Train Lighting system

Train lighting is one of the important passenger amenities which

influence the image of Railways. Although 1 st train ran on 16th Apr-1953
from MB CST to Thane, train lighting system came to Indian Railway in
1930 through Axle driven Dynamo pioneered by M/s J.Stone & Co.

Different types of TL systems adopted in Indian Railway:

a.

Axle driven system working on 24 V DC

b.

Axle driven system working on 110V DC

c.

MOG with 415 V, 3 phase

generation and 110V AC

utilization
d.

EOG with 415 V, 3 phase

generation and 110V AC

utilization
e.

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

utilization

f.

g.

Power feeding from OHE

750 V DC--

light & fan works on 110 V AC

1500 V DC--

light & fan works on 110 V AC.

25 KV--

light & fan works on 141 V AC

HOG (Head on generation) - 25 KV, 1 phase.

(Under observation).

Axle driven system working on 24 V DC

In this system, coaches are provided with D.C Dynamo / brushless
alternator driven by coach axle through flat belt or V-belts. The pulleys
are mounted on axle as well as shaft of alternator.

Capacity:

Dynamo- 60 A & 100 A with inherent regulation.

Brushless alternator 100 A (3 Kw for MG) & 150 A (4.5 Kw for

BG)
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Battery- It was supported with 210 Ah & 320 Ah cap batteries.

Incandescent / Fluorescent lamps are provided in the coach.
Fan- 400 mm fixed type or swiveling type are used in the coach.

This system is phased out from the Railways.

Axle driven system working on 110V DC

This system has proved more reliable. In this system 4.5 Kw brushless
alternators are driven through V-belts from axle for non-AC coaches and
18 Kw/22.5 Kw/25 Kw for different types of AC coaches.

120 Ah , 110 V DC lead Acid / VRLA batteries are used for non-AC
coaches, whereas 800 Ah/ 1100 Ah batteries are used for different types
of AC coaches.

Advantage of 110 V DC system over 24 V DC system:

Size of all cable reduced because less current, hence less line loss.

Capacity of battery is reduced from 320 Ah to 120 Ah.

Illumination level improved from 30 lux to 60 lux with 20 W FT

only.

Expenditure of frequent replacement of flat belt reduced by

providing of V-belts.

Theft of belts is reduced.

Failure rate reduced and coach performance improved.

Dis-advantage of 110 V DC system over 24 V DC system:

Staff during maintenance period should be more care full.

V-belts cannot be fitted on enroute, so sick-marking of coach

increases.
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Fitment of endless V-belts depends on mechanical department.

EOG (End-on generation)

Power supply is derived from DG set 415 V/ 750v, 3 phase, 50 Hz. Power
is distributed to entire rake through 2 sets of 3 phase, 415/ 750 v
feeders. Each coach is provided with control, distribution and feeder
arrangement on control panel. The AC equipments works on 415 v supply
and lighting equipment on 110 v AC obtained from 3 KVA, 415 / 190 V, 4
wire step down transformer.

MOG (Mid-ongeneration)
This system is adopted in India Railway where Generation / Nongeneration ratio is less than two. It is suited for slow branch line train
where maximum number of coach is 13 (12+1 Power car). The power car
is equipped with 2 DG sets generating power at 415 V, 50 Hz, 3 phase
and having star connected winding with neutral connection brought out
on terminal board. A fixed ratio 30 KVA step down transformer is
provided for 110V, 3 phase is transmitted to each coach through feeder
(IVC) and then distributed on coaches to feed light and fans.

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HOG (Head- on- generation)

(use of 25 KV, 1 phase).

This system has been developed for feeding power supply from OHE
to the coaches through IVC with the help of Hotel Load winding of
main transformer of WAP-5 of 850 KVA, 750 V for Rajdhani /
Shatabdi trains.

Single phase, 750 V supply is converted into 3 phase, 415 V, 50 Hz

with the help of 25 KVA converter in every coach. The light and fan
load is fed with the help of 415 V/190 V distribution transformer
at 110 V AC (3 phase, 4 wire).

