An Comp2 Final

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AN

INDUSTRIAL VISIT REPORT

NWR-WR AJMER

Submitted in the partial fulfillment of the award of

Bachelor of Technology

(Rajasthan Technical University, Kota)

In

COMPUTER SCIENCE

2012-2013

Submitted By:

ASISH VERMA

College No.:09CS19

PRE-FINAL YEAR(6TH SEM)


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As I have already described the Practical Training is compulsory

for an Engineering Student. I have an industrial visit at RAILWAY

CARRIAGE WORKSHOP (N.W. Railway, Ajmer Division), Ajmer.

It was highly educative and interactive to take a tour at this

centre. In technical field, theoretical knowledge is incomplete

without practical knowledge and I couldnt find any place better than

this to update myself.

I am highly thankful to our training Coordinator Mr. Deepak

Gupta Sir as well Principal of ECA Mr. M.M. Sharma Sir to grant me

permission to take a visit at such a coveted industry.


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Engineering is not only a theoretical study, but it is implementation of all

we study for creating something new and making things more easy and usefultrough practical study. In the college circulation

We usually get the theoretical knowledge of industries, and a little bit of

implementation knowledge that how is it work? But how can we prove our

theoretical knowledge to increase the productivity or efficiency of the

industry?

To overcome such problem we the student of Engineering Colleges are

supposed to go on the an industrial visit as well as Practical Training of 30 Days

as in our summer vacations as the time is predefined to be familiar with

industrial environment. I have taken an Industrial visit at Indian N.W.

Railway Ajmer.

Last I can say that is was a great experience to understand the working

of various part of railways under such experienced Engineers and Staff

members. I gained a lot of knowledge and truly felt the industrial environment

during my training. Really without this practical training, only theoreticalengineering is nothing.

Today, in day to day increasing distances, railway provides the best means of

transportation and communication in India .The facilities offered by Indian

railways are characterized by new and advanced technologies, large number of

passengers, more facilities, efficient staff and infrastructure.


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This is my industrial visit report which contains a detailed description of the

various workshop parts of Railway Carriage workshop, North Western Railway,

Ajmer Division, Ajmer. The major source of material for preparing this

practical training report is verbal lectures given to me by engineers at

different railway technical sites.

ARPITA ARORA

College No.:09CS16

PRE-Final Year (VI Sem)


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INDEX

1. Acknowledgement ..1 2. Abstract..2 3. Working & Maintenance of various parts of Train ...4

a. Bogie ..5 i. Bogie Part & Description 5

b. Coaches .7 i. Designation of coaches in different classes ..7

ii. Accommodation types .8

4. Railway Coupling .8 a. Buffers & chain ..9

5. Link & Pin ..12 6. Chain Pulling & Air Breaks .13 7. Train Maintenance .14 8. Cleaning and Stabling15 9. Wheel Lethe15 10. Lifting16 11. Maintenance Workshops17 12. Conclusion .19

Working and maintenance of various parts of a train

BOGIE

Bogie Parts & Description

Introduction

The bogie, or truck as it is called in the US, comes in many shapes and sizes but it is inits most developed form as the motor bogie of an electric or diesel locomotive or an EMU.
http://www.railway-technical.com/bogie1.shtmlhttp://www.railway-technical.com/bogie1.shtmlhttp://www.railway-technical.com/bogie1.shtml


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Here it has to carry the motors, brakes and suspension systems all within a tight envelope.It is subjected to severe stresses and shocks and may have to run at over 300 km/h in a highspeed application. The following paragraphs describe the parts shown on the photographbelow, which is of a modern UK design. Click on the name in the picture to read thedescription.

Bogie Frame

Can be of steel plate or cast steel. In this case, it is a modern design of welded steelbox format where the structure is formed into hollow sections of the required shape.

Bogie Transom

Transverse structural member of bogie frame (usually two off) which also supportsthe carbody guidance parts and the traction motors.

Brake Cylinder

An air brake cylinder is provided for each wheel. A cylinder can operate tread or discbrakes. Some designs incorporate parking brakes as well. Some bogies have two brake

cylinders per wheel for heavy duty braking requirements. Each wheel is provided with abrake disc on each side and a brake pad actuated by the brake cylinder. A pair of pads ishung from the bogie frame and activated by links attached to the piston in the brakecylinder. When air is admitted into the brake cylinder, the internal piston moves these linksand causes the brake pads to press against the discs. A brake hanger support bracketcarries the brake hangers, from which the pads are hung.

