Research Designs and Standards Organisation

Industrial Training Report Power Supply Installation in Electric Traction and Electrical Locomotives
1. RESEARCH DESIGNS AND STANDARDS

ORGANISATION
1.1 INTRODUCTION
Railways were introduced in India in 1853 and as their development progressed through to the
twentieth century, several company managed systems grew up. To enforce standardisation and co
ordination amongst various railway systems, the Indian Railway Conference Association (IRCA)
was set up in 1903, followed by the Central Standards Office (CSO) in 1930, for preparation of
designs, standards and specifications. With Independence and the resultant phenomenal increase in
country’s industrial and economic activity, which increased the demand of rail transportation- a new
organisation called Railway Testing and Research Centre (RTRC) was setup in 1952 at Lucknow,
for testing and conducting applied research for development of railway rolling stock, permanent way
etc.
Central Standards Office (CSO) and the Railway Testing and Research Centre (RTRC) were
integrated into a single unit named Research Designs and Standards Organisation (RDSO) in 1957,
under Ministry of Railways at Lucknow. The status of RDSO has been changed from an ‘Attached
Office’ to ‘Zonal Railway’ since 01.02.2003.
1.2 ORGANISATION
RDSO is headed by a Director General the Director General is assisted by Additional Director
General, Sr. Executive Directors and Executive Directors, heading different directorates.
All the directorates of RDSO except Defence Research are located at Lucknow. Cells for Railway
Production Units and industries, which look after liaison, inspection and development work, are
located at Bangalore, Bharatpur, Bhopal, Mumbai, Burnpur, Kolkata, Chittaranjan, Kapurthala,
Jhansi, Chennai, Sahibabad, Bhilai and New Delhi.
1.3 VISION
To develop safe, modern and cost effective Railway technology complying with Statutory and
Regulatory requirements, through excellence in Research, Designs and Standards and Continual
improvements in Quality Management System to cater to growing demand of passenger and freight
traffic on the railways.
1.4 QUALITY POLICY
To develop safe, modern and cost effective Railway technology complying with Statutory and
Regulatory requirements, through excellence in Research, Designs and Standards and Continual
SRMGPC: Electrical Engineering Page no. 1

improvements in Quality Management System to cater to growing demand of passenger and freight
traffic on the railways.
1.5 ORGANIZATIONAL STRUCTURE

1.6 FUNCTIONS
RDSO is the sole R&D organisation of Indian Railways and functions as the technical advisor to
Railway Board Zonal Railways and Production Units and performs the following important
functions-
 Development, adoption, absorption of new technology for use on Indian Railways.
 Development of standards for materials and products specially needed by Indian
Railways.
 Technical investigation, statutory clearances, testing and providing consultancy services.
 Inspection of critical and safety items of rolling stock, locomotives, signalling &
telecommunication equipment and track components.
 RDSO multifarious activities have also attracted attention of railway and non-railway
organisations in India and abroad.
1.7 CENTRAL BOARD OF RAILWAY RESEARCH (CBRR)

Board of Railway Research (CBRR) consist of DG/RDSO as Chairman, Addl. Member (Civil
Engg.), Addl. Member (Mechanical Engg), Addl. Member (Elect.), Addl. Member (Sig), Addl.
Member (traffic), Advisor (Finance), Executive Director (E&R), Executive Director (Plg.)/Railway
Board as members and Addl. Director General/RDSO as member secretary. Non- Railways members
of CBRR consist of eminent scientists, technologists, engineers and senior executives of other
research organisations, academic institutions and industrial units related to railway technology and
materials. Functions of CBRR are:
 To consider and recommend the programme of research on Indian Railways.
 To review the research programme from time to time.
 To ensure coordination and assistance from other research laboratories.

 To review the ongoing projects from the technical angle.
2. POWER SUPPLY INSTALLATIONS
2.1POWER SUPPLY ARRANGEMENTS AT SUB-STATIONS
2.1.1 Power Supply

25 kV AC, 50 Hz single phase power supply for electric traction is derived from the grid of State
Electricity Boards through traction sub-stations located along the route of the electrified sections at
distance of 35 to 50 km apart. The distance between adjacent substations may however be even less
depending on intensity of traffic and load of trains.
At present there are broadly four different arrangements in existence as under
a. The Supply Authorities supply power at 220/132/110/66 kV Extra High Voltage (EHV) at
each traction substation which is owned, installed, operated and maintained by the Railways.
b. The Railway receives 3-phase power supply from the supply Authority at a single point near
the grid substation from where the Railway runs its own transmission lines providing its own
traction sub-stations.
c. All EHV and 25 kV equipment is owned, installed, operated and maintained by the Supply
Authority except 25 kV feeder circuit breakers which are owned, installed, operated and
maintained by the Railway.
d. All EHV and 25 kV equipment is owned, installed, operated and maintained by the Supply
Authority but 25 kV feeder circuit breakers alone are operated on remote control by the
Traction Power Controller (TPC).
2.2.2 Duplicate Supply

a. To ensure continuity of supply under all conditions, the high voltage feed to the traction
substations is invariably arranged wither from two sources of power or by a double
transmission line, so that if one source fails the other remains in service. Suitable protective
equipment is installed at the substations to ensure rapid isolation of any fault in transmission
lines and substation equipment, so that the power supply for electric traction is maintained
under all conditions.

b. At each traction substation, normally two single phase transformers are installed; one which
is in service and the other is 100% stand by. The present standard capacity is 21.6 MVA
(ONAN)/30.2 MVA (ONAF).
However transformers of capacity 13.5 MVA (ONAN)/10.8 MVA (ONAN) have also been used at
many of the substations. These transformers step down the grid voltage to 25 kV for feeding the
traction overhead equipment (OHE). 25 kV feeders carry the power from the substations to feeding
posts located near the tracks. Each feeder is controlled by a single pole circuit breaker equipped with
protective devices.
2.2.3 Voltage Regulation

The permissible variation of the bus bar voltage on the bus bars at the grid substations is +10% and
5% i.e. between 27,500 V and 23750 V. The tappings on the transformers are on the secondary
winding and set to ensure the voltage is maintained as high as possible but not exceeding 27.5 kV at
the feeding post at any time.
2.1.4 25 kV Supply at Traction Substations

a. On the secondary side one transformer circuit breaker and one feeder circuit breaker are
installed with associated double pole isolator the bus bar connections being such that full
flexibility of operation is assured.
b. The traction substation is designed for remote operation.

c. The facilities exist to change over from one feeder to the other by means of isolator/bus
coupler.
d. One end of the secondary winding of the transformer is solidly earthed at the substation and
is connected to track/return feeder through buried rail.
TYPICAL SCHEMATIC OF TRACTION POWER SUPPLY FEEDING ARRANGEMENT

