DELHIMETRORAILCORPORATIONLTD.

(A JOINT VENTURE OF GOVERNMENT OF INDIA AND GOVT. OF DELHI)

INDUSTRIAL TRAINING
REPORT

ELECTRICALTRACTION DEPARTMENT
04.06.2019-30.07.2019

RISHABH KUMAR
DELHI TECHNOLOGICAL UNIVERSITY
DTU/2K16/EL/068
 ACKNOWLEDGEMENTS

I would like to take this opportunity to thank the training department of Delhi Metro
Rail Corporation Limited, New Delhi for granting me this opportunity to be a part of
this wonderful organization as an industrial trainee. I would sincerely like to thank
AGM/E/AEL&L2, Traction for his constant assistant provided during the time of this
training.

On the very outset of this report, I would like to extend my sincere & heartfelt
obligation towards all the personages who have helped me in this endeavor. Without
their active guidance, help, cooperation & encouragement, I would not have made
headway in the project.

I am grateful to Mr. Pushpendra, Mr. SanjayYadav(OHE), Mr. Bhaskar(SCADA) for the

inconstant guidance and enlightening words during the course of the training. I would
be doing in justice if I forget to thank all the shift in-charges and engineering
assistances who made me aware of the process undergoing in the organization. Last
but not least, I would like to thank my parents and friends for the inconstant support
and guidance.
 ABOUT DMRC
The followings section contains the details of DMRC as an organization. Why it was
created and how it has been maintained. Delhi, the national capital with the
population of about 12 million, perhaps, the only city of its size in the world,
which depends almost entirely on buses on it sole mode of mass transport. Bus
services are inadequate and heavily over-crowded. This situation had led to
proliferation of personalized vehicles, so much so that Delhi has more registered
vehicle than the total number of vehicles in Mumbai, Calcutta and Chennai put
together. Nearly 70% of these are two wheelers. The result of extreme congestion
on the road, ever slowing speeds, increasing accident rate, fuel wastage and
environmental pollution. Delhi has now become the fourth most populous cities
in the world, with automobiles contributing more than two thirds of the total
atmospheric pollution. Pollution related health problems are reaching
disconcerting levels.

To meet forecast transport demand for the year 2001, the number of buses will
have to beat least doubled and personalized vehicles will grow threefold. This
sure to lead to further worsening of the levels of congesting and pollution, which
had already crossed acceptable limits in many part of the city.

Immediate steps are, therefore, needed to improve both the quality and
availability of mass transport service. This is possible only if a rail-based mass
transit system, which is non-polluting, is introduced in the city without further
delay.
 DELHI MRTS PROJECT
With a view to reducing the problems of Delhi’s commuter, the launching of an
Integrated Multi Mode Mass Rapid Transport System for Delhi had long been under
consideration. The first concrete step in this direction was, however, taken when a
feasibility study for developing such a multi-modal MRTS system was commissioned
by GNCTD (with support from GOI) in 1989 and completed by RITES in 1991. It is
recommended a 198.5 km predominantly rail based network, with first phase to cover
a length of 55.3 km, report was completed by RITES during 1995.

The present proposal of modified first phase of the Delhi MRTS project approved by the
Union Cabinet will cost approximately Rs. 4860 crores (at April, 1996 prices) and will
comprise a network of 11 km to underground (METRO) corridor along with 44.30 km of
elevated / surface (RAIL) corridors. It will have 45 stations in all. The project will require
the acquisition of about 340 ha of land, of which about 58% is government land, 39%
is private agricultural land and 3% is private urban land . The project is been
implemented through a joint venture company (viz., Delhi Metro Rail Corporation Ltd.)
set up on 50:50 partnership basis by GOI and GNCTD in May, 1995 and will be
completed within 10 years.

ECONOMIC BENEFITS

The Delhi MRTS is essentially a "social" sector project, whose benefits will pervade
wide sections of economy. The modified first phase will generate substantial
benefits to the economy by the way of:

• Time saving forcommuters

• Reliable and safejourney
• Reduction in atmosphericpollution
• Reduction in accident
• Reduced fuel consumption
• Reduced vehicle operating costs
 • Increase in the average speed of road vehicles
• Improvement in the quality of life
• More attractive city for economic investment and growth

Economic IRR of the project works out to 21.4%, even though the financial IRR is less
than 3%

FINANCING PLAN

As urban MRT projects are mean to provide a safe, speedy and affordable mode of
travel to the commuters, they have not generally been found to be financially viable in
the most cities of the world, despite their large economic benefits. MRT fares cannot be
fixed purely on the basis of commercial principles, without drastic decrease in ridership
and defeating the very object of setting up such mass transit system. Hence, the city
dwellers must necessarily supplement the contributions to be made by the system users
to meet the costs of setting up. as well as running the system. Delhi being national capital
and international city, the GOI and GNCTD must also contribute to meet part of these
costs. It has accordingly been decided that the project will be financed by way of
equity contributions from the GOI / GNCTD, soft loan from the OECF (Japan),
property development revenue and certain decided levies / taxes on the city
dwellers.

The loan will rapid partly from surpluses from the box revenue, partly through
dedicated levies / taxes in the NCT.

The financial plan of the project has been approved by the GNCTD and GIO on
24.7.1996 and 17.9.19996 respectively.

Source of Fund Percentage of Total Cost

1. Equity contribution from GOI & GNCTD 15% each

2. OECF (Japan) Loan Approx. 56%

3. Revenue from Property Development Approx. 6%

 4. Subordinate Debt towards Cost and Land Approx. 8%

The above financial plan is based on :

• Debt Equity ratio 2:1

• Fare: Base rate rs. 5.00 (at April, 1995 prices) per passenger trip of
7.12 km.

