Indian Economy-News & Updates

[Nilgiri]

Head-on-Generation:
This is the concept making round in Indian Railways since 1970’s. In this system, power is tapped from the locomotive and fed to the train through inter coach coupler. There are large many advantages with this system but still could not find enthusiasm among the designer and planners. The load of 24 coach train (mix of SL and AC) is around 250kW and that of 21 all-AC coach train is around 1000kW. For this 2x500kVA inverter to convert single phase into three phases is provided on Electric Locomotive and first such WAP5 locomotive is now working Shatabadi express between New Delhi and Kalka successfully since 2010. Similar efforts are also in progress for provisions in Diesel Locomotive since long.

World Scenerio:
There is hardly any railway using SG system anymore. The prevailing system all over the world is either EOG or HOG. The concept of Train-sets is prevailing for medium and high speed train operation in which power supply for coaches is an integral part of the power supply system wherein power for traction as well as coach is drawn from Over head power supply system. Electrical Multiple Unit (EMU) type train works on the same concept in which the lighting and fan load is supplied from traction supply. The Metro coach air conditioning is also on this concept. The transformer capacity is to be enhanced along with provision of inverter to feed the AC load making the concept of MEMU to work as inter-city trains. This is in line with the concept of Head on generation. It is unfortunate that there is so much of drive to import of train-set from Japan or elsewhere, but no enthusiasm or commitment for developing MEMU-Intercity trains. For HOG, IR is mainly looking for its application on existing fleet of locomotive and interconnected rakes where EOG is functional.

Comparative performance of EOG/HOG/SG
SG system existed from the time of illumiantion of first lamp on the coach and EOG made its begining when full AC Rajdhani type trains were introudced.

EOG Vs HOG

1. Energy Saving: NR provided HOG on locomotive number 30277WAP7 to work 2005/2006 Kalka Shatabdi and as per RDSO study, an annual saving of Rs. 55lakhs/year is estimated for this train alone.
2. Saving of one power car: There are two power cars of which one can be dispensed when HOG power is available on the system. Saving one power car means generating capacity for passenger travel.
3. Noise: IR has not been able to address the problem of noise emanating from power car and is the biggest irritant to passenger at station and even those living in nearby colonies during night time. Residential colonies have not raised any objective so far.
4. Beside inter-coach power coupler, communication coupler is also provided which helps in enhancing passenger amenities with TV/Video/Internet/announcement from central location.
5. The train integrity has to be maintained and when any coach is marked sick, it can only be replaced with identical coach.

HOG Vs SG

1. Generating power by each coach is certainly energy inefficient. The energy efficiency of alternator, pulley-belt mechanism, Regulating unit and battery comes into play making the efficiency of power generation very low, around 35% as compared to HOG system.
2. The maintenance cost is also high as it involves large number equipment such as alternator, belt drive, pulley, regulating unit and battery with double the numbers of higher capacity for AC coach and also two number of 25kVA inverter. Somehow actual assessment of the capital, operating and maintenance cost of the system has never been worked out and compared with HOG or even EOG. Such comparison would have helped the planner to expedite development of HOG or at least more and more EOG.

Expected future developments

This is the area which offers innovation and development opportunity with the help of industry and research organisations. RDSO is looking for

1. Finalisation of HOG scheme and large scale implementation
2. Development of end power coach with mounting of under slung one DG set of 500/250 kW and two Inverter set of 500/250kVA capacity for full AC train and others with part AC coaches respectively.

What do EOG and SG precisely stand for?

I can't believe SG was ever used, thank god for electric cabling

 

[Roybot]

View attachment 318881
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Whats the point of having a cushioned luggage rack? Everyone knows people sit on these "racks", might as well call them proper seats, make them more ergonomic and put some ladders in place, so that people can get on and off them without hurting themselves.

 

[anant_s]

SG

Self Generation

In simple words, it is a dynamo type system, where energy from wheels is taken to drive a battery charger and the power from batteries is used for small electrical loads inside coaches. All ICF coaches are equipped with this scheme.

