariably arranged wether from two sources of power or by a double transmission
line, so that if one source fails the other remains in service. Suitable protective equipment is
installed at the substations to ensure rapid isolation of any fault in transmission lines and
substation equipment, so that the power supply for electric traction is maintained under all
conditions.
b. At each traction substation, normally two single phase transformers are installed; one which is in
service and the other is 100% stand by. The present standard capacity is 21.6 MVA (ONAN)/30.2
MVA (ONAF).
However transformers of capacity 13.5 MVA (ONAN)/10.8 MVA (ONAN) have also been used at many
of the substations. These transformers step down the grid voltage to 25 kV for feeding the traction

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overhead equipment (OHE). 25 kV feeders carry the power from the substations to feeding posts located
near the tracks. Each feeder is controlled by a single pole circuit breaker equipped with protective
devices.

Voltage Regulation
The permissible variation of the bus bar voltage on the bus bars at the grid substations is +10% and 5%
i.e. between 27,500 V and 23750 V. The tappings on the transformers are on the secondary winding and
set to ensure the voltage is maintained as high as possible but not exceeding 27.5 kV at the feeding post at
any time.

25 kV Supply at Traction Substations

a. On the secondary side one transformer circuit breaker and one feeder circuit breaker are installed
with associated double pole isolator the bus bar connections being such that full flexibility of
operation is assured.
b. The traction substation is designed for remote operation.
c. The facilities exist to change over from one feeder to the other by means of isolator/bus coupler.
d. One end of the secondary winding of the transformer is solidly earthed at the substation and is
connected to track/return feeder through buried rail.
TYPICAL SCHEMATIC OF TRACTION POWER SUPPLY FEEDING ARRANGEMENT

15.1 Feeding and Sectioning Arrangements

a. The generation and transmission systems of Supply Authorities are 3-phase systems. The single
phase traction load causes unbalance in supply system. The unbalance has undesirable effects on
the generators of the supply Authorities and equipment of other consumers. If its value becomes
excessive.
b. The permissible voltage unbalance at the point of common coupling on the grid supply system
should not exceed the following limits:-
Voltage unbalance (%)
Instantaneous 5
2 hours 3
Continuous 2
c. To keep the unbalance on the 3-phase grid system within the above limits, power for ac single
phase traction is tapped off the grid system across the different phases at adjacent substations in
cyclic order.

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 d. Thus, it becomes necessary to separate electrically the overhead equipment systems fed by
adjacent substations. This is done by providing a ‘Neutral Section’ between two substations on the
overhead equipment to ensure that the two phases are not bridged by the pantographs of passing
electric locomotives/EMUs.
e. To ensure rapid isolation of faults on the OHE and to facilitate maintenance work, the OHE is
sectioned at intervals of 10 to 15 km along the route. At each such point a ‘switching station
interrupters, usually rated at 600A are provided. The shortest section of the OHE which can be
isolated by opening interrupters alone is called a ‘subsectors’. Each sub-sector is further sub-
divided into smaller ‘elementary sections’ by provision of off-load type manually operated
isolator switches.
f. At some stations with large yards, alternate feeding arrangements are provided so that the power
for feeding and yards may be drawn from alternate routes. Normally the switch is locked in one
position, being changed to the other when required after taking necessary precautions.
g. To meet requirements at electric loco running sheds, isolators with an earthing device in the ’off’
position is provided. At watering stations manually operated interrupters and isolators with
earthing heels are provided to enable switching off of the power supply locally and earthing the
OHE to enable working on roofs of rolling stock.