Power supply from Generator car will be used only when OHE
supply fails or in non-electrified routes. The scheme will result in
eliminating of one Power- car.

AC loads, light, fans and pantry loads of the train shall be fed from
the OHE supply.

Refrigeration and sub-pantry car load shall be fed through 15 KVA

step down transformer 750 V, 3 phase, 50 Hz.

Light load: 110 V, 120 Ah, battery are permanent connected

through the 15 KVA step down transformer 750 V, 3 phase, 50 Hz.

Fan load: fed from 25 KVA inverter of the coach and 415/ 190 V, 1
phase, 50 Hz.

WRA: fed from 25 KVA inverter of the coach through change over
switch at 415 V, 3 phase, 50 Hz.

Pre- cooling: DG set is used before placing the rake on the PF.

Advantage:

Cheaper cost of power as compared to DG set power.

Pollution by DG sets will be minimized.

One power car may be replaced by trailer coach, revenue

increased.

Escorting staff will be reduced for one power car.

Maintenance cost reduced.

Conclusion:
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This HOG scheme is under observation.

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Characteristics of 4.5 Kw alternator

Output

4.5 Kw

Voltage

120 V DC

Current

37.5 A

Cut in Speed

350 RPM( 19 Kmph approx)

MFO

600 RPM( 31 Kmph approx)

Max. speed

2500 RPM( 130 Kmph approx)

Mounting

Bogie mounting

Belts

V-belts (C-122)

Insulation

F- class (armature & field winding)

Bearing

DE

NU-311 (roller bearing)

NDE-

6309 (Ball bearing)

Alternator is equipped with 1 no of 185 mm PCD 4 groove pulley and is

driven through an axle pulley 572.5 mm PCD (bogie mounted).

Characteristics of 18/ 22.5/ 25 Kw alternator

Output

18/ 22.5/ 25 Kw

Voltage

135 V +/- 5% on DC side (97 V, 3phase AC)

Current

140 A max on DC side.

Cut in Speed- 550 RPM (30 Kmph approx with 200/572.5 pulley ratio)
MFO

930 RPM( 51 Kmph approx for 135 A at 135V)

Max. Speed

2800 RPM( 156 Kmph approx)

Mounting

Bogie mounting

Belts

V-belts (C-122)

Insulation

F- class (armature & field winding)

Bearing

DE

NU-311 (roller)

NDE-

6309 (Ball)

Resistance between fields terminal

7.3 ohms
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Alternator is equipped with 2 nos. of 200 mm PCD 6 groove pulley and is

driven through an axle pulley 572.5 mm PCD (bogie mounted).

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Working of Regulator:
The 3 phase output from the alternator is rectified by the bridge
connected silicon diodes. The DC excitation to the field is obtained by full
wave rectification of alternating current provided through the field
transformer and the load winding of the magnetic amplifier.

Voltage control:
The voltage induced in the alternator winding is dependent on the speed
of revolution of rotor and on the excitation current. In the absence of
voltage detector and magnet5ic amplifier, the generated voltage of the
alternator is control by only saturation of stator, which is not regulated.
So, the necessity of magnetic amplifier is come into picture. As soon as,
the pre-set value of voltage reached, the zenor diode in voltage detector
starts conducting and sends a control current through magnetic
amplifier winding. The flux produced by the control current is in such a
way that it opposes the flux produced by the load winding, thereby
increasing the impedance of the field circuit. The increase in field
impedance value reduces the field current and brings down the voltage
output to the normal value.

Current control:
The current limiting is also achieved in similar manner. When the
alternate current increases by pre-determined load current, the voltage of
the CT after rectification by bridge will provide the necessary error
signal for magnetic amplifier. In this case, voltage drop across the
resistance R-1 will cause the Zenor diode to conduct. The control
current also passes through same control winding. The effect of this
control current is to retain the current at the limited value and to reduce
the voltage and hence the output current.

