H I G H S P E E D R A I L T R A V E L : L OW C OS T S OL U T I ON S

Jayendra Nath Lal

Senior Executive Director
Traction Installations Directorate
Research Designs and Standards Organisation
Ministry of Railways

1. INTRODUCTION

Electric traction is mainstay of mass transport. Electricity offers
freedom from primary source of energy. Hence, it is in essence free
from obsolescence. This feature makes electricity based Railways,
not just an investment in economic mode of transport, but also
makes it future proof as we move from one source of energy to
another. Use of petroleum derived energy is being discouraged
actively world over in favour of practical alternatives offered by
Electric Railways.
Indian Railways came about in its present shape post
independence, when various Railways were amalgamated. The
electric traction was introduced in erstwhile Bombay (now Mumbai)
in 1925 for Suburban Railway and permitted emergence of Mumbai
as the financial capital of India. This 1500 Volts DC system of
unregulated electrification served Mumbai well over 87 years before
being phased out in favour of 25 kV, 50 Hz, running rail return
system of electrification-which is currently in progress.
Erstwhile Calcutta (now Kolkata) also saw electrification, albeit at
3 kV DC during 1957, a well adopted European system with
unregulated overhead conductors.
However, with 25 kV AC as electrification showing promise,
Indian Railways decided during 1957 to adopt this SNCF pioneered
system. This system proposed a simple polygonal overhead
electrification system with regulated conductors, for all weather
maintenance free consistent performance. It was a landmark decision
that just electrified 3 kV system of Howrah - Bardhman Section and
meter gauge Chennai Beach - Tambaram Section was changed over
to 25 kV, 50 Hz, electrification, retaining unregulated over head
conductor system. 25 kV, 50 Hz, single phase supply was obtained
from the utilities which owned the Traction sub-stations and the
protection of feeders. However, with passage of time, Traction Sub-
stations are being constructed by Railways themselves. Where the
Traction Sub-station is not with Indian Railways, the protection is
provided at the Feeding post as it was felt that utilities were more
concerned for HV side trippings and Transformer protection rather
than Feeder protection, which is of interest to Railways.
Overhead conductor system using simple polygonal type of
conductor arrangement has stood test of time and vagaries of
extreme climate seen in the country. Kolkatas overhead conductor
system also is being converted to regulated. Proposal to regulate
Mumbai sub-urban overhead conductor system is on cards. It is seen


that well thermally compensated conductor system has given
maintenance free consistent performance. The predominant
construction uses 1000 kgf force in each Catenary and Contact wire,
with common tensioning device. The tensioning device used on
Indian Railways is principally Pulley type.
Efforts are underway to convert conventional running rail return
system to 2x25 kV AT system. Challenge is to get conversion done
with minimal traffic disruptions.
Further, it was explored to procure power directly from the Power
producers and bring to Indian Railways own 132 kV Transmission
lines. The two points of tap on countrys 220 kV network exist
presently and the major arterial flow between Delhi-Allahabad
section is supported by one such 132 kV transmission line. With
another Grid Sub-station coming up at Allahabad, the 132 kV
backbone is being extended further. With provision of open access
enabled by the Electricity Act, 2003 being operationalised, Indian
Railways is in process of setting up 3,020 MW of captive generation
capacity at Nabinagar (Bihar), which will be wheeled to various
Traction substations.

