OVERVIEW OF THE RAILWAY TRACTION SYSTEM

A typical traction power supply scheme consists of traction substations (TSS) sectioning
and paralleling stations (SP) and sub sectioning and paralleling stations (SSP). The power to the
TSS is supplied from the SEBs grid of !" #$#%"& and then Stepped down to "' () which
is connected to the catenary system. A TSS contains a *ariety of circuit brea(ers+ motor
operated isolators+ lightning arrestors+ current transformers+ interrupters and power transformers.
The ad,acent TSS supplies power to the -.E in different phase in order to reduce the imbalance
on the supply. To pre*ent the pantograph of a locomoti*e from shorting the two phases while
passing from one /one to another+ a neutral section is pro*ided the control of which is done at
the SP.


The section between TSS and the neutral /one is for the purpose of easy isolation and
maintenance+ di*ided into subsections at points controlled by SSPs. The SPs and the SSPs also
contain 0Bs+ isolators+ interrupters+ 0Ts and PTs. Thus at each TSS there are two single1phase

transformer is in ser*ice and the other is $$2 standby. They step down the *oltage to "' ()+
one pole of which is solidly earthed and the other feeds the traction o*erhead e3uipment (-.E)
installed abo*e the trac( 4here the TSS is at 3uite a distance away from the trac(s+ power at "'
() is transmitted from the substation to a feeding post located ad,acent to the trac( by feeders.
Each feeder is controlled by a single pole circuit brea(er (0B) associated with protecti*e de*ices
for protection of the -.E+ in that order imbalance in the supply system remains within
permissible limits. The !1phase grid system is tapped across different phases at consecuti*e TSS
in a cyclic order.
RAILWAY ELECTRICAL TRACTION DISTRIBUTION SYSTEM
INTRODUCTION
As early as in 5!$s when the first steam train rolled on its trac(+ new *enue were
opened for transportation. The steam locomoti*e was followed by 6.0. electric traction in
578 in the year 8$. The 6.0. Electric traction was superseded by A.0. Single phase+ % "#!
./ system in some countries subse3uently+ !$$$ ).6.0 system and A.0. "' () '$ ./ system
followed during to the technical and commercial ad*antages.
9n 9ndia+ electric traction e:isted in two places upto mid thirties (Bombay and ;adras
'$$$) 6.0 system). 6uring the Second 4orld 4ar and other reasons further e:pansion in
trac( electrification did not occur till 8'<. .owe*er+ electric traction gained momentum
between 8'< and 8'5 which the !$$$ ) 60 electrification of traction between 0alcutta and
Burdwan.
9ndian =ailways ha*e adopted A.0. "'()+ '$ ./ as the standard system for trac(
electrification. This is mainly due to the *arious economical and operational ad*antages of this
system. The !$$$ ) 6.0 system .owrah and Burden was later con*erted into "' ()+ '$ ./
system. .ence+ at present mostly this system ("' ()+ '$ ./) is in practice e:cepting in some
sections in the Bombay region ('$$) 6.0)

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CONSTITUENTS OF SUPPLY SYSTEM
)arious elements of power supply system are
(i) Sub stations
(ii) >eeding posts (>P)
(iii) Sectioning and paralleling post(SP)
(i*) Sub sectioning and paralleling posts (SSP)
(*) Elementary Section.
(i) Sub Stations ?ay out diagram of @A=?A traction substation is shown in fig.
>or this purpose high *oltage feed to the substation is always arranged from two sources
of supply (!" ()+ '$ ./+ !1phase) transmission line. Each substation is pro*ided with two
sets of !" () bus bars+ one is called the main bus bar and the other maintenance bus bar or
transfer bus bar. The incoming and outgoing transmission lines are connected to both the bus
bars. 9solators on both sides of circuit brea(ers and pro*ision of transfer bus bar and bus
coupler enable maintenance of circuit brea(ers and bus bars possible while maintaining the
continuity of supply. Bormally two 1phase transformer each of !"#"'() are employed of
the two transformers only one will be on operation normally and the other one act in as a
stand by. These transformers are pro*ided with tapping in such a way as to maintain output
*oltage between C$2 and D'2 i.e. between "7'$$ ) and "!7'$ )."'() bus bar on the
output side of transformer enables maintenance of any one transformer and its associated
circuit brea(er while maintaining the continuity. @enerally one leg of "' () winding of !"
()#"'() transformer is solidly earthed at the substation. =eturn feeder the connected the
electrified trac( opposite to the feeding post. The function of the transformer is to be step
down the *oltage from !" () to "'(). The power from the substation is carried by two "'
() feeder to the feeding posts located near the trac(s. !" () double pole circuit brea(ers
are employed on the input substations are spaced '$ to 8$ (m apart. 9n order to a*oid
unbalance at certain station Scott connected transformer is used in order to reduce by
compensating the reactance drop of the power sources and feeding transformers+ a de*ice
condenser is inserted at the secondary side of the feeding transformer.