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Main components of regulator:

Power rectifier

Current transformer

Excitation Transformer

Magnetic Amplifier

Field rectifier unit

Free wheeling diode

Rectifier bridges

Voltage detector

Blocking diodes

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SK Gupta

CELLS

Working Principal of Cells:

PbO2+Pb+2H2SO4

2PbSO4+2H2O

Discharging:
PbO2 on (+) plate and Pb on (-)ve plates are converted into lead sulphate.
In this process, H2SO4 is converted and water is formed. Consequently
and SPG of electrolyte falls and extents of fall is proportional to Ah taken
out.
Charging:
The chemical process is reversed. PbSO4 on positive plate is converted
into PbO2 lead peroxide and PbSO4 on negative plate into Pb (spongy
lead). H2SO4 is formed and water is consumed. SPG of electrolyte rose.

Types of Batteries used in Indian Railway:

a. Lead Acid
1.

Conventional type

2.

VRLA (Valve regulated Lead Acid Batteries)

3.

Low maintenance Batteries

b. Alkaline Batteries
1.

Nickel Cadmium

2.

Silver Zink

Constructional features:

Positive Plates

Negative plates

Separators

Container

Cell cover
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Accessories:

Float

Float guide

Vent Plug

Capacities of Batteries:
In train Lighting:
a. 120 Ah- 110 v DC, BG,TL coach
b. 210 Ah- 24 v DC, MG,TL coach
c. 320 Ah- 24v DC, BG, TL coach
d. 450 AH- 110 v DC, MG, Single set ACCW
e. 525 Ah- 110 v DC, BG, 1st AC coach
f. 800 Ah- 110 v DC, BG, ACCW AC coach
g. 1100 Ah (VRLA)- 110 v DC, BG, convention type AC
coach
h. 120 Ah (VRLA)- 110 v DC, BG, TL coach
i. 500 Ah (VRLA)- 110 v DC, BG Shatabdi coach MG
AC coach
j. 1100 Ah (Low maintenance)- 110 v DC, RMPU type
AC coach
In Locomotive:
75 Ah, 110 V
199 Ah, Nickel cadmium.

In EMU:
90 Ah, 110 v
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In TRD:
S/S- 200 Ah, 24 V
SSP- 120 Ah, 24 V
SCADA-

300 Ah (VRLA)
64 Ah LA, 24 V

Initial Charging to a new commissioned battery:

Lead Acid Batteries are supplied in uncharged condition without
electrolyte. Before using Lead Acid Battery, it has to be initially filled with
recommended quality and quantity of electrolyte and make ready for
initial charging.

The whole phenomenon is associated with the following activities:

Preparation of Electrolyte

Initial filling

Initial charging

Preparation of Electrolyte:

The cells are supplied in dry uncharged condition.

These cells are required dilute Sulphuric acid of SPG (1.18 1.22),
corrected up to 27 degree Centigrade as electrolyte for initial
charging.

Electrolyte = H2SO4 (as per IS: 266) of SPG 1.835 + Water (as per
IS : 1069)

To get 100 liters (approx) of electrolyte:

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For SPG

Water (liters)

Acid (liters)

1.180

86

17

1.220

82

21

Concentrated acid should always be poured into the water and never the
water into the acid in Ebonite box.

Initial filling:

Filling the electrolyte up to the lower marking on the float indicator.

Allow the cell to rest for a period of around 16- 24 hrs.

Level of electrolyte may fall. Restore this with some electrolyte.

Now the cells are ready for 1st charging.

Initial Charging:

Charge the cells for 80/100 hrs at specified rate as per

manufactures data. (40 A for 800 Ah, 06 A for 120 Ah..)

During charging, temperature should less than 50 degree. After 45

degree, reduce the charging rate to value & increase the time
accordingly.

Total charge input should be equal to Time X current ( specified

charging current)

While charging, level of electrolyte may fall due to water loss.

Restore for 24 hrs by adding water.

Adjust the SPG to 1.215 +/- 0.005 corrected to 27 degree.

After adjusting of SPG, the cells must be gassing freely for a

minimum 2 hrs of charging. This helps in proper mixing of
electrolyte.

Now cells should be discharged through a suitable resistance at

constant current (I) = 0.10 X C10 amps up to 1.80 VPC.
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The battery shall be charged at normal charging.

