A

Report on
“6 Weeks Industrial Training”
Submitted to the

MAHARASHTRA STATE BOARD OF TECHNICAL

EDUCATION, MUMBAI

In partial fulfillment of the requirements for the award of diploma in

ELECTRICAL ENGINEERING
(Industrial Training)
Submitted by

Roshan Chopkar
Under the guidance of
(Mr. H. R. Akre)

Academic Year 2020-21

DEPARTMENT OF ELECTRICAL ENGINEERING
G H RAISONI INSTITUTE OF ENGINEERING & TECHNOLOGY,
NAGPUR
(Formerly G H Raisoni Polytechnic, Nagpur)

B-37-39/1, Shraddha Park, Hingna-Wadi Link Road, Nagpur-28

1
 CERTIFICATE
This is to certify that the work contained in the thesis entitled “6 Weeks
Industrial Training”, submitted by Roshan Chopkar (Enroll. No:- 1801070176) for
the award of Diploma in Electrical Engineering to the Maharashtra State Board of
Technical Education, Mumbai, is a record of bonafide research works carried out by
him under my direct supervision and guidance.
I considered that the report has reached the standards and fulfilling the
requirements of the rules and regulations relating to the nature of the degree. The
contents embodied in the report have not been submitted for the award of any other
degree or diploma in this or any other university.

Signature of Mentor Signature of Industrial Person

Mr. H. R. Akre

Signature of HOD Signature of Polytechnic Dean

Ms. S .C. Hadke Dr. G. N. Akhade

Date : / /2020
Place: Nagpur

MAHARASHTRA STATE BOARD OF TECHNICAL

EDUCATION, MUMBAI

2
 ABSTRACT
In this report we are going to see the experiences taken in the six weeks
industrial training. With that we will also see some information about the
industry where I completed my internship like, its organizational structure or its
general layout. Also its general information like the no. of employees work in
the industry, its services provided to the consumers, etc. Also we will see the
particular types of major equipments which are used in the industry with their
specifications, etc. Also we will take a brief discussion on the safety procedures
followed by the industry with that safety gears and their routine maintenance.
After that we will see the particular practical experience taken in the industry
and also the challenging experience encountered during the training.

Key words - Organizational structure, introduction, function, safety procedures, practical

experience, challenging experience.

3
 ACKNOWLEDGEMENT

I have taken efforts in this project. However, it would not have been
possible without the kind support and help of many individuals and
organizations. I would like to extend my sincere thanks to all of them.

I am highly indebted to Mr.H.R.Akre for their guidance and constant

supervision as well as for providing necessary information regarding the
Industrial Training.

I would like to express my gratitude towards my Teaching Staff & HOD

Ms. S.C. Hadke of Electrical Department of G H Raisoni Institute of
Engineering & Technology, Nagpur for their kind co-operation and
encouragement which helps me in completion of this Industrial Training.

Roshan Nareshchandra Chopkar

4
 CONTENTS
Contents details Page No.
Chapter 1: Organizational Structure of Indian Railways (Electrical) 6

Chapter 2: Introduction of Organization 7

Chapter 3: Major Equipments / Machines used in Organization for Electrification 8-16

Chapter 4: Controlling Methods by PLC SCADA Technology 17-23

Chapter 5: Function of Electrical Traction System 24-26

Chapter 6: Electrical Safety Procedures Followed by Organization 27-30

Chapter 7: Particulars of Practical Experiences in Organization 31-36

Chapter 8: Special Challenging Experience Encountered During Training 37

5
 Chapter 1
Organizational Structure of Indian Railways
(Electrical)

6
 Chapter 2
Introduction of Organization
Short Description about Organization

Indian Railways

Type Central Government Organization

Industry Rail Transport
Founded 16 April 1853
Headquarter New Delhi, India

Area Served 68,155 km in (2019)

Key People Shri. Piyush Goyal (Hon`ble Minister for Railways)

Services Passenger Railways, Parcel carrier, Freight services,
Catering & Tourism services
Revenue ₹197,214 crore (US$28 billion) (2018–19)
Number of employees 12.3 lakhs (2019)
Parent Ministry of Railways
Divisions 18 Zones
Website indianrailways.gov.in

Indian Railways

Indian Railways (IR) is a governmental entity under the Ministry of Railways which operates

India's national railway system.[5] It is run by the government as a public good and manages
the fourth largest railway network in the world by size, with a route length of 68,155 km
(42,350 mi) as of March 2019. 40,576 km (25,213 mi) or 64% of all the broad-gauge routes
are electrified with 25 kV 50 Hz AC electric traction as of August 20

7
 Chapter 3
Major Equipments or Machines Used in Organization for Electrification
In this chapter, we will see some major equipments or machines with their technical
specifications which are very important for this sector. These are given below –

1) 2-Phase Traction Traction

8
These specifications are applicable to Traction Transformer of 2-phase 220 kV / 132 kV / 110 kV /
66 kV (for line 2A) primary voltage and 1-phase, 27.5KV secondary voltage. Traction Transformer
shall be designed for outdoor installation and for operation at frequencies of 50 Hz. The Traction
Transformer shall be complete with all Parts, Fittings, and oil for the first filling, and accessories
necessary for its efficient operation, including mounting frame work of steel. All such Parts,
Fittings and Accessories shall be deemed to be within the scope of this Specification, whether

9
specifically mentioned or not. The Traction Transformer shall be of proven design.

