THE PROJECT
• RB POLICY OF 2X25KV AT FEEDING SYSTEM FOR ALL FUTURE
ELECTRIFICATIONS – A REVIEW.
Group-F
Shri B. S. Siva prasad [Link]/G/SBC
Shri Rajeev kumar [Link] (Co-ord)
BSP
Smt. A. Rama Mani Dy. CSTE/SC
RB Lr no.2022/RE/161/4 dated 27.05.2022
• RB vide letter number above have advised that
• All future electrification works (NL, GC,
DL/Tripling/Quadrupling) to be sanctioned
with 2x25kv traction system.
• In all sanctioned RE works ( PH 35/11/14/15)
wherein tenders have yet not been called
2x25 KV traction system to be adopted as
material modification.
System of Existing conventional 25 KV
electrification
• Catenary will be supplied at 25 kv
supply from a step down Traction
Transformet of 21.6/30.2 MVA and
the Rail will be at ground potential
and also acts as return path.
• ADVANTAGES
• Simple arrangement and sectioning
will be available in catenary only and
requires minimal switch gear.
• No Auto transformers either at
Feeding posts or intermediate
switching posts.
• Typical spacing of Traction substation
will be @ 40 kms.
• Proven design from last 50 years for
IR traffic.
• DIS ADVANTAGES
• Supply will be drawn with two phases
from grid and has greater unbalance
in State/National grid.
The proposed 2x25KV AT feeding System
• 2X25kV system is based on the
idea of distributing the voltage
along the line at higher voltage
(50kV) and feeding the train at
25kV.
• Traction line is fed by +25 kV and
a feeder wire at -25 kV thus the
voltage in between these circuits is
50 kV. Centre Tap is solidly earthed
• Since power is being transmitted
at higher potential Voltage
regulation will be Good.
• Typical spacing of Traction
substation will be @70 kms
Advantages of proposed 2x25 KV system
• Since power is being transmitted at higher potential of 50kv,
Voltage regulation will be Good.
• Power will be drawn at Three phases from Grid, hence Good
balance of load in state/National grid.
• As the return current will be flowing back to system through
feeder wire, Induction/ Interference to other equipment in
system is less.
• Improved line capacity as more number of trains can be
accommodated owing to better voltage regulation and higher
voltage level with reduced currents per catenary.
• The capacity of transformer is higher compared to conventional
system and greater power throughput
Dis advantages of 2x25 kv system
• The cost of this system is comparatively higher than that of
conventional system
• The technology of Scott connected Traction Transformer is
under development in India and requires Import substitution
• It requires Auto transformers and Bipolar switch gear for
sectioning and isolation of Equipment at all feeding and
sectioning posts.
• Increased maintenance cost due to more number of
Equipment in system.
• Complex protection and Isolation Arrangements.
Comparison of cost of conventional 25KV system
and 2x25KV AT feeding system
Cost of the Item Conventional 25kv system 2x25 kv AT feeding
in Lakhs system in Lakhs
OHE Per Track km 44.65 62.06
Traction Sub Station 1322.71/1586.50 2252.50/3659.97
Single Bay/Double bay
Sectioning Post 28.55 480.29
Sub Sectioning Post 23.89 304.22
Total cost per Km incl 73.20 160.63
Others
Ref: 1. For conventional OHE, Tumkur – RDG(SWR) proposed New line
estimate- Sanctioned by RB
2. For 2x25 kv AT feeding system, Tumkur – Davangere, Proposed New line
– Vetted Estimate
Deliberation on implementation of the
proposed system- For New Line
• The 2x25 KV system shall be directly Implemented as there is
no RE work and New line shall be commissioned with
advanced system with higher sectional Traction capacity.
• The initial cost of Electrification will be comparatively higher
than conventional system.
For Tripling/Quadrupling
• The Tripling/Quadrupling of sections will be proposed on important
HDN/HUN routes which might have already electrified long back.
• These routes are already saturated with their line capacity and
requires higher power out puts for multi lane operations of trains.
• 2x25 kv AT feeding system will provide good power through put with
better voltage regulations and will be ideally suitable for the proposed
traffic densities to be handled.
• Hence the existing conventional 25kv system shall be either modified
or replaced to suit proposed 2x25kv AT feeding system.
• The Power supply arrangements shall be made for 2x25 kv system.
• The existing 25kv system might have served quite long and the assets
might have come to end of their codal life.
For proposed Doubling sections
• The proposed new line should be constructed for 2x25kv AT
feeding system.
• The existing 25 KV system also needs to be modified to suit
2x25kv AT feeding system by providing additional structures
for feeder wires and Isolators.
• The existing Power supply arrangements also needs to be
modified to suit 2x25 KV AT feeding system.
Dis advantages For implementation on proposed
new Doubling section
• Most of existing conventional 25kv Traction Power Supply
installations are provided as part of mission Electrification and
are relatively with new equipment.
• The Traction Sub Station and switching stations that are
commissioned recently requires dismantling as they are not
compatible for the proposed 2x25kv AT feeding system.
• They are not further much useful and requires to be
condemned prematurely loosing their residual life.
The alternate proposal for optimum utilization.
• The existing section shall be continued with conventional 25 kv AC traction
system.
• The proposed new line & yard modifications shall be designed for the
proposed 2x25kv AT feeding system.
• The foundations and structures shall be provided in such a way that the
system shall be modified without much alteration and with provision of
feeder wire and AEC/BEC at a later date as warranted.
• Existing power supply arrangement will continue with minor addition of
equipment provision for double line with provision made during single line
electrification.
• The conventional 25 kv system have already proved to be adequate for
doubling lines from the existing experience of major existing HDN routes.
Advantages of the proposed alternative
• The additional expenditure required for feeder wire arrangements
and 2x25kv AT feeding system power supply arrangements shall be
deferred to a later date up to which the traffic density demands for it
• The existing power supply assets created shall continue to serve and
shall be better utilised.
• The complete system shall be converted to 2x25kv AT feeding
system when warranted without structural modification of the
Doubling OHE and at optimum cost of additional power supply, AEC,
BEC and other additional arrangements Required in existing OHE.
• This will ensure the present operational requirement of trains as the
traffic growth in doubling sections will take long time to saturate.
Expenditure that can be deferred with the proposal
Reference : Estimate prepared for both the proposals for section HSRA-
OML of SWR.
1. Cost per TKM as per policy of the RB for 383.75 cr
169.05 km
2 Cost per TKM as per the present proposal for 112.37 cr
169.05 km
3 Cost difference per Km 1.60 Cr
The achievable deferred investment
with out much compromisation on Line
capacity/ Train operations
• Total length of doubling sections under
Execution- 8289 Kms
• Toal achievable deferred investment= 8289x1.6
cr
13273 Cr.
THANK YOU.
SUMMARY OF ACTIVE PROJECTS
Executin g agency Balance Length (Km)
NL GC DL Total
CR 473 84 884 1441
ER 282 78 152 512
ECOR 485 0 1120 1605
ECR 712 57 339 1108
NCR 0 257 846 1103
NER 370 56 148 574
NR 218 0 453 671
NFR 468 0 261 729
NWR 239 83 170 492
SCR 407 159 544 1110
SECR 70 68 510 648
SER 69 0 338 407
SR 529 0 122 651
SWR 1380 0 147 1527
WCR 604 0 215 819
WR 362 625 488 1475
RVNL 798 67 1293 2158
IRCON 429 0 340 769
K-RIDE 0 0 70 70
MRIDCL 0 116 0 116
G-RIDE 0 40 0 40
RITES 117 0 0 117
Grand Total 8555 1693 8289 18537