Trickle Charging:
When a battery is kept as an emergency reserve, it is very essential
that it should be found fully charged when an emergency arises.
Due to leakage action and open circuit losses, the batteries
deteriorate. Hence to keep it fresh, batteries are kept on a small charging.
For example: A standby battery for station bas- bar of 400 Ah at 10
hr rating, a continuous trickle charge of 1 Amp will keep the cells fully
charged and keep in perfect condition (Ref: B.L.Theraja).

Facts affecting the life of Lead Acid Battery:

1.

Necessity of frequent topping of cells

2.

Leakage of electrolyte on lid and on container body.

3.

Failure of one cell on a mono-block unit.

4.

Undercharging / overcharging.

Special design features of VRLA battery:

1.

Starved electrolyte (paste form)

2.

Oxygen re-combination principal

3.

Hermetically heat sealed container

4.

Superior alloys

5.

Copper inserted terminals

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6.

modular steel tray

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Advantage of VRLA over LA battery:

SN
1

L A Battery
Regular topping required

VRLA Battery
No topping required, as working
on

2
3

oxygen

re-combination

Always vertical use

Due to leakage,

principal
Can be use horigentally.
ground No such current

current,

current

discharge

takes place
MS box with FRP tray

5
6
7

steel tray.
Self discharge 4% per week
0.5 to 1.0 %
Initial charging required
No initial charging required
Separate battery room and No room required

charging system is required

Avg discharge volt 1.9 V

and tear
Transit damaged due to hard NIL

10

brittle rubber container

Container cover sealed by Cell cover and jar hermetically
hard

11
12
13
14
15

bitumen

Directly

bolted

under

modular

1.95 V, less current & less wear

rubber heat sealed

(cracking & re-bounding)

Shading of active material
Battery box cost involved
More down time
Weight more
Less deep discharge

NIL
No
Less down time
30% less
more deep discharge

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Low maintenance Battery

(RDSOs specification: ELPS/Spec/TL/09-003 (Rev-0)

1.

Modification in chemical combination of grid structure of plates

to reduce water loss in loss.

2.

Antimony which gives strength to lead spins combines with >

3.5%. Modification states that % of antimony is reduced by 1.8
% from 3.5%, which helps reduction on loss of water on
electrolyte during service. These batteries dont require topping
earlier than 9 months.

3.

Selenium is added to compensate the reduction of antimony

content.

4.

Micro porous vent is provided which allows free escape of gases

only during service.

5.

A sealed float guide is provided to reduce the water loss.

6.

These batteries are under trial.

Various types of cell failures:

1.

Low voltage

2.

Reversed cells

3.

Cells dead

4.

Container broken / cracked

5.

Cells burst / burnt

6.

lug melted

Mode of failure of cells:

1. Lagging of cells
2. Sulphation of plates.
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3. Short circuit
4. Corrosion of (+) ve plate
5. Bulging and bulking of (+)ve plates
6. Shading of (+)ve active material
7. Contamination of electrolytes.

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Carriage fan:
In Indian Railway, following types of carriage fans are used as passenger
amenity item. It should be ensured that the fans give good air flow and
trouble service for maximum passenger satisfaction.

400 mm

300 mm

200 mm

Main Accessories:

Carbon brushes

Brush holder

Springs

Commutator

Bearing

Regulator and its resistance

New developments:

Use of one ball bearing and one sintered bush bearing instead of
both end ball bearing.

Introduction of Permanent magnet in place of field coils.

Bulk inverters (2.5 kva, 110 v ac) for fans & limited lights for
passenger coaches.

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Carriage lighting:
Level of illumination to be attained in various types of coaches shall be as
fallows:

Class of coach

Minimum illumination level

1st
1st AC
2nd AC/ 3rd AC
Sleeper
Second class
Postal
Dining / Pantry
Corridor in 1st class & lavatories
Corridor in other class & lavatories

The level of illumination shall be measured on a horizontal plane 840

mm above floor level and 500 mm from back of every seat. Average
illumination shall be obtained by dividing the sum of illumination at each
seat by number of seats.