2. NEED & JUSTIFICATION FOR HIGH SPEED
Greater speed implied lower generalised costs of travel and
lower costs implied reduced impedance of distance, which would
raise accessibility and the economic potential of the major centers
served.
Building high speed rail infrastructure depends on its capacity
to generate social benefits which compensate for the constructions,
maintenance and operation costs.
High Speed Rail investment is, in general socially profitable
depending on the local conditions, which determine the magnitude of
costs, demand levels and external benefits such as reduced
congestion or pollution from other modes.
High Speed Rail investment does not only save time but also
increases capacity for passengers as well as for freight, both by
providing capacity itself and by releasing capacity on existing routes.
Investment could be justified by a combination of factors: the
existence of network benefits arising from serving a variety of traffic
flow and the presence of congestion in competing transport modes.
The development of high speed rail has been accelerated in
many European countries and become a key element in the priority.
High Speed Rail is not only simply an updating of the rail system to
deal with problems of capacity and, thus, help maintain rails market
share, whether it is a means of competing with the rapid growth of
air travel or medium distance journeys in the 400 to 600 Kms range
or it is a more fundamental agent of economic change and territorial
balance with impacts on both competitiveness and cohesion. Whilst
the wider economic effects of high speed rail can be significant, they
are not always obvious or predictable.


High speed rail infrastructure compete with road and air
transport.
High speed rail generates social benefits, which come from
time savings, increase in reliability, comfort, safety, reduction of
congestion and accidents.
The key question is whether the social benefits are greater
than the costs the society incurs to carry on the
construction/conversion and operation of high speed lines. In other
words, the question is not whether we like high speed rail or not, but
whether we are willing to pay its costs.
The high speed rail network can be built/converted gradually.
The economic appraisal has to look carefully to the diverted and
generated traffic, the time savings, any additional benefit and the
users willingness to pay.

3. INITIAL DEVELOPMENTS

The first Section (Rajkharsan Kendposi on South Eastern
Railway) was commissioned on 25 kV AC on 15.12.1959. Since then
due to continuous increase of Passenger as well as Freight traffic the
Traction Power density of all the route of Golden Quadrilateral (and
Diagonals) i.e. MVA/RKM has increased manifold which is evident
from the following Table. It has been prepared by collecting the data
of each Traction Sub-station situated over the Golden Quadrilateral
(and Diagonals).

Sl.
No.
Section Power Density
During initial
Commissioning
(MVA/RKM)
Present Power
Density
(MVA/RKM)
1. Howrah-New Delhi 0.18 0.53/0.57*
2. New Delhi- Igatpuri- Mumbai
CST
0.24 0.48/0.56*
3. New Delhi- Kota-Mumbai
Central
0.19 0.47/0.49*
4. Howrah-Vishakhapatnam-
Chennai
0.32 0.46/0.63*
5. Mumbai CST- Pune-Chennai Section under Electrification.
6. Howrah-Nagpur-Mumbai CST 0.28 0.51/0.66*
7. New Delhi-Nagpur-Chennai 0.29 0.46/0.56*
* While Traction Transformer are operating in Oil natural, Air
forced mode.

Further increase in Traction Power requirement has other
contributors too viz:

(i) Increased number of Mail/Express trains at higher speed are
expected to draw higher Electrical energy,
(ii) Increase number of Mail/Express trains leading to
precedences,
(iii) Increase number and length of EMU/MEMU trains,


(iv) Increased number of Freight trains to transport more goods
and
(v) Line capacity Utilisation has gone up to a very high level,
resulting in congestion and frequent stops & starts.

4. MEETING INCREASED DEMAND

The increase in power demand has been met by increasing the
number of Traction sub-stations in the section.
With this, it is evident that at present the average Traction Power
requirement has increased in the range of 2.94 to 3.17 times
compared to early electrification days.
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 thereby the spacing between
two Traction Sub-station has been reduced from 70 Kms to 19
Kms (approx.).
Further, reduction of Traction Sub-station spacing will have
adverse effect on the performance of Electric locomotive and
thereby on train operation. Thus, there is a need for augmentation
and refurbishment in the existing infrastructure to meet the
increased demand/traffic, which the high speed routes have to
carry.
The upgradation of OHE and PSI Assets are essential and early
warranted.