Primary Suspension Coil

A steel coil spring, two of which are fitted to each axlebox in this design. They carrythe weight of the bogie frame and anything attached to it.


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Motor Suspension Tube

Many motors are suspended between the transverse member of the bogie frame calledthe transom and the axle. This motor is called "nose suspended" because it is hung betweenthe suspension tube and a single mounting on the bogie transom called the nose.

Gearbox

This contains the pinion and gearwheel which connects the drive from the armature tothe axle.

Lifting Lug

Allows the bogie to be lifted by a crane without the need to tie chains or ropes aroundthe frame.

Motor

Normally, each axle has its own motor. It drives the axle through the gearbox. Somedesigns, particularly on tramcars, use a motor to drive two axles

Secondary Suspension Air Bag

Rubber air suspension bags are provided as the secondary suspension system for mostmodern trains. The air is supplied from the train's compressed air system.

Wheel Slide Protection System Lead to Axlebox

Where a Wheel Slide Protection (WSP) system is fitted, axleboxes are fitted withspeed sensors. These are connected by means of a cable attached to the WSP box cover onthe axle end.

Loose Leads for Connection to Carbody

The motor circuits are connected to the traction equipment in the car or locomotiveby flexible leads shown here.

Shock Absorber

To reduce the effects of vibration occurring as a result of the wheel/rail interface.

Axlebox Cover

Simple protection for the return current brush, if fitted, and the axle bearing

lubrication.


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General description of coach

Designations of coaches in different classes

Some changes were recently (as of 2010) made to the classes of travel:

AS-1 to B-1 (for AC three-tier) 2S-1 to D-1 (second class sitting) EC-1 to E-1 (executive class) GC-1 to J-1 (Garib Rath Chair Car).

However, there is no change in the abbreviations of other classes.

Sleeper coaches' designations are unchanged: S-1, S-2, etc. 1st AC coaches' designations are unchanged: H-1, H-2, etc. AC 2-tier coaches' designations are unchanged: A-1, A-2, etc. First class coaches' designations unchanged: FC or F. AC Chair Car coaches' designations unchanged: C-1, C-2, etc. B-1, B-2, etc. : AC 3-tier (formerly AS-1, etc.) D-1, etc. : Second-class sitting (formerly S-1, or SC-1, etc.) E-1, etc. : Executive class (formerly EC-1, etc.). J-1, etc. : Garib Rath chair car (formerly GC-1, etc.) Garib Rath AC 3-tier coaches' designation is unchanged (G-1, etc.). SL1, SL2-The Reserved Seating-cum-luggage rake of Janshatabdis - Generally the 1st and last

coach of jan shatabdi marked as SL1 and SL2

The following are combo coaches AB-1, AB-2 etc- AC 3 tier-2 tier combo where 1/2 coach is a 3 tier AC (LB, MB, UB) and

remaining portion 2 tier AC (LB, UB) HA-1, etc- AC First class- 2 tier AC combo where 1/2 coach is 2 tier AC without cabins and

remaining are cabins similar to AC First class, the classes separated by a door inside HB-1- Combo of AC first class with AC 3 tier PS-1- Combo of Pantry Car with 2nd Seating-Present in Pallavan Express and its counterpart

Vaigai Express

Accommodation Types

The following class-accommodation combinations have been created for the system.

I AC. Berths for night and seats for day. Both berths and seats are considered identical withrespect to fare and accommodations.

AC 2 -tier sleeper. Berths for night and seats for day are considered identical with respect tofare. The extent of accommodation for night journey and day journey (that is, sitting andsleeping accommodation) generally remains the same.

I Class. Berths and seats are considered identical with respect to fare but during the day,number of seats are greater than the number of berths during the night.


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Executive Chair Car

AC 3-Tier

AC chair car

Sleeper class berths

II Class sitting (Day coaches )

General Coaches

AC 3-tier Economy (3E)

Railway Coupling

Buffers and chain

Chain coupler detail (train in shunting mode). The standard type of coupling on railwaysfollowing the British tradition is the buffer and chain coupling used on the pioneering Planetclass locomotive of the Liverpool and Manchester Railway of 1830. These couplings followedearlier tramway practice but were made more regular. The vehicles are coupled by hand usinga hook and links with a turnbuckle-like device that draws the vehicles together. In Britain,this is called a screw coupling . Vehicles have buffers, one at each corner on the ends, whichare pulled together and compressed by the coupling device. This arrangement limits the slackin trains and lessens shocks. In contrast, Janney couplers encourage comparatively violent

encounters in order to engage the coupling fully. The earliest buffers were fixed extensionsof the wagon frames, but later spring buffers were introduced.
http://en.wikipedia.org/wiki/File:Chain_coupler_detail.jpg