Technical Requirement

2.1 Characteristics:-

The Traction Transformers at TSS shall meet the following characteristics:

- 2-phase Primary winding of 220kV/132kV/110kV/66kV (for line 2A)

- 1-phase secondary winding 0f 27.5KV

- Entirely submerged in mineral oil tank

- Outdoor type, suitable for tropical conditions, satisfying the climatic conditions of Mumbai

- On load tap changer on primary windings

- Possibility of various overload conditions

- Separated oil conservator with aircell.

- Cooling by natural oil circulation and banks of radiators mounted on the tank

- Both transformers shall be identical

- Transformer noise level should not exceed 75dB measured at a distance of 1.5 m

- The Vector group shall be I. i.

- Should have symphonic filter.

- The two transformers at any Traction Substation are not meant to work in parallel 2.2 Rated power
The
- 220kV or 132kV or 110 or 66kV/27.5kV(for line 2A) transformers shall be manufactured and
guaranteed so as to perform satisfactorily with a power rating, measured across the secondary
winding, of the following value under load with cooling system in operation (ONAN/ONAF mode).

10
Special features for ensuring continuity of supply are summarized as follows:

1. 132/220 kV supply is taken through double circuit 3 phase transmission line or drawing two phases
from the nearby grid substation. If the grid substation is nearby, it is better to avail three phases.
Advantage is to facilitate its usage for general supply. When general supply load is high, then the same
can also be arranged by installing 132/33kV transformer at TSS. Railway Board has issued instruction
to this effect to improve reliability of power supply for general purpose and avoidance of use of Diesel
Generator set for emergency loads. Some other important points in this regard which can be helpful in
decision making are

o It is observed that failure of 132kV feeder is rare therefore it is better to avoid expenditure
for running duplicate feeder. This has been done in some cases
o When there are two feeders, some of the Railways preferred for paralleling of two feeders
to reduce transmission losses. This can be of use of the metering is at supply point. However there
are instructions of Regulatory commission that the metering shall be provided at user point.
o There are some utility which asks for high load factor, say 35% DVC, which is difficult to
achieve. The load factor of Railway feeder is generally 25% and therefore Railways had to pay
heavy penalty. By having general supply feeder also at TSS, load factor can be improved and
penalty payment can be converted into purpose full gain.
 Two sets of 132kV busbars are provided. One is called main busbar and the other
maintenance or transfer busbar. They are coupled through bus coupler circuit breaker.
 Isolators on both sides of circuit breakers and provision of transfer busbar and bus coupler
enable maintenance of circuit breakers and busbars.
 Two numbers of Traction Transformer initially of 10/12.5 MVA and presently 30/32.5
MVA of 132-220/25 kV single phase  are provided at each Traction Substation. For cost cutting, there
was a phase during which only one transformer was provided at alternate TSSs. One number
transformer is a hot standby. One leg of the transformer is solidly earthed and connected to rail which
acts as a return conductor. In order to avoid unbalance, Scott connected transformer were also used in
BSL division of Central Railway.
 An auxiliary transformer of  25kV/230V of 5/10/25 kVA rating is  provided to meet the
auxiliary load of lighting, control, funage etc. at the substation. During initial state single phase
connection was also given for oil filtration plant which was discontinued later on and mobile
oil filtration plants working on DG sets were preferred.
 In order to improve power factor, series condenser with reactor is introduced on the return
conductor at the secondary side of the transformer. Dynamic compensation is also provided at few of
the Sub-station to take care of over compensation. There are some state utilities who levy penalty for
over compensation but in many it has been over ruled by Regulatory Commission. The cost of
Dynamic compensation is high and its own power consumption is so high through out the day that it
exceeds the benefit.
 Lightening arresters are provided at each control posts to protect every sub-section against
voltages surges. Earth connection to lightening arrestor should have copper equivalent area of 50
sq.mm.