Status of the Project

Phase – I
With the opening of Dwarka Sub-city Extension Line on 31st March 2006, except for 2.81
km section from Barakhamba Road to Indraprastha, entire phase – I covering a total
network of 62.15 kms has been opened for commercial operations. Originally, the
phase-I of Delhi Metro Project was planned for a total network of 55.3 kms covering
three lines. With the substitution of Subzimandi – Holambi Kalan section with
Inderlok – Rithala section and Trinagar – Nangloi section with Barakhamba Road
Dwarka line and also with the additional sections of Dwarka Sub – city Extension line and
Indraprastha – Barakhamba Road section, the total route Kms in phase – I increased to
65.1. As against the original target of completion of 55.3 Kms of network in 10 years,
your Company has achieved the target of implementing 62.15 Kms in 7 years and 3
months. The remaining section from Indraprastha – Barakhamba Road is nearing
completion and is slated to be opened in November2006

Phase - II

As you are aware, the Group of Ministers in its meeting held on 30th August 2005, had
approved phase-II of Delhi Metro project comprising six corridors, aggregating in
length to 50.14 kms.

The approved corridors are as under:

i. Vishwavidyalaya – Jahangir Puri: 6.36 Kms

ii. Central Secretariat – IIT : 7.99 Kms

iii. Indraprastha – New Ashok Nagar : 8.07 Kms

iv. Shahdara – Dilshad Garden : 3.09 Kms

v. Kirti Nagar – Mundka : 18.47 Kms

vi. Yamuna Bank Depot – Anand Vihar ISBT : 6.16 Kms

The Group of Ministers while approving the above corridors laid down a condition that
proposal in respect of IIT – Qutub Minar portion (2.88 Kms) of the proposed Central
Secretariat – Qutub Minar line would be reviewed again, mainly in the context of its
impact on the Qutub Minar. Based on the study conducted and discussions held with
Archeological Survey of India (ASI), out of 6 options, the Board of Directors has
recently approved the underground alignment beyond Green Park with last station at
Ambedkar Colony. This line will require additional funds to the tune of Rs. 558 crores.

Extension of Delhi Metro to NOIDA

An agreement has been signed between DMRC and NOIDA Authority for extending
Delhi Metro to NOIDA city. The extension of Delhi Metro into NOIDA will cover 7 Kms
and will have six stations. The cost for the extension will be Rs. 736 crore, out of which
the entire cost of land amounting to Rs. 32 crore will be borne by NOIDA Authority and
Rs. 93 crores on account of rolling stock will be borne by DMRC. The balance amount
of Rs. 611 crore will be funded by NOIDA and Central Government in 85: 15 ratios. An
amount of Rs. 155 crores has already been handed over to DMRC by NOIDA authority.
During the current financial year, the civil works on this extension will gain full
momentum and, it is proposed to complete entire works on this section by June
2009.

Extension of Delhi Metro to Gurgaon

Central Secretariat – IIT metro corridor is proposed to be further extended to

Ambedkar Colony. There is a proposal to take this line further to Gurgaon via
Andheria Morh, for which Govt. of Haryana has conveyed their acceptance.
Approval of the GOM is being taken for the extension. The total route length of this
extension to Gurgaon will be 14.47 kms, out of which 7.42 kms will be in Delhi
Territory and remaining 7.05 kms will be in Haryana territory. The total completion
cost for this extension line will amount to Rs. 1422 crores. The work on Haryana
segment will be taken up as a deposit work on the lines of Metro work being
undertaken by DMRC for UP government for extension of Delhi Metro to NOIDA city.

This section is planned to be opened for commercial operations by August 2010, before
the commencement of Commonwealth Games.

Airport Link Express line

Government is seriously considering providing the city an express connection to the

airport terminal. It is expected that approval of the Government to this proposal
will shortly be accorded.

Commercial Operations

Barring a small section of 2.81 kms from Barakhamba Road to Indraprastha, the entire
network of 62.15 Kms running across three lines is now operational. The year under
review was very busy year as three different sections were inaugurated for
commercial operations during the year. M-II section (Kashmere Gate – Central
Secretariat) was inaugurated on 2nd July 2005 and entire Line –III (Dwarka –
Barakhamba Road) was opened for commercial operations on 31st December 2005.

Dwarka Sub-city Extension line was also opened for commercial operations on April 1,
2006. With the opening of various sections, there has been steady increase in the
ridership on Metro network. Presently, the average daily ridership is approximately 4,
60,000. During the year under review, out of 73 shortlisted feeder bus routes, 65 bus
routes, which were found in accordance with existing policy of RTVs, were Approved
by State Transport Authority (STA). On these approved routes, presently, 383 RTVs are
running to provide feeder links to metro commuters. A high level Committee is
considering to introduce special mini buses which will be equipped with better
facilities, as “ Metro Link “ service. The punctuality status of Delhi Metro, which is
running services on all three lines from 6 a.m. to 10 p.m. is over 99%. Punctuality in Delhi
Metro is measured in seconds and every train which is 60 seconds behind schedule is
considered late. Metro trains run more than 20, 000 kms everyday and the doors of the
trains open and close 5.6 lakhs time each day, making Delhi Metro trains among the
most heavily used metro system. To run these trains, services of 250 specially trained
train
 operators are used. These train operators are specially trained in handling all
sophisticated computerized train operations. Besides that, they can attend to minor
technical problems including door closing issues, fire fighting, night train operations
etc. During the year under review, Metro train frequency has been brought down to
4 minutes on line –I and line – II , while 5 minute headway is being maintained on
line –III. The headway will gradually be reduced to 3 minutes.

