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