5. INPUT PROPOSED
The following inputs are immediately required:

5.1 Input for OHE

The inputs in the OHE may be made to ensure smooth train
operation:

5.1.1 Planning of higher cross section Contact Wire (150 Sq. mm)
during age cum replacement stage/OHE rehabilitation Works.
Use of Silver bearing Contact Wire for higher steady state
thermal rating of contact wire to take care of increase in
frequency and higher electrical load requirement of traffic.

5.1.2 Adopting higher tension 1200 kgf for 65 Sq. mm Catenary Wire
and 1200 kgf. for 150 Sq. mm Contact Wire and use of Five
Pulley type Regulating Equipment. Use of Balance Weight to
480 kg (from 665 kg), wherever existing 107 Sq. mm Contact
Wire to be replaced by 150 Sq. mm Contact Wire.

5.2 Input for Power Supply

5.2.1 Adoption of 2x 25 kV AT System with the spacing of Traction
Sub-station as 50 - 60 kms.
5.2.2 Conversion of existing Switching Stations to suit 2 x 25 kV AT
System.



5.2.3 Use of latest Traction Sub-station Automation System (IEC-
61850).

5.2.4 Upgradation of SCADA system with provision of IP based
SCADA with latest Remote Control Protocol (RC-103) along
with linking the Traction Sub-station/SCADA with the Cable
Hut by OFC Cable (instead of Copper Quad Cable).

5.2.5 Provision of 3 Zone Protection Scheme (in heavy loaded
Section, in addition to high speed route).

5.2.6 Use of higher conductor i.e. PANTHER for 132 kV Transmission
line to transmit more Electrical Power through existing
Transmission Lines.

5.2.7 Conversion of two phase to three phase (Double Circuit)
Transmission line from Power utility to Railways Traction Sub-
station.

5.3 IMPROVED MAINTENANCE AND DIAGNOSTIC TOOLS

In order to improve the productivity and optimum
utilisation of Power/Traffic Blocks, the modern Intelligent 8
Wheeler Tower Car, Mobile Instrumentation Car, modern
Diagnostic and measuring Tools/Gadgets/Instruments,
including Pneumatic/Power Tools, are to be provided in the
Tower Car and at OHE Maintenance Depots.

6. 2X25 KV AT SYSTEM OF ELECTRIFICATION

Incidentally, 2 x 25 kV AT system is in use world over for
high speed and/or high haul routes. A Pilot Project over Indian
Railways has already been commissioned in Bina-Katni Section
of West Central Railway on 16.01.1995 as well as in Katni
Anuppur - Bishrampur/Chirimiri Section of South East Central
Railway.
Need for conversion /up gradation to 2x25 kV AT System
over Indian Railways was expressed and deliberated in
Electrical Standards Committee meeting held at Jaipur on 28
th

& 29
th
September, 2012. The committee has unanimous view
that it is imperative to switch over to 2x25 kV AT System which
can support higher traction power delivery with longer spacing
of Traction Sub-Station.

7. HIGH SPEED RAIL TRAVEL

For train journeys lasting less than 4 hours, high speed
trains are the best alternative among all available forms of
transport. Assuming equal journey times, the quality of the
service provided by high speed trains is markedly greater than
that of other modes of transport. The threshold of four hours is
because air transport is penalised by the time required to reach
airports, longer periods to board and leave the aircraft,
heightened security controls and the constraints of baggage


handling, not to mention the saturation of the airspace around
metropolitan airports.

Indian Railways is planning to have a fairly big slice of
this lucrative business segment by providing high speed
corridors. But, this type of operation, which will be a first for
our country, will require detailed study of dynamics, hitherto
neglected. Further, a robust design shall have to be evolved
based upon the best engineering practices in the other Railway
systems.