Wattages of lamps:

30 w incandescent lamp

20 w, 2 ft long Fluorescent lamp with inverters.

20 w, 2 ft long twin tube with inverters.

15 w Pygmy incandescent lamps

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SK Gupta

Schematic diagram of 110 v DC TL system

R/S 63A

L-1

L-2

F-1

SPM

FDB
16 A
R
R
U

(+)J/B
32A

6A

Alternator

4.5 kw

BCT

110
V
DC

120
Ah

6A

Major Equipment:
a.

Alternator: 4.5 kw, 110V, 3 phase, brush less type, totally

enclosed, reversible shunt wound.

b.

Regulator Board; 4.5 kw.

c.

Battery: - 120 Ah, 110v DC, lead acid / VRLA type

d.

Light: - 15 w /20w, 110v DC.

e.

Fans:- 40 w

f.

V-belts, axle pulley, alternator pulley & v-belts

Protective device:
1. OVR in regulator board
2. HRC fuse (32 A, 16A, 6A)
3. Rotary switch (63 A)

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Schematic diagram of 110 v SG U/S AC coach system

R/S-1

R/S-1

300A

R
R
U

R/S-2

R/S-2

200A
315A

20A

250A

Light
&
Fan ckts

160A

Alternator

R/S-1

R
R
U

18 kw
B
C
R

110
V
DC

110

AC-1

800
Ah
315A

AC-2

20A

V
DC

250A

Major Equipment:
1.

Alternator:- 25 kw/ 22.75 kw/ 18 kw, 110V, 3 phase,

Brush less type, totally enclosed, reversible shunt
Wound.

2. RRU- 25 kw/ 22.75 kw/ 18 kw,

3. Battery charging transformer cum rectifier= 200 A
4. Battery: - 1100 Ah/ 800 Ah, 110v DC, lead acid / VRLA
type
5. AC equipments;
a. Compressor/comp. motor-12.5/10/8.5 hp
b. Condenser / condenser motor- 1 hp/ 0.75 hp
c. Blower motor - 1 hp/ 0.75 hp
d. WRA (Water raising apparatus) - 1.5 hp, 415v/
110v AC/DC motor type.
e. RMPU: - 7.0 tones.
f. Inverter:- 25 kva
g. Light & fans
h. belts, axle pulley, alternator pulley & v-belts
Protective device:
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1. OVR / OVP
2. HRC fuse (500A / 315 A / 250 A / 160A/ 32A/6A)
3. Thermostat, Vane relay, MCBs of various capacities.

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Schematic diagram of 110 v DC RMPU type AC coach system

R/S-1

R/S-1

500A

R
R
U

400A

R/S-2

Alternator

INV-1

B
C
R

110
V
DC

INV-2

110

63A

RMPU11
250A

1100
Ah

R
R
U

Light
&
Fan ckts

250A

25 kw

R/S-1

R/S-2

300A
400A

20A

RMPURMPU-1
2

20A

V
DC

400A

Major Equipment:
1.

Alternator:- 25 kw, 110V, 3 phase, Brush less

type,
totally enclosed, reversible shunt Wound.

2. RRU- 25 kw,
3. Battery charging transformer cum rectifier= 200 A
4. Battery: - 1100 Ah, 110v DC, VRLA /low maintenance
Battery
5. AC equipments;

RMPU: - 7.0 tones.

Inverter:- 25 kva

WRA (Water raising apparatus) - 1.5 hp, 415v/

110v AC motor type

Light & fans

belts, axle pulley, alternator pulley & v-belts

Protective device:
1 OVR / OVP
2 HRC fuse (500A / 315 A / 250 A / 160A/ 32A/6A)
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4. Thermostat, Vane relay, MCBs of various capacities.

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Vapour compression system of air conditioning

CONDENSOR
High
pressure.

L.R
D

COMP.
EXP.
VALVE

Low
pressure.

