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 .
• 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
 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
 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.
 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
 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
 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
 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)
 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
 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
 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
 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
 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
 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
 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.
 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
 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.
 EOG system

• EOG introduced in 1958 (Deluxe Exp)

• Rajdhani introduced in 1969
 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.
 Train Lighting systems

 Self Generation System

   End -ON-Generation System

   Mid-ON-Generation System

  Head -ON-Generation System