7.1 HIGH SPEED LINE (UIC DEFINITION)

As per the definition of International Union of Railways (Union
Internationale des Chemins de fer), a line is described as a
"high speed line":-

(a) When it is a new one designed to enable trains to operate
at speeds above 250 km/h throughout the whole journey,
or at least over a significant part of the journey.
Or,
(b) It is an upgraded conventional line, suitable for carrying
traffic over 200 km/h

7.2 HIGH SPEED LINE (EUROPEAN COUNCIL DEFINITION)
European Council directives (No.96/48), published during
1996 states that high speed infrastructure comprised three
different types of lines:
(i) Purposely built high speed lines equipped for speed
generally equal to or greater than 250 kmph.
(ii) Upgraded conventional lines, equipped for speed of the
order of 200 kmph and
(iii) Other upgraded conventional lines, which have special
features as a result of topographical or land planning
constraints, on which the speed must be adapted to each
case.
In theory, these technical definitions are broad enough to
encompass the entire rail infrastructure capable of providing
high speed services.
In practice, however, speed has not always been the best
indicator, since commercial speed in many services is often
limited due to, for example, proximity to densely urbanised
areas or the existence of viaducts or tunnels (where speed
must be reduced for safety reasons).

The average commercial speed in several (supposedly)
high speed services over the densest areas in North Europe is
often below the average speed of some conventional lines,
running between distant stops through sparsely populated plain
areas.



More than the speed factor, what actually plays a more
relevant role in the economic definition of high speed services
are both the relationship of High Speed Rail with existing
conventional services and the way in which the use of
infrastructure is organised.
For India Mixed High Speed Model high speed trains run
either on specifically built new lines or on conventional lines.
This corresponds to the French model, whose TGV (Train a
Grande Vitesse) has been operating since 1981, mostly on new
tracks but also on re-electrified tracks of conventional lines in
areas where duplication was impractical.
Fully Mixed Model which allows for the maximum
flexibility, since this is the case where both high speed and
conventional services can run (at their corresponding speeds)
on each type of infrastructure. This is the case of German
Intercity Trains (ICE) AND THE Rome-Florence line in Italy,
where high speed trains occasionally use conventional lines and
freight services use the spare capacity of high speed lines
during the night.

7.3 PRESENT SCENARIO OF INDIAN RAILWAYS

Though many modifications were introduced over the
years in the form of
(i) Forged fittings,
(ii) BFB Steady Arm with 25 mm Drop Bracket,
(iii) Winch type/3 Pulley type Auto Tensioning Device, and
(iv) Removal of Crossed type OHE, etc.
But the basic designed speed has always been declared
at 160 km/h. Further improvement in the design was never
attempted because barring few high speed passenger trains
operating at 140 km/h, rest runs at 110 km/h. The freight
traffic operates well below this speed (75 km/h).
But to improve the performance of this OHE, which runs
for more than 23,541 Route Kilometer over IR (42.07% of IR
BG network), Indian Railways have identified certain inputs for
better current collection which are yet to be implemented like -

o Increased tension to 1200 kg from 1000 kg
o Reduced Contact wire gradient
o Reduced presage to 50 mm from 100 mm
o Use of Flexible Droppers.
These modifications will result in an OHE system on
which it will be possible to run trains at 200 km/h.

8. DESIGN PRINCIPLES FOR HIGH SPEED OVERHEAD LINE
EQUIPMENT ON IRS EXISTING OHE

The overhead equipment has to comply with
sophisticated quality criteria for successful power transfer from
contact wire to the locomotive through the pantograph. There


are static quality criteria such as elasticity and its uniformity
along the span and contact wire uplift.
The dynamic quality criteria include speed of wave
propagation, the Doppler coefficient, the Reflection coefficient
and Amplification coefficient.
The Contact force as a function of the running speed and
its standard derivation are also a significant quality features as
well.