EVAPORATOR

Liquid

Vapour mixture

Super saturated vapour

In the refrigeration cycle, Freon- 12 or freon-22 is used as refrigerant and

the system is so designed that it changes the state of refrigerant at
various 4 stages.

1.

Compression.

2.

Condensation.

3.

Expansion.

4.

Evaporation.

Compression:
Refrigerant is drawn from evaporator in dry vapour state by suction
strokes of the compressor. In compression stroke, the refrigerant
temperature and pressure being increased to the condensation cooling
level.

Condensation:

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High temperature refrigerant is received in condenser unit where the heat

is rejected with the help of water and natural air of condenser fan, which
results refrigerant returns to liquid state.

Expansion
After condensation, refrigerant is stored in receiver in liquid state till it
needed by expansion valve. Expansion valve is provided just before
evaporator unit; the refrigerant passes through this valve and enters this
evaporator unit with low temperature.

Evaporation:
Expanded/ spreaded low pressured refrigerant enter the evaporator or
refrigerated space and converter into vapour form and refrigerant is
finished. At this stage refrigerant observes the heat through circulating
air with the help of blower fan.

Desirable Properties of Refrigerant:

1. The refrigerant shall be

non-poisonous,

inflammable,

non-corrosive,

non-irritating

2. It shall be no harmful effect on the test, colour or aroma of food

and drinking water.
3. It shall be cheap & readily available in the market.
4. It shall have high latent heat of vaporization.
5. It shall have low boiling point.
6. It shall have low volume per kg, when is gaseous state.
7. It shall have high co-efficient of performance.
8. Easy detection of refrigerant leakage.
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AC COACHES
Types of AC coaches
a.

Self generated-

Conventional &

RMPU type

b.

EOG -

Conventional &

RMPU type

SG (Self generating)
Power supply for AC equipments is met from axle driven transom
mounted brushless alternator rated 110v DC supply.
Equipments:

2 X 18 kw alternator running at > MFO

800 Ah cells,

200A cap battery charger,

415 v, 50 Hz, 3 phase pre-cooling plug- 2 nos,

RRU- 18 kw at 130V

EOG (End-on generation)

Power supply is derived from DG set 415 V/ 750v, 3 phase, 50 Hz. Power
is distributed to entire rake through 2 sets of 3 phase, 415/ 750 v
feeders. Each coach is provided with control, distribution and feeder
arrangement on control panel. The AC equipments works on 415 v supply
and lighting equipment on 110 v AC obtained from 3 KVA, 415 / 190 V, 4
wire step down transformer.
Drawback of conventional type AC coaches:
It has open type of compressor system, so
1.

More spacious, heavy weight, more maintenance cost.

2.

More leakage problem from pipes and joints.

3.

More man power required.

4.

Consuming more, less energy efficient.

Features of RMPU type AC coaches:

1.

Light in weight.

2.

low cost of installation

3.

no water leakage
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4.

Hermetically sealed compressor, so no out side fittings.

5.

Use of 3 phase induction motor, less maintenance cost.

6.

No chance of damage by CRO and flash flood etc.

7.

More energy efficient, modern technology and excellent

performance.

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Comparison of RMPU with conventional AC coach

SN
1
2
3
4
5
6
7
8
9
10
11

Description
weight
Installation time
Refrigerant
Refrigeration charge
System design

Roof mounted
900 kg
4 hrs
F-22 (CHCl F2)
< 3 kg
Hermitically

Conventional
2700 kg
4 days
F-12 (CCl2 F2)
15 20 kg
Open

Refrigerant leak potential

Maintenance
Dust collection
Damage due to CRO
Damage due to flash flood
Performance

sealed
Nil
little
little
NIL
NIL
Excellent

Enormous
Heavy
Heavy
Heavy
Heavy
Deteriorates
quickly due to

12
13
14
15
16

17
18
19
20

latest

dust collection.
Old and

NIL
Taken from roof

absolute.
sometimes
Taken from side

Capacity control

25% to 100% (4

wall of toilet
50% to 100% (2

Down time for repair

compressors)
4 hrs (for

compressors)
4 days (depends

replacement of

upon the

RMPU)

equipment failed)

3 phase I.M.
7.0 x 2
less

DC motor
5.2 X 2
More

By microprocessor

Old conventional

based controlling

method

Technology
Water drop on passenger
Fresh air

Motor used
Tones
Energy consumption
Humidity control

system

Reason of smoke emission in belts or dropping of V-belts

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Source of defect:
a.