15.2 Switching Stations

There are several types of switching stations as detailed as the following-
a. Feeding Post (FP): It is a supply post where the incoming 25 kV feeder lines from substation are
terminated and connected to the overhead equipment through interrupters. Each feeder supplies
the OHE on one side of the feeding post through interrupters controlling supply to the individual
lines. Thus, for a two track line, there will be four interrupters at each feeding post.
b. Sectioning and Paralleling Post (SP): It is the supply control post situated mid-way between two
feeding posts at the neutral section and provided with bridging and paralleling interrupters.
These posts are situated approximately midway between feeding posts marking the demarcating
point of two zones fed from different phases from adjacent substations. At these posts, a neutral
section is provided to make it impossible for the pantograph of an electric locomotive of EMU
train to bridge the different phases of 25 kV supply while passing from the zone fed from one
substation to the next one. Since the neutral section remains ‘dead’ warning boards are provided
in advance to warn and remind the Driver of an approaching electric locomotive /EMU to open
locomotive circuit breaker (DJ) before approaching ‘neutral section’ to coast through it and then
switch ‘on’ on the other side. Special care is taken in fixing the location of neutral sections on

33
 level tangent tracks far away from signals level crossing gates etc to ensure that the train coasts
through the neutral section at a sufficiently high speed to obviate the possibility of its stopping
and getting stuck within the neutral section.
A paralleling interrupter is provided at each ‘SP’ to parallel the OHE of the up and down tracks of
a double track section ‘bridging interrupters’ are also provided to permit one feeding post to feed
beyond the sectioning post up to the next FP if its 25 kV supply is interrupted for some reasons
These bridging interrupters are normally kept open and should only be closed after taking special
precautions as detailed in these rules.
c. Sub-Sectioning and Paralleling Post (SSP): It is a supply control post where sectioning and
paralleling interrupters are provided. One or more SSPs are provided between each FP and
adjacent SP depending upon the distance between them. In a double track section, normally three
interrupters are provided at each SSP i.e. two connecting the adjacent subsectors of up and down
tracks and one for paralling the up and down tracks.
d. Sub-Sectioning Post (SS): It is a supply control post where a sectioning interrupter is provided.
These are provided only occasionally. These are similar to SSPs with provision for sectioning of
the OHE but not paralleling.

Certain Equipment at Switching Stations

Certain equipments are installed at various points to protect the lines, to monitor the availability of
power supply and provide other facilities. These are generally as under-
a. Lightning arresters are provided to protect every sub-station against voltage surges.
b. Auxiliary transformers are provided at all the posts and also at certain intermediate points to
supply ac at 240 V, 50Hz required for signalling and operationally essential lighting installations.
To ensure a fairly steady voltage. Automatic voltage regulators are also provided where required.
c. Potential transformers are provided at the various switching stations for monitoring supply to each
sub-sector.

16.POWER SUPPLY FOR SIGNALLING

16.1 Supply Arrangements
To ensure reliability of ac 240V, supply through 25 kV/240V auxiliary transformer by tapping 25 kV
OHE is made available at following places:
a. At each way side station for CLS.

34
 b. Level crossings located more than 2 km away from Railway Station.
c. At IBH.
d. At all the power supply installations.
In the event of power block being given on both the OHE sub sectors from which the signal supply is
derived electric traffic would necessarily have to be suspended on the line. During such periods colour
light signally will not also be in operation. Such cases are likely to arise very rarely at any station and the
duration of the block is not likely to exceed one hour at a time. Therefore, no additional power supply
arrangement need be made by the Electrical Department at wayside stations.
However, to cater for this condition portable generating sets should be kept by the S&T Department to be
operated until 25 kV supply is restored. At large stations with considerable shunting movements a stand
by diesel generator set may be installed by the S&T Department to meet emergencies, if considered
essential.
16.2 Voltage Regulators
The fluctuating nature of the traction load causes perceptible fluctuation on the 240 V supplies affecting
operation of signalling equipment. To overcome this, static type voltage regulators are provided by S&T
Department to limit voltage fluctuations to + 5%. These voltage regulators are installed either in separate
kiosks inside the remote control cubicles, inside the ASM’s room, or inside the cabins depending upon
the position of various load centres.