2.1.5 Feeding and Sectioning Arrangements

a. The generation and transmission systems of Supply Authorities are 3-phase systems. The
single phase traction load causes unbalance in supply system. The unbalance has undesirable
effects on the generators of the supply Authorities and equipment of other consumers. If its
value becomes excessive.
b. The permissible voltage unbalance at the point of common coupling on the grid supply
system should not exceed the following limits:-
Voltage unbalance (%)
Instantaneous 5
2 hours 3
Continuous 2
c. To keep the unbalance on the 3-phase grid system within the above limits, power for ac
single phase traction is tapped off the grid system across the different phases at adjacent
substations in cyclic order.
d. Thus, it becomes necessary to separate electrically the overhead equipment systems fed by
adjacent substations. This is done by providing a ‘Neutral Section’ between two substations
on the overhead equipment to ensure that the two phases are not bridged by the pantographs
of passing electric locomotives/EMUs.

e. To ensure rapid isolation of faults on the OHE and to facilitate maintenance work, the OHE is
sectioned at intervals of 10 to 15 km along the route. At each such point a ‘switching station
interrupters, usually rated at 600A are provided. The shortest section of the OHE which can
be isolated by opening interrupters alone is called a ‘subsectors’. Each sub-sector is further
sub-divided into smaller ‘elementary sections’ by provision of off-load type manually
operated isolator switches.
f. At some stations with large yards, alternate feeding arrangements are provided so that the
power for feeding and yards may be drawn from alternate routes. Normally the switch is
locked in one position, being changed to the other when required after taking necessary
precautions.
g. To meet requirements at electric loco running sheds, isolators with an earthing device in the
’off’ position is provided. At watering stations manually operated interrupters and isolators
with earthing heels are provided to enable switching off of the power supply locally and
earthing the OHE to enable working on roofs of rolling stock.
2.1.6 Switching Stations

There are several types of switching stations as detailed as the following-
a. Feeding Post (FP): It is a supply post where the incoming 25 kV feeder lines from substation
are terminated and connected to the overhead equipment through interrupters. Each feeder
supplies the OHE on one side of the feeding post through interrupters controlling supply to
the individual lines. Thus, for a two track line, there will be four interrupters at each feeding
post.
b. Sectioning and Paralleling Post (SP): It is the supply control post situated mid-way
between two feeding posts at the neutral section and provided with bridging and paralleling
interrupters.
These posts are situated approximately midway between feeding posts marking the
demarcating point of two zones fed from different phases from adjacent substations. At these
posts, a neutral section is provided to make it impossible for the pantograph of an electric
locomotive of EMU train to bridge the different phases of 25 kV supply while passing from
the zone fed from one substation to the next one. Since the neutral section remains ‘dead’
warning boards are provided in advance to warn and remind the Driver of an approaching
electric locomotive /EMU to open locomotive circuit breaker (DJ) before approaching
‘neutral section’ to coast through it and then switch ‘on’ on the other side. Special care is
taken in fixing the location of neutral sections on level tangent tracks far away from signals

level crossing gates etc to ensure that the train coasts through the neutral section at a
sufficiently high speed to obviate the possibility of its stopping and getting stuck within the
neutral section.
A paralleling interrupter is provided at each ‘SP’ to parallel the OHE of the up and down
tracks of a double track section ‘bridging interrupters’ are also provided to permit one feeding
post to feed beyond the sectioning post up to the next FP if its 25 kV supply is interrupted for
some reasons These bridging interrupters are normally kept open and should only be closed
after taking special precautions as detailed in these rules.
c. Sub-Sectioning and Paralleling Post (SSP): It is a supply control post where sectioning and
paralleling interrupters are provided. One or more SSPs are provided between each FP and
adjacent SP depending upon the distance between them. In a double track section, normally
three interrupters are provided at each SSP i.e. two connecting the adjacent subsectors of up
and down tracks and one for paralleling the up and down tracks.
d. Sub-Sectioning Post (SS): It is a supply control post where a sectioning interrupter is
provided. These are provided only occasionally. These are similar to SSPs with provision for
sectioning of the OHE but not paralleling.
2.1.7 Certain Equipment at Switching Stations

Certain equipments are installed at various points to protect the lines, to monitor the availability of
power supply and provide other facilities. These are generally as under-
a. Lightning arresters are provided to protect every sub-station against voltage surges.
b. Auxiliary transformers are provided at all the posts and also at certain intermediate points to
supply ac at 240 V, 50Hz required for signalling and operationally essential lighting
installations. To ensure a fairly steady voltage. Automatic voltage regulators are also
provided where required.
c. Potential transformers are provided at the various switching stations for monitoring supply to
each sub-sector.
d. A small masonry cubicle is provided to accommodate remote control equipment, control
panel, telephone and batteries and battery chargers required for the control of interruptors and
other similar equipments.

2.2 POWER SUPPLY FOR SIGNALLING

2.2.1 Supply Arrangements
To ensure reliability of ac 240V, supply through 25 kV/240V auxiliary transformer by tapping 25 kV
OHE is made available at following places:
a. At each way side station for CLS.
b. Level crossings located more than 2 km away from Railway Station.
c. At IBH.
d. At all the power supply installations.
In the event of power block being given on both the OHE sub sectors from which the signal supply is
derived electric traffic would necessarily have to be suspended on the line. During such periods
colour light signally will not also be in operation. Such cases are likely to arise very rarely at any
station and the duration of the block is not likely to exceed one hour at a time. Therefore, no
additional power supply arrangement need be made by the Electrical Department at wayside stations.
However, to cater for this condition portable generating sets should be kept by the S&T Department
to be operated until 25 kV supply is restored. At large stations with considerable shunting
movements a stand by diesel generator set may be installed by the S&T Department to meet
emergencies, if considered essential.
2.2.2 Voltage Regulators
The fluctuating nature of the traction load causes perceptible fluctuation on the 240 V supplies
affecting operation of signalling equipment. To overcome this, static type voltage regulators are
provided by S&T Department to limit voltage fluctuations to + 5%. These voltage regulators are
installed either in separate kiosks inside the remote control cubicles, inside the ASM’s room, or
inside the cabins depending upon the position of various load centres.
2.3 REMOTE CONTROL AND COMMUNICATION ARRANGEMENTS

2.3.1. Remote Control
The interrupters at the various switching stations as well as the feeder circuit breakers (and other
switchgear owned and operated by the Railway) at the substations are controlled from a Remote
Control Centre (RCC) manned throughout the 24 hours of the day. During each shift there is one
more number of Traction Power Controller (TPC), depending upon the work load. All switching
operations on the system are thus under the control of one single person, namely TPC, who is
responsible for maintaining continuity of power supply on all section of the OHE. He also maintains