PULLEY
1.

Pulley groove angle to large.

2.

Incorrect pulley arrangement

3.

Poor quality of pulley material.

b.

C.

V- BELTS
1.

Mis-match belt sets.

2.

over / under tension of belts

3.

Poor quality of v-belts.

4.

V-belts cord defective / inverting of V-belts in pulley groove.

5.

V-belts over riding

ALTERNATOR & REGULATOR

1. Alternator bearing jammed / over riding.

2. Magnetic locking of the rotor.
3. Over loading of alternator.
4. Load sharing of alternator not proper.

Remedial action:
V- Belts cut & proving EFT from adjacent coach by isolating the L-2
circuit.

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Prevention of fire on 110 V DC SG coaches (SUMMARY)

(Ref: RDSOs LN-

EL/TL/56- 1992)

Sources and prevention:

1.

Excessive current: This is the only [probable cause of electrical

fires on coaches due to inadequate size of cables or any short
circuit. Size of cables on different circuit has been standardized
as per specification EL/TL/48.

2.

Cable size: Aluminum conductor PVC insulated un-sheathed

cable to IS: 694 should be used. Flammability test under clause
15.2 of IS: 694- 1990 (Rev: 3rd).

3.

Earth checking: Two wire unearthed system so at least 2

earths one on (+)ve side and one on (-)ve side are necessary to
cause short circuit. Earth testing should be done by Earth
indicating lamps.

4.

Air clearance: (Ref: EL/TL/48, clause- 3.9.4)

10 mm any live part & coach body.
4 mm- opposite polarities

5.

Damages insulation:

6.

Coach insulation test: (By megger with 500 V in J/B).

In fair weather condition not less than 2 Mega ohms
In adverse weather condition not less than 1 Mega ohm.

7.

Rewiring: Codel life of wiring is 20 yrs. After 15 yrs of service,

the coach wire shall be subjected to simple tests during POH, if
required rewiring should be done. Even after 20 yrs, coach is
not taken up for wiring; the rewiring will be deferred only if
cable passes the test.

8.

Battery Box:
ICF drawing no: ICF/SK-7-1-306
RDSOs drawing no- EL/TL-38(Rev-B) with amendment -1.

SK Gupta

9.

Protective devices: Short circuit is only cause of Electrical fire.

So, HRC fuse / re-wirable fuse have been standardized and
HRC / re-wirable fuse shall be procured from RDSO approved
source only.

10.

Segregation of (+) & (-) cables: All wires shall be segregated by

running them in 2 separate conduits.

11.

Coach wirings accessories:

Connectors,

Cleats,

Grommets & buses,

Conduits,

Insulation tapes,

Distribution fuse board and

Terminal boards all should of ISI

11. Wood and fire retardant paints: By RDSO approved sources.

12. Maintenance schedules: should be as per RDSOs instruction.

SK Gupta

Prevention of fire on AC coaches (SUMMARY of draft)

(Ref: RDSOs LN-

PE/D/O/0008- 2005( RevO))

Sources and prevention:

1. Excessive current: This is the only probable cause of electrical fires
on coaches due to inadequate size of cables or any short circuit.
Sizes of cables on different circuits have been standardized.
2. Cable size: Copper conductor PVC insulated un-sheathed cable to
RDSO

specification

Elastomeric

Cu

no-

cable

to

RDSO/Spec/TL/0027-2002(Rev-0).
RDSO

E/14/01/Pt-1/Rev-II,

composition class V)
3. Earth checking: Two wire unearthed system so at least 2 earths
one on (+)ve side and one on (-)ve side are necessary to cause short
circuit. Earth testing should be done by Earth indicating
lamps.
4. Air clearance: 10 mm any live part & coach body. 4 mm- opposite
polarities (Ref: EL/TL/48, clause- 3.9.4)
5. Damages insulation:
6. Coach insulation test: (By megger with 500 V in J/B).

