Internship on

NORTH EASTERN RAILWAY IZZAT NAGAR,

BAREILLY (U.P)

by
MADHUR GUPTA
17BEE0256

Bachelor of Technology
in
Electrical and Electronics Engineering
School of Electrical Engineering,
VIT, Vellore.

Month, 2019

Internship on
NORTH EASTERN RAILWAY IZZAT NAGAR,
BAREILLY (U.P)

by
MADHUR GUPTA
17BEE0256
Bachelor of Technology
in
Electrical and Electronics Engineering
School of Electrical Engineering,
VIT, Vellore.

Month, 2019
 ACKNOWLEDGEMENTS

I would like to thank the entire Izzat nagar, Bareilly workshop for providing me this four
week summer training program. I wish to express my gratitude to the officers and other
members of north eastern Railways who rendered their help during the period of my training.
It is always a pleasure to remind the fine people in the engineering workshop for their sincere
guidance I received to uphold my practical as well as theoretical skills in engineering. I hope
that my report will reflect my technical knowledge and innovativeness which I gained at
North Eastern Railway workshop.

MADHUR GUPTA
 Executive Summary

CONTENTS Page
No.

Acknowledgement i

Table of Contents ii

1 INTRODUCTION 1

1.1 Overview of Company 1

1.2 Departments/Divisions 2

2 PROJECT/WORK DESCRIPTION (describe about the work 3

assigned)

3 TECHNICAL DETAILS & SPECIFICATION 3

4 OBSERVATIONS .

.
.
.
5 CONCLUSION .

INTRODUCTION

Overview of Company:

Railways were first introduced to India in the year 1853 from Bombay to
Thane. In 1951 the systems were nationalized as one unit, the Indian
railways, becoming one of the largest networks in the world. IR operates
both long distance and suburban rail systems on a multi-gauge network of
broad, meter 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,
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 coaches and 9,013 locomotives (43 steam. 5345 Diesel and
4568 electric locomotives). Since 1960, almost all electrified sections on
IR use 25000 bolt AC traction through overhead catenaries delivery.

A railway electrification system supplies electric power to railway trains

and trams without an on-board prime mover or local fuel supply. Electric
railways use either electric locomotives (hauling passengers or freight in
separate cars) or electric multiple units (passenger cars with their own
motors). Electricity is typically generated in large and relatively efficient
generating stations, transmitted to the railway network and distributed to
the trains. Some electric railways have their own dedicated generating
stations and transmission lines, but most purchase power from an electric
utility. The railway usually provides its own distribution lines, switches,
and transformers.
Power is supplied to moving trains with a (nearly) continuous conductor
running along the track that usually takes one of two forms: an overhead
line, suspended from poles or towers along the track or from structure or
tunnel ceilings, or a third rail mounted at track level and contacted by a
sliding "pickup shoe". Both overhead wire and third-rail systems usually
use the running rails as the return conductor, but some systems use a
separate fourth rail for this purpose.
In comparison to the principal alternative, the diesel engine, electric
railways offer substantially better energy efficiency, lower emissions, and
lower operating costs. Electric locomotives are also usually quieter, more
powerful, and more responsive and reliable than diesels. They have no
local emissions, an important advantage in tunnels and urban areas. Some
electric traction systems provide regenerative braking that turns the train's
kinetic energy back into electricity and returns it to the supply system to
be used by other trains or the general utility grid. While diesel
locomotives burn petroleum, electricity can be generated from diverse
sources, including renewable energy.
Disadvantages of electric traction include: high capital costs that may be
uneconomic on lightly trafficked routes, a relative lack of flexibility (since
electric trains need electrified tracks or overhead wires), and a
vulnerability to power interruptions.
Different regions may use different supply voltages and frequencies,
complicating through service and requiring greater complexity of
locomotive power. The limited clearances available under overhead lines
may preclude efficient double-stack container service.
Railway electrification has constantly increased in the past decades, and as
of 2012, electrified tracks account for nearly one third of total tracks
globally
Departments/Divisions:

Workshops related to electrical engineering in izzatnagar workshop.

PROJECT/WORK DESCRIPTION :
1. POWER REPAIR SHOP Introduction: Different type of electric motors, electric
generators, welding transformers is repaired overhauled in general Electrical Repairing shop.
Electric motors such as Compressor motors, Blower motors, Single phase series motors, three
phase induction motors, Electric generators such as Alternators (4.5KW, 18KW, 25KW) and
D.G. set. Welding plant transformer are repaired and overhauled. There are separate sections
in the shop to perform different task: 1- Alternator overhauling and rewinding section. 2-
Alternator testing section. 3- Electric POH and testing lab section. 4- Electric motor and
rewinding section. 5- Vacuum impregnation plant and furnace section. 6- Welding plant over
hauling section. 7- DG set repair section. 8- Electro planting section.