continuous and close liaison with the Section Controllers in regard to train operations on electrified
sections.
2.3.2 Communication Facilities
All aerial telecommunication lines running by the side of the tracks are replaced with under-ground
cables/microwave to overcome the interference caused by 25 kV single phase a.c traction. The cables
contain adequate number of pairs of conductors for the various types of Railway telecommunication
circuits on ac traction.
In an electrified section it is essential, in the interest of efficiency to provide several independent
telephone circuits to facilitate quick communication and to achieve co-ordination between different
branches of the Railway. In an emergency several alternate telephone channels will be available for
communication should one fail. The various telephone circuits provided in electrified sections are
described below briefly:-
a. Train Control/Section Control: This circuit is operated by the Section Controller and is
used mainly for controlling train movements within his jurisdiction. It has connections with
Signal Cabins, ASMs’ Offices, Loco Sheds and Yard Masters’ Offices.
b. Dy. Control Telephone: This circuit is operated by the Deputy Controller and is used for
directing traffic operations in general. It has connections with the important Station Masters’
offices. Yard Masters’ Offices, Loco Sheds and Signal Cabins.
c. Stock Control Telephone: This circuit is operated by the Stock Controller and is mainly
used for keeping a continuous watch and to maintain control over the movements of wagons.
It has connections with Yard Masters and important Station Masters office.
d. Traction Loco Control: This is a circuit provided for ac traction and is operated by the
Traction Loco Controller who is responsible for movements of electric locomotives and
Electric Multiple Unit (EMU) stock. It has connections with Electric Loco Sheds, EMU
Sheds, Important Station Masters, Yard, Divisional Officers such as Sr. DEE/DEE, AEE
(RS), Sr. DEE/DEE/AEE(OP), Traffic Control Offices, Traction Foreman and important crew
booking points.
e. Traction Power Control: This is a special circuit on ac traction and is used by TPC for all
communications in connection with power supply switching operations and ‘permit-to-work’.
It has connections with Station masters’ offices, cabin. Traction sub-stations, feeding posts,
sectioning and sub-sectioning posts, traction maintenance depots, important Signal Cabins,
Divisional Officers such as Sr. DEE (TrD), Sr. DEE/OP and Traffic Control Offices.
f. Emergency Control Circuit: This circuit is provided to facilitate the traction maintenance
gangs and electric train crew to get in touch with TPC with the least possible delay in

emergencies. It is also used by train crew in times of accidents for communication with the
Control office. This circuit is operated by TPC and is located in the RCC. Emergency
telephones socket boxes are provided along the track at an interval of 0.75 to 1 km and also
and near the signal cabins, sub-sectioning and sectioning posts, insulated overlaps and
feeding posts etc. Portable emergency telephones are given to maintenance gangs, train crew
and station Masters. By plugging the portable telephone into an emergency socket it is
possible to communicate with the TPC.
g. Hot Line Communication: Hot line communication circuit should be provided between the
HQ, divisional HQ traction loco controller and electric loco sheds. These would be provided
in the HQ with CEE, CEE/Loco, Dy.CEE/RS, Sr.DEE/RS in the sheds and Sr.DEE/OP in the
divisions.
h. Walkie Talkie sets : Every maintenance depots of OHE should have adequate numbers of
walkie-talkie sets to be available with them during their normal maintenance work as well as
break-downs so that not only effective communication is available at site but also to increase
the efficiency and productivity of the work during power blocks. These walkie-talkie sets are
to be used primarily for the following purposes:
 To communicate to the maintenance/breakdown gangs/parties that power block has been
sanctioned.
 To direct and supervise work during the period power block is in force;
 Confirmation regarding cancellation of power block by each individual party and
cancellation of power block.
i. Other Communication facilities: An independent inter-communication circuit is also

provided between the various Section Controllers and the Chief Controller for local
communication between themselves. Facilities are also provided for the Chief Controller to
talk to any station on train control, deputy control, stock control and traction loco control
circuits. Similarly, facilities are provided to TPC to talk to any station on the train control and
traction loco control in an emergency. However, it will not be possible for Chief Controller or
TPC to ring independently any station on station on any control circuit as this ringing facility
is only provided to the respective Controllers.

2.4 TRACTION SUB STATION (TSS)

Every TSS has 2 nos. of traction transformers out of which one is working at a time and the second
transformer is stand by. The capacity of each traction transformer is sufficient to feed its own feed
zone and half of the adjoining feed zone.
Feeding Post (FP): To feed 25 KV traction power to OHE. The section of OHE normally fed by a
traction transformer.
Feed Length: The distance for which a traction transformer will feed power in emergent conditions
i.e., the distance between two is adjoining FPs.
Neutral Section (NS): A short section of insulated dead over head equipment which separates the
sectors fed by two adjacent substations which are normally connected to different phases. To
separate OHE of two adjoining feed posts, a short neutral section (PTFE) type is provided opposite
the Traction Sub Station to avoid the need of lowering the pantograph during extended feed
conditions.
Sectioning Post (SP):
 To facilitate the extension of
traction power from one feed
zone to half of the adjoining
feed zone during emergency.
 Parallel the UP and DN OHE
in double the sections.
Sub-sectioning and paralleling post
(SSP):
 To sectionalize OHE.
 To parallel the UP and DN
OHE in double line sections.
Sector: A section of Overhead equipment of a track which can be energized by closing a feeder
circuit breaker at the substation. “The section of the OHE between the FP & SP is called the sector”.
Sub-Sector: The smallest section of overhead equipment which can be isolated remotely by opening
of interrupters. “The section of the OHE between the FP & SSP, SSP & SP is called sub-sector”.
This is the shortest section of the OHE which can be isolated through Remote Control by the
Traction Power Controller.
Elementary Section (ES): This is the shortest section of the OHE which can be isolated manually for
carrying out OHE maintenance work.

3. PRINCIPLES FOR LAYOUT PLANS AND

SECTIONING DIAGRAMS FOR 25 KV A.C
TRACTION
(This is a reproduction of RDSO document No. ETI/OHE/53 issued in June, 1988)
3.1 INTRODUCTION
These principles for preparation, checking and finalization of overhead equipment layout plans, have
been framed for standardization and guidance of Railways / Railway Electrification Projects. In some
cases, the principles are obligatory and should be followed. In other cases, after studying individually
the implications to arrive at the best solution both from economical and technical points of view. The
fundamental aim of design of overhead equipment is to install the contact wire at the requisite height
and to keep it within the working range of the pantograph under all circumstances.
3.2 BOND
An electrical connection across a joint in or between adjacent lengths of rail.
Bond continuity: A rail bond used for maintaining continuity of the rail circuit at crossings and
junctions.
Bond Cross: A rail bond used for connecting together two rails of a track or rails of adjacent tracks.
Bond Impedance: A special rail bond used to bridge an insulated rail joint in ac track circuited
sections in areas equipped for electric traction.
Bond Rail: An electrical connection across a joint between two adjacent lengths of rail as part of the
track return.
Bond Structure: An electrical connection between the steel work of track structures, bridge or station
bulking, to which the traction overhead equipment is attached and the tracks return.

3.3 OVERHEAD EQUIPMENT (OHE)

The electrical conductors over the track together with their associated fittings, insulators and other
attachments by means of which they are suspended and registered in position. All overhead electrical
equipment, distribution lines, transmission lines and feeders may be collectively referred to as
overhead lines.
3.3.1 Cantilever Assembly

It is an insulated swivelling type structural member, comprising of different sizes of steel tubes, to
support and to keep the overhead Catenary system in position so as to facilitate current collection by
the pantograph at all speed without infringing the structural members. It consists of the following
structural members.
3.3.1.1 Stay arm

It comprises of dia. 28.4/33.7 mm (Small) size tube and an adjuster at the end to keep the bracket
tube in position. It is insulated from mast by stay arm insulator.
3.3.1.2 Register Arm
It comprises of dia. 28.4 x 33.7 mm tube to register the contact wire in the desired position with the
help of steady arm.