11
 2) Circuit Breaker

Working Operation of Air Blast Circuit Breakers

When a breaker receives a signal either pneumatic or electrical the rod connected to valves gets
opened. During tint instant. the air enters into the hollow insulator column and further enters into arc
extinction chambers. Because of high pressure in is extinction chamber, the pressure increases on the
moving contact and becomes more than the spring pressure. Hence. the contacts are separated. Because of
high pressure on moving contact, it travels a short distance against the spring pressure and closes the air
outlet valves. As a result-the high-pressure air in the arc extinction chamber is not let to go out However.
at the arcing period, the air goes out through the air outlet valves with all ionized gases.
Later, if the valves are closed. then the air in the insulator column is let into the atmosphere, due to
which the pressure on the moving contact is dropped to atmospheric pressure. Hence. the moving contact
closes over the fixed contact by virtue of its spring pressure; in the applications of high voltage
installations, air blast circuit breakers are very much preferred and by using these circuit breakers the tire
hazards are eliminated.
Advantages of Air-blast Circuit Breakers
1. Due to the absence of oil in air-blast circuit breaker, the risk of fire and maintenance of oil is
eliminated.
2. Deterioration of oil is eliminated and the arcing products produced are completely removed.
3. The fast operation is possible and suitable for indoor installation.
4. Suitable for rapid reclosing at successive operation and has a very high rupturing capacity.
5. It is easily accessible. It has relatively less weight.
12
 Disadvantages of Air-blast Circuit Breakers
1. The construction of air-blast circuit breaker is very complicated.
2. Compressed air system consisting of the electric motor, air compressors etc., are required for
installation, which increases the cost.
3. They are very sensitive to variations in RRRV (Rate of Rising of Recovery Voltage).
4. Maintenance of plant requires highly trained personnel.
5. The cost of operation is high.

3) Isolators

13
An isolator is a mechanical switching device that, in the open position, allows for isolation of
the input and output of a device.
An isolator differs from a switch in that it is intended to be opened when the circuit is not carrying current.
An isolator is a device used for isolating a circuit or equipment from a source of power.
An isolator is a mechanical switching device that, in the open position, allows for isolation of the input
and output of a device.

14
 4) Lightning Arrestor

A lightning arrester (alternative spelling lightning arrestor) (also called lightning diverter) is a

device used on electric power systems and telecommunication systems to protect the insulation and
conductors of the system from the damaging effects of lightning. The typical lightning arrester has a high-
voltage terminal and a ground terminal. When a lightning surge (or switching surge, which is very similar)
travels along the power line to the arrester, the current from the surge is diverted through the arrester, in
most cases to earth.
In telegraphy and telephony, a lightning arrester is placed where wires enter a structure, preventing
damage to electronic instruments within and ensuring the safety of individuals near them. Smaller versions
of lightning arresters, also called surge protectors, are devices that are connected between each electrical
conductor in power and communications systems and the Earth. These prevent the flow of the normal
power or signal currents to ground, but provide a path over which high-voltage lightning current flows,
bypassing the connected equipment. Their purpose is to limit the rise in voltage when a communications
or power line is struck by lightning or is near to a lightning strike.
If protection fails or is absent, lightning that strikes the electrical system introduces thousands of kilovolts
that may damage the transmission lines, and can also cause severe damage to transformers and other
electrical or electronic devices. Lightning-produced extreme voltage spikes in incoming power lines can
damage electrical home appliances or even produce death[citation needed].
Lightning arresters are used to protect electric fences. They consist of a spark gap and sometimes a series
inductor. Such type of equipment is also used for protecting transmitters feeding a mast radiator. For such
devices the series inductance has usually just one winding.

5) Current Transformer (CT)

15
The outdoor type 25kV current transformer (CT) is used for installation in 132/ 25kV Railway traction
sub-station for operation of protective devices, metering and indication purpose.

The current transformer is suitable for outdoor use and performs well in moist, tropical climate and in
areas subject to heavy rainfall, pollution, marine atmosphere

6) Potential Transformer (PT)

16
The outdoor type 25kV Potential Transformer (PT) finds application in Railway traction system at
unattended/ attended traction sub stations/ switching stations for operation of protecting devices, metering
and indicating devices.

The potential transformers are of hermetically sealed construction and are suitable for upright mounting on
steel.

17
 7) Relay

This distance protection is achieved by using complex impedance relays whose role is to

command the circuit breakers of the supply feeders on the protected contact lines. After the
occurrence of electronic relays, the old distance protection from electric traction substations was
replaced.

The distance relay is used as the main protective relay to protect the TPSS from ground faults and short
circuit faults. Further, the high resistance ground fault current is difficult to distinguish; thus, an
overcurrent relay is used for back-up protection.

18
 Chapter 4
Controlling Methods by PLC SCADA Technology

Abstract
SCADA, a computer system for gathering and analyzing real time data, is an acronym for Supervisory
Control and Data Acquisition. SCADA systems are employed all over the world to monitor and control a
plant or any equipment in various industries major ones being telecommunications, water, old and gas,
energy and transportation. SCADA Systems are employed by Indian Railways to monitor and control the
Traction Power distribution. The systems employed encompass transfer of data between a SCADA host
computer and a number of Remote Terminal Units (RTUs) and/or Programmable Logic Controllers
(PLCs) and operator terminals. These systems were proprietary in nature and no standard specifications
were followed concerning hardware or protocol. Systems from different vendors cannot co-exist in a given
network. In this view, Indian Railways formulated SPORT protocol for data transaction and corrective
action of tripping the circuit breakers in case of overload etc. This paper is a review on how SCADA
Systems are employed by Indian Railways to achieve protection and automation of power supply,
acquisition and storage of parameters of power supply, monitoring and controlling the entire power supply
system, alarm and logging system, load management, load shedding, power quality monitoring and
management.

