BRIEF HISTORY OF TRAIN-LIGHTING & AIR-CONDITIONING

ON INDIAN RAILWAYS

In brief light has been thrown on some of the Salient aspects, which include :

• Invention abroad : Electricity - Dynamo

• Evolution of Coaches
• Indian Railways - Some Milestones:
• Evolution of Train-Lighting :
• Present Systems of Train Lighting on Indian Railways and Equipment used.
• Brief Description of the Train Lighting System and Equipments used.
• AIR CONDITIONING
• Air-conditioning equipment
• LHB Coaches

Invention Abroad : Electricity-Dynamo:

• Edison had designed his Dynamo in 1879 and used the same as motor also.

• Edison also invented Incandescent Lamp.

• Up to the 1860's, the only way to get a Electricity Supply was from a battery.
Generators and dynamo's were developed in 1860s, but the first reliable device which
could produce electricity consistently over long period of time was the Grammos
Dynamo introduced in 1870.

• In 1894 - Axle driven dynamo was developed, which enabled the charging of
batteries as the train moved.

• By 1900, it was clear that Electric Lights was at least as good as Gas Lighting, and
likely to overtake it in popularity.

Evolution of Coaches

• The earliest railway coaches were rectangular wooden boxes affixed to wheels with
rough wooden plank laid horizontally with out back rest and with out any roof. These
were coupled with primitive/ loose couplers exposing the passengers to sun, cold,
wintry breeze, storm, rain & jolts whenever brakes were applied or the train
accelerated and there were no lights and no toilets .Till 1902, Passengers used to carry
their own candles in third class coaches .

There have been several charges in the evolution of coaches in the last 150 years.
Wooden body coaches were replaced by steel welded construction with anti-
 telescopic properties, plain bearings were converted to roller bearings, laminated
bearing spring changed to helical coil springs. This led to an upgradation of speed
as well as comfort levels.

• In India, the third class coaches were no better than those in British Railways. They
had doors opening outside. The seats had backs and they were arranged
longitudinally. The early third class coaches were provided with kerosene lamps.
There were no toilets in any class. Fourth class was introduced in 1874, with a view
to providing cheaper travel to poor people. The sets were removed and passengers
were made to squat on floor. There was public agitation and finally in 1885 benches
were restored, but the fourth class continued with a name of third class, and the
original third class was renamed as "Intermediate" class or more popularly as " Inter"
class.
• with years passing, coaches were graded as :-
i) First Class ii) Second Class iii) Third Class
There was an intermediate class also for certain period of time. Later on with introduction
of Air Conditioned coaches AC 1st , II tier and III tier and chair car have been introduced.
• The first class coaches were originally meant for British masters, and Indian elites.

• Toilets were first provided in First Class coaches in 1891 and in lower class carriages
in 1907.

• Oil lamps were introduced in 1850, gas was first used in 1860. Electric Lighting was
first tried in 1872 on New York Central Sleeper car. The distinction of First Electric
light on coaches in India belongs to an Indian State run Jodhpur Railway in 1902. By
1907 all main line train had lighted coaches.

• Initial coaches were all four wheeler. 8 wheeler coaches were introduced in 1903.
Inward opening coaches were introduced in 1909.

• When air-conditioned coaches were not in services, upper class passenger coaches
were provided with ice containers and large tubs filled with blocks of ice to keep
them cool. Khus-khus mattings with dripping water were also used as coolers.

Indian Railways - Some Milestones:

• In 1845, Light Railway lines were laid during the work on Ganges Canal, animal
power was used for hauling the coaches.

• Historic journey took place between Bombay and Thane, a distance of 34 Kms on
16th April 1853 at 15.00 hrs. 400 distinguished guests boarded the train with 14
carriages, which were hauled by 3 locomotives. The journey took 57 minutes.
• Till 1902, Passengers used to carry their own candles. The early third class coaches
were provided with kerosene lamps.

• Jodhpur Railway was the first to introduce gas lighting.