3.3.1.3 Steady arm assembly

It is 32 x 31 mm BFB section made of aluminium alloy to register the contact wire to the required
stagger and to take the push up of contact wire. It is always in tension.
3.3.1.4 Dropper
A fitting used in overhead equipment construction for supporting the contact wire from Catenary.
3.3.1.5 Height of contact wire
The distance from rail level to the underside of contact wire.
3.3.1.6 Jumper
A conductor or an arrangement of conductors for electrical continuity not under tension, which forms
electrical connection between two conductors or equipments.
3.3.1.7 Mast
A single vertical post embedded in the foundation or otherwise rigidly fixed in vertical position to
support the overhead equipment with cantilever assembly. It may be rolled section or fabricated. The
uprights of portals and TTCs are also called masts.
3.3.1.8 Bracket tube
It comprises of dia. 40/49 mm (large) or dia. 30/38 mm (standard) bracket tube and insulated by
bracket insulator. Catenary is supported form this member by Catenary suspension bracket and
Catenary suspension clamp.
3.3.1.9 Terminology about separations
a. Stagger: Stagger of the contact wire is the horizontal distance of the contact wire from the vertical
plane through the centre of track.
b. Span: The distance between the centre line of the adjacent supporting masts for overhead
equipment/lines. Clear span in case of portal structure, is the distance between the inner faces of
portal uprights.
c. Setting Distance: The horizontal distance from the nearest face of traction mast to the centre line
of the track.
d. Suspension Distance: The horizontal distance from the centre of the eye of Catenary suspension
bracket to the face of the mast for a single cantilever assembly or the face of cross arm channel in
case of multiple cantilever assembly.
e. Electrical Clearance: The distance in air between live equipment and the nearest earthed part.
f. Encumbrance: The axial distance on vertical plane between the Catenary and the contact wire at
support.

3.3.2 Crossings
The electrically live member / conductor passing over another electrically live member / conductor,
without physical contact.
a. Power line crossing: An electrical overhead transmission or distribution line or underground
cable placed across railway tracks whether electrified or not for transmission of electrical
energy.
b. Crossing OHE: Crossing of two conductors of OHE crossing without physical contact.
3.3.3 Feeder
A conductor connecting a
(a) substation with a feeding post, or
(b) feeding post with the OHE.
3.3.4 Interrupter
It is a single phase Vacuum SF6 / oil circuit breaker used as load switch to close the circuit on fault
but does not open on fault. It is operated either by remote control or manually at site.
Different methods of connection of interrupters are:
a. Bridging Interrupter: An interrupter which is provided at the neutral section to extend the
feed from one substation to the overhead equipment normally fed by the other substation in
emergencies or when the latter is out of use. This normally remains in the open position.
b. Sectioning Interrupter: An interrupter which connects adjacent sub-sectors together to
maintain continuity of supply. This normally remains in closed position.
c. Paralleling Interrupter: An interrupter which connects overhead equipments of two different
tracks. This normally remains in closed position to reduce the voltage drop.
3.3.5 Section Insulator

A device installed in the contact wire for insulating two elementary electrical sections from each
other while providing a continuous path for the pantograph without break of current.

3.3.6 Overlap
An arrangement of overhead equipment over a track where two sets of traction conductors are run
parallel to each other for short distance over span(s) providing a smooth passage for the pantograph
of an electric rolling stock. In the un-insulated overlaps two sets of conductors are separated by 200
mm and connected by a jumper. In Insulated overlaps the two sets of conductors are separated by
500 mm in air. Electrical continuity is provided by an isolator, interrupter or booster-transformer.
3.3.7 Over-line structure

Any fixed structure provided over the track. The prescribed clearance is normally provided as laid
down in the Schedule of Dimensions for unrestricted movement of rolling stock.
3.3.8 Regulating Equipment
A device for maintaining the tension of OHE conductors constant under all ambient temperature
conditions.
3.3.9 Return conductor
A conductor which carries return current from the tracks to the sub-station in the booster transformer
system.
3.3.10 Portals
On multiple track sections, where adequate track centres are not available and tracks cannot be
slewed, ports are used. Each portal consists of two fabricated uprights and one fabricated boom
consisting of with or without one central piece and two end pieces.

4. PANTOGRAPH
4.1 INTRODUCTION
“A collapsible device mounted on and insulated from the roof of an electric engine or motor coach
for collecting current from the overhead equipment is known as Pantograph.”
When the pantograph of a locomotive passes from one track to another along a cross over, current
collection changes from one OHE to another. The runners do have the overlap so that there may not
be any sparking during change over.
4.2 PANTOGRAPH OPERATION

a. The pantograph mounted on the roof of the OHE Inspection Car is electrically bonded to the
under frame by means of a cable connection. This cable connection should be checked before
starting any operation for checking and adjustment of OHE.
b. The pantograph should normally be kept in the fully lowered position and clamped securely
by means of the special clamp provided for the purpose. No string, cord etc shall be used for
this purpose.
c. Before any person goes up to the roof of the OHE Inspection Car for commencing Inspection
and adjustment, the section of the OHE concerned shall be made dead and earthed on either
sides. Additional earths shall be provided where necessary. After earthing the OHE, an
additional earth shall be provided near the OHE Inspection Car on the OHE of the track on
which it is standing. An authorized person not lower in rank than a linesman shall then go up
on the roof and remove the clamps to release the pantograph.

d. Under no circumstances should the OHE Inspection Car be worked with the pantograph
raised without an earth on either side of it on the section of the OHE in which it is to be
worked.
e. In order to ensure that the pantograph does not enter a section where the OHE is live the OHE
Inspection Car shall be protected on both the sides with banner flags and other signal flags.
The driver shall always stop the OHE Inspection Car ahead of all turn outs, crossovers,
insulated overlaps and section insulators first and then proceed only after ensuring that the
section ahead is dead and earthed. Banner flags then be removed for the purpose of admitting
the OHE Inspection Car into the section ahead.
f. At the end of the inspection and checking, the pantograph shall be lowered and clamped by
an authorized person not lower in rank than a linesman working on the roof after earthing the
OHE of the track on which the OHE Inspection Car operating. The earths on the OHE near
the OHE Inspection Car shall then be removed after all persons working on the roof have
come down.
4.3 PANTOGRAPH ENTANGLEMENT

4.3.1 Introduction
Electric locomotive gets power from overhead contact wire through pantograph. For smooth
operation of locomotive, the movement of pantograph should be even and unobstructed on the
contact wire, when any part of pantograph comes in between overhead wires or vice versa, panto
entanglement takes place.
4.3.2 Causes of Pantograph Entanglement

Panto entanglement causes damage to pantograph and overhead equipment resulting in dislocation of
Electric Traction traffic.
Pantograph entanglement occurs due to following reasons-
a. OHE defects
b. Pantograph defects
OHE Defects: Damaged OHE components such as insulators, cantilever tubes, jumpers, droppers
etc. may foul with the movement of the pantograph and result in entanglement. The OHE defects
that can cause panto entanglement are-
 Improper adjustment of crossover and turn-out and

