7 raj dhani

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INTRODUCTION

Rajdhani express is a passenger train service in India

connecting New Delhi with other important destinations,

especially capitals. Rajdhani express with first introduced in

1969 for providing fast connections 9upto 140 km/hr. Speed

varies depending on particular track selection0 from various

railway station in the capital city of New Delhi to the capital

cities of various states of India. The first Rajdhani Express left

New Delhi station for Howrah Station to cover a distance of

1445 kilometres in 16 hours 55 minutes.

This train gets the highest priority in the Indian Railway

network. They are full air conditional passengers are served

complimentary meals during the journey, depending on the

duration and timing of the journey; these could include lunch,

high tea, dinner, morning tea and breakfast. The Rajdhani

express is built by LHB (LINKÉ HÖFMANN BÜSCH) and is of

EOG (END OF GENERATION) type of coach. However, a

German Company “ALSTHOM” makes the recent coaches.

TECHNICAL DETAILS

Engine.

Bogies.

Couplers.

Air Conditioning.

Doors.

Water supply and disposal.

Toilets.

Other equipment.

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ENGINE

The Sealdah Rajdhani express connects Sealdah and Delhi.

It is the second faster train after Sealdah-New Delhi Duronto

Express on the Sealdah-Delhi sector. It operates as train

number 12313 from Sealdah to New Delhi railway station and

as train number 12314 in the reverse direction. A WAP-7

locomotive regularly hauls the train. Sometimes WAP-5/WAP-

4 locomotives can be seen as an off link.

WAP-7 It is a moderate speed high power locomotive

developed by ‘Chittaranjan Locomotive Works’ by modifying

the gear ratio of existing WAG 9 class. It is capable of hauling

trains at speed ranging between 140 and 180 km/hr. The WAP-

7 is actually a modified version of the WAG-9 freight locomotive

with modified gear ratios and is set to replace the fleet of WAP

4’s, the most widely used passenger locomotive today. It is

maximum speed rating of 180 km/hr. The WAP-7 has the

highest acceleration figures while hauling mail/express trains.

The WAP-7 can also haul load of 24-26 passenger coaches. It

is also known to haul 18 heavy weight Air-conditioned

coaches. At a trial conducted by Indian Railways, it has

clocked a speed of 184 km/hr. It is the most successful

passenger locomotive on the Indian Railways roster after the

WAP-4. It is used to haul premium trains like Rajdhani Express

and the Shatabdi Express apart from other regular mail/

express trains.

WAP-7 locomotive can deliver 6000hp with regenerative

braking being one of its salient features. The regenerative

braking is deployed on down gradients conserving energy to

the tune of 30-35 percent. It has an inbuilt microprocessor

based fault diagnostic system to make trouble shooting easier.

Another feature of this locomotive is that it eliminates the need

to have separate EOG sets for air –conditioning in long

distance trains hence providing significant amount of saving on

maintenance and running costs. This Technology, Called HOG

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or ‘’Head On Generation’’, transfers electric power from the

loco’s pantograph to the coaches instead of ‘’End on

Generation’’ in which a power car equipped with diesel

generator capable of generating adequate power of 3-phase

50-cycle+15v/750v AC is provided at either end of the train

rake to supply power.

SPECIFICATIONS

Manufacturers Chittaranjan Locomotives Works

Motors 3-Phase Squirrel Cage Induction Motor

Voltage 2180V

Current 270/310A

Power 4740KW

Speed 1283/2484RPM

Torque 6330-7140NM

Cooling Forced Air Ventilation

Efficiency 95%

WAP-5 It is the name of a class of electric locomotive used

by Indian Railways. The first 10 locomotives were imported

from ABB in Switzerland in 1995.Chittaranjn locomotive works

(CLW) Started production in 2000.It was designed to haul 18-

coach passenger trains at 20km/h. It is the first 3-phase

locomotive in India.

Other notable features of this locomotive are the provision of

taps from the main transformers for head end power, pantry

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loads, flexible gear coupling and wheel mounted disc brakes.

Braking systems include 160 KN loco disc brakes, automatic

train air brakes, and a charged spring parking brake.