Keywords
SCADA, RTU, Traction, Railway, OHE, Control, Monitoring, Protocol

Introduction
The task of supervision of machinery and industrial processes on a routine basis can be a tiring job.
Always being on the side of a machine or being on a 24x7 patrol duty around the equipment performing
checks would be wastage of the expertise of a person on trivial task. The engineers devised equipment and
sensors that could reduce this burdensome task. As a result, control systems and its various off springs like
SCADA Systems were formed. Supervisory Control and Data Acquisition (SCADA) offers ease of
monitoring sensors placed at distances, from one central location. SCADA Systems have been around
automatically monitor and control various operations in utility networks, where manually doing a task is
difficult and error prone [1]. The Traction Power network of Indian Railways supplies power (25kv,
50Hz) for electric trains to operate. This is a very huge network spread across the country. As the electric
trains traffic is increasing enormously, this network requires continuous real time monitoring of the
traction power, failure of which may lead to untoward incidents. Real time monitoring of the Traction
power network that consists of transformers, circuit breakers, lightening arrestors, interrupters etc. is
efficiently done using a SCADA System [2]. With the advancements in computer technology and
development of latest microprocessors/microcontrollers, present day SCADA Systems provide a complete
view of the network including details of each device and any part of the network can be controlled by a
mouse-click on the GUI of the control center. The SCADA System for Railway’s traction power network
consists of two major parts, Remote Control Center (RCC) and Remote Terminal Units (RTUs) [3]. The
RCC does the work of a supervisor and controls the activities of a network through RTUs. Several RTUs
are required for interfacing with other elements of a network as a power network is very huge. All these
RTUs are controlled by the RCC. The end devices which are to be monitored are interfaced with the RCC
through the RTU. The RTU polls the end devices and collects status/alarm information of these end
devices. This information is queried by the RCC and the RTU uploads the information when required.
This information that is collected from the RTUs is kept in databases and is displayed through the GUI at
RCC. This data is analyzed and used in network controlling activities. The RCC configures and controls
19
the RTUs according to the network requirement which is dynamically available on GUI [4].

Traction Power Distribution

20
25kV. 50 Hz single phase electric traction system is adopted for the electrified tracks. Power is obtained
from State Electricity Boards (SEBs) from their network at high voltages at traction substations and
stepped down to 25kV. The high voltage winding of the single phase transformer is connected across two
phases and one terminal of the 25kV winding is connected to the rail and the other terminal to the catenary
system (Over Head Equipment (OHE)). The TSSs are spaced at a distance of 40 to 60km. The supply to
the OHE from the TSS is fed through interrupters located at feeding post (FP). Adjacent TSSs normally
supply power to the OHE on different phases to reduce unbalance in the supply authorities’ grid. To avoid
the pantograph of the locomotive or electric multiple unit from bridging the supply from different phases
when it passes from one zone to another, a neutral section is provided to separate the OHEs fed from
different phases. The switching station provided at the neutral section is called “Sectioning and Paralleling
Post” (SP). At the SP in multi-track sections, the OHEs are also paralleled independently on either side of
the neutral section to reduce voltage drop. In an emergency, when a TSS is out commission, feed from
adjacent TSSs on either side are extended up to the failed TSS by closing interrupters at the SP. The
pantograph(s) of the locomotive(s) or electric multiple units is (are) lowered at the failed TSS to avoid
short circuiting the phases at the insulated overlap. Between a TSS and adjacent neutral section, the OHE
is divided into subsections for isolating the faulty section for the purposes of maintenance and repairs. The
switching stations provided at such points are called “Sub-sectioning and Paralleling posts” (SSP). The
OHE of various tracks, in multiple track sections, are also paralleled at the SSP to reduce voltage drop in
OHE. The subsectors are further divided into elementary sections by the use of manually operated
isolators. At TSS, SP and SSP, equipment like power transformer, circuit breakers, interrupters, single and
double pole isolators, potential and current transformers, lighting arrestors, LT supply transformers etc.
are installed in a fenced closure which is locked up. A masonry building is provided for housing the
control panels, SCADA equipment, battery and battery chargers, telephones and others. All traction sub-
stations are manned and switching stations are normally unmanned. The devices that are controlled from
RCC through SCADA equipment are circuit breakers, interrupters and transformer tap changers. These
can also be operated locally at the TSS, SP and SSP as the case may be. At the TSS, a local/remote
changeover switch is provided on the control panel as well as the mechanism box of the circuit breaker,
21
interrupter and motor operated isolators. No control panel exists for the interrupters at the SP and SSP and
therefore the local/remote changeover switch is provided on the mechanism box of the interrupter [2].