 Malfunctioning of ATD.
 Damage of OHE components.
 Apart from this if locomotive goes in unwired section by mistake it may damage both the
panto and 9 tonne insulators.
To avoid them-
 Check insulators, droppers and other OHE component periodically for any cracks.
 Ensure provision of C jumpers to avoid dropper failure.
 Ensure provision of double PG clamps on G jumpers and feeder wire locations.
Auto Tensioning Device

ATD keeps OHE in correct tension. If ATD drum is not moving freely, the OHE tension will not
remain correct. This will cause sag in OHE at higher temperature, any sag in OHE is prone to panto
entanglement when pantograph is moving at high speed. Ensuring free movement of ATD and
providing 100 mm sleeve on anti falling device rods in short tension length prevents sagging of
OHE. Contact wire consists of joints within the running length. These joints are made during
manufacturing. Their failure results in snapping of contact wire. If a locomotive is moving in the
same zone where such a snapping takes place panto entanglement will result. Therefore it is
necessary to check frequently all the joints, especially those in the polluted area where they are prone
to more failures. Provide slice at such joints which may work out to avoid snapping.
c. Pantograph Defects: The defects of pantograph which cause panto entanglement are-
 Spring box failures
 Improper static force on OHE
 Missing pins and fasteners
 Cracks in mechanical parts and
 Improper levelling of pan.
These defects can be minimises by-
 Checking regularly the conditions of cracked OHE fittings
 Properly fastening of pantograph wearing strips
 Checking availability of split pins
 Investigating broken parts of the pantograph.

5. MODERN A.C ELECTRICAL LOCO
5.1 INTRODUCTION
Indian railways is biggest rail system in Asia and second biggest in the world. Advent of electric
traction in India on 3rd Feb. 1925 at 10:00 am. India becomes 24 th such nation in the world to run
between Boribunder to Kurla, the 1st electric train. It was flagged off by the then governor of
Bombay, Sir Leslie Wilson.
5.2 THREE PHASE LOCO

It Works on single phase AC- 25 kV, 50 Hz, supply but TMs are three phase Induction machines.
1996: Six WAG-9 locos and 16 more in kit form imported from ABB (AdTranz)
1998: CLW begins production of indigenous versions of WAG-9 (first one is "Navyug")
2000: First WAP-7 locomotive, 'Navkiran', from CLW.
5.2.1 Adoption of 3-phase technology

Adoption of 3-phase squirrel cage induction motor for traction application

 Induction motor, as such could not be used due to its unsuitable torque-speed characteristics
for traction application, having very low starting torque.
 With the advent of high power semiconductor switching devices it became possible to
achieve dc motor speed torque characteristics through VVVF control of a three phase
induction motor.
 3 phase induction motor is advantageous due to higher power density, greater reliability,
higher operational speeds and low maintenance requirements.
5.2.2 Advantages of 3- phase Technology

• Higher productivity, more throughput, better acceleration/speeds and increase in line capacity
• Energy efficiency-regenerative braking.
• Higher availability and reliability.
• Maintenance free traction drive due to VVVF Control of three phase induction motors.
• Low power to weight ratio in induction motor. For the same output power, the size of 3 phase
induction motor is much less as compared to that of dc motor. Therefore, with the permissible
axle load and available space in bogie, realisation of a much high powered locomotive is
possible.
• Energy Efficient with regenerative braking resulting in to :
(a) Energy Conservation (15-20%).
(b) Higher efficiency of loco(+5%).
• Savings in Maximum Demand:
(a) Due to Unity Power factor.
(b) Regeneration.
• Less maintenance as there is no commutator/brush gear in traction motor.
• Future scope for power upgradation-6000 to 10000 H P.
• Operation on unity power factor.
• Lesser maintenance cost due to adoption of squirrel cage induction motor and static traction
equipment.
• Low wear and tear on rails and fewer disturbances to track geometry due to low unsprung
mass.
• Pressurised machine room providing dust free environment for the equipment.
• Minimum wear on rails and track geometry due to low unsprung masses.

5.2.3 Advanced Technological Features of Three Phase Locomotives

 Digital electronics based real time traction control system to obtain precise control over the
tractive effort and speed.
 Fast acting wheel slip/ slide control system.
 Electrical weight transfer control system to automatically reduce the tractive effort in the
leading bogie and increase the same in trailing bogie.(+/-3.5% between leading and trailing
bogie)
 On board fault diagnostics systems to eliminate elaborate trouble shooting by engine crew
and also to help maintenance staff to trace faults.
 Automatic isolation of faulty equipment/ subsystems.
5.3 BLOCK DIAGRAM OF MODERN A.C ELECTRIC LOCOMOTIVE

The major component of A.C electric locomotive is traction converter, allows the train not only to
drive but also to brake electrically. To control the tractive or braking effort and hence the speed of
the vehicle, both frequency and amplitude of three phase converter output voltage are continuously
changed according to the demand from the driver’s cab. This allows continuous adjustment of the
driving or braking torque of the traction motor, which means that the driving speed changes
smoothly.

5.3.1 Operation of Traction Converter (motoring/regeneration)
 The line converter is a self commutating four quadrant converter consisting of full bridge
GTO circuit.
 The full bridge circuit GTOs are switched at frequency much greater than the line frequency,
the switching signals for the four pairs of arm are shifted by 90° in relation to one another.
This ensures that the AC current in the transformer primary winding is almost sinusoidal.
 The motor converter consists of a pulse controlled three phase bridge circuit which is
connected to the DC link, on the AC it is connected to three motor stator windings. All
motors are connected in parallel.
 In motoring mode (driving mode), the fundamental frequency of the motor terminal is higher
than the frequency corresponding to the motor speed (positive slip) resulting in a positive
motor torque.
 During braking, the fundamental frequency of the motor terminal voltage will be lowered
below the frequency corresponding to the motor speed, resulting in a negative slip and
therefore producing braking torque.
The main elements of traction converter is as follows-
 Line Converter
 DC Link
 Drive Converter
Line converter: The line converter maintains the DC link voltage at a value dependent on power,
direction of energy flow and line voltage. Line converter consists of two pulse controlled single
phase full bridge circuits which are connected in parallel on the DC link side. On the AC side, they
are connected to the secondary winding terminals of the main transformers.
Intermediate DC link: It performs two main tasks. Firstly it smoothens the direct current that flow
through. Secondly it also performs storage function.
Drive Converter: The Drive Converter converts the DC from Intermediate DC link into three phase
current for the drive motor (motoring). Conversely it is also able to convert the three phase current
generated by the drive motors into direct current for braking.