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Coupling is done by a worker, who must climb between the cars. First he turns areleasing screw (an aid with two opposite windings, and it does not uncouple the train itself)to the loose position, and then he can hang the chain on the hook. After hanging the chain onthe towing hook the releasing screw must be turned to the tight position. When the coupleris uncoupled, it must be hung on the idle hook to prevent damage to itself or the brake pipes.Only shunting is permitted with a dangling chain. Disconnected brake pipes must be hung on

hooks. (The picture shows two coupled cars, with a single brake pipe.)

The hooks and chain hold the carriages together, while the buffers keep the carriagesfrom banging into each other so that no damage is caused. The buffers can be "dumb" orspring-loaded. That means there are no run-in forces on the coupler. The other benefitcompared with automatic couplers is that its lesser slack causes smaller forces on curves;there is a lower probability of a broken coupler in a curve than with automatic couplers. Thedisadvantage is the smaller mass of the freight that can be hauled by that coupler (maximum3,000 t/2,953 long tons; 3,307 short tons).

Early rolling stock was often fitted with a pair of auxiliary chains as a backup if themain coupling failed. This made sense before the fitting of continuous fail-safe brakingsystems.

On railways where rolling stock always pointed the same way, the chain might bemounted at one end only, as a small cost- and weight-saving method.

Three-link couplings

A peculiarly British institution was the "loose-coupled" freight train. This used three-link chain couplings with no means of drawing the wagons together: since such trains were notfitted with an automatic through-train braking system there were no pipes to connectbetween the vehicles. The couplings in the train were kept taut by the last vehicle of thetrain being a heavily ballasted guard's van with its brakes set slightly on. This helped preventsnapped couplings. Such trains travelled at low speeds and were phased out in the 1970s.

Center-buffer-and-chain(s)

Coupling of Benin 1,000 mm (3 ft 3 3 8 in) gauge - Centre buffer and twin chains
http://en.wikipedia.org/wiki/File:Coupling_BN_CB&Chains.JPG


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Centre buffer and screw chain below; Cambodia 1,000 mm (3 ft 3 3 8 in) gauge

Problems with buffers and chain

Buffer-locking

The buffers and chain coupling system has a maximum load much less than that of theJanney coupling. Also, on sharp reverse curves, the buffers can get buffer-locked by slippingover and onto the back of an adjacent buffer. Although careful track design makes thisoccurrence rare, an accident at a Swiss station in the 1980s was caused by buffer-lockedwagons.Buffer-lock could be caused on the very sharp turnouts by the older, roundedbuffers. The newer buffers are rectangular and they are wider than they are tall. They arenot so flat, so they rarely cause buffer-locking.

Variation with gauge

The width between the buffers tends to increase as the gauge increases or decreaseas the gauge decreases, so that if wagons are changed from one gauge to another, thebuffers will no longer match. This occurs because the buffers are originally extensions ofthe frames, which are spaced according to the gauge. Conversely, as gauge gets smaller, thedistance between the buffers reduces also. The height of the buffers is usually lower onnarrow gauge railways, corresponding to the generally lower height of the rolling stock. In

short, if rebuilding wagons from one gauge to another, more work is needed.Dimensions

Dimensions showing variation by gauge.

Standard gauge - Englando Height: 3 ft 5 1 2 in (1,054 mm)o Separation: 6 ft (1,829 mm)

Meter gauge - Senegal/Mali Jane's World Railways 1969 - 1970 editiono Height: 29 3 4 in (756 mm)o Separation: 49 1 8 in (1,250 mm)
http://en.wikipedia.org/wiki/File:Coupler_Centre_Buffer_and_screw_below_Cambodia_1000mm.jpg


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vents the main brake pipe. The sudden drop in pressure lifts the valve piston allowing compressed airfrom the auxiliary cylinder to push the brake piston and jam the brakes against the wheels bringingthe train to a stop.

How Air Break Works

1. First we have to understand that air is everywhere, even you were hiding inside the coffin, youcould still feel the air, am i right? However hydraulic press parts that use fluid isn't. Am i right?