REMOTE CONTROL AND COMMUNICATION ARRANGEMENTS

Remote Control
The interrupters at the various switching stations as well as the feeder circuit breakers (and other
switchgear owned and operated by the Railway) at the substations are controlled from a Remote Control
Centre (RCC) manned throughout the 24 hours of the day. During each shift there is one more number of
Traction Power Controller (TPC), depending upon the work load. All switching operations on the system
are thus under the control of one single person, namely TPC, who is responsible for maintaining
continuity of power supply on all section of the OHE. He also maintains continuous and close liaison
with the Section Controllers in regard to train operations on electrified sections.
Communication Facilities
All aerial telecommunication lines running by the side of the tracks are replaced with under-ground
cables/microwave to overcome the interference caused by 25 kV single phase a.c traction. The cables
contain adequate number of pairs of conductors for the various types of Railway telecommunication
circuits on ac traction.

35
In an electrified section it is essential, in the interest of efficiency to provide several independent
telephone circuits to facilitate quick communication and to achieve co-ordination between different
branches of the Railway. In an emergency several alternate telephone channels will be available for
communication should one fail. The various telephone circuits provided in electrified sections are
described below briefly:-
a. Train Control/Section Control: This circuit is operated by the Section Controller and is used
mainly for controlling train movements within his jurisdiction. It has connections with Signal
Cabins, ASMs’ Offices, Loco Sheds and Yard Masters’ Offices.
b. Dy. Control Telephone: This circuit is operated by the Deputy Controller and is used for
directing traffic operations in general. It has connections with the important Station Masters’
offices. Yard Masters’ Offices, Loco Sheds and Signal Cabins.
c. Stock Control Telephone: This circuit is operated by the Stock Controller and is mainly used for
keeping a continuous watch and to maintain control over the movements of wagons. It has
connections with Yard Masters and important Station Masters office.
d. Traction Loco Control: This is a circuit provided for ac traction and is operated by the Traction
Loco Controller who is responsible for movements of electric locomotives and Electric Multiple
Unit (EMU) stock. It has connections with Electric Loco Sheds, EMU Sheds, Important Station
Masters, Yard, Divisional Officers such as Sr. DEE/DEE, AEE (RS), Sr. DEE/DEE/AEE(OP),
Traffic Control Offices, Traction Foreman and important crew booking points.
e. Traction Power Control: This is a special circuit on ac traction and is used by TPC for all
communications in connection with power supply switching operations and ‘permit-to-work’. It
has connections with Station masters’ offices, cabin. Traction sub-stations, feeding posts,
sectioning and sub-sectioning posts, traction maintenance depots, important Signal Cabins,
Divisional Officers such as Sr. DEE (TrD), Sr. DEE/OP and Traffic Control Offices.
f. Emergency Control Circuit: This circuit is provided to facilitate the traction maintenance gangs
and electric train crew to get in touch with TPC with the least possible delay in emergencies. It is
also used by train crew in times of accidents for communication with the Control office. This
circuit is operated by TPC and is located in the RCC. Emergency telephones socket boxes are
provided along the track at an interval of 0.75 to 1 km and also and near the signal cabins, sub-
sectioning and sectioning posts, insulated overlaps and feeding posts etc. Portable emergency
telephones are given to maintenance gangs, train crew and station Masters. By plugging the
portable telephone into an emergency socket it is possible to communicate with the TPC.

36
 g. Hot Line Communication: Hot line communication circuit should be provided between the HQ,
divisional HQ traction loco controller and electric loco sheds. These would be provided in the HQ
with CEE, CEE/Loco, Dy.CEE/RS, Sr.DEE/RS in the sheds and Sr.DEE/OP in the divisions.

h. Walkie Talkie sets : Every maintenance depots of OHE should have adequate numbers of
walkie-talkie sets to be available with them during their normal maintenance work as well as
break-downs so that not only effective communication is available at site but also to increase the
efficiency and productivity of the work during power blocks. These walkie-talkie sets are to be
used primarily for the following purposes:
 To communicate to the maintenance/breakdown gangs/parties that power block has been
sanctioned.
 To direct and supervise work during the period power block is in force;
 Confirmation regarding cancellation of power block by each individual party and cancellation of
power block.

i. Other Communication facilities: An independent inter-communication circuit is also provided

between the various Section Controllers and the Chief Controller for local communication
between themselves. Facilities are also provided for the Chief Controller to talk to any station on
train control, deputy control, stock control and traction loco control circuits. Similarly, facilities
are provided to TPC to talk to any station on the train control and traction loco control in an
emergency. However, it will not be possible for Chief Controller or TPC to ring independently
any station on station on any control circuit as this ringing facility is only provided to the
respective Controllers.