Special Provision for Handicap Passengers

Delhi Metro is committed to provide highest standard in commuter satisfaction. It has
designed its trains and stations to cater the needs of handicap passengers. Some of the
facilities are as under –
● Special ramps are provided at the stations for access to the lifts.
● Lifts and escalators are provided at all the stations for easy movement.

Moreover, lifts are designed so that they can be operated by visually

Impaired persons.

● Wheelchairs and stretchers are provided at all the stations.

● Tac tile path is there for visually impaired persons.

● Seats are reserved for handicap passengers.

● Extra space is designated in metro coaches for passengers with wheel chairs and in
stretchers.

● Visual display and announcement system in each train for passenger

convenience.

Consultancy Business

The success of the Delhi Metro has enthused several states of India to seek DMRC’s
help in building similar systems in their cities. DMRC has already prepared Detailed Project
Reports (DPRs) for MRTS systems in Bangalore, Hyderabad, Ahmedabad, Mumbai, Kochi
and a new line in Kolkata. Detailed Project Report for the cities of Thiruvananthapuram,
Faridabad, Ghaziabad and Bahadurgarh are
under preparation. Even other countries have shown a great deal of interest, notably
Pakistan, Bangladesh, Indonesia, Sri Lanka, Syria and Ireland. DMRC recognizes that its
consultancy role can be an important source of revenue, which, in turn, will help
keep fare structure on Delhi Metro system within the reach of the common man. A
dedicated task force, therefore, has been identified within the DMRC team to render
these services.

Delhi Metro changing urban scenario in Delhi

The Delhi Metro has come a long way since it was first visualized as a solution to Delhi’s
transport woes. Today, it is not longer a dream but a reality that lakhs of people are
using Delhi Metro’s services everyday. It has become a model of efficiency, which
can be emulated in other spheres to make Delhi a global city. Not only Delhi Metro
compare with the best in the world, it has also brought a sea change in the state of
real estate in the city. With the promise of better connectivity, areas through which
the Metro passes have seen an upswing in property prices in recent years. This
became evident as on the completion of Phase-I area like Dwarka and Rohini, once
shunned for their distance from the city center, have now become accessible.
Consequently, prices of dwellings in these areas have gone up. With construction
already under way for Phase-II of the Metro, similar changes in the real estate
market prices of other areas are inevitable. Delhi Metro has, therefore, played a very
vital role in enhancing the asset value of Delhi city, as a whole.

Environmental Management Plan

During execution of the project in phase – II of Delhi MRTS Project, Delhi Metro is
preparing an Environmental Management Plan, which will include compensatory
afforestation, control of noise pollution and vibration control. There are plans to plant
over 31,000 saplings in an area of 26.30 hectares. The species recommended for
plantation in the Detailed Project Report (DPR) of phase – II include Neem, Eucalyptus,
Kikar, Ashok, Jamun and Sisso. Noise Pollution will be

controlled through automation, protection devices, noise barriers and sound proof
compartments. In phase – II also, the Metro train tracks, when trains are in operation,
will be supported by two layers of rubber pads to reduce track noise and ground
vibrations. DMRC is committed to keep the environment clean from various kinds of
atmospheric pollutions. Delhi Metro will monitor the noise levels, air and water quality
and construction linked vibrations through sampling at
 various stages of the construction in phase - II of the project. During execution of Phase
– I of Delhi MRTS Project also, Delhi Metro maintained very high concern for
environment related issues, in recognition of which, DMRC received ISO 14001 for
Environmental protection OHSAS 18001 (Occupational Health and Safety
Assessment Sequence) for organizational Health and Safety.

Human Resources Management

The Employer-Employee relationship continued to be cordial throughout the year. Your

Directors wish to place on record their sincere appreciation for the highly committed
services rendered by both project and O&M wings of the company. Through
extraordinary work spirit exhibited by employees at all levels helped the Company to
achieve all project targets and to run the operations smoothly safely and efficiently.

Women Workforce
The present strength of women employees in DMRC is 140. Out of which 53 are in Project
Division and 87 in Operation and Maintenance Division. The enabling organization
culture of DMRC and exposure to the latest technology of various fields is attracting
more and more women candidates for employment in DMRC. Apart from various
welfare schemes available in DMRC, a few facilities are available exclusively for
women employees.

Particulars of Employees
There was no employee in the employment of the Company who was drawing salary
of more than Rs.2,00,000/- per month, if employed for the part of the year and
Rs.24,00,000/- per annum, if employed, for the full year, in whose respect
information in accordance with the provisions of Section 217(2) A of the Companies
Act, 1956, read with the Companies (Particulars of Employees) Rules, 1975, as amended,
is required to be given.

Company’s Website
The Company’s Website is [Link]. All major information
pertaining to company, including project, contracts, job, recruitment process and
results etc. are given on the website.
 Overhead Equipment (OHE)
The electrical conductors over the track together with their associated fittings,
insulators and other attachments by means of which they are suspended and
registered in position.
All overhead electrical equipment, distribution lines, transmission lines, and feeder
may be collectively referred to as overhead lines.

Auto Tensioning Device (ATD)

OHE with Automatic Tensioning Device (ATD), known as regulated OHE, is generally
provided on all main lines, but for large depot/yards and unimportant lines ATD is
dispensed with in the interest of economy and only unregulated OHE is used. However,
in DMRC only regulated type of OHE is used, except in inspection pit area where one
end is terminated with Fixed Terminal Anchoring (FTA) insulator and the other end is
terminated through ATD.