!
(ii)F!in" Post#
Bormally there are two feeders running in between substation and feeding posts. Each
feeder has two conductors. -ne insulated for "'() for connection to the bus bar and the
other for !() for connections to trac( for return current cross section of the conductor is
"$E"$mm of copper or <$$E<$$mm of A.0.S.=. These feeders are connected to two sets of
bus bar of feeding posts through two oil circuit brea(ers. These two sets of bus bars are
connected together through bus1couplers+ which along with input one of the feeders is out as
action for maintenance purpose or due to fault. >eeding posts are located as close to the
substation as possible ma:imum distance between "&m. Asually "'() circuit brea(ers of
feeding post are controlled from a remote control center of the =ailway. 9nter loc(ed double
pole isolating e*ery circuit brea(ers to enable its complete isolation and to ensure full safety
for lines there are four interrupters two for each feeder and supplying two trac(s one side of
feeding post only interrupters are single pole+ low oil content out door type oil switches
meant to connect different section of -.E to feeding post. 9nterrupters are supposed to
close or open for normal load conditions only. Since it is not e3uipped with any protecti*e
relay to trip it automatically in the e*ent of fault as in the case of circuit brea(er+ it is not
meant for automatic brea(ing of fault currents. 9nterrupters are normally arranged for
remote control operation but they ha*e pro*ision for manual operation if re3uired.
Power generation and transmission systems of supply authorities are of ! phase type.
Electric traction on the other hand needs single phase supply. 9f the entire traction load is
put on one phase only+ it would bring about unbalanced conditions. This besides causing in
con*enience to other consumers due to phase shift is harmful to the attenuator as it produces
lot of rotor heating due to double fre3uency currents induced it the rotor by rotating
magnetic field produced by negati*e phase se3uence currents. As such unbalanced
conditions beyond certain limit made to supply power to the consecuti*e sub stations from
different phase in rotation /ones fed by ad,acent substation will therefore+ be across different
phases each acting as a separate independent unit and ne*er wor(ing in parallel+ to separate
neutral section substation. The purpose of pro*iding neutral section is to separate the /ones
fed by two ad,acent substation so that it is not possible for a pantograph of electric train to
bridge two different li*e phase of "'() supply while passing from the /one fed from
preceding substation to the /one fed by ne:t substation. Since neutral section is dead+ it
becomes necessary for the dri*er of an electric train to with off power before approaching
now /one. >or this warning boards are pro*ided to draw the attention of dri*ers.

<
(iii) S$tionin" an! Pa%a&&&in" Post
Sectioning and paralleling post consists of two paralleling interrupters to parallel -.E of up
and down trac(s. -ne on the each side of neutral section two bridging interrupters+ pro*ided
with under *olt relay are installed with a *iew to permit feeding of section. Bormally
supplied by the ad,acent feeding post+ in case of an emergency when its "' () supply is
interrupted for some reason+ bridging interrupters are normally (ept open e:cept when an
emergency feed ta(ing special precaution to warn the dri*ers to post up to which feed is
e:tended. This is necessary because no neutral section is pro*ided o*erlap. -.E and its
feeding arrangement in between feeding post and neutral section is turned as section. The
supply to each section is therefore controlled by a circuit brea(er.
(i*) Sub S$tionin" an! Pa%a&&&in" Post
Each section is sub di*ided by the pro*ision of one or sub sectioning and paralleling post
normally at a distance of e*ery $ to '(m. This facilitates isolation of faulty *ersion. Each
sub sectioning and paralleling post consists of two interrupters usually %$$ amp. capacity+
bridge ad,acent subsection and one interrupter for parallel in the up and down trac(.
At some stations with large yards+ change o*er switches are some times pro*ided so that
supply may be deri*ed either from -.E of one sub station or the other. Bormally it is loc(ed
in one position but in an emergency it can be changed o*er after ta(ing necessary precautions.
(*)E&'nta%( S$tion
Switching station distance of $ to' &m is also too long in case of fault re3uiring repairs
and maintenance of long duration. Therefore with a *iew to ensure rapid isolation of fault on
-.E and to facilitate maintenance wor(. Each sub section is further di*ided into elementary
sections. Two ad,acent elementary section are separated by o*erlap bridge by isolators which
are manually operated on no load.
OVERHEAD E)UIPMENT (OHE)
Int%o!u$tion
The first and foremost function in electrical traction is to maintain the traction unit fed
with the energy that it needs. >or these purpose there are two system of current collection.
) >rom third rail
") >rom o*erhead wire
0urrent collection from o*er head wire is for superior to that from the third rail power
collection from an o*erhead wire by means of pantograph is e:clusi*ely adopt in the pre*ent
practice of high speed surface traction.