5.3.2 Vector Diagram: Phasor diagram for different voltge and current levels is as follows-
6.
TRACTION MOTOR

6.1 INTRODUCTION
“A traction motor is an electric motor used for propulsion of a vehicle, such as an electric
locomotive or electric roadway vehicle”.
Traction motors are used in electrically powered rail vehicles such as electric multiple units and
other electric vehicles such as electric milk floats, elevators, conveyors, and trolleybuses, as well as
vehicles with electrical transmission systems such as diesel-electric, electric hybrid vehicles and
battery electric vehicles.
6.2 TRACTION MOTOR TYPES AND CONTROL

Direct-current motors with series field windings were the oldest type of traction motors. These
provided a speed-torque characteristic useful for propulsion, providing high torque at lower speeds
for acceleration of the vehicle, and declining torque as speed increased. By arranging the field
winding with multiple taps, the speed characteristic could be varied, allowing relatively smooth
operator control of acceleration.
A further measure of control was provided by using pairs of motors on a vehicle; for slow operation
or heavy loads, two motors could be run in series off the direct current supply. Where higher speed
was desired, the motors could be operated in parallel, making a higher voltage available at each and
so allowing higher speeds. Parts of a rail system might use different voltages, with higher voltages in
long runs between stations and lower voltage near stations where slower operation would be useful.

A variant of the DC system was the AC operated series motor, which is essentially the same device
but operated on alternating current. Since both the armature and field current reverse at the same
time, the behavior of the motor is similar to that when energized with direct current. To achieve
better operating conditions, AC railways were often supplied with current at a lower frequency than
the commercial supply used for general lighting and power; special traction current power stations
were used, or rotary converters used to convert 50 or 60 Hz commercial power to the 16 2/3 Hz
frequency used for AC traction motors.
The AC system allowed efficient distribution of power down the length of a rail line, and also
permitted speed control with switchgear on the vehicle.
AC induction motors and synchronous motors are simple and low maintenance, but are awkward to
apply for traction motors because of their fixed speed characteristic. An AC induction motor only
generates useful amounts of power over a narrow speed range determined by its construction and the
frequency of the AC power supply. The advent of power semiconductors has made it possible to fit a
variable frequency drive on a locomotive; this allows a wide range of speeds, AC power
transmission, and rugged induction motors without wearing parts like brushes and commutators.
6.3 TRACTION MOTOR IN RAILWAYS TECHNOLOGY

Traditionally, these were series-wound brushed DC motors, usually running on approximately 600
volts. The availability of high-
powered semiconductors (such
as thyristors and the IGBT) has
now made practical the use of
much simpler, higher-reliability
AC induction motors known as
asynchronous traction motors.
Synchronous AC motors are also
occasionally used, as in the
French TGV.
6.4 CONSTRUCTION OF
TRACTION MOTOR
A traction motor is composed of

a stator and a rotor. In the case of

an AC motor, the stator is composed of a stator iron core and a stator winding (fig. 6.3). The stator
core is made of stacked electrical steel sheets to reduce the iron loss. The stator winding is composed
of form-wound coils, which are made of rectangular copper wire covered with an insulation material.
The form-wound coils are suitable for high voltages and have sufficient mechanical strength to bear
the vibration stress. The stator slots should be open to install the form-wound coils. Therefore, there
are relatively high slot ripples, which generate surface loss in the rotor. The rotor structure depends
on the motor type. In the case of a squirrel-cage induction motor, the rotor is composed of a rotor
iron core and a squirrel-cage winding, which is composed of copper alloy bars, short-circuit rings,
and retaining rings (fig. 5.4). Usually, the sheets for the rotor iron core and the stator iron core are
punched from a same magnetic steel sheet at the same time.
In the case of a PMSM, the rotor is composed of a rotor iron core and permanent magnets. The
structures of PMSMs can be classified into interior permanent magnet structures and surface
permanent magnet structures. In the case of an interior permanent magnet structure, the permanent
magnets are inside the rotor iron core (Fig. 3), and often have magnetic saliency, which can produce
reluctance torque. In contrast, in surface permanent magnet structures, the permanent magnets are on

the rotor surface, held against centrifugal force by a retaining structure made of nonmagnetic
material.
6.5 DC MOTOR vs 3-Ø AC MOTOR
It is very important to improve the efficiency of traction motors to save energy in electric trains. In
addition, improving the efficiency is also important to realize a totally enclosed traction motor that
requires less maintenance. Therefore, the use of high-efficiency motors is expanding.
Traction motor replaces the conventional D.C motors in electrical locomotives. The difference
between D.C motor and 3-phase A.C motor is as follows-
Characteristics D.C Motor A.C Motor
• High starting torque is DC motor is better in this AC motor can be intelligently
a traction requirement parameter used to attain same performance
• Power/Weight 0.1 0.3
(KW/Kg) ratio
• Maintenance More wear & tear in DC Early overhaul requirements
requirements Motor
 Losses More Copper losses as Less
Rotor, stator both are wound
In particular, the recently developed permanent magnet synchronous motors (PMSMs) have the
potential to increase the efficiency of the traction motors and to reduce their weight and size.
Accordingly, the introduction of the PMSM to rail vehicle has become active. Higher efficiency
traction motor is also being developed to realize a totally enclosed motor that requires less
maintenance.

6.6 REQUIREMENTS FOR TRACTION MOTOR

Motor which is used for traction duty should have both Mechanical and Electrical characteristics, as
far as possible to suit the service condition of traction work.
a. Speed-Torque Characteristic: Tractive effort requirement is max. at the starting and same
torque should fare off when the train has achieved high speed, i.e. High torque at low speed
and low torque at high speed.
b. Parallel running: In traction work, more than one motor is used. Hence speed-torque and
current-torque characteristics should be such that there should not be wide difference in
torque developed and current drawn by various motors in duty. Speed-torque and sped-
current curves should not be flat. It should be steep.
c. Voltage Fluctuation: In traction duty, a number of locomotives and EMUs are started from
the same OHE section and current rush at the starting is high. Hence voltage fluctuation of
supply line is a normal feature. But the traction motors should be able to withstand this
fluctuation with any damage in their performance.
d. Temporary interruption of supply: Temporary interruption of supply to the motor occurs
when cross-over and section insulators are crossed. With the muster controller on motors
should be able to withstand this short duration interruption of supply without much in rush of
current.
e. Overload Capacity: Large current in-rush may produce large armature reaction magnetic flux
along the brush axis. Voltage between adjacent commutator segments is dependent upon the
flux distribution in the air gap. During weak field condition, un-neutralised armature reaction
and slow growth of commutating field flux, high voltage between adjacent commutator
segments exists, and may extend from segment to segment. As high voltage exists as
commentator rotates and may cause flash over which have to be avoided at all costs. Motors
which are selected for traction work should be able to make heavy load without flash over.
f. Self reliving property: The speed-torque characteristic should be such that the torque is
inversely proportional to the speed. Hence, there product i.e. HP which is proportional to the
product of torque and speed will also remain constant. This is known as self relieving
property.
g. Amenability to speed control: Motor should be amenable to simple speed control methods.
h. Amenability to electric braking: Motor should be amenable to easy and simple methods of
rheostat and/or re-generative braking.