Some of the units homed at Vadodara shed have air-

conditioning. The production had been paused for a long time

due to an indigenous replacement of the Hearth coupling. Now

the production has resumed with the indigenous replacement.

SPECIFICATIONS

Manufacturers Chittaranjan Locomotive Works

Motors 3-phase squirrel cage induction Motor

Voltage 2180 V

Current 370/450 A

Power 1150 KW

Speed 1583/3147 RPM

Torque 6930/10000 NM

Cooling Forced air ventilation

Efficiency 96

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WAP-4/WAP-4E It is a common electric locomotive used in

India. It is capable of hauling 26 coaches at a speed of 140

km/hr. The locomotive was developed, after a previous class

WAP-1 was found inadequate to haul the longer, heavier

express trains (24-26 coaches) that were becoming mainstay

of the Indian Railways network. It was introduced in 1994.

Electrical are traditional DC loco type tap chargers, driving 6

traction motors arranged Co-Co fashion. This locomotive has

proved to be highly successful, with over 800 units in service

and more being produced. Newer examples have been fitted

with Microprocessor Controlled diagnostics, Static Converter

units and roof mounted Dynamic Brakes.

The class is used to haul the premier Rajdhani and Shatabdi

Expresses at 140 Km/hr. In trials, the locomotive has achieved

a top speed of 169 Km/hr., though Indian Railways limits its top

speed to 140 Km/hr. with a 24 coaches passenger train, the

acceleration time per distances are –

110 Km/hr. – 198 Seconds (4.8 Km)

120 Km/hr. – 260 Seconds (7.5 Km)

130 Km/hr. – 445 Seconds (13.5 Km)

Starting tractive effort – 32000 Kg/force

SPECIFICATIONS

Manufacturers Chittaranjan Locomotive Works

Voltage 1270 V

Current 1040 A

Power 1160 KW

Speed 690 RPM

Transformer 5400 KVA, 32 taps (Forced oil with Forced Air)

Lead acid battery 50 Cells

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BOGIES

The FIAT-SIG bogie is a welded H frame type based on the

Eurofima standard. The wheel base is 2560 mm, the wheel

diameter new 915 mm and at maximum wear 845 mm. Main

features of the bogie are primary suspension with articulated

arms and coil springs, secondary suspension of integral flexi coil

type with coil springs and rubber pads on top and bottom, anti-

roll bar, vertical and transverse shock absorbers and anti-

hunting dampers. For braking on each axle two disc brakes with

640 mm diameter, brake cylinders and automatic slack adjuster

are provided.

ACCUMMODATIONS IN RAJDHANI EXPRESS-

The Rajdhani Express contains 21 coaches in total. The

coaches are as blow-

a. Two Luggage/ parcel cum Generator cum break van one

of which is provided with the guard’s cabin.

b. Two AC Hot Buffet Cars (i.e. pantry cars).

c. Ten AC 3-Tiers (both of which may be increased

according to demand).

d. Five AC 2-Tiers.

e. Two First AC.

The fully are conditioned First AC, 2-tier & 3-tier are used for

passenger accommodation with superior luxurious journey.

The pantry car provides complimentary meals for the

passengers. The power car generates Electrical energy for

supplying power to the coaches. There are five different types

of coaches now we discuss about this coaches - A. LUGGAGE/PARCEL CUM GENERATOR CUM BRAKE VAN

ONE OF WHICH IS PROVIDED WITH THE GUARDS CABIN-

Indian Railways have 46,038

various types of coach and

around 3000 of new coaches are

being added annually to the

system. There are three-power

supply system as existing over

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Indian railways to provide illumination, fan, air-

conditioning and other miscellaneous need of electricity

for travelling passengers. This are-

I. SELF-GENERATING (SG) - 2x25 kW alternators for ac

coach and 1x4.5 kW for non-AC coach is mounted

under slung, driven by a pulley-belt arrangement when

driving pulley is mounted on coach axle. Output is

rectified and charges 110 V DC battery for continuous

power supply to AC and non-AC coach. AC load of roof

mounted packaged units is supplied by converting DC

into 2x25 kVA inverters. This system is followed over

trains having a combination of AC and non-AC

coaches.