'
To a*oid short spans+ we ha*e to use single catenary system+ which consists of one
centenary wire of steel or standard cadmium copper with high sag and the other contact wire
supported from catenary wire by means of droppers dipped to both the catenary and contact
wires. The droppers made of solid copper of usual cross section of 'E' mm are spaced closely
along the contact wire at 8m distances from one to another. 9nsulated tension members attached
to the supporting structures (nown as pull offs position of contact wire o*er the trac( is
maintained. These pull offs only affect the hori/ontal position+ but do not affect the *ertical
height of the contact wire. Typical single catenary system as employed on "'() A0 traction
supported by the brac(et assembly of swi*eling attached suitably to the traction mast. The
brac(et assembly is made up of mast fittings+ solid core insulator+ telescopic stay arm+ and high
tensile brac(et tubes+ register arm+ steady arm+ register arm dropper and associated fittings.
P%in$i*&s o+ Dsi"n o+ OHE

The design of "'() A.0. traction -.E adopted on 9ndian =ailway is based largely on
>rench practice but modified to suit 9ndian condition. Bow we will discuss *arious designs.
;a:imum tensile strength of *arious materials used for -.E as gi*en belowF1
Annealed 0opper "' &g#mm
"

.ard 6rown 0opper <" &g#mm
"
Main Co'*onnts o+ O,%Ha! Lins#
-) T. Su**o%t#/ Poles or towers depending upon the wor(ing *oltage and the region
where these are used.
0) C%oss A%'s An! C&a'*s#1 These are either of wood or steel angle section and are used
on pole structures to support the angle insulators.
1) Insu&ato%s# 1 Pin+ strain+ or suspension types as the case may be for supporting the
conductors and ta(ing strain or suspending the conductors respecti*ely.
2) Con!u$to%s# / 0opper+ Aluminum or A.0.S.=. or of any other composition depending
upon the current to be carried and the span of the line.
3) 4u(s an! sta(s# / Braces or cables are fastened to the pole at the termination or angle
poles to resists lateral forces.
5) Fus an! Iso&atin" S6it$.s# 1 To isolate different parts of the o*erhead system.
7) Li".tnin"#1 To discharge e:cessi*e *oltages built upon the line+ to earth due to
lightning.
8) Continuous Ea%t. Wi%#1 As run on the towers to protect the line against lightning
discharges.
9) V 4ua%!s#1 Are often pro*ided below bare o*erhead lines running along or across
public streets to ma(e the line safe if it should brea(.
-:) 4ua%! Wi%s#1 Are pro*ided abo*e or below power line while crossing telephone or
telegraph lines. The ground wire and steel structures solidly connected to earth.

%
INTRODUCTION TO SCADA# ADAVANTA4ES AND USES
The abbre*iation S0A6A stands for SAPE=)9S-=G =E;-TE 0-BT=-? AB6 6ATA
A0HA9S9T9-B SGSTE;. 0onceptually it is a typical networ( management system+ which can
be considered to be a control system+ which can super*ise+ and monitor and control the
performance of a gi*en networ( in on line+ real time mode. This typical multile*el hierarchical
networ( consists of a number of control centers at different le*els. Each control center is
super*ising and controlling a number of nodes. Each node in turn may consist of a number of
plants # e3uipments whose subsystem status # performance are to be monitored in real time from
the control center. Thus based on this real time networ( data collected the S0A6A system at the
control center performs the following functionsF 1
a) =eal time super*ision and control of the networ(.
b) >ault reporting.
c) -n line # off line updating of database.
d) E*ents logging ser*ices.
e) @eneration of reports.
f) >ault rectification
g) Thus at the primary le*el of networ( monitoring+ S0A6A system by itself can caster
to basic needs of 6ata Ac3uisition and Status 9ndications annunciation and logging of
e*ents and manual control operations from control panels.
T.us SCADA s(st' o++%s t. +o&&o6in" basi$ a!,anta"s#
) S0A6A system plays the role of distributed front end monitoring of each of the networ(
mode and front end processing at the control center.
") S0A6A system monitors the status of the *arious e3uipments+ systems#subsystem in real
time.
!) S0A6A system is typically microprocessor based e3uipment which pro*ides serial
asynchronous # parallel interfaces with other e3uipments to be monitored.
<) S0A6A system through a well1defined protocol communicates the networ( information
of *arious e3uipments monitored to the control center.
') S0A6A system pro*ides local alarm annunciation and e*ents logging at each node.
Thus S0A6A systems are typically found in utilities+ industries where there are distant
units of operation+ often unattended that re3uire super*ision from a central facility. .ence it
generally consists of the following subsystemsF1
a. =emote Terminal Anits (=TAs) at remote sites that collect and transmit data either
on demand or other wise.
b. A central super*ision to pro*ide higher1le*el functional computation and
optimi/ation.
c. A man machine interface.
d. A long distance transmission system between =TAs and the central super*ision.
e. A coded system to assure the security and reliability of transmitted information.