17.TRACTION SUB STATION (TSS)

Every TSS has 2 nos. of traction transformers out of which one is working at a time and the second
transformer is stand by. The capacity of each traction transformer is sufficient to feed its own feed zone
and half of the adjoining feed zone.
Feeding Post (FP): To feed 25 KV traction power to OHE. The section of OHE normally fed by a
traction transformer.
Feed Length: The distance for which a traction transformer will feed power in emergent conditions i.e.,
the distance between two is adjoining FPs.

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Neutral Section (NS): A short section of insulated dead over head equipment which separates the sectors
fed by two adjacent substations which are normally connected to different phases. To separate OHE of
two adjoining feed posts, a short neutral section (PTFE) type is provided opposite the Traction Sub
Station to avoid the need of lowering the pantograph during extended feed conditions.
Sectioning Post (SP):
 To facilitate the extension of traction power from one feed zone to half of the adjoining feed zone
during emergency.
 Parallel the UP and DN OHE in double the sections.
Sub-sectioning and paralleling post (SSP):
 To sectionalize OHE.
 To parallel the UP and DN OHE in double line sections.
Sector: A section of Overhead equipment of a track which can be energized by closing a feeder circuit
breaker at the substation. “The section of the OHE between the FP & SP is called the sector”.
Sub-Sector: The smallest section of overhead equipment which can be isolated remotely by opening of
interrupters. “The section of the OHE between the FP & SSP, SSP & SP is called sub-sector”. This is the
shortest section of the OHE which can be isolated through Remote Control by the Traction Power
Controller.
Elementary Section (ES): This is the shortest section of the OHE which can be isolated manually for
carrying out OHE maintenance work.

18. PRINCIPLES FOR LAYOUT PLANS AND

SECTIONING DIAGRAMS FOR 25 KV A.C TRACTION
18.1 INTRODUCTION
These principles for preparation, checking and finalization of overhead equipment layout plans, have
been framed for standardization and guidance of Railways / Railway Electrification Projects. In some
cases, the principles are obligatory and should be followed. In other cases, after studying individually the
implications to arrive at the best solution both from economical and technical points of view. The
fundamental aim of design of overhead equipment is to install the contact wire at the requisite height and
to keep it within the working range of the pantograph under all circumstances.

18.2 BOND

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An electrical connection across a joint in or between adjacent lengths of rail.
Bond continuity: A rail bond used for maintaining continuity of the rail circuit at crossings and junctions.
Bond Cross: A rail bond used for connecting together two rails of a track or rails of adjacent tracks.
Bond Impedance: A special rail bond used to bridge an insulated rail joint in ac track circuited sections in
areas equipped for electric traction.
Bond Rail: An electrical connection across a joint between two adjacent lengths of rail as part of the track
return.
Bond Structure: An electrical connection between the steel work of track structures, bridge or station
bulking, to which the traction overhead equipment is attached and the tracks return.

19 OVERHEAD EQUIPMENT (OHE)

The electrical conductors over the track together with their associated fittings, insulators and other
attachments by means of which they are suspended and registered in position. All overhead electrical
equipment, distribution lines, transmission lines and feeders may be collectively referred to as overhead
lines.
19.1 Cantilever Assembly
It is an insulated swivelling type structural member, comprising of different sizes of steel tubes, to
support and to keep the overhead Catenary system in position so as to facilitate current collection by the
pantograph at all speed without infringing the structural members. It consists of the following structural
members.