6.7 BRAKING SYSTEM IN LOCOMOTIVES

Application of negative tractive effort to the train and the purpose is to reduce the speed of the train
or stop the train is known as Braking of Train.
Types of Braking System
a. Friction based b. Electrical based (Dynamic Brake)
- Vaccum Brake - Rheostatic
- Air Brake - Regenerative
6.7.1 Regeneration of Power in 3 Phase Induction Motor

Regeneration takes place only when rotor is driven mechanically at super synchronous speed. Speed
torque characteristics of conventional fixed frequency fixed voltage squirrel cage induction motor is
given by Where v = terminal voltage,
T = k (v/f)2 * slip
f = supply frequency
6.7.2 Regenerative Braking

For regenerative braking to take place, there are two essential conditions-
a. The generated voltage must be greater than the overhead voltage
b. The overhead system must be receptive to the regenerative power
In case of three phase induction Motor, no additional apparatus or equipment are required for
regenerative braking, since the induction motor operate as generator when driven at speed exceeding
the synchronous speed, the switchover from motor action to generator action is automatic on a down
grade with the tendency of the train to speed up. In VVVF system, the frequency of the motor can be
varied to create the required disparity w.r.t. the supply frequency which would permit braking even
on level section and almost upto zero speed.
Working of regenerative breaking
Regenerative braking works on the principle of converting the kinetic energy of the locomotive (and
train) back to electricity by using the traction motors in reverse (as generators) and feeding the
electricity back to the OHE. This is somewhat easier with DC than with AC traction as with the latter
the phase and frequency of the generated electricity have to be matched to that of the OHE. On the
other hand, regeneration with DC motors adds to their bulk and complexity.
The newer AC locos have microprocessor control which helps enormously as the waveform and
phase of the regenerated power can be adjusted precisely. The regenerated voltage is in effect the
loco presenting a negative load to the OHE system, which manifests itself as a slight rise in the

system voltage. This result in a corresponding reduction in energy supplied by the generating units
on the grid, and the regenerated energy can, in principle, even go back to the supplying grid and be
used elsewhere.
The OHE is said to be receptive if it is in a state where the loco can use regenerative braking. If
there is no other loco on the section that can absorb the power, and if the substation is not set up to
send power back to the supply grid, regeneration results in the OHE voltage rising more than a
certain threshold -- this is how the control systems on board the loco can detect the (non-)receptivity
of the line. If the line is not receptive the loco has to resort to using frictional or rheostatic braking.
Even if the line is receptive, feeding power back to the supply grid may not always be possible,
though, because of practical constraints in the design of the substation equipment, reverse flow
detection relays in the supply grid (provided as protection in case of a fault in the 132kV supply
system), improper phase match by the loco resulting in relays blocking the regenerated power, etc.
The regenerated power therefore often gets used just by circulating in the OHE system and thereby
getting used by other locomotives in the section. Because of this, regenerative braking bears fruit in
busy sections where there are always some live locos. (In other railway systems, e.g., in Japan,
although not in India, sometimes the regenerated power is just dissipated using large resistive loads
at the substation or elsewhere.) Conversely when the system voltage starts dropping, it is an
indication that the locomotive(s) on the section is/are not generating power and are instead
consuming power (the normal case) in which
case the normal power supply feeds energy
back in to the OHE.
Apart from saving a fraction of the electricity
costs for the railways, regenerative braking in
practice also offers the driver finer control
over braking a train, and the savings in brake
pads and other equipment used in normal
frictional braking is also significant. It has
been claimed that regenerative braking in
busy sections can save up to 10% or more of
the electricity costs.
If at a speed N1, we reduce the frequency from f 1 to f2 , then Sync. Speed reduces, and for the same
motor speed N1, operating point shifts from P 1 to P2 on regenerating portion with negative torque.
Thus, regenerative braking is achieved, which is possible right upto near-zero speeds.

7. TRACTION MOTORS as DRIVES IN

LOCOMOTIVES
Traction motor defines two types of drives used in electrical locomotives for better speed and
controlling. These are as follows-
 Transverse drives
 Longitudinal drives
7.1 TRANSVERSE DRIVES

7.1.1 Nose-suspension drives
The nose-suspension drive design is one of the oldest design principles. This design was originally
used for tramways and later also applied for locomotives and electrical and diesel powered multiple
units. The transverse situated traction motor is supported partly via the bogie frame while the other
part is directly connected via the gearbox to the wheel set. When applied, this cost-effective design
principle is very versatile. Because of the limited dynamic behaviour, the design is used for limited
speeds only. Main applications today are freight locomotives. For this application, the nose-
suspension drive is still very common.
7.1.2 Semi-suspended drives

To reduce the acting forces on the traction motor, a more advanced design is used by applying a
coupling between the traction motor and the shaft driving the gearbox. This helps to increase traction
motor reliability and to reduce the unsprung weight of the drive system and to reduce dynamic forces

acting on the traction motor bearings, which are mainly radially and axially loaded by the rotor
weight.
7.1.3 Semi-suspended drives with two gearboxes
For high speed applications, the traction motor can be suspended on the vehicle body. In this case,
two gearboxes are used. One is connected with the traction motor and connected with a cardan shaft
to the second gearbox. The suspension drive is riding on the wheel set.
7.1.4 Fully-suspended drives

The most common fully-suspended drive arrangement is the quill drive, which is based on a hollow
shaft design. The traction motor is bolted to the gearbox, which is supported via the bogie frame. The
torque is transmitted from the large gearwheel via a connecting star and several connecting rods.
Quill drives are used for all kinds of electric powered rolling stock, especially for higher speeds or
more demanding requirements for reduced wheel/rail wear. In the beginning of the quill drive design
market introduction, spring suspensions on both sides were used for higher power ratings.

7.2 LONGITUDINAL DRIVES

7.2.1 Semi-suspended drives
This very basic design principle is used for conventionally designed multiple units, metro cars, light
rail vehicles and tramways. The traction motor is fully spring-supported on the bogie frame and
drives a helical gearbox via an elastic coupling. This design principle is used for more demanding
requirements for reduced
wheel/rail wear compared with
one-engine drive designs. In
some cases, additional axial
forces are observed because the
cardan shaft cannot
accommodate axial movements
during operation.
7.2.2 Fully-suspended drives

For high speed applications, longitudinal
drive arrangements are used which are
fully suspended. The traction motor is
supported by the vehicle body and drives a
cardan shaft. The shaft is connected with
the gearbox through a hollow shaft. This
shaft drives the wheelset via couplings.

8. CONCLUSIONS
1. RDSO
 Central Standards Office (CSO) and the Railway Testing and Research Centre (RTRC) were
integrated into a single unit named Research Designs and Standards Organisation (RDSO) in
1957, under Ministry of Railways at Lucknow.
 RDSO is headed by a Director General the Director General is assisted by Additional
Director General, Sr. Executive Directors and Executive Directors, heading different
directorates.
 All the directorates of RDSO except Defence Research are located at Lucknow.
2. POWER SUPPLY INSTALLATIONS

 25 kV AC, 50 Hz single phase power supply for electric traction is derived from the grid of
State Electricity Boards through traction sub-stations.
 25 kV feeders carry the power from the substations to feeding posts located near the tracks.
 The permissible variation of the bus bar voltage on the bus bars at the grid substations is
+10% and 5%.
 Feeding Post is a supply post where the incoming 25 kV feeder lines from substation are
terminated and connected to the overhead equipment through interrupters.
 Sectioning and Paralleling Post is the supply control post situated mid-way between two
feeding posts at the neutral section and provided with bridging and paralleling interrupters. is
the supply control post situated mid-way between two feeding posts at the neutral section and
provided with bridging and paralleling interrupters.
 Sub-Sectioning and Paralleling Post is a supply control post where sectioning and paralleling
interrupters are provided.
 Sub-Sectioning Post is a supply control post where a sectioning interrupter is provided.
3. PRINCIPLES FOR LAYOUT PLANS AND SECTIONING DIAGRAMS FOR 25 KV

A.C TRACTION
 These principles for preparation, checking and finalization of overhead equipment layout
plans, have been framed for standardization and guidance of Railways / Railway
Electrification Projects.