Overview of the SCADA System

The SCADA System is designed to monitor the status and control of the 25kV electrified traction system
[2, 4]. It is a fully integrated hardware and software system with a central control to monitor and control
the field devices located at remote sites. The SCADA system can be classified into: • Remote Control
Centre (RCC) • Remote Terminal Unit (RTU)

A. Remote Control Centre

RCC is designed for monitoring different types of data like catenary indication, device status and
telemetry from various control stations. It also controls the field equipment like circuit breakers, bridging
interrupters, transformer tap position changing etc. RCC stores the data regarding alarms, events and
telemetry to help the user to analyze the status of the overhead equipment and switching stations. This data
can be used for maintenance purposes also. For example, RCC helps the user to easily identify the fault in
the OHE located at various sections for immediate rectification. RCC consists of the following:

22
• Main and Standby Computer
• Operator Workstation Computer
• Communication Processors with Modems
• Printer and Print Sharer Switch
• Modem
• UPS
• Battery

This equipment is located in the Traction Power Control (TPC) room. The UPS and batteries are located in
the UPS room and batteries room respectively. Main and Standby Computer, Communication Processors,
Modems, Workstation Computers and Printers are installed in the TPC Room. Supervisory console is
installed at the CTPC Room. The Main and Standby Computers are server grade. The Main computer
interacts between the Communication processor and Workstation computers. It collects the formatted
RTU information from Communication processor and sends the processed information to the Operating
Workstation (OWS) computers which enable users to understand field conditions. The Main computer
also responds to the requests of the OWS computer which receives commands from Traction Power
controller. Then this information is formatted and sent to the communications processor. The Main
computer also updates available information with slave computer which should have the same
information. Whenever the Main computer fails, then the Slave will become Main with the updated
information.
23
The Communication Processors (CP) and Workstation Computers are server grade.

B. Remote Terminal Unit

RTU is designed to control and monitor field equipment. It acts as the common interface between the field
devices and the Remote Control Centre of the system. It is designed to be flexible, modular and reliable
making it easy to maintain and easy to expand. It accepts digital and analog input signals from the remote
field equipment. It receives the control commands from the RCC. RTU can be divided into five parts:

• Logic Chassis
• Interface Unit
• Transducers
• Modem
• Power Supply Unit

PSU consists of two parts, one for main 24V DC supply and the other is (5V, 12V, -12V) for Modem and
Interface Card reference supply.
The Logic Chassis is the main part of RTU and is based on the microprocessor. It is used to control and
process all field signals.
The Interface Unit receives and controls the field signal devices. Transducers which are part of the
Interface Unit are used to convert the field analog signals like voltage and current.

Modem is used to convert the digital information to analog information suitable for four wire based
communication cable and vice versa in the FSK & PSK mode.
Termination Section is used to interconnect the field cables and RTU internal cables to perform the
control and supervisory operation at the field.
RTU accepts digital and analog signals from the remote locations (TSS/SP/SSP) and receives the control
command from the RCC to perform the following tasks:

Status input monitoring and change of status

24
• Control Output Operation
• Analog input monitoring
• Communication with the RCC
RTU is designed to be flexible, modular and reliable making it easy to maintain and expand. And highly
integrated microprocessor based system, coupled with firmware programming allows the RTU to perform
sophisticated control and data acquisition functions. RTU system can be configured for a wide variety of
I/O mix which can be configured and expanded as required in the field. The configuration of an RTU is
stored in a non-volatile memory and may be edited or expanded without hardware changes. RTU provides
basic functions:

• Data acquisition for status input and analog input

• Control outputs
• RTU/Master station communications

Functional Description of SCADA System

The SCADA System, from RCC enables the Traction Power Controller (TPC) to control the 5kV traction
power supply to the OHE. It also monitors and operates on various equipment attraction sub-stations that
are located enroute [5]. The SCADA System for Traction Power Control consists of two major parts: Main
and Standby Computers, Work Station computers, Communication processors are connected in the LAN
set up and Powered through UPS with battery back up at RCC.

Remote Terminal Units (RTU) for acquisition of field parameters from the unmanned control stations
along the traction network. The RCC and RTUs are connected in Wide Area Network (WAN). The RCC
Computers communicate with each RTU in a predefined sequence over the WAN to acquire information
regarding status of CB or interrupters, alarm condition in a controlled station and measurand values.

The Main and Standby computers are server grade. The Main Computer interacts between the
Communication processor and Workstation computers. It collects the formatted RTU information from CP
and sends the processed information to the Operating Workstation (OWS) computers which enable users
25
to understand field conditions. The Main computer also responds to the requests of the OWS computer
which receives the commands from the Traction power controller. Then this information will be formatted
and sent to the Communication processor. The Main computer also updates the available information with
the slave computer which should have the same information. The Communication processors and
Workstation computers are also server grade.