2. Trains, buses and tractor-trailers use air- brake systems so they dont have to rely on the hydraulicfluid in car braking systems, which can run out in the event of a leak. All of these types oftransportation are weighed down by heavy passenger or cargo loads, so safety is of the utmostimportance. A speeding locomotive that relied on hydraulic press rebuild or liquid brake would turninto a deadly steel bullet if the brake system suddenly busted a leak. There are 3 major steps on

using air brake:

3. Charging: The system must be pressurized with air before the brakes will release. At rest, thebrakes remain engaged. Once the system reaches its operating hydraulic press, the brakes are freedand ready to use.

4. Applying: As the brakes are applied, air pressure decreases. As the amount of air decreases, thevalve allows air back into the reservoir tanks, while the brakes move to the applied position.

5. Releasing: Once the brakes are applied and the air escapes after braking, the increased pressurereleases the brakes.

6. Diagram above shows the foundation brakes, which are the most common air-brake systems foundin trucks and buses and work the same way as in rail cars. Using the triple-valve principle, air builds


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up inside the brake pipes or air lines, releasing the brakes. Virtually all of the roadgoing vehiclesequipped with air brakes have a graduated release system where a partial increase in pressuredictates a proportional release in brakes.

Train Maintenance

Train Maintenance

Introduction

An essential ingredient in the successful running of a railway is a well maintained system.Train maintenance is very important and this page outlines the methods and systems used inmodern train maintenance.

.

Background

Railways are made up of complex mechanical and electrical systems and there arehundreds of thousands of moving parts. If a railway service is to be reliable, the equipmentmust be kept in good working order and regular maintenance is the essential ingredient toachieve this. A railway will not survive for long as a viable operation if it is allowed todeteriorate because of lack of maintenance. Although maintenance is expensive, it willbecome more expensive to replace the failing equipment early in its life because maintenancehas been neglected.

Rolling stock is the most maintenance intensive part of the railway system and is themost vulnerable if maintenance is neglected. A stalled train will block a railway immediatelyand will reduce a timetable on an intensively used system to an unmanageable shambles forthe remainder of the day. Reliability is the key to successful railway operation andmaintenance should be the number one priority to ensure reliability is on-going.

Cleaning and Stabling

Trains are stabled in depots or sidings when not in use and they need to be cleanedand serviced. Cleaning means a regular exterior water wash and interior sweeping anddusting or vacuuming. At longer intervals, seating upholstery and carpets must beshampooed. Exterior washing is usually means a drive through washing machine which willwash the sides and, perhaps, the roof. Suitable facilities must be provided in the stablingareas where trains are stored. Water, power and toilet cleaning systems need to beprovided in such areas, adjacent to each train to be serviced. Access to trains must bedesigned so that cleaning staff can reach them safely whilst carrying their equipment. Thisusually means floor height walkways alongside trains or at least up to the first car of a set ifthrough inter-car connections are available.

The layout of a stabling area is important. Ideally, each road should have an exitroute at each end, so that, if one end gets blocked for any reason, trains can still get out theother end. There is no reason why two trains should not be stabled on each road if the


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length is right, again provided an exit is available at each end so that, if one train fails and isnot sent out on time, the other is not blocked in. Of course, site availability is always anissue and compromises are inevitable. It may even be necessary to stable two trains on asingle ended track. Even this is viable if management of the fleet is flexible and allowstrains due for entry into service to be swapped at short notice. This is one of the essentialskills of a good depot supervisor.

Train stabling areas are traditionally outdoors largely because of the expense ofconstructing large sheds. However, covering the stabling areas with some sort of weatherproof structure is always preferable. It protects the trains and the staff working on oraround them and reduces contamination by pollutants, frost, snow and wind damage. Acovered area will also provide some benefit in hot conditions and could help to reduce the airconditioning costs.

Wheel Lathe

Most modern depots are equipped with a wheel profiling facility known as a wheel lathe.These are normally designed so that the wheels can be reprofiled while still on the train.Removing the wheels requires the train to be lifted and this is an expensive business andvery time-consuming. To avoid this, the underfloor wheel lathe or "ground" wheel lathe wasdeveloped like the one shown in the photo left.

Wheels can be removed from a train by a "wheel drop", where the wheelset is loweredunderneath the train into a basement below the depot floor. Sometimes, whole toolroomsare provided in such areas but the ground conditions sometimes make such places difficult tokeep dry and difficult to conform with modern evacuation requirements.

Modern wheel lathes can also reprofile a wheelset which has been removed from the train.Otherwise a separate wheel turning facility has to be provided in the workshop. Cutting hasbeen the most common method of reprofiling but, recently milling machines, have beenmaking a comeback as they can offer a longer tool life and better tolerance control ondiameters.

