TECHNICAL

DEVELOPMENT
(TRACTION)
by
Y.P.Singh
Sr. Professor (Electrical Engg.)
 TOPICS
• DC to AC Conversion in Mumbai
area
• 3 Phase Dual Voltage DC/AC EMU
• Air Spring Suspension in EMU
• Passenger amenities in coaches
DC to AC Conversion
in
Mumbai area
Traction Power
Supply System
 ELECTRIFICATION
SCENARIO AT A GLANCE
• 1st Electric Train started on 3rd February, 1925
on ex-Great Indian Peninsula Railway (GIP
Railway), (now Central Railway ) from Bombay
VT(now CSTM) to Kurla via Harbor line, about
15.00 Km long.
• Now, as on 31-03-06, the electrified route is
17,450 Km which is about 27.7% of Indian
Railways route of about 63,000 Km.
 ELECTRIFICATION
SCENARIO AT A GLANCE

• Passenger Traffic carried out on Electrified

route is about 50%.

• Goods Traffic carried out on Electrified

route is 67%.
 TRACTION VOLTAGE
SYSTEM
• Electric Traction introduced in Mumbai
area on 1500 volt DC traction in 1925.
• 25 KV AC Traction introduced in 1960
which is now universally adopted in Indian
Railways.
• 1500 volt DC – 400 route Km.(which is
also under conversion to 25 KV AC).
• 25 KV AC, single phase 50 Hz – 17,050
route Km
 AC vs DC Traction
Advantage of 25 KV AC Traction over 1500 V
DC Traction
• Reduced requirement of copper, steel for
supports and cement because foundations are
lighter.
• Increased substation spacing - 50 to 80 kms as
compared to 8 to 10 kms for DC traction.
• There is direct application of industrial
frequency.
 AC vs DC Traction
Disadvantage
• Because traction is single phase - being
fed from 3 phase power transmission
lines, steps have to be taken to keep
current and voltage unbalance in the grid
line within acceptable limits. Supply
authorities have to be satisfied about the
unbalance likely to be caused in their lines
before they agree to supply the power.
 MUTP Phase I (under progress)
• 5th
line between Mahim & Santacruz
• Additional pair of line between Borivli & Virar
• 5th & 6th line between Kurla & Thane
• Optimisation on W.Rlly (including extending EMU services
between Virar & Dahanu Road)
• Optimisation on C.Rly (including Harbour line)
• DC to AC conversion

MUTP Phase II (Proposed)

• 6th line between Mumbai Central & Borivli
• 5th & 6th line between CSTM & Kurla
• Additional pair of line between Thane & Kalyan
• Bandra-Kurla Rail Link
• Extension of Harbour Line between Andheri to Goregaon

Mumbai Suburban Railway Network

Suburban Rail Systems of the World

(Passengers Carried per day per route km in ‘000)

Mumbai (WR)
50
Mumbai (CR) upto KYN 36.7
Tokyo 14.9
Mumbai (CR) 13.9
Seoul 12.9
Chennai 4.7
Buenos Aires 2.6
Johanesburg 1.2
Rio De Jenero 0.6
New York LIRR 0.4

0 5 10 15 20 25 30 35 40 45 50

Passenger Density (Passengers/RKM /Day)

Source – Paper published titled ”The World Bank, Transport, and the
Environment” in journal “Japan Railway & Transport Review, December 1998”
 WHY DC to AC
CONVERSION ?
 WHY DC to AC CONVERSION ?

• DC TRACTION HAS REACHED ITS SATURATION LEVEL.

• INCREASE IN TRAFFIC LEVEL CANNOT BE MET WITH DC

TRACTION.

• DC TRACTION SYSTEM IS PRONE TO FIRE HAZARDS.

• WASTAGE OF LOCOS AND TIME IN CHANGING OVER.

• NON-AVAILABILITY OF SPACE FOR BUILDING LARGER NO. OF

DC SUB- STATIONS.

• DIFFICULT FAULT LOCATION AND ISOLATION

 COST DETAILS
WR estimated cost – 273. 76 crores
CR estimated cost – 654.51 crores

Department WR CR
(Rs. In crores) (Rs. In crores)
Electrical 158.29 428.05
Signal & Tele. 99.33 212.59
Civil Engg. 16.05 13.20
Operating - 0.67

TOTAL 273.67 654.51

 Supply arrangement - WR

Item Existing 1500 V 25 KV AC

DC System system
No. of 21 Nos. 5 Nos.
Substations

Installed 2x21.6 MVA at BSR

Capacity of 135 MW & BVI
Substations 2X 30 MVA at JOS,
BA & MX
Substation 1 to 5 km 11 to 18 km
spacing
Switching post -- 16 Nos.
 MAJOR ACTIVITIES INVOLVED
OHE :

REPLACEMENT OF STRUCTURE -

• EXISTING D.C. OHE STRUCTURE, CONTACT WIRE AND CATENARY

WIRE WILL REMAIN SAME IN A.C. TRACTION.