Stay arm
It comprises of dia. 28.4/33.7 mm (Small) size tube and an adjuster at the end to keep the bracket tube in
position. It is insulated from mast by stay arm insulator.
Register Arm
It comprises of dia. 28.4 x 33.7 mm tube to register the contact wire in the desired position with the help
of steady arm.
Steady arm assembly
It is 32 x 31 mm BFB section made of aluminium alloy to register the contact wire to the required stagger
and to take the push up of contact wire. It is always in tension.
Dropper
A fitting used in overhead equipment construction for supporting the contact wire from Catenary. Height
of contact wire

39
The distance from rail level to the underside of contact wire.
Jumper
A conductor or an arrangement of conductors for electrical continuity not under tension, which forms
electrical connection between two conductors or equipments.
Mast
A single vertical post embedded in the foundation or otherwise rigidly fixed in vertical position to support
the overhead equipment with cantilever assembly. It may be rolled section or fabricated. The uprights of
portals and TTCs are also called masts.
Note: Pre-stressed concrete spun poles for traction overhead equipment are under development.
Bracket tube
It comprises of dia. 40/49 mm (large) or dia. 30/38 mm (standard) bracket tube and insulated by bracket
insulator. Catenary is supported form this member by Catenary suspension bracket and Catenary
suspension clamp.
Terminology about separations
a. Stagger: Stagger of the contact wire is the horizontal distance of the contact wire from the vertical
plane through the centre of track.
b. Span: The distance between the centre line of the adjacent supporting masts for overhead
equipment/lines. Clear span in case of portal structure, is the distance between the inner faces of portal
uprights.
c. Setting Distance: The horizontal distance from the nearest face of traction mast to the centre line of the
track.
d. Suspension Distance: The horizontal distance from the centre of the eye of Catenary suspension
bracket to the face of the mast for a single cantilever assembly or the face of cross arm channel in case of
multiple cantilever assembly.
e. Electrical Clearance: The distance in air between live equipment and the nearest earthed part.
f. Encumbrance: The axial distance on vertical plane between the Catenary and the contact wire at
support.
Crossings
The electrically live member / conductor passing over another electrically live member / conductor,
without physical contact.
a. Power line crossing: An electrical overhead transmission or distribution line or underground cable
placed across railway tracks whether electrified or not for transmission of electrical energy.
b. Crossing OHE: Crossing of two conductors of OHE crossing without physical contact.

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Feeder
A conductor connecting a
(a) substation with a feeding post, or
(b) feeding post with the OHE.
Interrupter
It is a single phase Vacuum SF6 / oil circuit breaker used as load switch to close the circuit on fault but
does not open on fault. It is operated either by remote control or manually at site.
Different methods of connection of interrupters are:
a. Bridging Interrupter: An interrupter which is provided at the neutral section to extend the feed
from one substation to the overhead equipment normally fed by the other substation in
emergencies or when the latter is out of use. This normally remains in the open position.
b. Sectioning Interrupter: An interrupter which connects adjacent sub-sectors together to maintain
continuity of supply. This normally remains in closed position.
c. Paralleling Interrupter: An interrupter which connects overhead equipments of two different
tracks. This normally remains in closed position to reduce the voltage drop.
Any fixed structure provided over the track. The prescribed clearance is normally provided as laid down
in the Schedule of Dimensions for unrestricted movement of rolling stock.
Regulating Equipment
A device for maintaining the tension of OHE conductors constant under all ambient temperature
conditions.
Return conductor
A conductor which carries return current from the tracks to the sub-station in the booster transformer
system.
Portals
On multiple track sections, where adequate track centres are not available and tracks cannot be slewed,
ports are used. Each portal consists of two fabricated uprights and one fabricated boom consisting of with
or without one central piece and two end pieces.

20.PANTOGRAPH
20.1 INTRODUCTION
“A collapsible device mounted on and insulated from the roof of an electric engine or motor coach for
collecting current from the overhead equipment is known as Pantograph.”

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When the pantograph of a locomotive passes from one track to another along a cross over, current
collection changes from one OHE to another. The runners do have the overlap so that there may not be
any sparking during change over.