II. END-ON-GENERATION (EOG) - Two power cars each

equipped with 2x50 kVA DG sets one at each end of the

train supplies 3-phase power at 750 V AC power to

each electrically interconnected air-conditioned coach.

The voltage is stepped down to 3-phase 400v and

supplied to standard voltage equipment on each coach.

EOG system is followed for fully air-conditioned train

like Rajdhani, Shatabdi, Duronto, GaribRath, Premium

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special trains. Import of LHB class of coaches from

Germany is provided with the EOG system with a

promise to provide SG system design for indigenous

manufacturing.SG technology given was a complete

failure and Iris still struggling to develop designs for the

last 15 years.

III. HEAD-ON-GENERATION (HOG) - Power is supplied from

the train locomotive at the head of the train. The single-

phase 25kw transformer of the electric locomotive is

provided with hotel load winding which is converted to

three phase AC at 750v using 2x500-kVA inverter and

supplied to the same system as that of EOG. In case of

diesel locomotive, three-phase alternator is mounted on

the traction alternator and feeds the hotel load. This is

the most efficient system as the cost of power is about

25% less as compared to EOG, but the system is still

under development for the last 30 years. The other

class of train namely electrical multiple unit and main

line electrical multiple units employs the same system

for coach lighting. The system is similar to what is

followed in train-set composition of train having a power

unit at head as well as on tail and power the entire load

of the coach for comfort.

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B. HOT BUFFET CAR OR PANTRY CAR-

Each vehicle is equipped with a pantry for storing cold and

hot meals, which are to be served to the passenger at

their seats. In the gangway between the passenger room

door and the entrance is on one side the pantry and on

the other side the storage area. A double leaf sliding door

and the storage area close the pantry by roller shutters.

On the left side 35 litres water boiler, a sink and racks are

provided. The other side is equipped with three hot cases,

the bottle cooler, the refrigerator and the deep freezer for

the 78 passengers. The storage area gives space for

racks and for the serving trolley.

LIST OF STANDARD EQUIPMENT PROVIDED IN PANTRY

CAR OF LHB COACHES:

C. AC 3-TIERS-

The AC 3 tier is the cheapest of the AC options and the

only discomfort is that instead of being a 2x2seating it is

3x2 seating. It has three tiers of bunks-upper, middle and

lowers on the side and two (upper and lower) along the

other side of the aisle. It is more crowded than AC 2 tier,

SL. NO.

EQUIPMENT DESCRIPTION

LOADS (WATTS)

QUANTITY (NO.)

TOTAL LOAD (WATT)

1 Deep Freezer, 230 Lts 400 1 400

2 Bottle Cooler, 90 Lts 200 1 200

3 Hot Case (140 Meals) 1600 1 1600

4 Insect Killer 20 2 40

5 Oven Toaster Grill 1200 1 1200

6 Water Boiler 1 2000/3000 1 2000/3000

7 Water Boiler 2 2000/3000 1 2000/3000

8 Water Boiler 3 2000/3000 1 2000/3000

9 Electric Burner 1 2000 2 4000




13 Refrigerator. 310 Lts 300 1 300

14 Electric Chimney 300 1 300



TOTAL LOAD (Watts) with 2.0 kW Water boiler 28540

TOTAL LOAD (Watts) with 3.0 kW Water boiler 31540

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and it lacks the privacy curtains and individual berth lights

found in AC 2. You are still provided with bedding for

overnight trains. There are also plug points for charging

through they are unreliable at times. The washrooms

have western style WC and Indian Style; they are

normally very clean but depending on how the other

passengers use then their usability decreases.