The Remote Terminal Unit (RTU) acts as the common interface between the field devices and Remote
Control Centre of the System. The RTU is designed to be flexible, modular and reliable, making it easy to
maintain and easy to expand. It is highly integrated microprocessor based logic system coupled with
firmware programming, which allows the RTU to perform sophisticated control and data acquisition
functions. The RTU accepts digital and analog input signals from Remote locations (TSS / SP / SSP) and
receives the control command information from the RCC to perform the following tasks:

• Status input monitoring and change of status

• Control output operation
• Analog input monitoring
• Communication with RCC

The term Telecommand is used in Indian Railways to give output and sense of status feedback for the
particular device. Each Telecommand represents two digital outputs and corresponding two digital inputs.

Maintenance of SCADA System

In the event of failure of the system, it is recommended to identify the faulty printed circuit card and
replace the card with a working card. This recommendation is based on the complexity of trouble shooting
and technology used for mounting of component as below:

The system is based on the microprocessor technology where almost every component has a very high
level of integration. The components perform multiple functions as the level of integration is high.

Therefore, the component has to be tested for all its intended functions to conclude whether it is faulty.
The testing engineer should know each and every function of the component under test and testing
methods. Hence, component level troubleshooting needs a specialist with special tools.

The components are soldered to the printed circuit card with surface mounting technology. Removal of
faulty components from the card and soldering new component on to it also needs a skilled person with
special and expensive tools. These tools are generally used only in a production centre.

Maintenance of SCADA Systems may be classified into two as preventive and corrective maintenance.
Preventive maintenance is to reduce the number of failures and corrective maintenance to put back a failed
system into operation.

As high voltage is used in operations of the system, hence extreme care should be taken when performing
maintenance or troubleshooting to prevent accidental electrical shocks.

26
 Chapter 5
Function of Electric Traction System

Electric Traction Sytem

The system which use electrical power for traction system i.e. for railways, trams, trolleys, etc. is called
electrical traction. The track electrification refers to the type of source supply system that is used while
powering the electric locomotive systems. It can be AC or DC or a composite supply.
Selecting the type of electrification depends on several factors like availability of supply, type of an
application area, or on the services like urban, suburban and main line services, etc.
The three main types of electric traction systems that exist are as follows:
 Direct Current (DC) electrification system
 Alternating Current (AC) electrification system
 Composite system.

1- DC Electrification System
The choice of selecting DC electrification system encompasses many advantages, such as space and
weight considerations, rapid acceleration and braking of DC electric motors, less cost compared to AC
systems, less energy consumption and so on.
In this type of system, three-phase power received from the power grids is de-escalated to low voltage and
converted into DC by the rectifiers and power-electronic converters.

27
 This type of DC supply is supplied to the
vehicle through two different ways:
 3rd and 4 the rail system operate at low voltages (600-1200V)
 Overhead rail systems use high voltages (1500-3000V)
The supply systems of DC electrification include;
 300-500V supply for the special systems like battery systems.
 600-1200V for urban railways like tramways and light metro trains.
 1500-3000V for suburban and mainline services like light metros and heavy metro trains.
Due to high starting torque and moderate speed control, the DC series motors are extensively employed in
the DC traction systems. They provide high torque at low speeds and low torque at high speeds.
Advantages
 In case of heavy trains that require frequent and rapid accelerations, DC traction motors are better
choice as compared AC motors.
 DC train consumes less energy compared to AC unit for operating same service conditions.
 The equipment in DC traction system is less costly, lighter and more efficient than AC traction
system.
 It causes no electrical interference with nearby communication lines.

Disadvantages
Expensive substations are required at frequent intervals.

 The overhead wire or third rail must be relatively large and heavy.
 Voltage goes on decreasing with increase in length.

2- AC Electrification System
An AC traction system has become very popular nowadays, and it is more often used in most of the
traction systems due to several advantages, such as quick availability and generation of AC that can be
easily stepped up or down, easy controlling of AC motors, less number of substations requirement, and the
presence of light overhead catenaries that transfer low currents at high voltages, and so on.
The supply systems of AC electrification include single, three phase, and composite systems. The Single
phase systems consist of 11 to 15 KV supply at 16.7Hz, and 25Hz to facilitate variable speed to AC

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commutation motors. It uses step down transformer and frequency converters to convert from the high
voltages and fixed industrial frequency.
The Single phase 25KV at 50Hz is the most commonly used configuration for AC electrification. It is used
for heavy haul systems and main line services since it doesn’t require frequency conversion. This is one of
the widely used types of composite systems wherein the supply is converted to DC to drive DC traction
motors.

Three phase system uses three phase induction motor to drive the locomotive, and it is rated at 3.3.KV,
16.7Hz. The high-voltage distribution system at 50 Hz supply is converted to this electric motor rating by
transformers and frequency converters. This system employs two overhead lines, and the track rail forms
another phase, but this raises many problems at crossings and junctions.
Advantages
 Fewer substations are required.
 Lighter overhead current supply wire can be used.
 Reduced weight of support structure.
 Reduced capital cost of electrification.

Disadvantages
 Significant cost of electrification.
 Increased maintainance cost of lines.
 Overhead wires further limit clearance in tunnels.
 Upgrading needs additional cost especially in case there are brigdes and tunnels.
 Railway traction needs immune power with no cuts.