20.2 PANTOGRAPH OPERATION

a. The pantograph mounted on the roof of the OHE Inspection Car is electrically bonded to the
under frame by means of a cable connection. This cable connection should be checked before
starting any operation for checking and adjustment of OHE.
b. The pantograph should normally be kept in the fully lowered position and clamped securely by
means of the special clamp provided for the purpose. No string, cord etc shall be used for this
purpose.
c. Before any person goes up to the roof of the OHE Inspection Car for commencing Inspection and
adjustment, the section of the OHE concerned shall be made dead and earthed on either sides.
Additional earths shall be provided where necessary. After earthing the OHE, an additional earth
shall be provided near the OHE Inspection Car on the OHE of the track on which it is standing.
An authorized person not lower in rank than a linesman shall then go up on the roof and remove
the clamps to release the pantograph.
d. Under no circumstances should the OHE Inspection Car be worked with the pantograph raised
without an earth on either side of it on the section of the OHE in which it is to be worked.
e. In order to ensure that the pantograph does not enter a section where the OHE is live the OHE
Inspection Car shall be protected on both the sides with banner flags and other signal flags. The
driver shall always stop the OHE Inspection Car ahead of all turn outs, crossovers, insulated
overlaps and section insulators first and then proceed only after ensuring that the section ahead is
dead and earthed. Banner flags then be removed for the purpose of admitting the OHE Inspection
Car into the section ahead.

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 f. At the end of the inspection and checking, the pantograph shall be lowered and clamped by an
authorized person not lower in rank than a linesman working on the roof after earthing the OHE of
the track on which the OHE Inspection Car operating. The earths on the OHE near the OHE
Inspection Car shall then be removed after all persons working on the roof have come down.
PANTOGRAPH ENTANGLEMENT
Introduction
Electric locomotive gets power from overhead contact wire through pantograph. For smooth operation of
locomotive, the movement of pantograph should be even and unobstructed on the contact wire, when any
part of pantograph comes in between overhead wires or vice versa, panto entanglement takes place.
Causes of Pantograph Entanglement
Panto entanglement causes damage to pantograph and overhead equipment resulting in dislocation of
Electric Traction traffic.
Pantograph entanglement occurs due to following reasons-
a. OHE defects
b. Pantograph defects

OHE Defects: Damaged OHE components such as insulators, cantilever tubes, jumpers, droppers etc.
may foul with the movement of the pantograph and result in entanglement. The OHE defects that can
cause panto entanglement are-
 Improper adjustment of crossover and turn-out and
 Malfunctioning of ATD.
 Damage of OHE components.
 Apart from this if locomotive goes in unwired section by mistake it may damage both the
panto and 9 tonne insulators.
To avoid them-
 Check insulators, droppers and other OHE component periodically for any cracks.
 Ensure provision of C jumpers to avoid dropper failure.
 Ensure provision of double PG clamps on G jumpers and feeder wire locations.

Auto Tensioning Device

ATD keeps OHE in correct tension. If ATD drum is not moving freely, the OHE tension will not remain
correct. This will cause sag in OHE at higher temperature, any sag in OHE is prone to panto
entanglement when pantograph is moving at high speed. Ensuring free movement of ATD and providing

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100 mm sleeve on anti falling device rods in short tension length prevents sagging of OHE. Contact wire
consists of joints within the running length. These joints are made during manufacturing. Their failure
results in snapping of contact wire. If a locomotive is moving in the same zone where such a snapping
takes place panto entanglement will result. Therefore it is necessary to check frequently all the joints,
especially those in the polluted area where they are prone to more failures. Provide slice at such joints
which may work out to avoid snapping.

c. Pantograph Defects: The defects of pantograph which cause panto entanglement are-
 Spring box failures
 Improper static force on OHE
 Missing pins and fasteners
 Cracks in mechanical parts and
 Improper levelling of pan.
These defects can be minimises by-
 Checking regularly the conditions of cracked OHE fittings
 Properly fastening of pantograph wearing strips
 Checking availability of split pins
 Investigating broken parts of the pantograph.

21.TRACTION MOTOR
21.1 INTRODUCTION

“A traction motor is an electric motor used for propulsion of a vehicle, such as an electric locomotive or electric
roadway vehicle”.