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EVALUATION OF MODERN SCADA SYSTEMS
Traditional S0A6A systems ha*e undergone phenomenal changes o*er the years. The
hardwired systems of yesteryear with large mimic boards ha*e gi*en way to compact software
based systems. The stress is to relie*e the operator of fatigue by designing better man1machine
interface+ a*ailability o rele*ant information to operator at finger tips+ ergonomically designed
e3uipment+ security of transmission and system fle:ibility. 9n the earlier systems+ the control
was based on hardwired control circuits with large mimic diagram boards for man1machine
interface. The control was achie*ed through discrepancy switches and status of the plant
displayed through lamps on mimic diagram board. But these were dedicated systems+ which
could be relied upon to do the limited function. The changes in plant layout were *ery
cumbersome+ time consuming+ e:pensi*e and re3uired e:tensi*e preparation. The amount of
information which could be collected was limited and without data logging facility. Also such
systems were bul(y and too( up enormous floor space.
Thus a need was felt to e*ol*e such a system+ which could do away with some of the abo*e
problems.
Thus with the ad*ent of the soft ware based systems+ the hardwired systems become obsolete+ as
software based systems offer se*eral ad*antages.
The modern S0A6A systems are demanding more and more intelligence at =TAs with
increasing use of microprocessors. The earlier =TA merely gathered data and sent it bac( to
master station+ while modern =TA operates as an independent data ac3uisition sub1system by
scanning the process sensors+ determining alarm conditions and storming data. The remote
terminal units are also gaining capability to communicate with more than one master station and
can be programmed to emulate different communication protocols. These =T are capable of
handling hundreds of analog and digital inputs and wide *ariety of analog and digital outputs are
a*ailable.
Also the role of the control center is changing. Pre*iously it was dedicated solely to the
S0A6A system+ but now it is multi tas(ing with priority assigned to S0A6A users now e:pect
increased speed+ more ad*anced man1machine interface and some process control functions.
Also software de*elopments from both process control and management systems are infiltrating
the S0A6A Systems. The system software is being enhanced with addition of software+ which
integrates management information system with S0A6A. The S0A6A hosts are becoming
more dedicated to long term archi*al data base management functions and they become more
general as =TAs become more sophisticate. Also+ there are drastic changes been made to get
effecti*e man1machine interface.

BENEFITS OF SCADA IN RAILWAYS
S0A6A for power system and industries is recently the most popular trend in 9ndia. The
most important merits offered by it are o*erall economy+ continuous untied *igil or super*ision
without grie*ances+ (unli(e a human being). -*er and abo*e all+ another ad*antage it offers is
the speed of functioning. The control system being for off+ S0A6A offers and easy means to
monitor and control the electrical power for traction through the status of circuit brea(ers+
interrupters+ and isolators at *arious traction substations and switching stations+ from a
centrali/ed location called =emote 0ontrol 0enter. Also at present the S0A6A systems
designed to ha*e been made to withstand *arying 9ndian conditions li(e temperature+ humidity+
pollution+ *oltage and fre3uency fluctuations etc. Thus+ as a result the efficiency and the

5
reliability of the system has impro*ed+ o*er the traditional super*isory system and has pro*ided
the =ailways with *aluable date necessary for their maintenance purpose.
The ultimate control of the system is with a staff called traction power controller (TP0)
who interacts with the system through a operating module called mimic diagram board. The
mimic diagram board is a single line representation of electrical traction system that is
switchgears and o*erhead lines+ and it wor(s on the dar( mimic concept and as such only faulty
and abnormal conditions are annunciated by audio and *isual signals. Therefore+ naturally the
;6B represents the many eyes+ ears and hands of the TP0. 0omplete information of field
conditions li(e line ali*e or dead+ switchgears open or close+ action of important protecti*e
relays+ condition of important e3uipments and power supplies+ analog data li(e *oltage current
and power are transmitted on communication line and is displayed on ;6B. Thus all important
remote data is a*ailable on demand+ at one place which could be used for ta(ing accurate and
reliable decisions regarding maintenance of the railway system.

