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EVOLUTION OF TRAIN LIGHTING

EVOLUTION OF TRAIN LIGHTING. Train lighting - Evolution. 1853-1907 OIL system (from day 1 as per ‘Cheap Trains Act’ 1844) On IR train services commenced in 1853. Side wall bracket (general coaches) and ceiling (saloon & Ist class) mounted Oil (vegetable or mineral) lamps .

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EVOLUTION OF TRAIN LIGHTING

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  1. EVOLUTION OF TRAIN LIGHTING

  2. Train lighting - Evolution 1853-1907 • OIL system (from day 1 as per ‘Cheap Trains Act’ 1844) • On IR train services commenced in 1853. • Side wall bracket (general coaches) and ceiling (saloon & Ist class) mounted Oil (vegetable or mineral) lamps . • To be fixed before sun set and removed after sun rise • Ceiling mounted lamps accessible from roof. • One lamp per coach • Skilled labor intensive system (wicks trimming & clg) • Cost 1.75 pies per lamp hour in 1905

  3. Train lighting - Evolution • Gas system • Pintsch’s gas lighting system • Used by East Indian Railway in last decade of 19th Century in 400 carriages. • Gas storage at high pressure. • High initial cost but reduced maintenance cost. • Improved quality of lighting • Weight of coach increased by 600-700 kgs. • Subsequent improvement by • Using lamps with more than one burner • Regenerative system (heat of combustion of exhaust gases pre heat oil.) • Use of acetylene mixed gas

  4. Train lighting-Evolution 1897-1907 -trials with Electrical system • Experimented in France in 1893 (Paris- Lyon) • 16 V Battery only adopted by Rajputana-Malwa Railway in 1901 ( Ist and only attempt) • Charging done with dynamo installed in Ajmer W/S. • All 238 carriages converted with GOI consent at 3.17 lakhs. • Electric equipment supplied by Bombay Electric Co.

  5. Train lighting-Evolution • Annual O&M costs • Oil lamps-Rs 85,000 • Gas lighting- Rs 74,000 • Electric lighting- Rs 50,000 • Cost 0.63 pies/unit candle-power (1 Rs=192 pies) • Domestic rate in Bombay -0.89 pies/candle-power

  6. Train lighting-Evolution • Axle driven dynamo (UF mounted) • TL system invented by Mr A.B Gill employee of M/S J stone • Installed in MG saloon of manager Jodhpur-Bikaner Rly in 1897 • Dynamo of J stone co. (25 Amp, 16 V) • Dynamo and battery in front brake van • One lamp per coach • South Indian Railway also installed a set of eqpt in 1897. • Large scale trials conducted by SI Railway in 1903

  7. Train lighting-Evolution • Electrical system • Subsequent improvements • Both brake vans provided with battery and dynamo • Belt to be tightened by Guard on run • Auto (centrifugal type ) cut out for dynamo (to battery ) at 5 mph • Final Selection of system in 1907 • Locomotive, C&W Superintendents committee (set up in 1889) played impt role in selection • Committee in 8th mtg in 1905 reviewed progress of trials

  8. Train lighting-Evolution • Subject was again taken up in 9th mtg in 1907 • Electric system forced on companies to provide fans especially in Ist class coaches. • In 1913 RB issued orders for adoption of electric lighting • Parallel Block Rake Double Battery system introduced in 1930 and Upper class coaches also fitted with dynamo and battery (9th CWSC mtg)

  9. Train lighting-Evolution • Ist ESC meeting held in 1935 • Modern phase of TL • Dynamo in only brake vans and upper class coaches • 5 through wire system on rake • Paralleling main : : All Dynamos • Negative main : : All lights • Light +ve : • ON wire : Control to operate magnetic load • OFF wire : switches Parallel Block Rake Double Battery System

  10. Train lighting-Evolution 1907-1955 • Growth of Electrical train loads • Initially (upto 1907) no fans • Fans provided in Ist & 2nd class from 1907,in inter class from 1937 and in Third class from 1950 • From 1955, 1 fan for each sleeping berth • No of lamps and fans widely varied from Co to Co • Avg load as surveyed in 1930, 48 & 8 A for upper & lower class coaches • 7 th ESC in 1949 recommended standard illumination in different classes • 8th ESC decided nos and wattages of different lamps and fans • From 1930 to 1950 upper and lower class loads increased by 20 & 600% respectively