3- Composite System
Composite System (or multi-system) trains are used to provide continuous journeys along routes that are
electrified using more than one system. One way to accomplish this is by changing locomotives at the
switching stations. These stations have overhead wires that can be switched from one voltage to another.
Another way is to use multi-system locomotives that can operate under several different voltages and
current types. In Europe, it is common to use four-system locomotives. (1.5 kV DC, 3 kV DC, 15 kV 16⅔
Hz AC, 25 kV 50 Hz AC).

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 Chapter 6
Electrical Safety Procedures Followed by Organization
Electricity becomes unsafe when current finds path towards non-intended route. Electrical Circuits are
designed for systematic current flow. If current escaped the designed path, it becomes a potential cause for
unsafe working and fire. Protection system detects any unusual variation in current and disconnects power
supply to the system to avoid consequential damages.

Flow Diagram of Electrical Protection, Fire and Safety. When protection works, electrical system gets
isolated and the issue remains is of the reliability of equipment used which led to initiation of protection
system. The problems start when protection does not work, it led to fire, electrocution and smoke
depending on the situation. Fire can be avoided if no flammable items is used nearby. Therefore,

Electrical systems are so meticulously designed that no current shall escape without detection. However,
accurate detection and response time still remains a challenge.

Electrocution

 Passage of current through body-heart is most sensitive to current damage

 Resistivity of human body depends on skin moisture, path of current flow in the human body and
varies from 100-300ohms which decides the fatal voltage

Electrostatic Charge – Shock

 An isolated coach get electrostatic charged due to 25kV overhead traction if the body is not solidly
earth.
 Any person touching the coach body may get a shock, may not be fatal as the body will get
immediately discharged

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 Capacitors in an electrical circuit may retain charge and shall be solidly earth even after the power
supply is disconnected before touching it for any repair.

Fire

 When current escapes unintended path without detection, it passes through some resistive path
resulting in rise of temperature of that body; and if there        is any inflammable body nearby, it
catches fire
 If the path is not resistive and protection still does not work to detect such a high current, heavy
flashing starts which may result into fire

Do’s and Don’ts for Electrical Safety – Home and general public – 230V and HT supply

230V AC is house hold supply and can be dangerous.

 Ensure three pin plug socket, earth connection on appliance and wire continuity and its resistance.
Earth pin is thick for its ability to carry high fault current and long for it to touch first before phase is
connected.
 Ensure socket closure mechanism to prevent children entering their finger inside
 Earth leakage current if not flowing through earth wire will find path through damp wall and pipe
line and may be fatal.
 Provide earth leakage detector (RCB) along with over current protection (MCB)
 Be watch full if duty cycle of any socket is very high. There is possibility of loose connection
which may result overheating, smoke and even fire.
 Check LT overhead line is protected by a guard wire
 Ensure HT supply in your area is properly fenced and impossible for children to find entry.

Worker end

 Use safety and testing tools – Rubber sole shoes, Helmet, safety sling (working on HT line),
Continuity tester,
 Switch off power supply, test personally and fix sticker ‘Men at Work’
 Take permit to work when working on HT line
 Never keep any inflammable item near electrical installation
 Protect HT switching station from rodent/lizards etc.
 Ensure provision of danger board
 Fence the HT area from unauthorized entry of even animals.
 Never assume and always test to be certain

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As OHE voltage is 25 KV, following precautions should be taken by staff while
working on OHE.

1. No work shall be done above or with in a distance of 2 meters from the live OHE without a "Permit to
Work".
2. Inductive effects occur on large metallic structures such as fencings, structural steel of platforms
running parallel to the track. They will have to be earthed suitably to afford safety.
3. Each working party shall be protected by at least two independent earths, one on each side of a working
party.
4. If the distance between the working parties exceeds 100 meters, intermediate earth shall be provided in
such a manner as to ensure that the distance between earths does not exceed 100 meters.
5. Men shall be posted on both sides of the site of work to warn the working party of any approaching
train on the same track and adjacent track.
6. For providing earth on the OHE, fix the earthing clamp securely to a mast at least one span away after
making sure that the mast to earth rail bond of this mast is intact.
7. Earthing clamps should always be fixed to the traction rail or mast first and then the top clamp should
be hooked to the OHE to be earthed.
8. For removing the earthing, first remove the hook on the OHE and then the clamp fixed to the rail or
mast.
9. Two sections of conductors or ends of conductors which may have snapped should be separately
earthed at two points after switching off supply to both parts of the OHE. This precaution should also be
observed when working or in the vicinity of a sectioning point and cut in insulators.

10. Neutral sections should be treated as live equipment and earthed separately at two points on either side
of the work party before commencing work.
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11. When work is to be carried out on an isolator, both sides of the isolator should be earthed at two
points.