SYSEM DETAILS OF A 4ENERAL SCADA SYSTEM
The o*erall super*isory remote control and data ac3uisition system designed for "'()
traction supply essentially consists ofF1
(i) ;aster controller at =00
(ii) =emote controller at TSS+ SP and SSP.
>unctionally the master controller pro*ided at the remote control center (=00) performs
the functions re3uired for sending tele1commands+ recei*ing telesignals and telemetry purposes.
The master controller is the heart of the system and basically it is an electronic hardwired
module performing the function of a 0PA. This originates the interrogating messages during the
normal scan se3uence mode+ or the control messages during the control mode. These serial
messages are transmitted to the remote controller through modem. 9t also performs formatting
and parity generation operations.
The master controller include micro1computer which enables in maintaining the scan
time within reasonable limits+ and also pro*ide for the large amount of data processing. The
master controller also supports a printer along with a data logger+ which can be used to log alarm
data and status either on demand or on e*ent trigger.
A mimic diagram board can be connected through suitable interface to the master.
The ;6B pro*ides a *isual indication of state of the e3uipment at *arious stations.
The remote controllers are ruggedi/ed stand1alone units+ capable of performing tas( of
ac3uisition monitoring and control re3uired at TSS+ SP and SSP. These act as intelligent sla*es
to the master at =00+ thereby reducing processing re3uirement of the master and the
communication o*erheads. The remote controller is a microprocessor based data ac3uisition and
control system capable of accepting analog as well as digital inputs. The remote controller has a
communication interface which allows it to communicate with the master o*er telephone lines.
The operation is half duple:+ with >S& modulation and nominally at %$$ baud1rates.

8
The status of the circuit brea(ers+ isolators+ etc.+ is gi*en by the digital input modules.
The system is isolated from the field inputs to ensure that no damage is done to the system as
result of high *oltage spi(es on the input lines. The commands to circuit brea(ers+ isolators etc.+
are gi*en by digital output modules.
The on1board relay contacts can a ma:imum of " amps current+ which is sufficient to
dri*e the interposing relays.
The current+ *oltage+ ;)A+ power factor and other analog measurements are done by
feeding the signals to the analog input modules. The transducers con*ert the parameters into
acceptable signals in the form $1$)+ 1' to C') or $1"$ ;A current loop. The input module use
A60 ha*ing a resolution of " bits.
Besides the abo*e technical features+ the system bus structure has been specially
designed for a noisy en*ironment at high data transfer rates.
?ast but not the least the system is friendly and easily maintainable.
SYSTEM FUNCTIONAL DESCRIPTION
) The =emote 0ontrol 0enter continuously communicates with *arious controlled stations
in one of the two operating modes.
S$an s;un$ 'o!
Cont%o& s;un$ 'o!
The system normally operates in scan se3uence mode. 9n scan se3uence mode the master
controller at ==0 perform polling of the information from the controlled stations. These polled
data are transferred to the ;imic 6iagram Board for audio *isual indication. This information is
updated in e*ery scan cycle. The telemetering points li(e the *oltage+ current and power at
traction substation and sectioning post are also scanned se3uentially in the same scan cycle and
updated in e*ery scan cycle. 4hen the traction power controller selects a particular de*ice
(brea(er+ interrupter or isolator) for a -B or ->> command from the ;6B+ the se3uential
scanning is stopped. The system automatically returns to the scan cycle after the command is
e:ecuted.
6uring the scan mode+ the ;aster 0ontroller transmits message to indi*idual controlled
posts loo(ing for a change of status. 9f there is no change of status+ the controlled posts return
message indicate that there is no change. 9f there is a change of status at particular controlled
post+ the entire data is transmitted to the master station. >or details see the command protocol.
The master controller generates a digital interrogation message in serial format. This
digital message format is con*erted to >S& (>re3uency Shift &eying) signal before being
transmitted o*er the telephone lines. 9n >S& one audio fre3uency represents digital false state
(low signal *alue)+ this fre3uency con*ersion is done by a module called ;-6E; (;odulator D
6emodulator) which is in built into the master controller module itself.
The master station controller waits for a predetermined time (appro:imately "$$
milliseconds) to get a response from the addressed controlled station. 9f there is no response
within the abo*e time period the station controller repeats the interrogation message once more.
9f there is still no response for the second interrogation message also+ the master controller will