D. AC 2-TIERS- Not too different from the AC 1, the AC 2 tier does not

have a lockable door and the additional space for

luggage. However, it is very peaceful way to travel across

India. It is very comfortable and the bedding (pillow,

blanket and bed sheet) are provided. The air conditioning

can fluctuate and so the temperature can very but overall

it is a good experience. For people over the height of 6.2

ft. your legs might stick out of the sleeper. Even in the AC

2 tier, the seats can be pulled down and converted into

seats for daytime use. Each AC 2tier also has a reading

light and common power connections for the four

passengers. The washrooms have western style (WC)

and Indian style they are normally very clean but

depending on how the other passengers use them, their

usability decreases. E. TWO FIRST AC-

This has an old school train travel charm. A coupe with

four beds, a lockable door and all necessary bedding. The

berths convert to seats for daytime use. AC 1 is a very

comfortable way to travel, although it is found only on the

most important long-distance trains and costs about twice

the price of AC 2. It comes with attendant, who will make

your beds and give you more personalized service. The

windows are slightly tinted and do hamper the view a bit,

but you can see the scenery change as. Each bed has a

reading light and a power connection to charge your

phone, iPods, laptops etc. The washrooms have western

style WC, and are normally equipped with Toilet paper

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(But it is always better to carry your own). They are

normally very clean well maintained.

COUPLERS-

The automatic centre buffer coupler of AAR tight lock type at

the coach end has a support frame, which provides an anti-

climbing protection. The coupler can be opened from the side

by a lever. The design allows the use of screw coupler instead

of centre buffer coupler. Therefore, a fixing plate for buffers is

also provided. The inter-vehicle coupler for the supply of the

750V from the generator car is located below the under-frame.

Due to the moving situation, four brake hoses are to be used

at the coach end, which is brought to two hoses behind the

coupler.

AIR CONDITIONING-

Each coach is equipped with two compact roof-mounted air-

conditioning units which have a cooling capacity of

approximately 2x22.5 KW and a heating capacity of 2x6 KW

and which are controlled by a microprocessor. The operating

voltage of the unit is 3 phase, 4.15 V, 50Hz. Each unit has 2

refrigerants circuits with hermetic refrigerant compressors with

Copper pipes and Aluminium fins, evaporators and condenser

fan.

BASIC TERNINOLOGIES

KILO CALORIE- It is defined as the amount of heat added to

raise the temperature of one Kg of water by 1 Degree

Centigrade.

BTU- It is defined as the amount of heat to be added to raise

the temperature of 1 pound of water by 1 Degree

Fahrenheit.

SENSIBLE HEAT- It is that heat which when applied to a

body, results in a raise of its temperature. It is the heat,

which is sensed by a thermometer.

1 kilo calorie = 3.97 BTU

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LATENT HEAT- It is that heat which when applied merely

changes the state of substance, whether solid, liquid or gas

without causing any change in its temperature.

ENTHALPY- It is a calculated property of a vapour, which is

defined as “Total Heat Content”. It is the sum of the sensible

heat and latent heat.

CRITICAL TEMPERATURE- There is a certain temperature for

every liquid or gas, which is called its critical temperature.

When a gas is above its critical temperature, any amount of

increase in pressure cannot liquefy it. When the

temperature is below its critical point, the gas can be

liquefied without lowering its temperature, by merely

increasing the pressure.

AIR CONDITIONING OF RAILWAY COACHES-

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 46ºC during summer to 2ºC during

winter. Air conditioning of railway coaches is 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 travellers and lately even for lower class travellers

have been introduced by the Indian Railways.

Latent heat of fusion of ice – 80 K.cal/kg. Latent heat of evaporation of water – 538.75 K.cal/kg.

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REQUIREMENTS OF RAILWAY COACH AIR CONDITIONING

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.

AIR CONDITIONING EQUIPMENT OF RAILWAY COACHES-

This consists of the following-

o Evaporator.

o Compressor.

o Condenser.

o Gauge panel.

o A/C control panel.

o Air Duct.

o Refrigerant piping & joints.

o Wiring.

o EVAPORATOR UNIT- The evaporator unit consists of a

thermostatic expansion valve, a heat exchanger, a resistance-

heating unit and centrifugal blower driven by a motor. The

thermostatic expansion valve controls quantity of high-pressure

liquid refrigerant and allow expanding to a lower pressure

corresponding to the load demand. The expanded refrigerant

passes through the distributor into the heat exchanger consisting

of finned copper tubes. The return air from the air-conditioned

compartment (75%) is mixed with fresh air transferred to the cool

refrigerant causing cooling of the air and the evaporation of the

refrigerant inside the tubes. The cooled air is led through the

ducting to the various compartments and diffused by means of air

diffusers filters are provided in the fresh air and return air path to

eliminate dust. When the outside ambient temperature is very

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low, heater is switched on according to the setting of the

thermostats.