AIR CONDITIONING OF RAILWAY COACHES

INTRODUCTION: Passengers in a railway travel are adversely affected by infiltration of air
unpleasantly laden with dust due to open windows. This is more so in case of high speed
passenger carrying trains. Secondly for a tropical country like India, the temperature varies
from 46 degree C during summer to 2 degree C during winter. Airconditioning of railway
coaches is, therefore, necessary for the maximum comfort and well being of passengers in a
railway travel. In keeping with modern trend, air conditioning of coaches for upper class
travelers and lately even for lower class travelers has been introduced by the Indian Railways.
SPECIAL PROBLEMS FACED IN RAIL AIR CONDITIONING As compared to the normal
buildings, Air conditioning of Railway coaches poses the following additional problems: •
Requirement of very high reliability standard. • Equipment should be light in weight. •
Equipment should take minimum space. • Available power, generally at 110V D.C. has to be
utilized. 415 V, 50 Hz, 3 Ph, industrial power is available
only on a few nominated trains like Rajdhani and Shatabdi Express. However, in such cases,
the flexibility of attaching and detaching coaches is lost. • Due to large number of passengers
in small space, the space left for air circulation is limited. • In the Railway coaches, where
people move in and out at all hours of the day, to sudden changes in temperature, which may
cause chill or heat are to be avoided. • Rapidly changing ambient conditions as the train
moves from one part of the country to another. • Excessive vibrations. • Dusty atmosphere. •
Vandalism and abuse. • Flying ballast hitting the equipment. • Safety of passengers and trains.
• Dirty environment for the maintenance staff. • Restricted time available for maintenance.
All these problems have to be solved,' within a comparatively small outlay, so that air-
conditioned travel can become more common.

REQUIREMENTS OF RAILWAY COACH AIRCONDITIONING SYSTEM • Supplying

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

2. POWER MAINTENANCE SHOP

As essential ingredient of the successful running of a railway is a well maintained system.
Railways are made up of complex mechanical and electrical systems and there are hundreds of
thousands of moving parts. If a railway service is to be reliable and safe the equipment must
be kept in good working order and regular maintenance is the essential ingredient to achieve
this. Rolling stock is the most maintenance intensive part of the railway system and is the
most vulnerable if maintenance is neglected. A stalled train will block a railway immediately
and will reduce a timetable on an intensively used system to an unmanageable shambles for
the remainder of the day, reliability is the key to successful railway operation and
maintenance should be the number one priority to ensure safety and reliability is on-going.

3. TRAIN LIGHTING SHOP:

Train lighting is one of the important passenger amenities which influence the
image of Railways. Although the first train ran on 16th April 1853, train lighting system came
to Indian Railway in 1930 through axle driven Dynamo pioneered by Ms. J. Stones & co.
Power supply system for trains is designed and developed to suit the requirement of AC and
non-AC working in the trains. Few factors considered for development of such systems are as
under.
The shop deals with the periodical over haul of the fans, batteries and the rotary switches used
in the train. The basic details of the equipment over hauled in this shop are as follows: Fans:
The fans used in the train are mainly of two types: 1. DC fans 2. AC Fans DC Fans: This
type of fan is mainly used in the general and sleeper compartments of the train. DC series
motor is used in this type of fan. It works on 110 volts dc supply. The ratings of this type of
fan are 110 volts 2 amp. It has lap winding on the armature circuit at an angle of 90 degree.
The stator consists of field coil and two poles. These poles are magnetic poles. It has two ball
bearings one at the top and other at the bottom. It has two carbon brushes, carbon cap and
carbon holder for ball bearing. The winding is made up of copper wire. The insulation
between windings is done through glimmer paper of 5mm thickness.
AC Fans: This type of fan is used in the AC compartments of the train. It is singles phase
capacitor run type fan. The motor used in the fan is an induction motor. The ratings of this
type of fan are as follows: Voltage: 230 volts Current: 0.5 amps Speed: 350 rpm The
stator winding is divided in two parts; auxiliary winding and main winding. These windings
are in parallel with each other. A capacitor is joined in series permanently with the auxiliary
winding both in starting and running condition