• Jodhpur Railways an Indian State run Railways acquired the J. Stones patented
design of Electric Lighting in 1897. The train lighting was very rare during that
period, even in England.

• The distinction of First Electric light on coaches in India belongs to an Indian State
run Jodhpur Railway in 1902.

• By 1907 all main line train had lighted coaches.

• In the next 5 years, several trains were provided with lighting. Gas lighting continued
till about 1920, though electric lighting had been introduced some years earlier on
some routes.

• The First Air-conditioned coach was introduced in India in 1936, which was run by
GIPR in 1936 and manufactured by Matunga Workshop. There were 5 of them
manufactured.

• Fans were provided in III Class coaches in 1953.

• In1956, Fully air-conditioned coaches introduced between Howarh and Delhi

(predecessor of Poorva Exp)

• In the sixties, coach lighting was with 24 Volts

• On March 1st , 1969 Howrah - NewDelhi - Rajdhani. Express introduced, 1441 Km,
Time - 17 hrs 20 minutes, speed 120 Kmph

• In 1993, A/c III Tier coaches - Introduced

Evolution of Train-Lighting :

ƒ Supply of electricity in trains is required primarily for lighting, fans and air-
conditioning. Besides, the electricity is also required for meeting the hotel load viz.
hot plates, bottle coolers, refrigerators etc. provided in pantry cars as well as in air
conditioned coaches.

ƒ In the olden days the passenger trains used to have 7 or 8 coaches hauled by steam
locomotive and those coaches were divided into first class, second class, inter class
and third class.
ƒ First class had a number of fans and light points.

ƒ Second class had almost half of first class load, while inter class had load, much less
than second class and

ƒ Third class had only two light points at the doors.

ƒ After independence, in the first parliamentary meeting in 1952, a resolution was

passed that passengers travelling in the third class of Indian Railway trains should be
provided with basic passenger amenities. This covered adequate lighting and fan
requirement and running water in the toilets in all class of coaches. Ministry of
Railways accordingly, planned this work and in a period of about 3 years all the
coaches were sent to workshops for providing generating equipment's and other
fittings.

ƒ The train lighting system at that time consisted of axle driven generator working in
conjunction with 24V batteries and switch gears for controlling lights and fans. In
axle generation, moving axle of the coaches work as a prime mover for generator.
The axle pulley and the generator pulley are connected together by belts.

ƒ The system was good. However, all the wiring and the parts of the switchgear had
heavy copper content and soon it became a target of theft. Over a period of time, it
became impossible to maintain the train lighting services on account of theft of
copper and brass components.

ƒ To overcome the problem, Railway Board appointed a committee of Chief Electrical

Engineers & Director, Research Design and Standards Organization (RDSO). They
were asked specifically to recommend short term and long term measures to improve
the train lighting services on Indian Railways.

ƒ As a short-term measure, the committee recommended adoption of simplified train

lighting system.

ƒ The salient features of simplified train lighting system are,

i) Replacement of all copper wiring and switchgear parts with aluminum wiring
and switch gears.

ii) Replacement of brass equipment's by galvanized cast iron equipments.

iii) Incorporation of anti-theft and fire prevention measures.

iv) All coaches were made independent and self sufficient for power requirements.
ƒ By late 60s almost all the trains were provided with simplified train lighting system.
The modified train lighting system solved the problem of theft but had some new
problems, such as :-
Aluminum wiring is bulkier as its conductivity is less than copper.
Aluminum terminations and joints get loose resulting in heating and sparking.
Aluminum terminations and joints get oxidized resulting in open circuit.
As there is no spare capacity available on coaches, if the generating equipment of one
or two coaches fail, then adjacent coaches have to bare the burden.

Present Systems of Train Lighting on Indian Railways and Equipment used.

ƒ The following systems are presently in use for train lighting on Indian Railways.

ƒ Axle generation system working on D.C. 24V, supply, (The existing 24 V train
lighting system had been converted into 110 V. Since April 1995, all new coaches
manufactured have 110 volts train lighting system only.)
ƒ Requirement of Power Supply of train lighting system :

i) Equipments used should be able to sustain jerks, vibration and dusty environment
ii) Generating equipment is to work in parallel with battery, polarity of power
should not change with direction of equipment.
iii) Continuous output is required at varying speech.

