Satish Kumar Director Delhi Metro Rail Corporation.
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
Salient Features of Route
Power supply arrangements
Selection of Traction System
Selection of catenary system
Auxiliary Power Supply System
Route Length - 527 Kms
1500V DC system
25 kV ac
Worldwide High Speed Railways have adopted
25kV ac system or 2X25kV AC Auto transformer
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;
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
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.
Note: @-reduces the number of substation
Proper current collection at high speed by panto of train through contact wire is the main consideration.
A y-stitch wire is used to designate a connecting element inserted between the catenary wire and the contact wire.
‘TGV Atlantic line’ commissioned in 1989 with commercial speed of 300km/h.
TGV- Nord in 1993,
TGV- Mediterranean in 2001,
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,
Reliable Auxiliary power is required for HSR for:
Reliability & availability assume equal importance. It can be achieved through two ways;
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 over