EOG

End (of Rake) On Generation. This you must have seen on all LHB rakes and Rajdhani, Duronot, Shatabdi where two cars are attached at each end of rake. These cars have 2*750 kVA (Each car) DG sets, that supply power to reminder of rake.

 

[Nilgiri]

Self Generation

View attachment 319429

In simple words, it is a dynamo type system, where energy from wheels is taken to drive a battery charger and the power from batteries is used for small electrical loads inside coaches. All ICF coaches are equipped with this scheme.
View attachment 319432

End (of Rake) On Generation. This you must have seen on all LHB rakes and Rajdhani, Duronot, Shatabdi where two cars are attached at each end of rake. These cars have 2*750 kVA (Each car) DG sets, that supply power to reminder of rake.
View attachment 319433 View attachment 319434

Thanks. HOG definitely sounds like the way to go in overall efficiency. Less efficiency coefficients to multiply

 

[anant_s]

Thanks. HOG definitely sounds like the way to go in overall efficiency. Less efficiency coefficients to multiply

More the number of times you try to convert one form of energy to other, lesser will be the efficiency.

PS: Someone tell this basic mathematics formula to policy makers for agriculture sector in our country too.

 

[Nilgiri]

View attachment 319437
More the number of times you try to convert one form of energy to other, lesser will be the efficiency.

PS: Someone tell this basic mathematics formula to policy makers for agriculture sector in our country too.

Heh, takes me back to the old school days of output work formula for gear trains or just entire systems....so many etas all multiplied....I would just write eta(total) on the crib sheet and use common sense in the exams.

 

[Ryuzaki]

L&T Hydrocarbon-led consortium bags $1.6 billion order from Aramco

Source-Economic Times

 

[anant_s]

TALGO 180 kph runs

btw this is as fast as this train can go

@Abingdonboy @gslv mk3 @Roybot @PARIKRAMA
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A WAP 7 locomotive powering Rajdhani express through HOG mode.
@Ankit Kumar 002 @Nilgiri

 

[danger007]

Weighton 180 kph runs

btw this is as fast as this train can go

@Abingdonboy @gslv mk3 @Roybot @PARIKRAMA
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A WAP 7 locomotive powering Rajdhani express through HOG mode.
@Ankit Kumar 002 @Nilgiri

Our train coaches are like white elephant, Weigh lot.. design kinda outdated ... here are the our train coach weight ..

And here are the train weight across world, length,weight, width, power ..

N700 Is Japanese train with 16 cars other North series consists 8 cars ...

 

[Grevion]

ur train coaches are like white elephant, Weigh lot.. design kinda outdated ... here are the our train coach weight .. View attachment 319550View attachment 319551




And here are the train weight across world, length,weight, width, power .. View attachment 319552


N700 Is Japanese train with 16 cars other North series consists 8 cars ...

Where are you from buddy.

 

[danger007]

Where are you from buddy.

INDIA, why you are asking me? Because I said ur train coaches! That actually Our.. O missing .. hehe

 

[Grevion]

INDIA

I see you did the correction there.
I thought you were referring to @anant_s as a citizen of another land.

 

[danger007]

I see you did the correction there.
I thought you were referring to @anant_s as a citizen of another land.

I'm using mobile now, so typing error ..

 

[Nilgiri]

India's GDP growth to expand about 8% in next two years: S&P

NEW DELHI : S&P Global Ratings has said the India story is "pretty solid" and praised the government's "long game" handling of the economy to push up growth potential while giving attention to immediate issues as well.

Its forecast of 8% growth for the current financial year and the next is, however, contingent on the government taking certain measures, including a "wise choice" to head the Reserve Bank of India, the American ratings agency said. Raghuram Rajan's three-year term as governor ends on September 4.