Types of ATDs
4 types of ATDs are used:

i. 5 pulley blocks: Maximum permissible half tension length for OHE on viaduct
is 570 m with this type of pulley arrangement. With evolution of compact
counter weight, half tension length of 650 m is also possible.
ii. 3 pulley blocks: Maximum permissible length of OHE on viaduct has been
kept as 650 m. This is suitable for multiple cantilever assemblies.
iii. Gas type ATDs: filled with pressurized Nitrogen gas to maintain required
OHE tension.
iv. Spring type ATDs: There are two types of Spring ATD viz. - Helical and Spiral
springs. Both gas & spring type ATDs are suitable for locations where there are
space restrictions and full movement of counter weight of pulley type ATD is
not possible.
Types Of Breakers In Used DMRC
A circuit breaker is an automatically operated electrical switch designed to protect an
electrical circuit from damage caused by excess current from an overload or short
circuit. Its basic function is to interrupt current flow after a fault is detected. Unlike a
fuse, which operates once and then must be replaced, a circuit breaker can be reset
either manually or automatically to resume normal operation.
The circuit breaker must first detect a fault condition. Typically, the heating or
magnetic effects of electric current are employed. Once a fault is detected, the circuit
breaker contacts must open to interrupt the circuit; this is commonly done using
mechanically stored energy contained within the breaker, such as a spring or
compressed air to separate the contacts.

SF6 Circuit Breaker

SF6 breakers or sulphur hexafluoride circuit breakers are used to protect larger power
systems that is these are generally used for the protection of higher voltage power
systems. These circuit breakers use SF6 gas to cool and quench the arc on opening.
Sulfur hexafluoride circuit breakers protect electrical power stations and distribution
systems by interrupting electric currents, when tripped by a protective relay. Instead
of oil, air, or a vacuum, a sulfur hexafluoride circuit breaker uses sulfur hexafluoride
(SF6) gas to cool and quench the arc on opening a circuit. Advantages over other media
include lower operating noise and no emission of hot gases, and relatively low
maintenance.

SF6 gas is electronegative and has a strong tendency to absorb free electrons. The
contacts of the breaker are opened in a high-pressure flow of sulphur hexafluoride gas,
and an arc is struck between them. The gas captures the conducting free electrons in
the arc to form relatively immobile negative ions. This loss of conducting electrons in
the arc quickly builds up enough insulation strength to extinguish the arc.
Vacuum Circuit Breaker
A breaker which used vacuum as an arc extinction medium is called a vacuum circuit
breaker. In this circuit breaker, the fixed and moving contact is enclosed in a
permanently sealed vacuum interrupter. The arc is extinct as the contacts are
separated in high vacuum. It is mainly used for medium voltage ranging from 11 KV to
33 KV.

The operation of opening and closing of current carrying contacts and associated arc
interruption take place in a vacuum chamber in the breaker which is called vacuum
interrupter. The vacuum interrupter consists of a steel arc chamber in the centre
symmetrically arranged ceramic insulators. The vacuum pressure inside a vacuum
interrupter is normally maintained at 10– 6 bar.
Air Circuit Breaker
Air Circuit Breaker (ACB) is an electrical device used to provide Overcurrent and short-
circuit protection for electric circuits. Air circuit breaker is circuit operation breaker
that operates in the air as an arc extinguishing medium, at a given atmospheric
pressure.

Air Circuit breakers generally have two pairs of contacts. The main pair of contacts (
carries the current at normal load and these contacts are made of copper metal. The
second pair is the arcing contact and is made of carbon. When the circuit breaker is
being opened, the main contacts open first. When the main contacts opened the arcing
contacts are still in touch with each other. As the current gets a parallel low resistive
path through the arcing contact. During the opening of main contacts, there will not
be any arcing in the main contact. The arcing is only initiated when finally the arcing
contacts are separated. The each of the arc contacts is fitted with an arc runner which
helps. The arc discharge to move upward due to both thermal and electromagnetic
effects . As the arc is driven upward it enters in the arc chute, consisting of splatters.
 X-Y Charts

With the increase or decrease in the conductor temperature, the conductor

expands or contracts respectively, and as a result the movable pulley moves towards
or away from the fixed pulley (i.e., towards or away from the anchor mast), causing
the counter-weights to travel downwards or upwards. The extent of movement of
counterweight depends upon the expansion or contraction of OHE conductors. It is
very important to ensure that under the extreme conditions, the counterweight
assembly maintains a predetermined minimum mechanical clearance, from the
bottom muff or the top anchor point, as the case may be. This can be ensured by
maintaining pre-determined clearance of bottom of counterweight assembly from
the muff (designated Y) and pre-determined distance between the axes of fixed
pulley and movable pulley (designated - X).

Section Insulator (SI)

It is a device installed in the contact wire for insulating two elementary electrical
sections from each other while providing a continuous path for the pantograph
without break of current. Whenever SI is used, catenary wire is also electrically
insulated by providing a cut-in insulator.
Use:

Due to non-availability of sufficient space to create insulated overlaps, light weight

section insulators are provided to achieve necessary sectioning.

Location:

i. At location of section insulator, the axial distance between the

catenary and contact wire shall not be less than 450 mm.
ii. The section insulator is to be located beyond the point where the centre
distance between the two tracks is equal to or more than 1.65m.
iii. The stagger of the contact wire at the location of the section insulator should
normally be zero, but in no case it should be beyond ± 100 mm.
iv. The preferred location of section insulator on main running track is 2 to 10 m
from the support in the direction of traffic.

Neutral Section (NS)

Neutral sections in OHE are provided for separation of Power supply coming from two
different RSS. This is provided at Sectioning & Paralleling post.