12. No fallen wires shall be touched unless power is switched off and the wire suitably earthed.

13. In electrified track, steel tape or metallic tape or tape with woven metal reinforcement should not be
used.

14. Ropes, come along clamps, tirfor should be tested once in a month in the presence of JE-I (TRD).

15. All the staff should wear helmets to protect their heads against any tools or equipment which may drop
down accidentally.

16. Staff should protect themselves against an inadvertent fall by wearing a safety belt for supporting
themselves by a rope sling.

17. Ropes used with ladders should be cotton or jute. Use of metallic ropes is prohibited. A ladder should
be held by one person on the ground to prevent slipping, while the top end should be tied to the supporting
structure or conductor to keep it in position and prevent it sliding away.

18. Ladders should never be allowed to fall on or rest against the contact wire.

19. More than one person shall not normally be allowed on a ladder as far as possible.

20. Climbing on a ladder with wet or slippery foot wear is forbidden.

21. A rope should be used to pass tools or any equipment to the men working on a ladder.

22. No one should stand directly below a work spot under a ladder.

23. The strength of the anchoring rope should not be less than of the cable to be anchored.

24. It is important that staff who ask for power block should know the correct method of identifying and
describing any section of OHE where shutdown is required.

25. Whenever there is a doubt in the description, the person asking for power block shall state clearly the
track and HE structure numbers between which work is to be done.

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 Chapter 7
Particulars of Practical Experiences in Organization

As above we can see about the Organization, I joined my Industrial Training at the
Indian Railways at the Electrical Department which was under the Nagpur Division,
Bhandara.

In this Organization, the main thing I came to know is about the practical knowledge
about our core field i.e. “All about Electrical”.

I joined the office at the date 1stt July 2019. At the first day I mate to all my superiors
like Junior Engineer (EE), Assistant Divisonal Electrical Engineer, Sr. Divisional Electrical
Engineer etc. Here they gave me the guidance related to my internship that what I will learn
in this training. From the second day the main work of practical started with my Electrical
Dept. Staff.

The team with whom I was working has the job to do the operation regarding to the
batteries, CBs (Circuit Breakers), panels, switch yard, etc. in the substations. In this, I learn
that how to take specific gravity of the batteries, how to take reading of the voltages of the
batteries, what range of the voltage is needed in the batteries i.e. approximately 2V.

I also learn the operation of PLC SCADA System, Traction Distribution, Traction
Operation, TSS.

Another experience I got is that about the transformer. Here the main transformer was
failed or cutoff due to the breakages in the supply of L.T. side of the rating of 20MVA
transformer. Here they taught me the reasons for the breakages in the supply i.e it can be due
to short ckt in traction distribution line or may be due to the pantograph break due to locopilot
improper operation. Also they taught me how to take ON another of the transformer to
continue the supply.

They also taught me some techniques and their reasons why we do that. Like, for the
Equipment maintenance, we always Check at the particular level, to improve its efficiency
and the whole operation of electrical Engg. Department of the Indian Railways.

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Photographs of the Internship work-
Battery Maintenance:

Battery Charger:

36
Relays:

Control Panel Operated by (PLC SCADA Technology or Manually):

37
38
Taking Winding Temperature (WTI) or Oil Temperature (OTI) Readings of 2-Phase
Traction Transformer:

Traction Transformer Protective Function in Panel Box:

39
40
Live Output Voltage Reading of Traction Transformer in (Kv):

Live Output Current Reading Goes Upto When a Loaded Goods Train Engine is
Running:

41
Engine Pantograph Flash Over relay:

42
Traction Distribution (TrD):

Chapter 8
Special Challenging Experience Encountered During Training
The best challenging experience encountered during training was managing the
continuity of supply at the time of Lightning Stroke. At that time, due to heavy lightning
strokes the circuit breakers trips the circuit and cutoff the supply.

The whole supply of traction is off due to cutoff of supply from TSS. The SCADA
technology Controllers who were sat on the control room saw the cutoff in supply of traction
in their monitor & instantly calls the substation in-charge and ask them the reason of cutoff of
supply.

That Time, the substation in-charge check the panel box and see where the fault is
occur & goes to that particular location in substation at the time of lightning stroke and
troubleshoot the fault and send command to the control room to switch ON the supply by

43
SCADA Technology.

The most challenging challenging experience in that is the time of lightning stroke the
TSS in-charge goes to that particular location where the fault is occur and troubleshoot it.
And it has to be done within few minutes of time because of the trains is running through the
traction supply and railways always to make a convienient to the passengers.

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 Reference
 http://www.indianrailways.gov.in/railwayboard/view_section_new.jsp?
lang=0&id=0,1,304,366,549,686,705,706
 https://en.wikipedia.org/wiki/Indian_Railway_Service_of_Electrical_Engineers
 https://www.india.gov.in/website-indian-railways-institute-electrical-engineering-irieen
 https://www.railelectrica.com/electrical-engineering-and-railways/electrical-engineering-and-
railways-2/
 http://www.railsystem.net/electric-traction-systems/
 http://www.ijcst.com/vol5/spl1/ananya.pdf

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