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Traction motors are used in electrically powered rail vehicles such as electric multiple units and other
electric vehicles such as electric milk floats, elevators, conveyors, and trolleybuses, as well as vehicles
with electrical transmission systems such as diesel-electric, electric hybrid vehicles and battery electric
vehicles.

Fig:21.1 Traction motor

TRACTION MOTOR TYPES AND CONTROL

Direct-current motors with series field windings were the oldest type of traction motors. These provided a
speed-torque characteristic useful for propulsion, providing high torque at lower speeds for acceleration
of the vehicle, and declining torque as speed increased. By arranging the field winding with multiple taps,
the speed characteristic could be varied, allowing relatively smooth operator control of acceleration.
A further measure of control was provided by using pairs of motors on a vehicle; for slow operation or
heavy loads, two motors could be run in series off the direct current supply. Where higher speed was
desired, the motors could be operated in parallel, making a higher voltage available at each and so
allowing higher speeds. Parts of a rail system might use different voltages, with higher voltages in long
runs between stations and lower voltage near stations where slower operation would be useful.
A variant of the DC system was the AC operated series motor, which is essentially the same device but
operated on alternating current. Since both the armature and field current reverse at the same time, the
behavior of the motor is similar to that when energized with direct current. To achieve better operating
conditions, AC railways were often supplied with current at a lower frequency than the commercial

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supply used for general lighting and power; special traction current power stations were used, or rotary
converters used to convert 50 or 60 Hz commercial power to the 16 2/3 Hz frequency used for AC
traction motors.
The AC system allowed efficient distribution of power down the length of a rail line, and also permitted
speed control with switchgear on the vehicle.
AC induction motors and synchronous motors are simple and low maintenance, but are awkward to apply
for traction motors because of their fixed speed characteristic. An AC induction motor only generates
useful amounts of power over a narrow speed range determined by its construction and the frequency of
the AC power supply. The advent of power semiconductors has made it possible to fit a variable
frequency drive on a locomotive; this allows a wide range of speeds, AC power transmission, and rugged
induction motors without wearing parts like brushes and commutators.
21.2 TRACTION MOTOR IN RAILWAYS TECHNOLOGY
Traditionally, these were series-wound brushed DC motors, usually running on approximately 600 volts.
The availability of high-powered semiconductors (such as thyristors and the IGBT) has now made
practical the use of much simpler, higher-reliability AC induction motors known as asynchronous traction
motors. Synchronous AC motors are also occasionally used, as in the French TGV.
CONSTRUCTION OF TRACTION MOTOR
A traction motor is composed of a stator and a rotor. In the case of an AC motor, the stator is composed
of a stator iron core and a stator winding (fig. 6.3). The stator core is made of stacked electrical steel
sheets to reduce the iron loss. The stator winding is composed of form-wound coils, which are made of
rectangular copper wire covered with an insulation material. The form-wound coils are suitable for high
voltages and have sufficient mechanical strength to bear the vibration stress. The stator slots should be
open to install the form-wound coils. Therefore, there are relatively high slot ripples, which generate
surface loss in the rotor. The rotor structure depends on the motor type. In the case of a squirrel-cage
induction motor, the rotor is composed of a rotor iron core and a squirrel-cage winding, which is
composed of copper alloy bars, short-circuit rings, and retaining rings (fig. 5.4). Usually, the sheets for
the rotor iron core and the stator iron core are punched from a same magnetic steel sheet at the same
time.In the case of a PMSM, the rotor is composed of a rotor iron core and permanent magnets. The
structures of PMSMs can be classified into interior permanent magnet structures and surface permanent
magnet structures. In the case of an interior permanent magnet structure, the permanent magnets are
inside the rotor iron core (Fig. 3), and often have magnetic saliency, which can produce reluctance torque.
In contrast, in surface permanent magnet structures, the permanent magnets are on the rotor surface, held
against centrifugal force by a retaining structure made of nonmagnetic