• In the earlier stages Rosenberg dynamo was used. This has two pairs of brushes. In
this, flux produced by load current is in opposite direction to that of the primary flux,
thereby reducing its value. So, at higher speeds also, current output is regulated.

On reversal of direction of rotation, both the generated emfs are reversed,

therefore there will be no charge in the polarity of output. A fuse is used in the
armature brush circuit, so that if in case load is thrown off to zero, emf across
this circuit is heavy, then fuse should blow and armature should not get damage.

Dynamo to be used has to work in parallel with the batteries, it has to be self
regulatory type.

• Above system is covered by IRS Specification E 45-77, coach equipped with

generator/ alternator driven from coach axle through flat belt and pulley. The system
was in use on main line coaches. V belts driven, bogie transom mounted alternator
has been adopted subsequently.

The generating equipment used are :

i) 60 A & 100 A d.c. dynamo with inherent regulation

ii) 100 A (3 KW) and 150 A (4.5 KW) brush less alternators with external
regulation.
 iii) D.C.Dynamo have been replaced by alternators in view of their superior
characteristics at high and low speeds and also for less maintenance
requirements.
iv) Single or double set of lead acid batteries of standard capacity of 210 Ah, 320
Ah, 400 Ah, or 525 Ah are provided, depending on the connected load of the
coach.
v) Emergency feed terminals board are provided at each end of the coach to
enable feeding of the adjoining coaches on either side. This emergency feed
is to be availed only in case of failure of generating equipment.
vi) Provision in made for the chargers of batteries from external sources by
means of a terminal board.

vii) Incandescent / fluorescent lamps are provided in the coach for lighting
purposes. Fixed type 400 mm for in II class coaches, swiveling type 400 mm
fans in I class coach, 300 mm swiveling fans provided in MG coaches which
have been subsequently replaced by 400 mm fan.
viii) Wires conform to d.c. 2 wire unearthed system and none of the 2 phase
(+ve or -ve) shall be earthed.
ix) D.C. supply from the under frame junction is terminated in side a junction box
inside the coach. Supply for lights and fans is fed from the junction box through
3 circuits - L1, L2 and F for fans.

• Axle generation system working on D.C. 110V, supply,

110 V system was adopted with a view to reduce losses, easy identification and
isolation of fault. Each alternator has been provided with rectifier-cum regulator to
regulate the output voltage as per requirement at varying speeds and load of the
coach.

Battery of adequate capacity has also been provided to feed coaches when they are
instantaneous condition and during run at lower speeds.

• Mid-on-generation with AC 415V, 3 phase. AC 415V utilization for air

conditioning equipment's and AC 110V utilization for train lighting
equipment's,
The self genration system on slow moving train with frequent stoppages and
longer interval of stoppages has limitation of generating adequate power during
runs. So, for such slow moving train mid-on-generation (MOG) system has been
adopted.

In this system, DG sets are provided in the middle of the rake and electric power
supply is transmitted through the rake through electrical feeders, after stepping
down to 110 V. Power is tapped from the feeder at each coach and utilized for
electrical loads.
• End-on-generation with AC 415V, 3 phase. AC 415V utilization for air
conditioning equipment's and AC 110V utilization for train lighting
equipment's,

• End-on-generation with AC 750V, 3 phase generation and AC 415V

utilization for air conditioning equipment's and AC 110V utilization for train
lighting equipment's.

Considering the increased electric load requirements, self-generating system is

inadequate and more expensive.

So, a system employing mobile - generation car is adopted and this is placed in
one of the ends of the train. Power Supply to the entire train is fed from here. A
IInd power car is used at the other end, which normally is stand by.

In this system
a) Originally 400 V, 3 Ph, 50 Amp i.e. generation equipment mounted in brake-
van at either end was adopted
b) This has been switched to 750 V, 3 Ph, 50 Amp system. Considering longer
train of 19/20 coaches and considering the load requirements.