  11. Train lighting- Evolution Simplified TL system • ESC recommended for single battery system in 1949 but not approved by Board due to circulating currents. • Rampant theft of copper from elect eqpt. • RDSO report on evaluation and performance of DBPB 24 V DC TL system in 1967 • Silicon blockers in place of auto cut switches • Manually operated switch in place of magnetic switch • Al. wiring in place of Copper wiring • 2 lamps method for earth fault detection • Bogie mounted Dynamo/Alternator with V belts • 22nd ESC recommended for OSD at RB for monitoring TL under guidance of RDSO Need to go for 110 V DC was felt necessary

  12. Train lighting- Evolution • 24th ESC at LKO in 1967 recommended that simplified TL system be adopted by ICF,BEML and Rly workshops • General performance improved in couple of years • RDSO issued number of Code of Practices • Two lamp system for earth leakage detection • Gauges to ensure use of correct fuses • Anti-theft measures

  13. Train lighting-Evolution 110 V DC SG coaches • RB accepted RDSO recommendation for 110 V DC in 1968 • Used Ist time during 1950 with first lot of fully AC coaches built. (axle driven 18 kW, 130 V dc generator provided with carbon pile voltage regulator) • Use of 110 V dc system in conventional coaches opposed by 3 out of 7 CEEs in 14th ESC mtg in 1956 • In 1959 special committee appointed by RB which recommended for continuance of DBPB rake system with inherently regulated type Dynamo • ICF built 6 rakes in 1976 • In 1987 M/S Best & Crompton developed brush less alternator

  14. 110 V DC SG coaches • These coaches used 3 & 4.5 kW KEL and 3 kW Stone make Alternator and regulator • KEL regulator used MA where as Stone used transistorised regulator. • Battery 90 Ah , 11, 5 cells monoblocks. • Light and Fan circuits controlled by mcb’s • During trials from 1982-1986 following problems experienced. • Problem of HV and fusing of lamps –battery cells reduced to 50) • Hymeg brand mcb’s failing frequently • 5 cells monoblock battery failure rate high. (3 cells monoblocks introduced) • Based on satisfactory report RB ordered ICF to produce 7 more rakes duly providing Air brakes

  15. 110 V DC SG coaches • During 1988 RB appointed special committee of CEEs to work out modalities of extending this system to all coaches. • After acceptance of this committee’s report in early nineties all newly built SG coaches now work on 110 V dc system • 24 V dc coaches have also been converted.

  16. 110 V DC SG coaches- Drive • From beginning in 1897 all dynamos were generally under frame mounted and driven by flat belt • Due to poor life and rampant theft , 7th ESC recommended in 1949 to try out V belts with bogie mounted Dynamo • Initially Bogie headstock mounted Dynamo was tried which was subsequently changed to Bogie transom suspended type arrangement in mid 60s. • In 2nd MSG mtg in 1986 it was decided to go for transom mounted Alternator with endless V belt drive on 25% new coaches • 3rd MSG in 1988 confirmed above decision and desired to impress upon V belt manufactures to supply belts in matched sets

  17. 110 V DC SG coaches- FL fittings • Ist discussed in 7th ESC in 1947 • Trials conducted with imported (BTH and Stone) equipments on 8 coaches • Performance of Stone eqpts not found to be satisfactory • Idea was subsequently dropped due to it being expensive to maintain • During 2nd half of 70s 110 V dc trial rakes were fitted with FL fittings.

  18. EOG system • EOG introduced in 1958 (Deluxe Exp) • Rajdhani introduced in 1969

  19. LHB Coaches • Manufactured at RCF with TOT contract entered in 1995/96. • Initially imported EOG coaches introduced. • Subsequently Hybrid (LHB shell with ICF bogie) SG coaches have also been built • SG coaches with Bevel Gear drive were also tried.

  20. Train Lighting systems • Self Generation System •   End -ON-Generation System •    Mid-ON-Generation System •   Head -ON-Generation System

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