$
generate a transmission error alarm by gi*ing audio and *isual signal. The transmission failure
is indicated on ;6B as =E;-TE >A9? and is transient in nature. 9t normally gets cleared in
ne:t one or two cycles. 4hen there is a failure of =emote Station module+ this also leads to a
remote fail indication+ but the indication will be permanent in nature.
4hene*er the master controller sends an interrogation message+ the same message will
be transmitted to all the controlled stations+ howe*er+ only the controller station whose address
matches with the address in the interrogation message replies to the interrogation+ the other
simply discard it. At each controlled station there is a modem which con*erts the 9nterrogation
message from >S& signals to bi1le*el digital data stream. This digitali/ed interrogation is input
to a remote station controller where it is con*erted to a parallel data format and the station
address is decoded. The remote station controller that properly decodes the station address starts
decoding the point address and the type of operation that is whether the interrogation message is
a simple interrogation message or a control operation message. 4ith this decoding the remote
station controller at the controller station goes into the transmit cycle to the remote control
center. The modem at the controller station con*erts this response message into >S& signal
before it is transmitted.
The modem at the master controller at =00 con*erts the >S& response message into
digital data stream and inputs it to the master controller. The master controller chec(s for errors+
*erifying that the station address and point address of the response message match with that in
the interrogation message. The master controller then routes the response message for output on
the master station data bus.
4hen the response message contains the status of the alarm point ( for an e:ample the
"<) 60 le*el at controlled station .9@.#?-4 status) the alarm display module at =00
assigned to that particular controlled station is enabled to recei*e the alarm point status. Each
alarm module has got a number of =EE6 =E?AGS each assigned to the status of each point.
These reed relays are energi/ed or de1energi/ed depending on the status and the corresponding
contacts are opened or closed to dri*e the lamps on the ;imic 6iagram Board. 9f one or more
points on these modules detect an alarm point change of status it results a flashing lamp on the
;6B with an audible sound. 4hen the response message is control point status (for an e:ample
the status of circuit brea(ers or interrupters)+ the control and indication (0I9) modules assigned
to that controlled station are enabled to recei*e control point status to energi/e or de1energies the
corresponding reed relays. 9f one or more of the points on this modulus detect an An1
commanded change of state at a control point+ it results in flashing indication showing the
discrepancy of the control point on the ;6B. The discrepancy will also be accompanied by an
audible sound.
4hen the response message contains telemetry data from analog points (li(e the current+
*oltage and power from SP and TSS) and analog output modules at the =00+ assigned to that
controlled station are enabled to recei*e this data. These modules ha*e two digital to analog
con*erter (6A0) channels+ each channel has got an associated meter on the ;imic 6iagram
Board which is calibrated to read out the correct *alue with engineering unit.
The master controller enters into control se3uence mode when the traction power
controller at =00 selects a particular element for control operation. >or control operation the
TP0 is to first create a discrepancy by ,ust turning the selected discrepancy switch by 8$ degree.
The discrepancy will light up without flashing. The TP0 is to then degrees the switch and turn it
for command to transmit. 4hene*er the command is e:ecuted the commanded state
immediately comes to the =00 as part of the command cycle transmission and the created
discrepancy light will go off ach control se3uence cycle consist ofF

a) A control message from the ==0 addressed to a specific controlled station to arm a
control point. A control response message bac( to the =00 from the controlled station
indicating that the selected control point is now armed.
A command message to the controlled post station containing an -B and ->> command
code to the pre*iously armed control point.
A new status response messages bac( to =00 from the controlled station to inform =00
the new status of the control point.
The master controller generates and transmits the control message to the controlled
station and wait for <$$ ms for the response to come from the addressed controlled
station. 9f there is no response+ within this time out a second message is transmitted. 9f no
response is recei*ed within <$$ ms again the station controller generates an in*alid
transmission error alarm during command.
") Assuming no errors from the control message from the =00 the remote 0ontroller of the
addressed control station generates a control response message which contains the
controlled station address and the control point address. The control response message
from the controlled station is recei*ed and processed at =00 in the same manner as the
response message from the controlled station during scan se3uence mode of operation. 9f
there is no error in the control response message a master controller generates and
transmits a command message. This command message includes a digital code to
perform either -B or ->> operation. After transmitting the command code the master
controller waits for <$$ ms to recei*e the new status response. .ere also if the master
controller does not recei*e the new status response within <$$ ms it repeats the
command code message and again waits for <$$ ms time. 9f it does not get the response
again the master controller generates an alarm and this is indicated in the mimic diagram
board =E;-TE >A9? during command e:ecution.
!) The control station compares the point address of the command message recei*ed with
the point address of the recei*ing control message and if this comparison is *alid then
-B or ->> command signal is input to the armed control point.
<) The command signal is pro*ided by a transistor switch at the control and indication
module of the remote station. This 0I9 module pro*ide an -B I ->> command output
to the e:ternal control de*ice li(e circuit brea(ers interrupters etc. After this command is
e:ecuted the controller at the remote station generates a new status response message. 9t
includes the remote station address control point address and the status of all "1control
points in that particular 0I9 module.
The master controller recei*es the new status response message in the same manner as
the response message during the scan se3uence operation. This means that if any one of
the controlled points assigned to the remote station has change for state since the last
scan than the associated control and indication module at the =00 detects this change of
state. The 0I9 module at =00 assigned to the controlled point undergoing a command
change and is e:pecting the change of state of data. This results in the disappearance of
the created discrepancy light on the discrepancy switch on the ;6B. .owe*er if any one
of the other controlled points has changed the state these changes will be treated as un
commanded change of state and the discrepancy switch lamp for these points will flash
with audible sound.