There are some basic requirements which should be fulfilled before deciding
location of NeutralSection:
i. To be located on tangent track.
ii. To be located on level track.
iii. To be away from stop signals.
iv. S&T track circuit boundaries may be considered as stop signals.
v. Train operator is not supposed to stop the train in a NS area.
vi. Location of neutral section near river/open drains of polluted
water/polluted zone should be avoided as far as possible.
 Type of Neutral Section: Following types of neutral sections are installed at different
locations inDMRC.
i. Conventional Type Neutral Section: This Neutral section comprises of three
Section Insulators (SI) at a distance of 3 m and 27m. SI which are used in the
neutral section is same as used for sectioning.
ii. PTFE Type Neutral Section: PTFE type Short Neutral Section comprises of two
insulator assemblies. Mid-section of this Neutral Section is solidly earthed.
iii. Neutral Section with Automatic Switching (PTFE insulated): These are modified
Short Neutral Sections provided on experimental basis to provide safety
to OHE against any eventuality of non-opening of train VCB. In case a train
enters the neutral section with VCB in closed condition, flashing takes place
inside the specially designed Vacuum bottle of ASNS. This saves external
flashing and hence avoids damage to Neutral Section and pantograph. Tripping
at main line is also avoided.

Sub-Sectioning Post (SS)

A supply control post where sectioning interrupters are provided. These are
provided only occasionally. They are similar to SSPs with provision for sectioning of
the OHE but not paralleling.

Sub Sectioning simplified Diagram

Sub-sectioning and paralleling post (SSP)

A supply control post where sectioning and paralleling interrupters are provided. One
or more SSPs are provided between each FP and adjacent SP depending upon the
distance between them. Normally three interrupters are provided at each SSP i.e.
two connecting the adjacent sub-sectors of up and down tracks and one for
paralleling the up and down tracks.
 There are two type of control on these switches: Automatic opening of a paralleling
interrupter (PIT) when the tracks are de-energised. This allows rapid trouble shooting
by the power controller who does not have to open all PIT’s one after the other to isolate
tracks. Under these conditions, when resetting, it will be possible to locate the fault
since tracks are electrically independent. Provision of automatic closing of paralleling
interrupter is available in SCADA using group command. This command is executed by
TPC after normalizing the traction supply in both lines. This function allows to rapidly
restoring normal operating conditions.

Sub-Sectioning and Paralleling Post simplified diagram

Sectioning and Paralleling Post (SP)

A supply control post situated between two feeding posts at the neutral section and
provided with bridging and paralleling interrupters. These posts are situated
approximately midway between feeding posts and is demarcating point separating
power supply of two adjacent sub-stations. Which may be on same or different phases at
these posts, a neutral section is provided to make it impossible for the pantograph of an
electric train to bridge the different phases of 25 kV supplies, while passing from the
zone fed from one sub-station to the next one.

Sectioning and Paralleling Post simplified diagram

Feeding Post (FP)

A supply post where the incoming 25 kV feeder lines from the substation are
terminated, and connected to the overhead equipment through interrupters /
isolators. Each feeder supplies power to OHE on one side of the feeding post.
Traditionally as in Indian Railways, 25kV circuit breaker is connected to Up and Down
line interrupters. The interrupters in turn feed 25 kV power to respective OHE. Since
interrupters are not designed to trip on fault currents, fault in either of Up or Down line
OHE causes opening of the common feeder circuit breaker leading to both the tracks
becoming inoperative, till such time faulty section is isolated and healthy section re-
charged.

Turn outs

The point at which one track separates/meets another track is called Turnout. From
Flexible OHE point of view, turnouts are provided for smooth transition of pantograph
during movement of train from main lineto branch lineor vice-versa.

Overlap (IOL/UIOL)

Where two OHE wire lengths are overlapped with each other with adequate
horizontal separation (500 mm for IOL (insulated overlap) & 200 mm for UIOL (un-
insulated overlap)) and suitable stagger is known as overlap. The overlap is so
arranged that both OHE’s are available to the pantograph for minimum 2 meter at
the same level on either direction of central mast. Thereafter the OHE’s are raised
gradually by 500 mm and held at intermediate mast by RRA Clamp (Raised Register
Arm).

Booster Transformers

23.1 150 kVA/280 KVA Booster Transformer may be provided separately for each
running tracks wherever necessary for suppression of inductive interference of P&T
communication lines running in close vicinity and parallel to 25 kV OHE. The primary
winding of the booster transformer is connected in series with the OHE at insulated
overlaps. The Booster Transformers are located at an approximate spacing of
2.66km between each other.
Cantilever Assembly

It is an insulated swivelling type structural member, comprising of different sizes of

steel/aluminium alloy tubes, to support and to keep the overhead catenary system
in position so as to facilitate current collection by the pantograph at all speeds
without infringing the structural members. It consists of the following structural
members:
i. Adjustable Stay tube with an adjuster at the end to keep the Bracket tube in
position. It is insulated from mast by stay arm insulator.
ii. Bracket tube is insulated by bracket insulator. Catenary is supported from
this member by catenary suspension clamp.
iii. Register Arm tube is used to register the contact wire in the desired position
with the help of steady arm.
iv. Steady arm tube is used to register the contact wire to the required stagger
and to take the push up of contact wire. It is always in tension.
Power SupplyInstallation (PSI)

Types Of Breakers In Used DMRC

A circuit breaker is an automatically operated electrical switch designed to protect

an electrical circuit from damage caused by excess current from an overload or
short circuit. Its basic function is to interrupt current flow after a fault is detected.
Unlike a fuse, which operates once and then must be replaced, a circuit breaker can
be reset either manually or automatically to resume normal operation.

The circuit breaker must first detect a fault condition. Typically, the heating or
magnetic effects of electric current are employed. Once a fault is detected, the circuit
breaker contacts must open to interrupt the circuit; this is commonly done using
mechanically stored energy contained within the breaker, such as a spring or
compressed air to separate the contacts.

SF6 Circuit Breaker

SF6 breakers or sulphur hexafluoride circuit breakers are used to protect larger power
systems that is these are generally used for the protection of higher voltage power
systems. These circuit breakers use SF6 gas to cool and quench the arc on opening.