"That view (8% growth) is predicated on the steady, ongoing structural reform push including GST (goods and services tax) passage, a good monsoon season this year, and a wise choice to head the Reserve Bank," S&P said in its latest 'APAC Economic Snapshots' report released on Thursday.

S&P has reposed more faith in the domestic economy than both International Monetary Fund and Asian Development Bank. IMF has forecast 7.4% growth for this fiscal as well as the next while ADB expects India to grow 7.4% this year and 7.8% in 2017-18. "The macro and structural stories remain pretty solid. Strong consumption growth continues apace, the external accounts look reasonably resilient post-Brexit, and fiscal policy looks prudent," the report said.

S&P appreciated the government's attempts to spur growth. "The authorities also clearly have their eye on the 'long game' with reforms to boost growth potential getting at least as much attention as short-term stimulus," the report said while pointing to inflationary pressures. "Inflation has been drifting higher with global commodity prices," it said. Chief economic adviser Arvind Subramanian had on Monday also said that India could manage 8% growth. "We are already growing at over 7%. Growth of 8% or more is eminently doable, subject to the international environment being cooperative," he said.

S&P said India does not face any fiscal or external sector concerns, pointing out that even Brexit did not have a meaningful impact on external variables. "The structural reform drive continues to gain traction. Consumer confidence looks quite high and investor confidence seems buoyant...Any China wobbles will affect India less than most countries in the region," the report said. The only thing missing is the investment pickup, it said.


Read more at:
http://economictimes.indiatimes.com...ofinterest&utm_medium=text&utm_campaign=cppst

 

[anant_s]

Our train coaches are like white elephant, Weigh lot.. design kinda outdated ... here are the our train coach weight .. View attachment 319550View attachment 319551




And here are the train weight across world, length,weight, width, power .. View attachment 319552


N700 Is Japanese train with 16 cars other North series consists 8 cars ...

You observations are correct sir but it is pertinent to point out above, that one part of reason for above is, India using Broad gauge in place of slightly shorter Standard gauge used elsewhere. this has bearing on dimensions and therefore weight.
Second, the bogie design (by which i mean the wheel and mounting for coaches) is slightly different, which again impacts how the coach itself is designed.
Third (& most important) is the carrying capacity. Nowhere in the world, passenger trains carry as many passengers per rake, as they do in India. As platform lengths are fixed, we cannot increase coaches beyond a number (this is ~24/26 right now) and hence, out coaches are higher to allow multi-layer accommodation of berths.
Al these factors make our coaches bulky and this becomes a significant constraint when you do dynamic stability analysis for coaches. As speed increases, the un sprung mass oscillates and creates lateral forces on tracks, which can be damaging at high speeds.
Therefore if you compare our coaches with other high speed services elsewhere in world, one immediate difference that is noticeable is height of our coaches, which is significantly higher. Low height coaches along with clever distribution of mass, keep center of Gravity lower, thereby improving stability of train at high speed.
Another thing is use of material and their design. Indian railways till now have been using Carbon steel for coach fabrication. Now normally as an industry practice, carbon steel (which is prone to atmospheric corrosion) sheets are usually of higher thickness (higher corrosion allowances) and thereby increase in weight is expected.
Use of austenitic stainless steel (such as 302, 304 etc) is quite common in western countries. SS has much better corrosion resistance and this brings down weight of coach.
they also use a corrugated sheet design. Corrugations allow a metal sheet of lower thickness to have higher rigidity and load bearing capacity, than flat sheets.

Adtranz had supplied original 11 WAP 5 in corrugated side panel design, but when production started in India, this sheet couldnot be manufactured and we went for plain sheet design (lower thickness, CORTEN sheets).

Original WAP 5

CLW make WAP 5

COrugation design was tried on New Delhi Amritsar Swarn Shatabdi, but with advent of LHB coaches. this was not replicated elsewhere.

New LHB coaches are made of Stainless Steel and offer much better acoustic insulation along with lower weight.

With time, Indian coaches too should become relatively lighter, but in my view, reduction to the levels used in HST, won't be possible.