SELECTION OF TRACTION SYSTEMS

&
ENERGY CONSERVATION
IN METRO SYSTEMS

BY BRIJESH DIXIT
MANAGING DIRECTOR
Nagpur Metro Rail
Corporation Ltd.
 ALTERNATIVES

TRACTION SYSTEMS

AC Traction DC Traction

• 25 KV 50 Hz ,15 KV 16.7 Hz,

• 600 V, 750 AC , 1.5 KV, 3 KV
2x25 KV 50 Hz etc.;
etc.;
• Most predominant is 25 KV
• With overhead conductor or
50 Hz
third and fourth rail
• Invariably with overhead
• Most common is 750 V with
conductor due to very high
third rail
voltage
 HISTORICAL DEVELOPMENTS –
GLOBAL SCENARIO

 The first Traction system to be adopted world over was DC

traction.
 The first train to be driven using electricity was in Germany in
1879.
 London underground railway started running Electric trains in
1890 with 630V DC.
 This was followed by other Underground Metros which also
adopted DC Traction.

Being the first to be introduced, DC Traction was hence adopted as

standard traction globally.
 HISTORICAL DEVELOPMENTS –
GLOBAL SCENARIO

 The first AC traction in railway was introduced in

Switzerland in 1899.

 France adopted AC traction in railways after WORLD

WAR II which resulted in its huge surge.

 Due to variable speed requirement, all AC locos of railways

used to run on DC motors till 1960s.

 AC motors could provide variable speed with change in

frequency.
 HISTORICAL DEVELOPMENTS

 Advent of Semiconductors & Power Electronics –

 DC motor’s monopoly for Traction motor ended.
 AC motor could provide variable speed with change in frequency.
 Need for conversion from AC to DC on locomotive/coach no more
required.
 Regenerative capabilities
 AC motors reduce power consumption.
 Regenerated power can be fed back to the grid.
 AC Traction became a clear choice for main lines for long
distance, high speed and heavy haul.

Metros did not go in for a standard Traction adoption pattern

and continue to choose both the options.
 HISTORICAL DEVELOPMENTS: SUMMARY OF
PROS & CONS 25 KV AC TRACTION
PROS
 No limitation on maximum speed.
 No limitation on PHPDT.
 Indigenization level higher.
 Less transmission losses, lower specific energy consumption.
 Higher regeneration; regenerated power can be fed back to grid.

CONS
 Higher train cost/weight.
 Extra cost for Tunnels in Under ground, Depot Infrastructure,
Tower Wagons, additional maintenance cost thus higher life cycle
cost.
 High voltage requires greater safety precautions.
 Susceptible to damage due to ‘gales & storms’.
 Frequent maintenance, hence less reliable.
 EMI/EMC effect.
 Dangerous to children flying kites.
 Aesthetically less favorable.
 Higher tunneling costs in underground.
HISTORICAL DEVELOPMENTS :SUMMARY OF
PROS & CONS 750V DC TRACTION:

PROS
 Aesthetically superior for elevated sections.
 Maintenance/ life cycle cost lesser.
 Lower Voltage hence safer in cities
 Not adversely affected by ‘gale & storm’
 More reliable/maintenance free.
 Less tunnel cost in UG lines

CONS
 Capacity to cater to heavy traffic limited
 Imported component higher
 Higher losses due to higher currents
 Closer substation interval
 Phenomena of Stray current
 Low levels of regeneration
 HISTORICAL DEVELOPMENTS

 Out of 184 transit systems worldwide, more than 50% have 750 V
DC third rail system.
 More than 12 heavy Metros have overhead 1500 V DC system.
 Recently heavy Metros like Seoul, Delhi, Hyderabad and Chennai
have adopted 25 KV AC system.
 Regeneration of energy feasible in modern rolling stock with
VVVF drive.
 1500 V DC or 25 KV AC is essentially required for PHPDT above
45000.
 Direct cost and energy efficiency of 25 KV AC, electrification is
economical compared to 750 V DC above a PHPDT of 30,000.
 HISTORICAL DEVELOPMENTS - INDIA