 The electrical conductors over the track together with their associated fittings, insulators
and other attachments by means of which they are suspended and registered in position is
known as Over Head Equipements.
4. PANTOGRAPH
 A collapsible device mounted on and insulated from the roof of an electric engine or
motor coach for collecting current from the overhead equipment is known as Pantograph.
 When any part of pantograph comes in between overhead wires or vice versa, panto
entanglement takes place.
 OHE defects and Pantograph defects are few reasons of Pantograph entanglement.
5. MODERN A.C ELECTRICAL LOCO

 India becomes 24th such nation in the world to run between Boribunder to Kurla, the 1st
electric train.
 It Works on single phase AC- 25 kV, 50 Hz, supply but TMs are three phase Induction
machines.
 Traction converter consist of three types of converters in each loco-
-Line Converter
-DC Link
-Drive Converter
6. TRACTION MOTOR
 A traction motor is an electric motor used for propulsion of a vehicle, such as an electric
locomotive or electric roadway vehicle.
 Traction motors are used in electrically powered rail vehicles such as electric multiple units
and other electric vehicles such as electric milk floats, elevators, conveyors, and trolleybuses,
as well as vehicles with electrical transmission systems such as diesel-electric, electric hybrid
vehicles and battery electric vehicles.
7. TRACTION MOTORS as DRIVES IN LOCOMOTIVES
 Transverse drives
 Longitudinal drives

9. REFERENCES
[1] Kondo M, Kawamura J, Terauchi N. Performance comparison between a permanent magnet

synchronous motor and an induction motor as a traction motor for high speed train. IEEJ
Transactions on Industrial Application 2006; 126(2):168–173 (in Japanese).
[2] Matsuoka K., Kondo M., Shiraishi S., Yamawaki K. Development of traction motor for gauge
change train. IEEJ Transactions on Industrial Application 2001; 121-D(5):569–576 (in Japanese).
[3] Kaba H, Shiraishi S, Yagi N, Onda S. Development of a high efficiency traction system, J-
RAIL2005, 469–472 (in Japanese), 2006.
[4] Matsuoka K, Kondo K, Kobayashi Y, Shiraishi S. Development of wheel mounted direct drive
traction motor system for rail vehicle. IEEJ Transactions on Industrial Application 2001; 121-
D(11):1176–1184 (in Japanese).
[5] Hagiwara Y, Ishikawa S. Technological trend and contribution of power electronics technologies
of traction systems of Shinkansen high-speed EMUs. Proceedings of the 2007 IEEJ Ind. Appl.
Society Conf. No. III, 95–100 (in Japanese), 2007.
[6] Kuře, G. Railway technical handbook. Axleboxes, wheelset bearings, sensors, condition
monitoring, subsystems and services. Volume 1, SKF (2011). ISBN 978-91-978966-3-4.
[7] Hudzikowski, J.Bearings for drive systems for railway vehicles – an outline. SKF science report,
Development Centre Steyr (2005–2006), pp. 79–84
[8] www.rdso.indianrailways.gov.in
[9] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,437
[10] www.irieen.indianrailways.gov.in/view_section.jsp/lang=0,296,438

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Industrial Training Report Power Supply Installation in Electric Traction and Electrical Locomotives

1. RESEARCH DESIGNS AND STANDARDS

SRMGPC: Electrical Engineering Page no. 1

SRMGPC: Electrical Engineering Page no. 2

1.7 CENTRAL BOARD OF RAILWAY RESEARCH (CBRR)

SRMGPC: Electrical Engineering Page no. 3

 To review the ongoing projects from the technical angle.

2. POWER SUPPLY INSTALLATIONS

2.1POWER SUPPLY ARRANGEMENTS AT SUB-STATIONS

2.1.1 Power Supply

2.2.2 Duplicate Supply

SRMGPC: Electrical Engineering Page no. 4

2.2.3 Voltage Regulation

2.1.4 25 kV Supply at Traction Substations

SRMGPC: Electrical Engineering Page no. 5

SRMGPC: Electrical Engineering Page no. 6

2.1.5 Feeding and Sectioning Arrangements

SRMGPC: Electrical Engineering Page no. 7

2.1.6 Switching Stations

SRMGPC: Electrical Engineering Page no. 8

2.1.7 Certain Equipment at Switching Stations

SRMGPC: Electrical Engineering Page no. 9

2.2 POWER SUPPLY FOR SIGNALLING

2.3 REMOTE CONTROL AND COMMUNICATION ARRANGEMENTS

SRMGPC: Electrical Engineering Page no. 10

SRMGPC: Electrical Engineering Page no. 11

i. Other Communication facilities: An independent inter-communication circuit is also

SRMGPC: Electrical Engineering Page no. 12

2.4 TRACTION SUB STATION (TSS)

SRMGPC: Electrical Engineering Page no. 13

3. PRINCIPLES FOR LAYOUT PLANS AND

SRMGPC: Electrical Engineering Page no. 14

3.3 OVERHEAD EQUIPMENT (OHE)

3.3.1 Cantilever Assembly

3.3.1.1 Stay arm

SRMGPC: Electrical Engineering Page no. 15

3.3.1.3 Steady arm assembly

SRMGPC: Electrical Engineering Page no. 16

3.3.5 Section Insulator

SRMGPC: Electrical Engineering Page no. 17

3.3.7 Over-line structure

SRMGPC: Electrical Engineering Page no. 18

4.2 PANTOGRAPH OPERATION

SRMGPC: Electrical Engineering Page no. 19

4.3 PANTOGRAPH ENTANGLEMENT

4.3.2 Causes of Pantograph Entanglement

SRMGPC: Electrical Engineering Page no. 20

Auto Tensioning Device

SRMGPC: Electrical Engineering Page no. 21

5. MODERN A.C ELECTRICAL LOCO

5.2 THREE PHASE LOCO

5.2.1 Adoption of 3-phase technology

SRMGPC: Electrical Engineering Page no. 22

5.2.2 Advantages of 3- phase Technology

SRMGPC: Electrical Engineering Page no. 23

5.2.3 Advanced Technological Features of Three Phase Locomotives

5.3 BLOCK DIAGRAM OF MODERN A.C ELECTRIC LOCOMOTIVE

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5.3.1 Operation of Traction Converter (motoring/regeneration)

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SRMGPC: Electrical Engineering Page no. 26

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