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History of Electric Traction in India.Pdf History of Electric Traction in India Electric traction was introduced on Indian Railways in year 1925 on 1.5 kV DC and the first electric train ran between Bombay's Victoria Terminus and Kurla along the Harbour Line of CR, on February 3, 1925, a distance of 9.5 miles, flagged off the then Governor of Bombay Sir Leslie Orme Wilson. In the year 1957, Indian Railways decided to adopt 25 kV 50 Hz ac traction based on French Railway (SNCF) technology. The first 25kV AC electrified section was Burdwan-Mughalsarai, completed in 1957, followed by the Tatanagar-Rourkela section on the Howrah-Bombay route. The first actual train run (apart from trial runs) using 25kV AC was on Dec. 15, 1959 on the Kendposi-Rajkharswan section (SER). Howrah-Gaya was electrified by about 1960 , electrification till Kanpur on the Howrah-Delhi route was done by about 1972, and the entire Howrah-Delhi route was electrified on Aug. 5, 1976. The Bombay-Delhi (WR) route was electrified by Feb. 1, 1988. The CR route was fully electrified by June 1990. Considering the advantages of 2x 25kV AC system , it was commissioned between Bina and Katni (CR) on Jan. 16, 1995 as a pilot project. This was later extended to Bishrampur. Though this system was not proliferated further earlier, it is being planned for use on Dedicated Freight Corridors to take up heavier traffic. History of Electric Locomotives SNo Class of Loco Year of Horse Technology Manufacturing Power DC Locomotives 1 WCM1 1954 3170 English Electric 2 WCM2 1956 2810 English Electric 3 WCM3 1957 2460 English Electric 4 WCM4 1960 3290 Hitachi 5 WCM5 1961 3700 CLW 6 WCM6 1996 5000 CLW 7 WCG1 1925 2400 Swiss Loco works 8 WCG2 1970 1640 CLW AC/DC Locos 9 WCAM1 1975 3640(AC) CLW 2930(DC) 10 WCAM2 1995 4720(AC) CLW 3780(DC) 11 WCAM3 1997 5000(AC) BHEL 4600(DC) AC Locos 12 WAM1 1959 2870 KM-KRUPP-SFAC 13 WAM2 1960 2790 Mitsubishi 14 WAM3 1964 2790 Mitsubishi 15 WAM4 1970 3640 Mitsubishi 16 WAP1 1980 3760 CLW 17 WAP3 1987 3760 CLW 18 WAP4 1994 5000 CLW 19 WAP5 1993 6000 ABB 20 WAP6 1998 5000 CLW 21 WAP7 2000 6350 CLW 22 WAG1 1963 2900 SNCF 23 WAG2 1964 3180 Hitachi/ Mitsubishi 24 WAG3 1965 3150 Europe 25 WAG4 1966 3150 CLW 26 WAG5 1984 3900 CLW/BHEL 27 WAG6 1987 6000 ASEA 28 WAG7 1992 5000 CLW 29 WAG9 1996 6000 ABB/CLW 30 WAG9H 2006 6000 CLW Three phase technology After reaching a power level of 5000 hp, there was no further scope for up- gradation with minimal inputs in the dc drive locomotives, as the capacity of equipment in the traction chain was fully utilised. Any further up-gradation needed a total new design. During late 80’s, development took place in developed railways towards three phase induction motor based drives for traction due to the distinct advantages of less maintenance intensiveness in comparison to dc drives. Induction motor drives are also known for extremely effective regeneration, thereby reducing the energy cost. On 23rd July 1993, through a landmark decision, Indian Railways signed a contract with ABB Transportation (Switzerland) for importing freight and passenger class of locomotives together with transfer of technology agreement for indigenous manufacture. The design was approved by RDSO after many technical interactions, in which, CLW also associated. As ABB did not have much experience in the broad gauge system, they had to customise many aspects of bogies, car body, cab equipment, traction motor etc. Both WAP5 and WAG9 class have GTO based traction converters and microprocessor based control. This was the first time that CLW handled such high technology locomotives, and it needed a paradigm shift in the management of this technology. The real challenge was posed when the technology was to be absorbed and indigenous production to be done. 11 numbers of passenger locomotives which arrived in 1995-96 were directly put into service after field trials. Rated at 5400 hp, it has a maximum test speed of180 km/h, which can be increased to 225 km/h by certain modifications in the future. These have been tested successfully upto 180 km/h and speed certificate issued for 160-km/h service speed, even though maximum operational speed today is only 150 km/h 6 freight locomotives of WAG9 class received in 1996 in fully assembled and tested condition were also straightaway put on service after trials. This had a rating of 6000 hp with maximum service speed of 100 km/h, capable of delivering 460kN starting tractive effort. During the year 2000, after mastering vehicle application software by CLW engineers, a new variant WAP7 was built by adapting the original WAG9 design. WAP7 was intended for passenger operation for service speeds up to 130 km/h, which is the maximum speed of Rajdhani and Shatabdi trains today. WAP7 addresses the high-speed segment very well now. With an output of above 6000 hp, this is the most powerful and preferred locomotive for passenger operation today due to its excellent acceleration, deceleration and energy saving features. WAP5 