Sulfur hexafluoride circuit breakers protect electrical power stations and

distribution systems by interrupting electric currents, when tripped by a protective
relay. Instead of oil, air, or a vacuum, a sulfur hexafluoride circuit breaker uses sulfur
hexafluoride (SF6) gas to cool and quench the arc on opening a circuit. Advantages over
other media include lower operating noise and no emission of hot gases, and
relatively low maintenance.

SF6 gas is electronegative and has a strong tendency to absorb free electrons. The contacts
of the breaker are opened in a high-pressure flow of sulphur hexafluoride gas, and
an arc is struck between them. The gas captures the conducting free electrons in
the arc to form relatively immobile negative ions. This loss of conducting electrons in
the arc quickly builds up enough insulation strength to extinguish the arc.
Vacuum Circuit Breaker

A breaker which used vacuum as an arc extinction medium is called a vacuum circuit
breaker. In this circuit breaker, the fixed and moving contact is enclosed in a
permanently sealed vacuum interrupter. The arc is extinct as the contacts are
separated in high vacuum. It is mainly used for medium voltage ranging from 11 KV to
33 KV.
The operation of opening and closing of current carrying contacts and associated arc
interruption take place in a vacuum chamber in the breaker which is called vacuum
interrupter. The vacuum interrupter consists of a steel arc chamber in the centre
symmetrically arranged ceramic insulators. The vacuum pressure inside a vacuum
interrupter is normally maintained at 10– 6 bar.

Air Circuit Breaker

Air Circuit Breaker (ACB) is an electrical device used to provide Overcurrent and short-
circuit protection for electric circuits. Air circuit breaker is circuit operation breaker
that operates in the air as an arc extinguishing medium, at a given atmospheric
pressure.

Air Circuit breakers generally have two pairs of contacts. The main pair of contacts ( carries
the current at normal load and these contacts are made of copper metal. The second
pair is the arcing contact and is made of carbon. When the circuit breaker is being
opened, the main contacts open first. When the main contacts opened the arcing
contacts are still in touch witheach other. As the current gets a parallel low resistivepath
through the arcing contact. During the opening of main contacts, there will not be any
arcing in the main contact. The arcing is only initiated when finally the arcing
contacts are separated. The each of the arc contacts is fitted with an arc runner
which helps. The arc discharge to move upward due to both thermal and
electromagnetic effects . As the arc is driven upward it enters in the arc chute,
consisting of splatters.
Types Of Transformer Used In DMRC

A transformer is a passive electrical device that transfers electrical energy between

two or more circuits. A varying current in one coil of the transformer produces a
varying magnetic flux, which, in turn, induces a varying electromotive force across a
second coil wound around the same core. Electrical energy can be transferred between
the two coils, without a metallic connection between the two circuits.

Transformer
 In DMRC both single phase and three phase transformers are used. The two
transformers used are Traction transformers and Auxiliary transformers. These are
denoted by TT and AT respectively. These Traction transformers and Auxiliary
transformers are used in pairs. There Are usually two pair of TT and AT for the
redundancy purpose. One is the main and the other is the standby which comes into
use when a fault occurs in the main.

Traction Transformers

The traction transformers steps down the high incoming voltage to low voltages. The
incoming voltage is 66KV and the traction transformer steps it down to 25KV. Higher
voltage that is 27.5KV s preferred due to the losses in between the transmission.

Load balancing is an essential task therefore in a large network power is taken from all
three phases either by three consecutive substations RY, YB, BR phase respectively.
Other way is to feed substation of one line from YR, one from YB and other from RB. All
are in star-star connections.

Auxiliary Transformer

The Auxiliary transformers steps down the high incoming voltage to low voltages. The
incoming voltage is 66KV and the traction transformer steps it down to 33KV. This
transformer is used for supplying power to the auxiliary system at the station.
The power required to operate a station is provided through this auxiliary
transformer. The Equipments operated through this include AC, elevators, lights,
escalators, lifts, passenger display board and other equipments.
The transformers are cooled using various methods which are as follows:

1. Using air as cooling agent. Natural air acts as a good cooling agent when it comes
to lower voltages.

2. By using Gas like Nitrogen Dioxide. It is an inert gas which cools down the
transformer rapidly.
 3. By using fans. Fans are used to cool down the transformer and these are
automatic. These fans have a temperature sensing element which senses the
temperature and when it exceeds it a particular value the fans start automatically. Below
that temperature the fans are in an off state.

Their are various protection methods used for protection of transformers against a fault
or failure.

For Traction Transformers:

1. Instantaneous Over currentprotection

2. Delayed Over currentprotection

3. Differential protection

4. Buchholz Protection
5. Oil temperature rise protection

For Auxiliary Transformers:

1. Differential Protection
2. HVREF Protection
3. Secondary neutral protection

4. Delayed over currentprotection

Relays Used In DMRC

A relay is an electrically operated switch. Many relays use an electromagnet to

mechanically operate a switch, but other operating principles are also used, such as solid-
state relays. Relays are used where it is necessary to control a circuit by a separate low-
power signal, or where several circuits must be controlled by one signal.

For protection of electrical apparatus and transmission lines, electromechanical relays

with accurate operating characteristics were used to detect overload, short-
circuits, and other faults. While many such relays remain in use, digital protective
relays now provide equivalent and more complex protective functions.
 IDMT stands for inverse definite minimum time relays. They are used on
transmission lines tosee to that the line current doesn't exceed safe values and if it does,
triggers the circuit breaker. IDMT means inverse definite minimum time. So as the
current keeps increases, the relay takes minimum time to trip the circuit.
Inverse means "higher the current value, lesser the time taken for the relay to trip the
circuit". Current in the line and the time taken for the relay to trip the CB follow an
inverseproportionality.

