Satish Kumar
Director
Delhi Metro Rail Corporation
Mr. Satish Kumar Director (Elect.), Delhi Metro Rail Corporation Ltd.
(DMRC) currently is also a Govt. of India nominee on the Boards of Bangalore
Metro Rail Corporation & Chennai Metro Rail Corporation. He is a former
officer of the Indian Railway Service of Electrical Engineers and has over 45
years of professional experience and is one of the main persons behind the
success of Delhi Metro Rail Project today.
Having been associated with this project right since its inception in
1998, for about 15 years Mr. Kumar has contributed immensely towards the
introduction of the state of the art technologies in the Delhi Metro systems –
Rolling Stock, Signalling, AFC etc., which has revolutionized the mass
transport scenario of the national capital.
He has also been Director incharge of operation and maintenance of
Delhi Metro in its initial years upto 2005.
He has been conferred with many awards during the last 10 years,
recent being the “Lifetime Achievement Award” by the Institution of
Engineers (India) Delhi State Centre on 19th Jan 2013.
By Satish Kumar, Director/Electrical
Mahendra Kumar, Chief Elect. Engineer
International Seminar on High Speed Trains
Dated:01/02/2013
1. Salient Features of Route
2. Power supply arrangements
• Selection of Traction System
• Selection of catenary system
• Auxiliary Power Supply System
3. Conclusions
•Route Length - 527 Kms
At Grade
Elevated
Bridges (Waterway width)
Underground
Total
87 Kms
297 Kms
17 Kms
126 Kms
527 Kms
Stations with Inter Station Distance
Station Name
1
2
3
4
5
6
7
8
9
10
11
Thiruvananthapuram
Quilon
Changannur Future Station
Kottayam
Erankulam
Trissur
Tirur Future Station
Calicut
Thalessery Future Stn
Kannur
Kasaragod
Inter Station
Distance (Kms.)
57
52
31 (83)
53
65
56
46 (102)
62
17 (79)
86
Train Operation
• Peak Period
• 15 minutes from 08.00hrs to 11.00hrs & 17.00hrs
to 21.00hrs.
•Off Peak Period
• In non-peak hours the train at interval of 30
minutes.
Speed
a) Operational
Speed
300 KMPH
b) Maximum Design 350 KMPH
Speed
c) Average Speed
250 KMPH (8 stations)
• Train Set
10 Coaches
• Power per train
10 MW
• 1500V DC system
• AC system
• 25 kV ac
• 2X25 kV
Worldwide High Speed Railways have adopted
25kV ac system or 2X25kV AC Auto transformer
system
• The system supplies power to the train-sets
through 25kV ac overhead system. Current returns
through the rail and the ground. The voltage
between contact wire and rail is 25kV.
• The voltage variation permitted as per EN 50163/
IEC 60850 is as below;
Minimum minimum nominal Maximum
(just for Permanent
Permanent
10 min)
17.5kV
19kV
25kV
27.5kV
Maximum
(just for
5min)
29kV
Mitigation of electromagnetic interferences (emi)
 Booster Transformers are installed in series in the
catenary, to reduce electromagnetic interferences.
 These have limitations to mitigate the impact fully
especially in case of failure of a few booster
transformers.
 It can have adverse effect on neighboring telecom
system.
A typical arrange of 25 kV with Booster transformer
• This also supplies power to trains at 25kV ac but has
transmission system of 50kV by Auto transformer system.
• 50kV is formed between the catenary, and a conductor called
the ‘feeder
• Catenary and feeder are supported on the same pole on
the same track.
• The transmission line so formed is coupled electrically to
the catenary-rail loop via the auto transformers, which
transforms this double voltage (50kV) into 25kV voltage for
trains.
• This system of auto transformer traction power supply
system was first used in 1972 by the Japanese railways on
the SANYO lines with the main objective of improving emi
as compared to BT system.
• It is learnt that France adopted 2X25kV ac Auto transformer
system primarily from the point of view of reducing the emi
and also the line losses.
It has other benefits compared to 1x25kV ac as under
• For equal volumes of traffic, the line voltage drops
gets reduced by more than 2 to nearly 3,
• Reduce the number of neutral sections
• It gives flexibility to position the substations better with
respect to existing grid lines
• Discontinuity is not experienced in the contact wire as
in the BT system.