8.1 OVERHEAD EQUIPMENT REQUIREMENT

The permissible range of contact wire uplift in a span is
maximum 100 mm upto 200 km/hour speed for single
Pantograph and leading Pantograph of a multi-Pantograph
train and 120 mm for trailing Pantograph of dual Pantograph
trains. This should be verified by measurement according to
EN 50317 and simulation validation according to EN 50318.
In case of several pantographs the minimum spacing
between two pantographs should be 200 m. For lower spacing
the running speed has to be reduced accordingly.Cantilevers
should have space for maximum uplift of the Steady Arm
equal to twice the uplift value.
In order to upgrade OHE for 200 kmph, the differential
Elasticity between Support and mid span should be less. To
achieve this, the Elasticity at support should be increased
along with the reduction in elasticity at mid span.Elasticity at
mid span is being reduced by increasing the tension from
1000 kgf to 1200 kgf in Contact Wire & Catenary Wire.To
reduce rigidity at support, the existing Cantilever Assembly
shall be replaced by light weight modular Cantilever assembly
and the existing Rigid (loop) Droppers shall have to be
replaced by stranded wire crimped Dropper and current
carrying Droppers, also known as Flexible Droppers.

8.2 CHALLENGES

Replacement of 107 Sq. mm Contact Wire with 150 Sq.
mm silver bearing contact wire will have following challenges:-

8.2.1 Replacement of existing 107 Sq. mm HDGC Contact wire by
150 Sq. mm silver bearing HDGC Contact wire, change of
Dropper Schedule with 50 mm Presag in OHE.

8.2.2 Contact Wire Gradient (Variation in Contact wire height)
Gradient of Contact wire (Absolute Gradient) and change of
gradient (Relative Gradient) are function of Speed.
During maintenance, efforts shall be made to upgrade the
Contact wire Absolute gradient as 2 mm/metre and Relative
gradient (maximum change of gradient) as 1mm/metre to
achieve the sectional speed of 200 kmph at the later date
following EN-50119:2009.



8.2.3 For Sectional Speed of 160 kmph, the Contact wire Absolute
gradient as 3 mm/metre and Relative gradient (maximum
change of gradient) of 1.5 mm/metre is sufficient.The Contact
wire Absolute gradient & Relative gradient shall be adjusted to
2 mm/ metre & 1 mm/metre respectively, while replacing the
107 Sq. mm Contact wire with 150 Sq. mm Contact wire, if not
changed earlier.

8.2.4 Wiring train of latest type, having the simulataneous facilities
for Unrolling (the existing conductor) and Rolling (the new
conductor) as well as with simultaneous Droppering &
adjustment facilities (to the maximum extent) is essential for
each Zonal Railway.
8.3 Minimum Dropper Length
8.3.1 At maximum permissible span length, the minimum Dropper
length shall not be less than 300 mm for the Speed less than
120 kmph. But according to Para 9.3 of ACTM (Volume-II, Part
II), IR maintains minimum distance of 150 mm between
Catenary wire & Contact wire. It is recommended to adhere it
for 160 kmph.

8.3.2 Minimum Dropper length of 500 mm shall have to be
maintained for 200 kmph.

9. Steps to be taken for introducing trains at 160 & 200 kmph

9.1 Now Indian Railways are planning towards high speed.
Facilities may be planned & developed at the Traction
Installation Directorate to validate the Dynamic behavior of
Overhead Equipment to correlate with the theoretical
approach. This should be verified by measurement according to
EN-50317 and simulation validation according to EN 50318.
System level reviews of interaction between Pantograph
& Overhead Equipment is essential at high speed, following EN-
50367, for optimal & efficient functioning of Electric Traction.

9.2 Overhead Equipment Requirement for 200 kmph

9.2.1 The Contact Wire near the support, is much harder than either
the German or British design.
The Bracket Assembly of Indian design is heavier thus
elasticity is less at support.
Modular Cantilever Assembly (i.e. lighter Bracket
Assembly) has to be adopted having light weight, minimum
number of components (including Stainless Steel Steady Arm)
and better Pushup allowance characteristic.