"

SYSTEM CONFI4URATION
The system has been designed to handle primary two types of dataF
i) Di"ita& !ata
ii) Ana&o" !ata
The digital data are of two typesF1
a) Alarm data
b) Status data
The alarm data is the status of fault condition of a particular de*ice li(e the
transformer fault transformer alarm+ etc. The status data is the status of the control
de*ices li(e circuit brea(ers+ interrupters+ etc. Since the system is modular in design each
TSS+ SP+ AB6 SSP has same type of functional modules. The number of functional
modules at each remote station is a function of number of input and output. -ther than
functional modules each remote station has got one modem and a power supply unit. The
function of the modem is to modulate the digital signal into >S& and demodulate >S&
signal into digital signal. All the functional modules and modems at the remote station
are mounted into a card cage.
There are two types of remote card cagesF1
i) Dua& $a%! $a"
ii) )ua! $a%! $a"
Each TSS is e3uipped with a 3uad card cage and each SP I SSP is e3uipped with
dual card cage. The 3uad card cage has doubled the housing capacity of the dual card
cageF1
The following are the modules at the remote stationF1
i) =emote controller module
ii) =emote control and indication module
iii) =emote analog module (only for TSS and SP)
i*) ;odem
*) Au:iliary alarm module
*i) 0atenary under *oltage module (depending on the a*ailability of the catenary
indication)
*ii) Power supply unit
At the =emote 0ontrol 0enter+ the design is also modular in nature. The type of
functional modules used are as follows F1
i) ;aster controller main and standby
ii) Alarm out put module
iii) 0ontrol and indication module
i*) Analog output module

!
*) Bus dri*er module
*i) Switch mode power supply with built in redundancy.
All the out put modules are housed in the rac( adapter unit. The rac( adapter unit
includes a motherboard to pro*ide electrical lin(age to *arious functional modules. Each
rac( adapter can accommodate two bus dri*ers and " nos. functional modules.
THE MIMIC DIA4RAM BOARD
The mimic diagram board is the operating console of the Traction Power 0ontroller. That
means all interaction between the operating system and the TP0 is through the ;6B only.
This ;6B depicts the line diagram of the electrical representation of the entire traction
o*erhead e3uipment. Each and e*ery controlled station electrical representation has been
depicted along with the operating information.
>or switching station and sub switching station is pro*ided with % annunciating windows.
These areF1
a) "!$) A0 fail
b) "<) 60 fail
c) $) 60 fail
d) =emote station defecti*e
e) Panel fuse failure
f) Spare
4hen any one or more of the following signals are detected ?ow+ the corresponding
window on the ;6B will flash with an audible sound.
The audible sound can be silenced by pressing ac(nowledgement button on the ;6B.
Simultaneously+ the flashing light on the annunciating window will become steady and it
will remain steady as long as the fault persists.
4hene*er there is a fault at the controlled station this is annunciating window will start
flashing with audible sound and it can be ac(nowledged. This fault at the controlled station
includes the fault of also the transmission+ related to the controlled station. -ccurrence of
any one of the abo*e will cause the flashing of the window with audible alarm.
Panel fuse failure is a local fault at the =emote 0ontrol 0enter. 4hene*er the fuse of a
particular controlled station supply on the ;6B fails this window will light up.
Each traction substation has similar annunciating windows. -ut of these windows+ fi*e
windows are identical to the windows for SP and SSP. The additional windows are assigned
to the following fault conditionsF1
a) T=9 alarm
b) T=" alarm
c) T=9 fault
d) T=" fault
e) >6= PT fuse fail
f) >6= " PT fuse fail
g) T= J alarm supply fail