Steps down transformer are used to feed supply to lights and fans at 110 V a.c. in
each coach. In 750 V system, step down transformer is used to feed
air-conditioning loads also. For catering load 415/230 V a.c. supply is used
through transformer.

End-on-generation system is used in

1. Rajdhani Trains
2. Shatabdi Trains
3. Spl. Train like - Palace on Wheels etc.

Head-on-generation (HOG) system

To avoid carrying dead load of power cars and eliminate noise as well as pollution
of D.G. sets in EOG system, HOG system is adopted.

In this system, locomotive supplying power to entire rake through the feeders.
Power is tapped from the feeders at each coach and utilized for hotel load with the
help of suitable converters and other switch gear. This system is in trail stage.
Brief Description of the Train Lighting System and Equipments used.

Modified Train Lighting System

This system is based on RDSO specification no. EL/TL48

• In this self-generating system of T.L. on Indian Railways, contactor type switchgear

and five wire inter-vehicular couples, have been eliminated. Auto-cut-in and cut-out
switches have been replaced by blocker rectifier, magnetic light and fan switches
have been replaced rotary switches with fuse junction box and five wires have been
replace by two wires.

• There is no need of battery change over switches as modified system is a single

battery system. Further, in this system - guard control switches have been eliminated
as such lights and fans are not being controlled by guard.

Advantages of using Silicon Blocker Rectifiers (are used to replace auto-cut out
switches)

1. Cost of these diodes is low compared to cut-in and cut-out switches. (1/4 to
1/5 time)
2. Voltage setting can be accurate (charging current to flow as soon as dynamo
voltage is built up slightly higher than battery voltage)
3. Practically no maintenance (except blowing off dust, tightening of connection)
4. Not subjected to over loading and over heating, expected life is 10 years.
5. Chances of Pilferage are negligible.

Fans and Tubelights :

i) Earlier 24 V DC, 20/30 w incandescent lamps were used for coach lighting in
self-generating coaches. Later on in 110 V system, 25/40 w have been used to
improve coach illumination.
ii) With the development of fluorescent tube lamps (F.L.tubes), these have been
adopted for passenger coaches. These were first introduced in EOG coaches with
electromagnetic ballast for 110 V a.c. supply, subsequently introduced in S.G. a.c.
coaches and later on in non-a.c. coaches. Now, 18 w, energy efficient slim tube light
and 9/11 w compact fluorescent lights with electronic ballast being used for train
lighting application.

Indian Railways is using mostly following types of fans for coaches :

i) 38 w, 110 V DC fan with 400 mm sweep

ii) 60 w, 110 V AC fan with 400 mm sweep
 A.C. fans were adopted on Indian Railways with a view to reduce maintenance
problem of commutator and frequent charging of carbon brushes. This has been done
using individual inverter / bulk inverter (2.5 KVA) for ever coach.

But it is found that efficiency of a.c. fans in much lower than d.c. fan. Now,
electronically connected d.c. fans are being tried , as these are 34% more energy
efficient compared to a.c. and it leads to an overall reduction in wt. by 200 kg per
coach and reduction in noise level.

AIR CONDITIONING

History of air-conditioning of railway coaches can be divided in to 3 phases.

Phase I - To provide acceptable comfort level to passengers. Initially it was provided

in First class and there after extended to other classes also.

Phase II - This phase started in the 1950, when higher speeds were being adopted in
railways and to reduce wind resistance, noise and dust entry, it was felt to keep the
windows closed. This necessitated air-conditioned coaches.

Phase-III - In the recent phase, air-conditioning has become a norm to most of the
commuters and urban-mass-transit system.

Some of the systems for air-conditioning used are as under:

1. Ice-activated.
2. Electro-mechanical compression system.
3. Steam ejector System
4. Thermoelectric
5. Compressed air cooling

Though initially all types of air-conditioning system were tried on railway coaches, but
electro-mechanical vapour compression system has been finally accepted world vide for
this application. It can be carefully engineered to provide reliable system.
ƒ Air conditioning of railway coaches on Indian Railways began in 1936 in passenger
coaches.