• First electrification in India – 1500V DC Traction in Mumbai

Suburban Section of Central Railway in Mumbai-Kurla
section in 1925.
Indian Railways Adopted:
 3000 V DC in Howrah-Burdwan section in 1954.
 25 KV AC for large scale electrification in 1957.
 Converted Howrah-Burdwan From 3000 V DC to 25 KV AC –
1968.
 Converted Mumbai suburban section to 25 KV AC – 2015.
(Decision strongly guided by uniform Traction to avoid operational
constraints of change over).
 HISTORICAL DEVELOPMENTS –
METROS IN INDIA
25 KV AC 750 V DC
TRACTION SYSTEM TRACTION SYSTEM

• Delhi Metro (DMRC)

(Aiming to maintain
interchange with IR) • Kolkata Metro (by
• Mumbai Indian Railways)
• Chennai • Kochi **
• Jaipur • Ahmedabad Metro**
• Lucknow Metro
• Hyderabad Metro

**Kochi and Ahmedabad initially planned with 25 KV AC, subsequently

switched over to 750 V DC third rail (to suit local conditions).
INDIAN SCENARIO FOR SELECTION AND
ADOPTION OF TRACTION SYSTEMS
Delhi Metro
 Adopted 25 KV AC Traction System in Shahdara line for providing
connectivity at Shahdara. Continued with it in other sections for
uniformity, familiarity, greater indigenous knowledge and also high
PHPDT in most of its lines.
Chennai Metro
 Adopted 25 KV AC Traction System right from inception due to expected
heavy ridership.
Bangalore Metro
 Being the garden city of India is very cautious of its aesthetics; adopted 750
V DC Traction System right from inception.
Kochi Metro
 Kochi being coastal city preferred 750 V DC Traction System due to
frequent gales and storms plus lower PHPDT
Ahmedabad Metro
 Ahmedabad is famous for kite flying and wanted to avoid danger to kite
flyers; plus lower PHPDT and hence adopted 750 V DC Traction System .
 INDIAN SCENARIO FOR SELECTION AND
ADOPTION OF TRACTION SYSTEMS
Jaipur Metro
 Adopted 25 KV AC Traction System due to association with DMRC.
Lucknow Metro
 Adopted 25 KV AC Traction System due to association with DMRC.
Mumbai Metro
 This Metro has been constructed on a PPP basis. Concessionaire Reliance Infra
decided to adopt 25 KV AC Traction.
 Navi Mumbai Metro
 This Metro is being constructed by CIDCO and have decided to adopt 25 KV
AC Traction.
Hyderabad Metro
 This Metro is being constructed on a PPP basis. Concessionaire L & T has
decided to adopt 25 KV AC Traction.
Rapid Metro
 This metro has been constructed on a private basis by DLF (now taken over by
IL&FS). Given the short length and lower PHPDT of the Metro, the operator has
adopted 750 V DC.
Nagpur Metro
 Adopted 25 KV AC Traction System on the consideration of uniformity with
other Metros in the state of Maharashtra – Mumbai Metro -1, Mumbai Metro -3,
Navi Mumbai Metro which have already adopted 25 KV AC Traction System.
 THE DEBATE & DELIBERATIONS CONTINUE
 Different countries and even different cities in the same country
continue to follow different Traction systems for Metros.
 In the above background, MOUD formed a committee for
“Standardization and Indigenization of Metro Rail Systems” in
May 2012.
 The committee finalized its recommendations in March 2013 and
the recommendations on Traction indicate broad guidelines & left
the final decision to individual Metro Authorities.
Both systems have their pros & cons and further detailed study is
required for adoption in Indian Metros. Thus the quest for
standardisation in this regard is still on
 SUMMARY OF MAIN FINDINGS OF
COMMITTEE FORMED BY MOUD
 SUMMARY OF MAIN RECOMMENDATIONS OF
COMMITTEE FORMED BY MOUD

 Metros in India may consider adoption of 25 KV AC

or 750 V DC keeping in view-
 Level of Ridership –Heavy, Medium, Light
 Route in the city -Elevated or Underground.
 Local Conditions – Climatic, Geographic etc.
 Aesthetics and Environmental Conditions peculiar to
the area of the city.
 Economic Viability based on Capital & Maintenance
Costs
 STRATEGY FOR ENERGY CONSERVATION

 Energy conservation can be achieved by-

 Selection of appropriate design and technology for both
Traction & Auxiliary power - including stations & other
buildings.