• WILL REMAIN UNREGULATED AS EXISTING.

• STRUCTURAL REPLACEMENT APPROX. 30 NOS ONLY.

OHE FITTINGS –

• NEW DESIGNED OHE SUSPENSION ARRANGEMENT.

• CATENARY SUSPENSION BY STANDARD 9 TON A.C. INSULATOR.

• CONTACT WIRE HOLDING ARRANGEMENT USING STANDARD

BRACKET INSULATOR, BRACKET TUBE, STEADY ARM ETC.
CONVERSION OF EXISTING 1500 V DC TO 25KV AC
TRACTION
(NEW AND OLD SIDE BY SIDE)

Old
New OHE
OHE
 3-PHASE DUAL
VOLTAGE DC/AC EMUs
 Requirement of Dual Voltage
Rakes
 Capable of working under 1500 V dc as
well as 25kV ac traction system
 Dual voltage rakes are required to ensure
smooth traffic in V transit phase of
conversion from existing 1500 V dc to 25
kV ac traction
 Advantages of DC/AC EMUs
 Energy Efficient
– Saving in energy (25 to 30%)
– Saving of approx. Rs. 50 lakhs/year per 12-car rake

 Lower Maintenance Costs

– Reduced wear on wheel
– Lesser consumption of brake blocks
– Lesser maintenance of 3-phase AC induction motor

 Higher Torque and Speed Potential

 COMPARATIVE ADVANTAGES
OF DC /AC EMU
ITEM DC/EMU AC-DC EMU
Acceleration 0.39 m/sec2 0.54 m/sec2
(0-40 Kmph)
Speed 80 kmph 100 kmph
Potential
Energy Saving NIL Rs 50 Lakhs/12 –
Car rake/year
Braking - 0.6 m/sec2 0.84 m/sec2
Deceleration.
Maintenance Rs.6 lakhs/Unit/ Rs.4lakhs/Unit/
Year Year(Expected)
Ratings of major equipments
Traction Transformer : 1200 KVA
Main Converter/Inverter : 1200 KW/
1300 KVA
Traction Motor : 240 KW
Auxiliary Inverter : 70 kVA
FIRST RETROFITTED DUAL VOLTAGE RAKE- READY FOR HISTORIC
FLAG-OFF ON 12.6.2001
 ROOF

DC EMU Roof DC/AC EMU Roof

Air Suspension in EMU
NEED FOR AIR SUSPENSION
 There has been heavy overloading in the EMU
coaches due to increasing population in the
Metropolitan cities.
 As the existing design could not cater to the
increased load , there are severe maintenance
problems due to breakage of bogie parts.
 The existing design characteristics of the coil
springs have been stretched to their limits.
 Hence, an alternative solution was necessary
for ensuring proper suspension to get adequate
riding comfort and sustain increased pay load.
Air Spring
General Arrangement

Secondary
Suspension

Primary
Suspension
Height under Tare and Full Load

COIL SPRING AIR SUSPENSION

Air Suspension System
 Advantages of Air Spring
 Air springs are able to maintain
constant height irrespective of the
load.
 Provide improved Reliability and
reduced Maintenance.
 Enhancement in life expectancy.
 Increased riding comfort.
NEED FOR BETTER PRIMARY
SUSPENSION
Hydro Spring
 It is a special development for use as an axle spring
in modern rail vehicles.
 It acts as a vibration damper and noise muffler.
 This allows large vertical deflection, so ensuring a
comfortable ride.
 To suppress unwanted vibrations, an enclosed
hydraulic system is integrated into the conical
spring.
Arrangement of Hydro spring fitment
on primary suspension

Left Side Right Side

ADVANTAGES OF HYDRO SPRING
Highest safety, greatest comfort and least noise
achieved with suspension system based on
hydro spring in primary and air spring in
secondary.
Reliable system.
Compact design.
Acts as noise muffler to reduce noise.
Eliminates additional shock absorbers.
PASSENGER AMENITIES IN COACHES

• IN EMU SERVICES –
• FORCE VENTILATION TO IMPROVE AIR
CIRCULATION
• DISPLAY IN COACHES INDICATING DIRECTION
OF PLATFORM, APPROACHING STATIONS ETC.
• STAINLESS STEEL SITTING FRAMES INSIDE
COACH
• BETTER ASTHETICS
PASSENGER AMENITIES IN
COACHES (CONTD.)

IN MAIN LINE COACHES–

• PROVISION OF MOBILE / LAPTOP CHARGING
POINT
• IMPROVED AIR-CONDITIONING BY PROVISION OF
ROOF MOUNTED PACKAGED UNITS (RMPUs)
• STATE-OF-ART COACHES IN RAJDHANI /
SHATABDI
Thanks