ƒ These were equipped with under slung equipments, interconnected with pipelines.

ƒ The introduction of self contained roof mounted package units in coaches, with
complete equipment's, pre-charged and tested needing only electrical and ducting
connections is of recent origin. With the introduction of more and more fast trains on
Indian Railways, the need for air-conditioned coaches has also increased. Not only for
improving comfort, but also from operating point of view, since with higher train
speeds, the need to avoid opening of windows due to wind resistance considerations
also assumes importance.
 Air-conditioning of passenger coaches has come a long way from the time when
coaches were cooled by keeping a slab of ice in the cabin to the latest technology of
RMPU a/c units.

It was in the year 1955 that fully air-conditioned train, called the Delux Express was
introduced between Mumbai Central and New Delhi, on experimental basis. The entire
train was air-conditioned except one ordinary first class. AC chair car services (now
II a/c or III a/c) were utilized in lieu of ordinary 3 tier coach. For the first time entire
rake was illuminated with fluorescent tubes. Electrical loading condition on this train
necessitated a departure from conventional method (i.e. axle generation) to cater to the
additional requirement of a/c units, catering equipments. So, EOG system was adopted
on this type of train.

With technological advancement and development of indigenous a.c. equipments, first

fully air-conditioned train called "Rajdhani Express" was introduced between New
Delhi the Hawrah in 1970 and subsequently between NDLS and BCT (W.Rly) in
1972. These were of 9 coaches including 2 power cars.

ƒ Indian Railways have several types of air-conditioned coaches Indian Railways have
several types of air-conditioned coaches.

ƒ These comprise of :-

i) AC Executive class chair car/AC chair car

ii) AC 3-Tier
iii) AC 2-Tier and
iv) AC first class.

ƒ Belt driven alternator along with rectifier-regulator is used to generate electrical

power by utilizing the mechanical power of the train to provide power supply for air
conditioning system, light and fan loads in the coaches.

i) At present, there are mainly two types of coaches

ii) Air-conditioned coaches which are provided with 18/22.75/25 kW alternators
with rectifier-regulator and
iii) Non-AC coaches with 110 V system which are provided with 4.5 kW, 110V ac
alternator.
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Air-conditioning equipment

Indian Railways adopted split type a.c. system with R-12 refrigeration initially. In the
split type system most of the equipments are mounted in the under frame except the
evaporator unit, which is placed on the roof top and involves spreading of pipe line at
different location. Indian Railways have subsequently adopted roof mounted a.c
package with (RMPU) with environment friendly R-22 refrigerator in early nineties
 due to inherent advantages. RMPU units have the advantage of reduced maintenance,
increased reliability besides reduction in weight and length of pipelines.

There is a reduction of above 1.2 tonne weight per coach with RMPU and therefore
there is a large saving in energy.

With increase in popularity and public demand, these services have been augmented
and no. of coaches per train are now 19.

Loads on Rajdhani trains are as below: -

Total connected load - 830 KW

Average Max. Demand - 660 KW
No. of coaches with 2 power cards voltage of generation : 750
A.K.Rajdhani and Shatabdi Express were initially had 415 V generating equipments,
which have now been converted to 750 V system.

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LHB Coaches

LHB design air-conditioned coaches with microprocessor control system have been
procured from Germany through Rail coach factory Kapurthala. These are AC chair car
coaches and between New Delhi and Lucknow in Shatabadi express trains, since
26-12-2002.

RCF has indigenously built LHB design AC coaches and the Rajdhani express between
Mumbai Central and Delhi is running with these coaches since December 2003.

Development/modification in LHB type coaches is in progress.

Presented by Shri B.P.Taneja, Sr.Professor/IRIEEN

REFERENCES

1. Indian Railway Technical Bulletin, RDSO

2. IRIEEN Journal, April-June 1996
3. SAGA of Eastern Railway, 1854-2003
4. Railway Electrical Engineering Manual - General Services, Train Lighting

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