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 22.CONCLUSIONS

POWER SUPPLY INSTALLATIONS

 25 kV AC, 50 Hz single phase power supply for electric traction is derived from the grid of State
Electricity Boards through traction sub-stations.
 25 kV feeders carry the power from the substations to feeding posts located near the tracks.
 The permissible variation of the bus bar voltage on the bus bars at the grid substations is +10%
and 5%.
 Feeding Post is a supply post where the incoming 25 kV feeder lines from substation are
terminated and connected to the overhead equipment through interrupters.
 Sectioning and Paralleling Post is the supply control post situated mid-way between two feeding
posts at the neutral section and provided with bridging and paralleling interrupters. is the supply
control post situated mid-way between two feeding posts at the neutral section and provided with
bridging and paralleling interrupters.
 Sub-Sectioning and Paralleling Post is a supply control post where sectioning and paralleling
interrupters are provided.
 Sub-Sectioning Post is a supply control post where a sectioning interrupter is provided.

1. PRINCIPLES FOR LAYOUT PLANS AND SECTIONING DIAGRAMS FOR 25 KV A.C

TRACTION
 These principles for preparation, checking and finalization of overhead equipment layout
plans, have been framed for standardization and guidance of Railways / Railway
Electrification Projects.
 The electrical conductors over the track together with their associated fittings, insulators and
other attachments by means of which they are suspended and registered in position is known
as Over Head Equipements.

2. PANTOGRAPH
 A collapsible device mounted on and insulated from the roof of an electric engine or motor
coach for collecting current from the overhead equipment is known as Pantograph.

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  When any part of pantograph comes in between overhead wires or vice versa, panto
entanglement takes place.
 OHE defects and Pantograph defects are few reasons of Pantograph entanglement.

3. MODERN A.C ELECTRICAL LOCO

 India becomes 24th such nation in the world to run between Boribunder to Kurla, the 1st electric
train.
 It Works on single phase AC- 25 kV, 50 Hz, supply but TMs are three phase Induction machines.
 Traction converter consist of three types of converters in each loco-
-Line Converter
-DC Link
-Drive Converter

4. TRACTION MOTOR
 A traction motor is an electric motor used for propulsion of a vehicle, such as an electric
locomotive or electric roadway vehicle.
 Traction motors are used in electrically powered rail vehicles such as electric multiple units and
other electric vehicles such as electric milk floats, elevators, conveyors, and trolleybuses, as well
as vehicles with electrical transmission systems such as diesel-electric, electric hybrid vehicles
and battery electric vehicles.
5.TRACTION MOTORS as DRIVES IN LOCOMOTIVES
 Transverse drives
 Longitudinal drives

23.REFERENCES

[1] Kondo M, Kawamura J, Terauchi N. Performance comparison between a permanent magnet

synchronous motor and an induction motor as a traction motor for high speed train. IEEJ Transactions
on Industrial Application 2006; 126(2):168–173 (in Japanese).

[2] Matsuoka K., Kondo M., Shiraishi S., Yamawaki K. Development of traction motor for gauge change
train. IEEJ Transactions on Industrial Application 2001; 121-D(5):569–576 (in Japanese).

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[3] Kaba H, Shiraishi S, Yagi N, Onda S. Development of a high efficiency traction system, J-RAIL2005,
469–472 (in Japanese), 2006.

[4] Matsuoka K, Kondo K, Kobayashi Y, Shiraishi S. Development of wheel mounted direct drive
traction motor system for rail vehicle. IEEJ Transactions on Industrial Application 2001; 121-
D(11):1176–1184 (in Japanese).

[5] Hagiwara Y, Ishikawa S. Technological trend and contribution of power electronics technologies of
traction systems of Shinkansen high-speed EMUs. Proceedings of the 2007 IEEJ Ind. Appl. Society Conf.
No. III, 95–100 (in Japanese), 2007.

[6] Kuře, G. Railway technical handbook. Axleboxes, wheelset bearings, sensors, condition monitoring,
subsystems and services. Volume 1, SKF (2011). ISBN 978-91-978966-3-4.
[7] Hudzikowski, J.Bearings for drive systems for railway vehicles – an outline. SKF science report,
Development Centre Steyr (2005–2006), pp. 79–84

[8] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,437
[9] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,438

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