will, however, address the speeds of 140 km/h and above in future, as I.Rly is already working in this direction. CLW went on to build these three classes of locomotives. A variant WAG9H with an adhesive weight of 135 tonnes was also developed capable of delivering 52 tonnes starting tractive effort targeting 1 in 150 graded sections. Though this locomotive cleared the oscillation trials, this fleet was not built due to other operational reasons-as a result the prototype WAG-9H (#31030) was converted in to WAG-9 class. However, with increased axle loads now being permitted, Railway Board has placed order for 4 locos of WAG- 9H class with 22 tonnes axle load. The first locomotive, viz., 31086 with 22 tonnes axle load was flagged off by Hon’ble MR on 29th July 2006 and has entered in to service. Advantages of three phase locos: Better reliability and availability of three phase locos It regenerates energy about 15-18%, a moving power house. Regeneration of power is available in 3-phase locomotives. Regenerative braking effort is available from the full speed till dead stop. Consequently, the overall efficiency of operation is higher. Maintenance cost of a 3-phase locomotive is less due to absence of brush-gear/ commutator in the traction motors and switchgears in the power circuit. 3-phase locomotive operates at near unity power factor throughout the speed range except at very low speeds. IGBT based propulsion technology GTO technology is getting obsolete, the world over. IGBT based propulsion system is already in place in a few countries. To tackle the obsolescence problem and keep abreast of the technology and derive its inherent benefits, CLW has already got a project sanctioned for building 5 locomotives with IGBT based propulsion system. This will be according to TCN open standard interface. This is a vision project of Indian Railways presented in Minister’s budget speech 2004-05 and is already underway. In order to sustain 3-phase technology at affordable cost, and to ensure component level standardisation and obsolescence handling, a parallel development has been taken up with C-DAC (under ministry of IT) for indigenous development of TCN based vehicle control system and IGBT based auxiliary converter. Railway Electrification With a view to reduce dependence on petroleum based energy in Railway transport, IR have been progressively switching over to electric traction. This also enables haulage of heavier loads at higher speeds, thus increasing throughput. It is a pollution free system and with use of modern high horse power locos having regenerative braking, it becomes vastly energy efficient. On IR, Electric traction was first introduced on 3rd Feb.’1925 between Bombay VT to Kurla Harbour line (16 RKM) on 1.5 kV dc system. By March 2008 electrification on IR had extended up to 18145 RKMs. This constitutes 28.65% of the total Railway network and 36.42% of the BG system. Plan period wise progress of electrification Plan Period RKM Electrified RKM Cumulative Pre-Independence 1925-1947 388 388 1st Plan 1951-56 141 529 2nd Plan 1956-61 216 745 3rd Plan 1678 2423 Annual Plan 1966-69 814 3237 4th Plan 1969-74 954 4190 5th Plan 1974-78 533 4723 Inter Plan 1978-80 195 4918 6th Plan 1980-85 1522 6440 7th Plan 1985-90 2812 9252 Inter Plan 1990-92 1557 10809 8th Plan 1992-97 2708 13517 9th Plan 1997-02 2484 16001 10th Plan 2002-07 1810 17811 11th Plan 1st year 2007-08 502 18145* nd 2 year 2008-09 797 18942 rd 3 year 2009-10 1117 20059 * 168 RKM deducted as MG electrified line dismantled AC-DC Convertion work The 1.5kV DC overhead system (negative earth, positive catenary) is used around Bombay (This includes Mumbai CST - Kalyan, Kalyan - Pune, Kalyan - Igatpuri, Mumbai CST - Belapur - Panvel, and Churchgate - Virar). Why Conversion? Overhead DC traction power supply system has reached its saturation level. Traction substations inter-spacing being very low making fault level unmanageble and creating serious fire hazard. Investments in DC if continued will be exorritant Very high recurring maintenance cost of DC traction system Work involved OHE modification: Replacement of insulators, section insulators, isolators, increasing clearances, insulation under bridges & tunnels, insulated overlaps modification, neutral section formation, errection of Aux. transformers, easrthing and bonding as per AC system Construction of AC substations & switching stations including SCADA LT modifications at platforms, washing sidings Modifications to Signalling & Telecom: Replacement of AC track circuits with Audio frequency Track Circuits (AFTC)/ Digital Axle counters (DAC) Provision of cut-in relays, screens & earthing Replacement of point motors with AC immunized motors Provision of Optic Fibre Cable (OFC) and STM-1 equipments Raising /Construction of ROBs & FOBs Benefits of DC-AC conversion 25 to 30% saving in energy cost due to VVVF drive & Regeneration braking systems being employed in Electric locos & EMUs expected to yield saving of about Rs.
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