In short electrical aspects of 1x25kV & 2x25kV are
1X25
2X25
25 kV
25 kV@
line voltage drops
v
v/3
line currents
a
a/2
electrical loss
(I square R)
w
w/4
disturbance
e
over e/2
4 to 25km
neutral section sectioning post
(booster transformer)
25 to
80km
Train voltage
Continuity in
normal conditions
Note: @-reduces the number of substation
0.3 Ω per km using 1X25kV,
0.12 Ω per km using 2X25kV
Accordingly 2X25kV Auto-transformer
system has been proposed for Kerala
High Speed line
• Proper current collection at high speed by panto of
train through
consideration.
contact
wire
is
the
main
Three types of 25kV ac catenary systems have been
used world over
 Compound type,
 Y-stitch type and
 Simple type
Compound Catenary system
 Compound system for HSR was evolved in Japan for first
bullet train Shinkansen in 1964.
 This system has a second catenary wire, called the
auxiliary catenary wire between the main catenary wire
and the contact wire. It is joined to the main catenary
wire and the contact wire by means of droppers which
helps to reduce variations.
 However, the good current collection characteristics of
this type of installation are offset by the increased
material requirements and significant higher installation
effort.
Compound Catenary system
• Latest compound catenary systems in operation is
Taiwan-shinkansen
• A y-stitch wire is used to designate a connecting element
inserted between the catenary wire and the contact wire.
• Sicat H1.0 was used for HSR 300km/h in operation between
Cologne and Frankfurt.
• German rail has developed Y-stitch catenary system for
conventional lines also
Simple Catenary system
 Simple catenary system with higher size conductors,
heavier tension and a pre sag (of1/1000 of span) is reported
to be adequate for speeds upto 350 kmph.
France
•
‘TGV Atlantic line’ commissioned in 1989 with
commercial speed of 300km/h.
•
TGV- Nord in 1993,
•
TGV- Mediterranean in 2001,
Korea
•
KTX- Kyungbu line in 2004.
•
TGV-est commercial speed of 350km/h.
•
Korea’s Kyungbu HSR line with a commercial speed
up to 310km/h,
In short, main characteristics of the three systems are
KTX-Kyungbu
[Korea], TGVNord [French
Sicat H1.0
[German]
(Y- Stitch)
Taiwan-Shinkansen,
[Japan] (Compound
Catenary Type
Simple
Y-stitch
Compound
Operation Speed
300km/h
(Over)
300km/h
300km/h
Contact Wire
Cu150sqmm
CuMg
120sqmm
CuSn 170sqmm
Tension
20kN
27kN
20kN
98[%]
74.5
70[%]
1.334[kg/m]
1.07[kg/m]
1.511[kg/m]
-
-
Cu 150sq mm[15kN]
-
-
98[%]
Conductivity
Contact wire
of
Masscontact
Auxiliary
wire
Contact
Conductivity of Aux.
Contact wire
Messenger
wire Tension
14kN
21kN
25kN
0.605[kg/m]
1.022[kg/m]
1.450[kg/m]
60[%]
60[%]
17.2[%]
186sq mm
161.4sq mm
296sq mm
Dropper
Bz 12sq mm
Bz 16sq mm
hanger
stagger
200mm
300mm
300mm
Maximum
Span
63m
70m
60m
Height
5.08m
5.3m
5.0m
mass of
messenger
wire
Conductivity of
messenger
wire
Total surface
of conductors
Simple type of catenary has been
proposed for
Kerala High Speed rail
Auxiliary power supply system
(APSS) for the stations
Reliable Auxiliary power is required for HSR for:
 signal and telecommunication,
 fire prevention,
 tunnels,
 stations,
 depots, bases, facilities,
 substations, SP, PP, RTU
 CCTV, maintenance point, etc.
 Commercial development on route
Typical Design for APSS:
Reliability & availability assume equal importance. It can
be achieved through two ways;
 Using traction power
 Laying separate power transmission line from the grid
substations at 110 kV or 66kV
and
 stepping it to down to 33kV or 11 kV for distribution
through the cable network.
A Typical concept for APSS
• From the techno-economical consideration it is
•
•
•
•
proposed to go in for 2X25 kV traction system for the
Thiruvananthapuram - Kasargod High Speed line
The power to the train is at 25 kV, ac, 50 Hz, single
phase supply.
Simple catenary is proposed.
The Auxiliary Power supply system, power at the
passenger stations shall be taken from the grid
substations, stepped down at 33 kV or 11 kV and
distributed through a cable network.
Concrete viaduct not being good conductor of
electricity Earthing and Bonding arrangements will
be designed specially.
Thanks for Attention