Train wheels wear just as car tyres do and they need to be checked regularly. When thewear reaches certain limits, the treads either have to be reprofiled to the correct shape or

the wheels replaced. Reprofiling wheels is a slow and expensive process but train and wheeldesign and maintenance has improved considerably over recent years, reducing the periodsbetween visits for reprofiling. Even so, there are still persistent cases of railways running
http://www.railway-technical.com/Wheel-lathe.jpg


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into unforeseen or unusual wheel wear problems and the wheel/rail interface still needs a lotmore research before it is fully understood.

Some modern wheels lathes are designed to turn both wheelsets on a bogie at the sametime. These "double-headed" lathes have developed as a result of electronically controlledAC motors, which require that the motors in the same circuit turn at the same speed so as to

match the inverter frequency. This makes it essential that wheel diameters with motorswithin a traction power circuit are equal.

Even if wheels, by some lucky combination of circumstances, do not wear significantly,reprofiling to remove work-hardened metal is likely to be needed at around 1 million km,otherwise Martensite fragments can drop out of the wheel tread, leading to the type ofdamage shown in the photo above. This damage can also be caused by local overheatingduring skidding and/or braking.

Lifting

The traditional method for accessing bogies was to lift the car body off the bogies byuse of an overhead crane or cranes as shown in the left hand photo below. Each vehicle to belifted has to be separated from its fellows in the train and dealt with separately. If one carin a set is defective, it has to be uncoupled and pushed into the shop for lifting. To accessthe bogies, the overhead crane is used to lift one end while the bogie is rolled clear and thenthe body is lower onto stands. A quicker lifting method is to use two cranes which lift bothends of the car body together and free both bogies at the same time. The body can then beremoved to another part of the workshop for maintenance.

Car being lifted in a workshop by a pair of overhead
http://www.railway-technical.com/Central-Line-Car-Lifting.jpghttp://www.railway-technical.com/NS-Car-lift.jpghttp://www.railway-technical.com/Wheel-Damage.jpghttp://www.railway-technical.com/Central-Line-Car-Lifting.jpghttp://www.railway-technical.com/NS-Car-lift.jpghttp://www.railway-technical.com/Wheel-Damage.jpghttp://www.railway-technical.com/Central-Line-Car-Lifting.jpghttp://www.railway-technical.com/NS-Car-lift.jpghttp://www.railway-technical.com/Wheel-Damage.jpg


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cranes

Jacks are the usual method of lifting nowadays. Vehicles can be lifted individually or,if a fixed formation is used for normal service, more recent practice has been to lift thewhole train set. This is done by synchronised jacks. The jacks are linked by control cablesand controlled by one person from a control desk. The big advantage of this system is that

you don't have to break up the train into individual cars to do the work on one vehicle. Thetime saved reduces the period the train is out of service.

Again, the lifting system is synchronised to allow several cars to be lifted at the sametime if necessary. This is quicker then uncoupling each vehicle, especially if there is only onerequiring attention.

Another system used in some shops is the bogie drop. The train is run over the liftingroad, which has a pit and is positioned so that the bogie to be removed is located over a

special section of track. The bogie requiring removal is disconnected from the train, usingthe pit for access. The car bodies are then lifted, leaving the disconnected bogie on thetrack. The section of track where the bogie is located can now be lowered into a basementarea and the bogie removed and replaced by a fresh one.

A variation of this system has the train lifted by raising the sections of track underthe bogies. The car bodies are then supported by stands placed under them and the bogiesto be changed are disconnected. Once free, they are lowered to floor level and serviced orexchanged for new bogies. Turntables can be installed to assist in the removal of the bogies

to other maintenance areas.Maintenance Workshops

It is still common to see workshops for railways provided with tooling and equipment toallow a full range of engineering tasks to be undertaken. This will include milling, boring,grinding, planning and cutting machines as well as part cleaning facilities (including bogiewashing and car under frame cleaning or "blow-out" as it is sometimes called), plus electronicand pneumatic testing shops. Good storage and materials management facilities are also

needed. Computerized systems are now widely available.Not only does the rolling stock require maintenance but also track work, traction

power equipment, signaling, communications equipment, fare collection systems, electronicsof all types and buildings maintenance. The main depot of a railway has to be equipped tohandle all these. Works trains will be needed to ferry equipment and staff to work sitesalong the line and these will be serviced at the depot. Refueling facilities will be needed fordiesel locomotives and DMUs. Storage for hazardous materials and fuel must be in a secureplace with proper fire protection facilities. Waste disposal must also be properly managedand waste recovered if possible.