o COMPRESSOR- The refrigerant vapour drawn from the

evaporator is compressed by means of a multi cylinder-

reciprocating compressor and compressed to a pressure ranging

from 10 to 15kg/Cm2 according to the load demand. The work

done due to compressor raises the temperature of the refrigerant

vapour.

o CONDENSER- The condenser serves the function of extracting

the heat absorbed by the refrigerant vapour in the evaporator and

the heat absorbed during the compression process. The

condenser consists of a heat exchanger, which is forced-air-

cooled by means of two or three axial flow impeller fans. The

refrigerant vapour is liquefied when ambient cool air is passed

through the heat exchanger. The refrigerant liquid leaving the

condenser is led into the liquid receiver from where it proceeds

to the expansion valve on the evaporator. The liquid receiver is

a cylindrical container, which contains a reserve of the refrigerant

liquid. A dehydrator and filter are also providing to ensure that

the refrigerant is free from moisture and dust particles.

o GAUGE PANEL- Gauge panel consists of pressure gauges (HP,

LP, and OP) and pressure cut outs to protect the compressor

against, (a) High pressure, (b) Low pressure and (in) low oil

pressure.

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o A/C CONTROL PANEL- The control of the air-conditioning

system is achieved by means of air-conditioning control panel.

The design of the various elements in the control panel takes into

account the system safety requirements. The safety

requirements for the operation of the A/C system are listed as

under-

(a) The working of blower fan of the evaporator and the

blower fan of the condenser has to be ensured before the

compressor starts functioning.

(b) Suitable protection to ensure adequate lubrication of

compressor to avoid piston seizure.

(c) The excessive pressure on the discharge side of the

compressor (High Head Pressure) should be avoided.

(d) The suction pressure should not be lower than 0.7kg/Cm2

to prevent frosting of the evaporator.

(e) The compressor motor has to be soft started to limit the

sudden in rush of starting current.

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(f) A suitable interlock

has to be provided to

ensure that heater is not

on, when the compressor

is working.

(g) A low voltage

protection for

compressor motor to

ensure that voltage does

not go below 10 volts in

order to avoid undue

drain on battery.

(h) The blower fan has to come ‘ON’ before the heater comes

‘ON’. Over load protection and short circuit protection for all

electrical circuits. The A/C control panel incorporates all the

above safety requirements.

o AIR DUCT- The air conditioning system includes three air ducts

as follows- A Fresh air duct.

B Main air duct.

C Return air duct.

Actually, there is no separate return air duct provided in A/C

coaches. In the case of A.C two tier coaches and A.C. chair car, the

return air is drawn through the return air filters directly from the

nearest compartment. In 1st class A.C. coach, the corridor acts as

return air duct and the return air is drawn through return air filters

located at the corridor ceiling near the first compartment

A FRESH AIR DUCT- This is provided at the rate of two per AC

plant. It is mounted on the sidewall just below the roof

evaporator unit. There is an opening in the sidewall with louver

hinge door arrangement and with the provision to house a

fresh air filter. The fresh (inlet) air duct has been designed with

damper valve to control the quantity of fresh air to be drawn

into the compartment. This arrangement has been

standardised for all types of air-conditioned coaches.

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B MAIN AIR DUCT-The conditioned air from the evaporator unit is

blown into the main air duct by means of two centrifugal blower

fans driven by a motor with double extended shaft. The air is

distributed to each compartment in the case of 2-tier sleeper

coach and full AC 1st class coach through adjustable diffusers.

In the case of chair cars, the conditioned air from the main air

duct is distributed along the hall through longitudinal apertures

suitably set at factory. The main air duct has been provided

with central diagonal partition making it two independent taper

ducts so that the diffused air of both plants influences each

compartment. Further air distribution to the entire

compartment is maintained at constant velocity. The cross

section of the main air duct has been designed in such a way

that air velocity inside the duct shall not be higher than 350

metre/min. In order to reduce turbulence and noise due to air

motion in the duct. For the same reason the main air duct has

been connected to evaporator outlet by means of an

intermediate transition duct made of fire resistance canvas to

prevent transmission of noise produced by the bowler unit.