In fair weather not less than 2 Mega ohms

In adverse weather condition not less than 1 Mega ohm.

Circuit

megger

value

750 V AC

1000 V DC

not less than 5 Mohm

415 V AC

500 V DC

not less than 3 Mohm

230 V AC

500 V DC

not less than 2 Mohm

190 V AC

500 V DC

not less than 2 Mohm

110 V AC

500 V DC

not less than 2 Mohm

7. Rewiring: Codel life of wiring is 20 yrs. After 15 yrs of service, the

coach wire shall be subjected to simple tests during POH, if
required rewiring should be done. Even after 20 yrs, coach is not

SK Gupta

taken up for wiring; the rewiring will be deferred only if cable

passes the test. No joints should be there in any circuit.
8. Battery Box:

ICF drawing no: ICF/SK-7-1-306

RDSOs drawing no- EL/TL-38(Rev-B) with amendment -1.

(Minimum clearance 150 mm at the top of battery for

Maintenance of cell).

Anti-theft arrangement (mild steel rod) as per para 6.12 of

IRS spec no- E-45/1977.

9. Protective devices: Short circuit is only cause of Electrical fire. So,

HRC fuse / re-wirable fuse have been standardized and HRC / rewirable fuse shall be procured from RDSO approved source only.
10. Segregation of (+) & (-) cables: The wiring on U/F and end walls of
the coaches shall be run in rigid steel conduit whereas on the
super structure the cables shall be run in rigid/ flexible PVC
conduits. The (+)ve & (-) cables shall be segregated by running
them in two separate conduits.
Cable from alt to u/f terminal board , u/f terminal Bd to RRU, RRU
to battery is run in steel reinforced venyal flexible hose, type-k-1 of
Finolex.
11. Coach wirings accessories:
Connectors,
Cleats,
Grommets & buses,
Conduits,
Insulation tapes,
Distribution fuse board and
Terminal boards all should of ISI marked.
12. Wood and fire retardant paints: By RDSO approved sources.
13. Maintenance schedules: should be as per RDSOs instruction.

SK Gupta

Maintenance Schedule (TL coaches) - SUMMARY

Train Lighting coaches have following maintenance schedules:

1.

Schedule A (For train Passing station schedule)

- Deficiency of belts
- Loose axle pulley
- Infringement with moving dimension.
- Coaches in dim/dark condition.

2.

Schedule B (Round trip schedule)

General maintenance on lines
- Axle pulley
- Generator pulley
- Belts
- Tensioning gear
- Alternator
- Rectifier cum regulator unit

3.

Schedule C (Fortnightly schedule)

For Primary trains:

4.

- Alternator + RRU

- Tumbler switch

- Axle pulley

- DFB & fuses

- Battery

- EFTs

- Light fittings

- Fans

- Call bell in saloon

- Refrigerator

POH of TL coaches As per RDSOs latest guide lines.

(For details, please read Code of Practice)

SK Gupta

Maintenance Schedule (SG AC coaches) SUMMARY

Pit line or depot maintenance:

(RDSO: RDSO/PE/S/AC/002-99 (Rev-O) - July-1999.)
1. Trip schedule
2. Monthly schedule
3. Three monthly schedule

POH: Every after one year.

[RDSO: ELPS/SCh/AC/01, - Dec- 1993)

Maintenance Schedule (RMPU type coaches) SUMMARY

Pit line or depot maintenance:

(RDSO: EL/TL-AC/Main- sch/001 (Rev-1) 1998).
4. Trip schedule
5. Monthly schedule
6. Three monthly schedule

POH: Every after one year.

[RDSO: EL/AC/POH- sch/002, Nov- 1993

(For details, please read Code of Practice)

SK Gupta

Centralised Electrical Training

Institute,
Thakurli.
CENTRAL RAILWAY

Study material
Of
Refresher Course of
Train Light & Air Conditioning

SK Gupta