<
h) T=trip circuit supply fail
i) T=" trip circuit supply fail
TR - ALARM < TR 0 ALARM
4hen any one of the alarm+ related tom particular transformer is generated+
corresponding annunciation window will flash with Audible sound and this alarm can be
ac(nowledged in the same way as other fault condition.
TR - FAULT < TR 0 FAULT
4hen any one of the fault+ related to particular transformer is generated+ corresponding
annunciation window will flash with Audible sound and this alarm can be ac(nowledged in the
same way as other fault condition.
FDR - PT FUSE FAIL < FDR 0 PT FUSE FAIL
These points are also indi*idually monitored by the System and are the indicated on the
e3uipment. These -#P on the e3uipments are e:tended to this window. This particular window
will flash with Audible sound+ when the fuse on secondary side of that particular "' () feeder
PT fails.
TR = ALARM SUPPLY FAIL
This window will flash with Audible sound+ when $) 60 supply to the alarm circuit
of both the transformer at the feeding post fails. This fault condition can be ac(nowledged in the
same way li(e the other fault ac(nowledgement in the system.
TR - TRIP CIRCUIT SUPPLY FAIL < TR 0 TRIP CIRCUIT SUPPLY FAIL
4hen $) 60 supply to the trip circuit of the transformer or transformer " at the
feeding post fails+ annunciation window corresponding to particular transformer will flash with
Audible sound. This fault condition can be ac(nowledged in the same way li(e the other fault
ac(nowledgement.
THE PILOT LAMP
A lamp (white) is pro*ided on each of the panels of the ;9;90 B-A=6. 9f any alarm
occurs at any tele signalling point of one ;6B+ the lamp corresponding to this ;6B will flash
with audible sound. The audible sound is common for any alarm in the system. This can also be
ac(nowledged by pressing the common ac(nowledgement button on the ;6B.
The tele signaling points are output through the alarm module at the =00. Each alarm
module can cater to < indi*idual alarm or telesignal points. All these points in a particular ;6B
cable ha*e been wired -= KE6 for this indication through the Pilot ?amp. This means if anyone
of the point or more in this cubicle go into alarm condition+ this lamp will flash with audible
sound.
LAMP TEST BUTTON

'
A push button has been pro*ided on each panel to test all the lamps on that panel. This
test co*ers also the test of the lamps inside the discrepancy switches.
COMMAND PRO4RESS LAMP
A lamp on each controlled station of the ;6B has been pro*ided to indicate the
command in progress from any point on that station. This means whene*er a particular de*ice on
the panel is being selected for command e:ecution+ this lamp will light up showing the
transmission of command is e:ecuted.
This lamp not detects the *alidity of the command e:ecution. 9t will simply indicate the
transmission of a command code to the controlled station. 9t will immediately go1off at the
initiation of the transmission cycle of the command message not waiting for the return message.

ALARM CANCELLATION
Each panel of the ;6B has a common indi*idual alarm cancellation or alarm
ac(nowledgement button+ to ac(nowledge the alarm on that panel . Before the ac(nowledgement
on fault the annunciating windows will flash with audible sound. -n pressing this button the
sound will go off and the lamp will become steady. The lamp will also go off once the fault
condition goes bac( into normal condition.
CATENARY INDICATION
>or catenary indication the -.E *oltage are monitored at the controlled station. This
-.E *oltage is monitored only for )-?TA@E and B- )-?TA@E and is wired at the controlled
stations as Telesignal inputs. >or monitoring this state suitable 60 relays ha*e been pro*ided
which pro*ides for *oltage and no *oltage status of the -.E and telesignals to =00.
UPS FAILURE AND RCC BATTERY LOW ALARMS
This local alarm of the remote 0ontrol 0entre is indicated on the ;imic 6iagram Board.
All these alarm points are clubbed with the master station main and standby annunciation
windows and ha*e a common ac(nowledgement push button.
STAND BY ARRAN4EMENT AT RCC
This standby arrangement includes only the master controller and the data logger. -nly
one master controller and the data logger will be in operation at a time. 9f any problem is
reported either on the mimics the entire combination is to be switched o*er to the stand by
system. The following procedure should be followed for changeo*er.
CONCLUSION
Propulsion of *ehicle is called the traction and the system of traction in*ol*ing the use of
electricity is called the Electric Traction System.

%
9n 9B69A electric traction e:isted in two place up to mid thirties (;umbai and 0hennai)
'$$) 6.0. system. 9ndian railways ha*e adopted A.0. "'() '$ ./ as the standard system for
trac( electrification. This is mainly due to the *arious economical and operational ad*antages of
this system. The !$$$) 6.0. system in .owrah was later con*erted in to "' () '$ ./ A.0.
system.
>or this a typical traction power supply scheme consists of traction sub1station (TSS)
sectioning and paralleling station (SP) and Sub Sectioning and Paralleling Station (SSP). The
power to the TSS is supplied from the =.S.E.B.s grid of !"#$#%% () and then stepped down
to "' () which is connected to the catenary system.
0atenary system consists of one catenary wire of 0u and 0d and one other wire is called
contact wire of 0u and droppers dipped to both the catenary and contact wire.
S0A6A is *ery important part in =ailways S0A6A means to monitor and control the
electrical power for traction through the status of circuit brea(ers+ interrupters and isolators at
*arious traction sub1station and switching station.
The =ailway are ha*ing their own distribution substation where they are recei*ing the
=.S.E.B. supply through o*er head lines from where recei*ing !" () distribution system (step
down) and "' () distribution system. The railway is controlling this system through their own
-0Bs+ ;-0Bs and distribution board for different feeders feeding to different location.
L L L M M ML L L

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