DMT Relay

DMT stands for definite minimum time relays. It is a type of over current relay. These
are used to co-ordinate over other definite time, or instantaneous protection.
Generally less sensitive (higher pickup) to prevent operating for load in rush. Generally
they have a faster operating time.

REF Protection For Transformers

REF protection stands for Restricted Earth Fault Protection. Fault detection is
confined to the zone between the two CTs hence the name 'Restricted Earth Fault'.

REF protection is fast and can isolate winding faults extremely quickly, thereby
limiting damage and consequent repair costs. If CTs are located on the transformer
terminals only the winding is protected. However, quite often the secondary CT is
placed in the distribution switchboard, thereby extending the protection zone to
include the main cable.

REF protection
scheme
Differential Protection of a Transformer

The fault occurs on the transformer is mainly divided into two type external faults and
internal fault. External fault is cleared by the relay system outside the transformer
within the shortest possible time in order to avoid any danger to the transformer due
to these faults. The protection for internal fault in such type of transformer is to be
provided by using differential protection system.
Differential protection schemes are mainly used for protection against phase-to- phase
fault and phase to earth [Link] differential protection used for power
transformers is based on Merz-Prize circulating current principle.

Buchholz Relay

Buchholz relay is a type of oil and gas actuated protection relay universally used on all oil
immersed transformers having rating more than 500 kVA. Buchholz relay is not provided
in relays having rating below 500 kVA from the point of view of economic
considerations.

Buchholzrelayisusedfortheprotectionoftransformersfromthefaultsoccurring inside
the transformer. Short circuit faults such as inter turn faults, incipient winding
faults, and core faults may occur due to the impulse breakdown of the
insulating oil or simply the transformer oil. Buchholz relay will sense such faults and
closes the alarm circuit.

Buchholz relay

Buchholz relay relies on the fact that an electrical fault inside the transformer tank
is accompanied by the generation of gas and if the fault is high enough it will be
accompanied by a surge of oil from the tank to the conservator

1. Buchholz relay indicates inter turn faults and faults due to heating of core and helps
in the avoidance of severe faults.
2. Nature and severity of fault can be determined without dismantling the
transformer by testing the air samples.
Weight Monitoring System

This system is established in RSS where all the control panels are installed. It is used to
detect any spark within the system. The cylinders contain the CO2 required to
protect the largest single hazard. On large hazards where several cylinders are
required, a manifold is used to connect each cylinder by means of flexible hoses and
check valves. Cylinder valves control the CO2 flow to the hazard through properly sized
pipe, terminating in nozzles that apply the CO2. Flow rate is controlled by nozzle
orifices as well as pipe sizes.

Whenever a fault occurs the Co2 lines placed under the system are opened and the co2
is used to extinguish any case of fire which may occur. Co2 is constantly monitored as a
preventive measure.

For CO2 system it is always necessary to monitor the gas quantity by measuring the
weight. Measuring the pressure through pressure gauge to ascertain the quantity
of CO2 gas may not be a proper method since CO2 gas exists in the container both in
liquid as well as in vapour form.

GIS Substation

GIS stands for Gas Insulated Substation. It is a high voltage substation in which the major
structures are contained in a sea The clearance required for phase to phase and phase to
ground for all equipment is much lower than that required in an air insulated
substation; the total space required for a GIS is 10% of that needed for a conventional
substation led environment with sulphur hexafluoride gas as the insulating medium.

Gas insulated substations offer other advantages in addition to the reduced space
requirements. Because the substation is enclosed in a building, a GIS is less sensitive
to pollution, as well as salt, sand or large amounts of snow. Although the initial cost of
building a GIS is higher than building an air insulated substation, the operation and
maintenance costs of a GIS are less.
AIS Substation

AIS stands for Air Insulated Substation. The AIS uses air as the primary dielectric from
phase to phase, and phase to ground insulation. They have been in use for years before
the introduction of GIS.

Actually, most substations across all regions are AIS. They are in extensive use in areas
where space, weather conditions, seismic occurrences, and environmental concerns are
not an issue such as rural areas, and favourable offsite terrain.

The indoor AIS version is only used in highly polluted areas, and saline conditions, as the
air quality is compromised.

AIS substation
Earthing Requirements

Earthing is a major part of any power system. It is the basis of protection not only for the
system but as well as the employees working there.

In an electrical installation, an earthing system or grounding system connects specific

parts of that installation with the Earth's conductive surface for safety and functional
purposes. The point of reference is the Earth's conductive surface. The choice of earthing
system can affect the safety and electromagnetic compatibility of the installation.
Regulations for earthing systems vary considerably among countries, though most
follow the recommendations of the International Electrotechnical Commission.
Regulations may identify special cases for earthing in mines, in patient care areas, or in
hazardous areas of industrial plants.

Earth Mat

Earth Mat is a solid metallic plate or a system of closely spaced bare conductors that are
connected to and often placed in shallow depths above a ground grid or elsewhere at
the earth surface, in order to obtain an extra protective measures minimizing the
danger of the exposure to high step or touch voltages in a critical operating area or
places that are frequently used by people.

Earth Mat
Earth Pit

In electrical system, an Earth pit refers to a pit, dug in earth with some standard filling.
Primarily Earth pits are used for SAFETY towards SHORT CIRCUITS. It also acts as the
reference point for different electric power sources. As Earth Pits are easy to make and
maintain so since starting of commercialized Electricity, Earth pits are used as reference
points.
If a machine or equipment is properly grounded into the earth, it has less chances to get
damaged. In case of short circuit or any other accident, the current will rush to the
lowest resistance path i.e. into the earth. And a OCR(over current relay) will sense
the high current and will cut off the supply.

