RESEARCH DESIGNS AND STANDARDS ORGANISATION HIGH SPEED OHE OF INDIAN RAILWAYS ―ISSUES ―CHALLENGES ―OPTIONS Presented by – J. N. LAL SENIOR EXECUTIVE DIRECTOR

RESEARCH DESIGNS AND STANDARDS ORGANISATION

HIGH SPEED OHE HIGH SPEED OHE OF OF

INDIAN RAILWAYSINDIAN RAILWAYS―ISSUESISSUES―CHALLENGESCHALLENGES―OPTIONSOPTIONS

Presented by – Presented by – J. N. LALJ. N. LALSENIOR EXECUTIVE DIRECTOR SENIOR EXECUTIVE DIRECTOR (TRACTION INSTALLATION)(TRACTION INSTALLATION)


INTRODUCTIONINTRODUCTION


ENERGY EFFICIENT

TRANSPORT FOR MASS MOVEMENT

RAILWAY SYSTEM

TRANSPORT TYPE ENERGY CONSUMPTION (MEGAJOULE/TKM)

ROAD TRANSPORT 1.2 – 8.0RAIL 0.6

VEHICLE TYPE PERMITTED AXLE LOAD (TONNES/AXLE)

ROAD 8.0RAIL 25 - 30


PASSENGER TRAINS

EMITS 10 TIMES LESS GREEN HOUSE GASES THAN ROAD PASSENGER VEHICLE

FREIGHT RAIL VEHICLE

EMITS 27 TIMES LESS GREEN HOUSE GASES THAN ROAD VEHICLE

CONTINUED . . .

ENERGY EFFICIENCY OF

RAILWAY SYSTEM


ROAD VEHICLE

CAN OFFER 110 – 120 KMPH SPEED

HIGH SPEED TRAINS

OFFER MUCH FASTER SERVICE THAN ROAD VEHICLE

HIGH SPEED


ENERGY EFFICIENT

ELECTRIC TRACTION IN INDIA

SYSTEM VOLTAGE

SECTION INTRODUCED DURING

550 VOLTS DC CALCUTTA TRAMWAYS 1905

1500 VOLTS DC VICTORIA TERMINUS – KURLA HARBOUR LINE

03.02.1925

3000 VOLTS DC HOWRAH – SHEORAPHULI

14.12.1957

25 KV AC KENDPOSI – RAJKHARSAWAN

15.12.1959

2 X 25 KV AT BINA – KATNI 16.01.1995

OVERHEAD CONDUCTOR SYSTEM

AS COMMISSIONED DURING EARLY

ELECTRIFICATION ON 15.12.1959 CATENARY WIRE: 65 sq. mm

(MESSENGER WIRE)

CONTACT WIRE: 107 sq. mm

(CONTACT LINE)



PRESENT SCENARIO

PRESENT STATUS OF ELECTRIFICATION (UPTO 31.03.2012)

TOTAL ROUTE KILOMETRE : 67346TOTAL ELECTRIFIED ROUTE KILOMETRE : 22,224

(33%)

FREIGHT TRAFFIC : 64.3%PASSENGER SERVICES : 51%ELECTRIC ENERGY BILL PAID : 38%

TRAFFIC CARRIED BY ELECTRIC TRACTION (2011-12)


PERIOD TYPE OF WAGONS AXLE LOAD(TONNES)

SPEED(KMPH)

1950 4 WHEELER 16.25 651960 8 WHEELER

(VACCUM BREAK)20.32 75

1980 8 WHEELER BOXN, BCNA (AIR BREAK)

20.32 80/100

19961997

CONTAINER WAGON (BLCA/BLCB)

--- 100

2006 8 WHEELER (BCNHL)

22.9 65

2006 8 WHEELER (BOXNHL)

22.9 100

FUTURE DEVELOPMENT

8 WHEELER BOXNHL

25 110

IN FUTURE 32.5 110

DEVELOPMENT OF FREIGHT WAGONS


TAKING OFF PERIOD(FROM)

PERMISSIBLE CARRYING CAPACITY (TONNES)

NUMBEROF WAGONSIN A RAKE

STANDARD RAKE LOAD(PAY LOAD)(TONNES)

1975 CC 30 BOX ---

TRAIN LOAD INTRODUCED ON 01.01.198201.01.1982 - - 1500

01.05.1993 - - 300015.01.1997 CC+2 (60.8) 58 BOX N 352607.11.2004 CC+4 (62.8) 58 BOX N 364210.05.2005 CC+8 (66.8) 58 BOX N 387401.07.2007 67 58 BOX N 38862009 67 59 BOX N 3953