The aperture of air diffuser has been designed to deliver that

required quantity of air into the compartment at a velocity not

greater than 25 metre/min. This diffuser is provided with a

knob to deflect the air to the required angle. By the above

arrangement, the air velocity inside the compartment obtained

is between 6 metre/min to 12 metre/min (0.1 metre/sec to 0.2

metre/sec) at the fresh level of the passenger.

o REFRIGERANT PIPING AND JOINTS- The refrigerant piping

consists of the suction line (from the evaporator outlet to

compressor inlet), discharge line (from compressor outlet to

condenser inlet) and liquid line (from the liquid receiver to the

inlet side of expansion valve), connections to the gauge panel

from the compressor delivery side (high pressure side), low

pressure side and from the compressor crank case. The

lubricating oil connections are also part of the piping system.

Only copper pipes to specifications BS: 2017 – 63, C – 106 Sec

– 3 are used. Many pipelines are jointed with couplers or elbows

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by means of silver brazing whereas joints to various components

as if gauges pressure cut outs, hand shut off valves, expansion

valve, strainer etc. Are connected by means of flare joints to

facilitate easy removal of the above elements for replacement

and inspection.

o WIRING- All wiring has been done by means of multistranded

PVC insulated copper cables to specification. ICF/Elect./857. All

cables have been laid on steel tough/conduits for easy

maintenance and prevent fire hazards. Crimped types of

connections have been adopted throughout. All the terminal

boards are of fire retardant FRP material, Reliability of wiring has

been made very high.

DOORS-

The entrance doors are made of the same steel as the car

body shell. They are flash with the sidewall to allow easy car –

washing. The handholds and three fixed steps are provided to

enter the coach. The door inward opening to the entrance area

is covered from inside with a FRP panel. Above the door is an

entrance light. The entrance steps are closed by a foldable

cover are inside handhold allows easy entry and exit. An

ashtray is also provided.

WATER SUPPLY AND DISPOSAL-

They are two

connected fresh water

tanks, which are made

of stainless steel, with

a total capacity of 1370

litters for the three

toilets. The water level

is indicated on one

tank on each side. The

filling can be made

from both sides by one

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filler for both tanks. Three intermediate water tanks, each with

a capacity of 30 litters, are made of stainless steel are located

about the toilets. Two centrifugal pumps located in a stainless

steel casing at the under frame supply the water to the tanks.

One of the 415 V pumps is always kept running, while the other

is kept on standby. After each switch off the other pump will

work.

Below each toilet a 40 litters wastewater tank is provided in

which the toilet waste is collected when the coach is at

standstill. It gets open with a pneumatically operated sliding

valve when a defined speed is reached. The junction box for

the inter-vehicles coupler is visible.

TOILETS-

The coaches are equipped with “Controlled Discharge

Toilet System” (CDTS) by the means of which system, a toilet

in the coach would become functional only when the speed of

the coach crosses 30 Km/hr, which is said to help in avoiding

the soiling of the track at the railway station. Both oriental

(Squat) and western styles of toilet are provide. One side of

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the toilet is provided with the washbasin with water tap and

sensor button, a soap dispenser, a mirror, a ashtray and a

waste bin. On the other side there is the toilet itself, a water tap

with a mug, a hand hold, the toilet paper holder and the sensor

button for the toilet flash. The window in the toilet can be open

in the open hub. The toilet those are off folding type to use the

available space to an optimum.

OTHER EQUIPMENTS-

On the outside wall of the toilet, a waste bin and a fire

extinguisher are located. The fire extinguisher on the power

panel end is filled with carbon dioxide, the one on the other end

with water. The vestibule is of UIC rubber type. The vestibule

door is a double leaf stainless steel sliding door. On the left

side the socket of the local 415 V, supply is located. A 60 KVA

transformer with copper winding transformers the power is

given by the generator can from 750 V to 415 V. All brake

control equipment is centrally located in a brake container. A

main brake pressure reservoir of 125 litters and a service

pressure reservoir of 75 litters are provided.

7 raj dhani

Engineering