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Example - Wheel Inspection

As an example of how train maintenance has developed, we can look at wheels andaxles. Wheels and axles were vulnerable to fracture, particularly in the early developmentof railways when manufacturing techniques were not as sophisticated as today, and they werechecked daily for visual signs of damage. Many railways painted a white mark over the wheeltyre and hub so that any movement of the tyre on the hub was immediately noticeable.Wheels were also "tapped" - struck with a hammer to ensure a "ring" was heard so as toconfirm there were no cracks. In spite of these checks, there were occasional andsometimes spectacular accidents due to wheel or axle fractures on trains in service.

As early as the 1930s, techniques were developed to test axle integrity by electricalmeans. Magnetic particle testing was one system used, where energized particles of steelwere applied to axles to determine the location of cracks. In the 1950s, an early form ofultrasonic testing was used. Nowadays, such systems are standard. This type ofdevelopment process has taken place for all rolling stock systems, including those onlocomotives, coaches and wagons.

Example - Brake Maintenance

Train brakes were always inspected regularly. In the early 1900s, electric multipleunits (EMUs) used in London (UK) were inspected every three days, most of the workconcentrating on replacing brake shoes (often called brake "blocks" in the UK) and adjustingthe complex rigging used to connect the single brake cylinder to the blocks on each of thewheels. Many designs used two blocks on each wheel, a design known as "clasp" brakes.Setting these up to get even braking on all wheels was a skilled job requiring at least two menunder the vehicle. As the blocks were usually made of cast iron and weighing around 28 lbs.(12.7 kilos), they were awkward to access and fit. On cars with traction motors, it was moredifficult due to the reduced clearances. Later designs reduced the rigging, so that eachbogie had a cylinder or, on modern trains, each wheel or even each block had its own brakecylinder. The skill requirements were reduced but the bogie became very crowded and blockchanging became a job for very slim athletes.

Modern trains usually have disc brakes and pads are used instead of blocks. These areeasier to change, being smaller than blocks, but the modern bogie is still a very crowdedplace - see Bogie Parts. During inspections of brake parts, only a percentage of blocks orpads get changed and a lot of time can be wasted looking at them to see the state of wear.Recently, a system developed in the UK called Padview, has been introduced to some depots.Padview takes a video image of the brake pads of a train as it enters the depot and comparesthe image with a computer stored image of a pad. The comparison generates a "go-nogo"output to tell the supervisor if the pad needs changing. A similar system has also beendeveloped for checking wheel wear.

Aside from the mechanical features of brakes under the cars, a test of the operationof the braking system has traditionally been mandatory on a daily basis. Not all railwaysinsist that wheels are checked to see if the blocks are applied on each but this is normallydone during "reblocking". However, a test to see that the brake pipe is continuous


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throughout the train is essential, especially after coupling or uncoupling and aftermaintenance work. This is normally done by charging the brake pipe fully from one end ofthe train and checking that it has charged at the other end. This is followed by a reductionin pressure from one end and a check that the pressure has fallen at the other end. On USfreight railroads, the train will have a system which electronically checks the pressure atthe remote end to eliminate the manual check. See EOT Device for more information.

Modern brake systems can incorporate pressure sensors which determine brakecylinder pressure or even brake pad pressure. The reading is sent to an on-board computeror data unit and alarms are provided in the driver's cab if a unit reveals an unsafe condition.In maintenance, this facility can be used to download data indicating wear, failures or likelyfailures. Such facilities are now part of modern train maintenance management.

CONCLUSION

Indian Railways, as an organization is a very vast center of telecommunication initself. Today the telecommunicating world is getting its roots, grabbing the new era morefirmly. We think that our training was an success and we think that Indian Railways was anexcellent training institute for inquisitive emerging engineers. In Indian Railways, training is

given to engineering aspirant desiring to secure future in the dynamic world ofTelecommunication.

The main achievements of the training at Indian Railways are that we got familiar with thelatest technologies and principles of networking. The main achievement could be said to getknowledge about recent technologies introduced in Indian Railways. We got experience as tohow to organize the things. After the completion of the training we consider ourselves

capable of facing any other challenge of that type. The training at Indian Railways cultivatedthe zeal of inquisitiveness and the excitement to know more than more about this field inlimited duration.


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