01.08.2011 68 59 BOX N 4012

INSTRUCTION FOR STANDARD RAKE LOAD (PAY LOAD) ISSUED BY RAILWAY BOARD

EVOLUTION OF PAY LOAD FOR BOXN

PERFORMANCE: FREIGHT TRAFFIC

11RESEARCH DESIGNS AND STANDARDS ORGANISATION


PERIOD MAXIMUM PERMISSIBLE

SPEED (KMPH)

COACH

1955 96 IRS COACH1965 105 ICF-ALL COIL1971 130 RAJDHANI

INTRODUCED1988 140 SHATABDI

INTRODUCED2001 160 LHB COACH

SPEED POTENTIAL OF

PASSENGER COACHES/TRAINS

PERFORMANCE: PASSENGER TRAFFIC

13RESEARCH DESIGNS AND STANDARDS ORGANISATION

DEVELOPMENT OF TRACK TECHNOLOGY

Axle Load

20.3

22.9

25

32.5

20

22

24

26

28

30

32

34

1950 2005 2006 Future

Ax

le L

oa

d (

ton

ne

s)

26000 rkm(41% of Total rkm)

4800 rkm (7.6% of Total rkm)

Axle Load Railway(DFC)



PERIOD RAIL SECTIONEARLIER 74 UTS

50R, 60R, 75R, 890R1961-62 IRS 52 Kg RAIL

SECTIONS DEVELOPED1975-76 UIC 60 Kg RAIL

SECTION WAS ADOPTED

2009 68 Kg RAIL SECTION2001 160

ADOPTION OF HIGHER RAIL SECTIONS


PERIOD RAIL SECTIONEARLIER 13 METRES RAIL2004-05 65 m/78 m LONG RAIL

COMMENCED2005-06 SUPPLY OF 130 m/ 260

m LONG RAIL COMMENCED

2009 68 Kg RAIL SECTION

ADOPTING LONGER LENGTH


PERIOD SPEED POTENTIAL

(KMPH)

HORSE POWER

ELECTRIC LOCOMOTIVE

TYPE1960 80 2870 WAM11967 31501970 120 3400 WAM41983 130

1053850 WAP1,

WAG51991 140

1005000 WAP4,

WAG71993 100 6120 WAG9, WAP7

DFCCIL 100 9000

FUTURE 100 12000

INTRODUCTION OF HIGHER HORSE POWER ELECTRIC LOCOMOTIVES

DEVELOPMENT OF ELECTRIC LOCOS

Electric Locomotive Horsepower

2900 3150 34004000

5000

6000

9000

12000

1000

3000

5000

7000

9000

11000

13000

1958 1967 1970 1983 1991 1993 DFC Future

Ho

rsep

ow

er


OVERHEAD CONDUCTOR SYSTEM

AS ON 01.02.2012

(EVEN AFTER 53 YEARS OF COMMISSIONING)

CATENARY WIRE: 65 sq. mm

(MESSENGER WIRE)

CONTACT WIRE: 107 sq. mm

(CONTACT LINE)



SECTION POWER DENSITY DURING INITIAL

COMMISSIONING (MVA/RKM)

PRESENT POWER

DENSITY(MVA/RKM)

HOWRAH-NEW DELHI 0.18 0.53/0.57*

NEW DELHI- IGATPURI- MUMBAI CST

0.24 0.48/0.56*

NEW DELHI- KOTA-MUMBAI CENTRAL

0.19 0.46/0.49*

HOWRAH-VISHAKHAPATNAM-CHENNAI

0.32 0.46/0.63*

MUMBAI CST- PUNE-CHENNAI SECTION UNDER ELECTRIFICATION.

HOWRAH-NAGPUR-MUMBAI CST 0.28 0.51/0.66*

NEW DELHI-NAGPUR-CHENNAI 0.29 0.46/0.56*

EVOLUTION OF TRACTION POWER DENSITY

* TRACTION POWER DENSITY OF THE SECTION WHILE TRACTION TRANSFORMERS ARE WORKING WITH OIL NATURAL AIR FORCED COOLING CONDITION.


SUMMARY OF POPULATION OF TRACTION SUB-STATIONSECTION Route

(Km)Traction Sub-Station (Nos.)