10. OBJECTIVES OF WORKS PLANNED
The following are main objectives while making the existing
OHE (of Conventional Lines) fit for running high speed trains (up to
200 kmph):



(i) Validation of existing OHE, Foundation & Mast
(Overlap & Anchor)
(ii) Validation of existing OHE Components like Cantilever
Assembly, Tensioning Device.
(iii) Increasing Tension of OHE Conductors.
(iv) Suitable OHE Conductors (Catenary/Contact Wires).
(v) Reducing Rigidity at support.
(vi) Reducing Elasticity at mid span.
(vii) Increasing Wave Propogation Velocity.
(viii) Maintaining Reflection co-efficient, Doppler co-efficient &
Amplification co-efficient within range.
(ix) Maintaining satisfactory Dynamic behaviour of current
collection.
(x) Upgrading Power Supply System.
(xi) Upgrading Protection System.
(xii) Condition Monitoring & Maintenance Vehicle &
Equipments.

11. COST OF CONSTRUCTION
In Japan, the cost per kilometer (excluding land costs) in the
Tokyo Osaka Shinkansen (started in 1964) was relatively low (
5.4 million in 2005 values i.e. Rs. 43 Cr./RKM), but in all the projects
carried out during following years, this figure was tripled or
quadrupled.
In France, each Kilometer built for the TGV Sud - Est between
Paris and Lyon, inaugurated in 1981, required as investment of 4.7
million (in construction costs) (i.e. Rs. 37.6 Cr./RKM), whereas cost
per kilometer of the TGV Mediterranee, inaugurated in 2001 was
12.9 million (Rs. 103 Cr./RKM). These differences is due to intrinsic
characteristics of each project.
The estimated project cost of construction of Mumbai
Ahmedabad High Speed Rail link (526 KM) is Rs. 91,283 Cr. &
completion cost of Rs. 1,18,050 Cr. The average cost per kilometer
comes in the order of Rs. 174 Cr. To 224 Cr.

12. COST OF CONVERSION OF EXISTING OHE TO HIGH SPEED
OHE (PER RKM)
The following Table gives the approximate cost for conversion
of existing Conventional Main Lines to High Speed line, in concurrent
with, running of regular traffic over the sections, which have already
saturated line capacity:-

Sl.No. Item Works involved Cost/RKM
(Rs. lakh)
(i) Replacment of Foundation,
Mast at the selected
Overlap & Anchor locations
(10% of the Route length)
(Excluding the cost of light
weight Bracket Assemblies)
2 Overlap Masts
&
2 Anchor Masts
Per Route Kms.
4



Sl.No. Item Works involved Cost/RKM
(Rs. lakh)
(ii) Cost of Light Weight
Bracket Assembly
40 Nos. 18.40
(iii) Cost of 150 sq.mm Contact
Wire including Dropper Wire
3.1 Tonne 17.11
(iv) 25 kV Feeder Wire
(For 2x25 kV AT System)
Per RKM 14.25
(v) Power Supply Installations Per RKM 36
(vi) Cost of Stringing 3
rd
Phase
from Grid Sub-station to
Traction Sub-Station
Per
Transmission
Line Kilometer
12
(vii) Cost of Construction Vehicle Proportionate
cost
8
(viii) Cost of Monitoring Vehicle Proportionate
cost
17
(ix) Miscellaneous Tools &
Plants
Proportionate
cost
5
(x) Construction Establishment
& other charges
- 16.9
Total 148.66
Rounded off to Rs. 1.50 Cr. Per Route Kilometer of Double Line

13. CONCLUSION
With the commissioning of Dedicated Freight Corridors, the
freight traffic would gradually shift from the existing IR conventional
Howrah New Delhi & New Delhi Mumbai (via Western Railway)
routes.
Simultaneous planning of conversion of existing conventional
route to high speed route gradually would help Indian Railways in
building up spare capacity for haulage of additional Passenger
Services.
Critical factors are line length, the number of trains needed to
respond to demand, train capacity, average distance and the
corresponding Unit Cost. It is interesting to note that neither the
increase in train capacity nor the commercial speed have a large
impact reducing the total costs of the project.


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