TECHNICAL DETAILS & SPECIFICATION:

SUMMER VOCATIONAL INDUSTRALTRAINING 2019 PROJECT SHOP: POWER
MAINTAINEANCE SHOP PROJECT DISCRIPTION: METHODS OF POWER
FACTOR IMPROVEMENT

WORKSHOPS RELATED TO ELECTRICAL ENGINEERING IN NORTH

EASTERN RAILWAYS.
Power Factor (Cosθ) – Cos fi or P.f –
In electrical engineering, power factor is only and only related to AC circuits i.e. there is no
power factor (P.f) in DC circuits due to zero frequency.
What is Power Factor?
Power factor may be defined by three definitions and formals as follow.
1). The Cosine of angle between Current and Voltage is called Power Factor.

Apparent Power
Where:

-
2). The ratio between resistance and Impedance is Called Power Factor.
Cosθ = R/Z
Where:

R known as Inductive reactance, capacitive reactance and resistance respectively) in Ohms

3).The ratio between Actual Power and Apparent Power is called power factor.

Where
-
Power factor.
Methods for Power Factor Improvement :
The following devices and equipment are used for Power Factor Improvement.
1. Static Capacitor 2. Synchronous Condenser 3. Phase Advancer
1. Static Capacitor
We know that most of the industries and power system loads are inductive that take lagging
current which decrease the system power factor (See Disadvantages of Low Power factor) .
For Power factor improvement purpose, Static capacitors are connected in parallel with those
devices which work on low power factor.
These static capacitors provides leading current which neutralize (totally or approximately)
the lagging inductive component of load current (i.e. leading component neutralize or
eliminate the lagging component of load current) thus power factor of the load circuit is
improved.
These capacitors are installed in Vicinity of large inductive load e.g Induction motors and
transformers etc, and improve the load circuit power factor to improve the system or devises
efficiency.

Suppose,here is a single phase inductive load which is taking lagging current (I) and the load
power factor is Cosθ as shown in fig-1.
In fig-2, a Capacitor (C) has been connected in parallel with load. Now a current (Ic) is
flowing through Capacitor which lead 90° from the supply voltage ( Note that Capacitor
provides leading Current i.e., In a pure capacitive circuit, Current leading 90° from the supply
Voltage, in other words,
Voltage are 90° lagging from Current). The load current is (I). The Vectors combination of
(I) and (Ic) is (I’) which is lagging from voltage at θ2 as shown in fig 3.
It can be seen from fig 3 that angle of θ2 < θ1 i.e. angle of θ2 is less than from angle of θ2.
Therefore Cosθ2 is less than from Cosθ1 (Cosθ2> Cosθ1). Hence the load power factor is
improved by capacitor.
Also note that after the power factor improvement, the circuit current would be less than from
the low power factor circuit current. Also, before and after the power factor improvement, the
active component of current would be same in that circuit because capacitor eliminates only
the re-active component of current. Also, the Active power (in Watts) would be same after
and before power factor improvement.
Advantages:

maintenan

Disadvantages:
– 10 years)

costly
2. Synchronous Condenser
When a Synchronous motor operates at No-Load and over-exited then it’s called a
synchronous Condenser. Whenever a Synchronous motor is over-exited then it provides
leading current and works like a capacitor.
When a synchronous condenser is connected across supply voltage (in parallel) then it draws
leading current and partially eliminates the re-active component and this way, power factor is
improved. Generally, synchronous condenser is used to improve the power factor in large
industries.
Advantages:
-

necessary)
Disadvantages:
3. Phase Advancer
Phase advancer is a simple AC exciter which is connected on the main shaft of the motor and
operates with the motor’s rotor circuit for power factor improvement. Phase advancer is used
to improve the power factor of induction motor in industries.
As the stator windings of induction motor takes lagging current 90° out of phase with Voltage,
therefore the power factor of induction motor is low. If the exciting ampere-turns are excited
by external AC source, then there would be no effect of exciting current on stator windings.
Therefore the power factor of induction motor will be improved. This process is done by
Phase advancer.
Advantages:

sufficiently re
The phase advancer can be easily used where the use of synchronous motors is Unacceptable
Disadvantage:
ut 150kW)
Power Factor Improvement in single phase and three phase star & delta connections
Power factor improvement in three phase system by connecting a capacitor bank in (1). Delta
connection (2). Star Connection)

OBSERVATIONS:
The only method used in railway workshop for power factor improvement is capacitor bank.