 Rolling Stock – Light weight and Energy efficient capable of

regeneration of energy by converting back unutilized kinetic
energy to electricity and feeding it back to the grid.

 Generation & use of renewable sources of energy - Solar

Energy
 STRATEGY FOR ENERGY CONSERVATION
 Metros are heavy Energy Consumers. Roof Tops can be planned
and designed for PV solar installation right from the inception to
avoid retro fitment costs. There exists an opportunity to install
solar roof in Elevated Metros.
 Due to Solar energy costs coming down rapidly & conventional
energy costs going up due to input costs, there exists a business
case for solar roof tops.
 Central Government policies are incentivizing usage of
renewable energy.
 For energy security for a Metro Rail the best strategy is to adopt
it from inception stage for maximizing generation and
minimizing cost.
NMRCL is exactly doing the same.
 STRATEGY FOR ENERGY CONSERVATION
 Traction –
 Selection of most energy efficient system in keeping with
other requirements.

 Use of modern Rolling Stocks :

 Light weight coaches with VVVF drive giving low specific
energy consumption

 Regeneration of energy

 Monitoring of power supply system using SCADA

 Use of optimum combination of train capacity and frequency

NMRCL is adopting all the above strategies

 STRATEGY FOR ENERGY CONSERVATION
Stations & Buildings –
 Adoption of green building norms to permit maximum natural
lighting and minimize requirement of air-conditioning.
 Using green building materials for indirect saving of energy.
 Lifts and escalators with 3 phase VVVF gearless drives.
 Use of energy efficient fittings like LED lighting, energy
efficient transformers, motors etc.
 Use of different circuits (33%, 66%, & 100%) and automatic
sensors for switching on & switching off lights as per
requirement.

NMRCL is adopting all the above strategies

 INITIATIVE OF NAGPUR METRO FOR
SOLAR ENERGY
• Nagpur region in Maharashtra with good solar irradiation is comparable to the other “hot spots” of
India as indicated in the table below.

Air Temp Relative Humidity Daily solar horizontal Wind speed (m/s) at
Location
(°C) (%) (kWh/m2/day)* 10mtr

Nagpur 26.5 50.1 5.09 2.8

• Metro Rail Operations involve intensive energy consumption. Its estimated that NMRCL when
operational will consume over 31MU per annum (in 2021) and going up to 54.5 MU (by 2041) spread
across traction load and auxiliary load.
East-West corridor North-South corridor
Year Traction Energy Auxiliary Load Total Energy Year Traction Energy Auxiliary Load Total Energy
Requirement Requirement

2021 10 5.5 15.5 2021 10.27 5 15.27

2026 12.96 6.2 19.18 2026 13.32 5.8 19.12
2031 14.26 7 21.26 2031 14.66 6.62 21.28
2036 15.35 8 23.35 2036 15.83 7.41 23.24
2041 18.32 9 27.32 2041 18.87 8.22 27.09

• Units in MUs
• Based on the Detailed Project Report, its estimated that NMRCL’s energy cost will account for ~23%
of the operations cost in 2021 , going up to ~30% by 2041. Such a high energy cost creates a case for
NMRCL to evaluate other market options including Solar.
2
 INITIATIVE OF NAGPUR METRO FOR
SOLAR ENERGY
Solar –
 NMRCL is going to be the first Metro, which is planning
introduction & use of solar power right from inception stage.
 NMRCL proposes to set up Roof top solar power project in
phases, inline with the growth in annual energy demand.
 A 14 MW Solar Roof top project with an overall investment of
~ INR 100 crs is planned in phase–I for which preparation of
DPR is under progress.
 NMRCL is working with consultants to examine the ideal
revenue model.
 NMRCL would source 65% of it’s total energy requirement
from implementation of 14 MW Solar Roof top while the
balance 35% would be sourced from the grid.