Initially Constructed

Existing Augmented

Additional Constructe

d

Total

Howrah-New Delhi

1447 21 26 18 39

New Delhi- Igatpuri- Mumbai CST

1544 27 22 9 36

Churchgate - Mumbai Central-New Delhi

1393 21 18 9 28

Howrah-Vishakhapatnam-Chennai

1662 31 15 4 35

Mumbai CST- Pune-Chennai

1283 Electrification of complete section is in progress

Howrah-Nagpur-Mumbai CST

1968 40 20 13 53

New Delhi-Nagpur-Chennai

2184 44 32 4 48


DEPENDING UPON THE TRACTION POWER REQUIREMENT, EITHER EXISTING TRACTION SUB-STATIONS HAS BEEN

AUGMENTED (FROM 10 MVA TO 21.6/30.24 MVA AND FURTHER TO 30/40 MVA)

OR ADDITIONAL TRACTION SUB-STATION HAS BEEN

ADDED

SPACING BETWEEN TWO TRACTION SUB-STATION HAS BEEN REDUCED FROM 70 KMS TO 20 KMS (APPROX.)

FURTHER REDUCTION OF TRACTION SUB-STATION SPACING WILL HAVE ADVERSE EFFECT ON THE PERFORMANCE OF ELECTRIC LOCOMOTIVE AND THEREBY ON TRAIN OPERATION.

SPACING BETWEEN SUBSTATIONS



INDIAN RAILWAYSINDIAN RAILWAYS

――ISSUESISSUES


ACCOMODATION OF HIGHER SPEED ON EXISTING OVERHEAD INFRASTRUCTURES

MEETING POWER QUALITY NORMS WHILE INCREASING TRANSFORMATION CAPACITY OF TRACTION SUB-STATIONS

INCREASING FAILURE TOLERANCE OF TRACTION DISTRIBUTION SYSTEM

ACHIEVING HIGHER SYSTEM RELIABILITY

REDUCING LAND REQUIREMENT FOR HIGHER TRACTION POWER DELIVERY

HIGH SPEED OHE OF IRISSUESISSUES




――CHALLENGESCHALLENGES


1. FOR ONE/ TWO TRAINS

REPLACEMENT OF CONTACT WIRE 107 sq. mm 150 sq. mm

(WITH 1200 Kgf TENSION IN CATENARY & CONTACT WIRE)

CHANGE OF DROPPER SCHEDULE (WITH 50 mm PRE SAG)

MULTI ZONE PROTECTION SYSTEM 2. FOR REGULAR SERVICES

1. ADOPTION OF 2X25 kV AT SYSTEM

HIGH SPEED OHE OF IRCHALLENGES (160 KMPH)CHALLENGES (160 KMPH)


1. ADOPTION OF 2X25 kV AT SYSTEM

2. ADOPTION OF LIGHT BRACKET ASSEMBLIES

3. ADJUST THE CONTACT WIRE GRADIENT(FROM 3 mm TO 2 mm/meter – ABSOLUTE)(FROM 1.5 mm TO 1 mm/meter – RELATIVE)

4. MAINTAIN MINIMUM DROPPER LENGTH(500 mm)

VALIDATION OF OHE

BY EN-50317, EN-50318 & EN-50367

HIGH SPEED OHE OF IRCHALLENGES (200 KMPH)CHALLENGES (200 KMPH)




――OPTIONSOPTIONS


TO INCREASE THROUGHPUT

TO MEET THE PUBLIC NEED

TO COPE UP WITH INCREASED GDP OF THE COUNTRY

TO BOOST UP THE ECONOMY OF THE COUNTRY

FOR SURVIVAL OF IR IN THE TRANSPORT SECTOR

CONTINUE . . .

HIGH SPEED OHE OF IROPTIONS – CORPORATE IMPERATIVEOPTIONS – CORPORATE IMPERATIVE


HIGH SPEED OHE OF IROPTIONS – CORPORATE IMPERATIVEOPTIONS – CORPORATE IMPERATIVE

THE ETERNAL QUESTION

• “YAKSHA PRASHNA” (THE ETERNAL QUESTION):

– “WHAT IS THE ULTIMATE SURPRISE?”

• YUDHISHTIR ANSWERED:

– “THE MOST IMPORTANT AND VALUABLE FACTORS

ARE MOST HIDDEN AND FORGOTTEN”

• WHAT WE SEE?

– WE SEE AND APPRECIATE THE MODERN RAILWAYS BUT

NOT THE TECHNOLOGICAL EXCELLENCE.

– WE SEE SUCCESS STORY OF ELECTRIC TRACTION ON

IR BUT NOT THE NEED TO CONTINUALLY UPGRADE

THE TRACTION DISTRIBUTION SYSTEM.


Documents

RESEARCH DESIGNS AND STANDARDS ORGANISATION HIGH SPEED OHE OF INDIAN RAILWAYS ―ISSUES ―CHALLENGES ―OPTIONS Presented by – J. N. LAL SENIOR EXECUTIVE DIRECTOR