NICKEL CADMIUM BATTERY

SUPERVISORY CONTROL AND DATA ACQUISITION SYSTEM (SCADA)

SCADA stands for Supervisory Control and Data Acquisition. As the name indicates,
it is not a full control system, but rather focuses on the supervisory level. As such, it
is a purely software package that is positioned on top of hardware to which it is
interfaced, in general via Programmable Logic Controllers (PLCs), or other commercial
hardware modules.

Supervision:
Supervision of the traction and auxiliary power system interactively with schematic
pictures which illustrate the real time status of CB, Isolators, PT etc. and direct the
operator to make correct decisions.
Control:
The operator performs control operations like open or close the CB, isolators,
interrupters etc.
Data acquisition:

Process information is stored on a process database and a report database in the form of
event list,energy reports and graphs.

The SCADA System performs 03 main tasks :

i. Remote Monitoring (RM)
The status of various equipments such as circuit breaker,isolator etc. of all sub-
stations can be monitored will be shown to the operator in the mimic diagram
of the Operator station.

ii. Remote Control (RC)

TPC can open or close the CB,Interrupters,isolators and tap changers This function
is needed while giving power block, supply change-over or isolation of faulty
equipment and sections and may return them back to service on the
establishment of normalcy.
 iii. Tele Measuring
Various analog measurements like voltage,Current,Energy consumption,MD etc can
be monitored by the SCADA software.

Working of SCADA

RTUs are installed for all the RSS, TSS, AMS, ASS, SP, SSP locations. The SCADA system
installed at the Operator Control Centre continuously receives the data from all the
RTUs over a combination of electrical RS485 & a Fibre Optic Network.
At operator control centre, there are servers which process the data received from
RTUs. The software, MicroSCADA offers powerful and convenient tools for the operator
for maintaining healthiness in the power supply system. The MMI provided on the
operator workstations help the operator to get an overall view of the status,
close/open operation of circuit breakers, Isolators etc, recording the events, alarms,
trends and energy reports.

SCADA system is mainly divided into three parts :

• Remote Terminal unit .

• Communication system.
• The software/hardware part at Operation control centre.
RTU (REMOTE TERMINAL UNIT)

The brains of a SCADA system are performed by the Remote Terminal Units
(sometimes referred to as the RTU). IT is the most important part of the SCADA. RTU’S
are located at every station, through RTU we can see the status of the field equipment or
we can send the control signal to them.

The RTU consists of cabinets, main CPU, I/O modules, relays and terminal blocks. It
collects data from the power supply equipments such as circuit breaker,
transformer, protection relay etc. and transmits the same through the
communication unit to the base system.

RTU cabinets will be used depending on the number of I /Os at different stations. The
number of DI modules of the cabinets will vary according to I/O signal to be cabled. RTU
cabinets are floor mounting and individual components of the RTUs are interchangable
between RTUs at different sites.

The HARDWARE modules for RTU used in the DMRC are as follows.

• Central Control Unit 23ZG21

• Power supply Unit 23NG20
• Basic Module Rack 23ET22
• Extension Rack 23ET23
• Digital Input Module 23BE21
• Digital Output Module 23BA20
• Analog Input Module 23AE21

CENTRAL PROCESSING UNIT

The Central Control Unit 23ZG21 is the 32 bit CPU board of the RTU. The essential tasks of
23ZG21 are :

• Managing and controlling of the I/O – boards of the RTU peripheral bus.
• Reading process events from the input boards.
• Writing commands to the output boards.
• Serial communication with central systems
• Managing the time base for the RTU station and synchronizing the I/o boards and
sub-systems.
• Handling the dialogue with the utilities RTUtil or PTS installed on a PC.
 • Running the LAF (Local Automation Function) user application progarm

POWER SUPPLY UNIT

The power supply unit generates the two supply voltages (5V DC and 24 V DC) for the RTU
boards. The output power is sufficient to supply a RTU sub rack with typical
configurations.

The input voltage can be between 24 V DC and 60 V DC, so that only one version is
necessary for all typical DC supplies. For the DMRC project, the input voltage will be set
as 48 V DC.

Two light emitting diodes for displaying output voltages U1 and U2 Power on/off
switch on the front panel.

DIGITAL INPUT MODULE (DI Card)

This card is used to collect the status of the sub-station equipments e.g. close/open
status, SF6 gas status, Local/Remote status, Protection relay status [Link]
board 23BE21 is used for the isolated input of up to 16 binary process signals. Scanning
and processing of the inputs are executed with the high time resolution of 1 Ms. The
board allows process signal voltages from 24 to 60V DC. LEDs are organised in two
columns on the front plate, The LED follows directly the input.

• 16 binary inputs pulse counters

• only one type of module for all digital input signal types single and
double indication digital measurand
• Inputs potentially isolated
• Input voltage + 24 ..... + 60 V DC
• 16 LED's indicating the input states

DIGITAL OUTPUT MODULE (DO CARD)

This card is used to execute close/open command to the circuit breakers,isolators [Link]
binary output board 23BA20 can be used for the potentially isolated
 output of up to 16 binary signals to the process. The assignment of an output to a
number of processing functions can be freely undertaken within the scope of the
configuration rules. The 23BA20 can be used for the following types of signal.

• Object commands with 1 or 2 pole output without (1 out of n) check

• Set – pointmessages
• General output messages.
The 16 outputs are combined into two groups. Each 8 outputs have a common
return. The groups are potentially isolatedfrom one another as well as from other
logic.

ST : common malfunction information of the board

PST : command output fault condition display the monitoring system responds CO

: Command output display during output time.

ANALOG INPUT MODULE (AI CARD)

This card is used to measure analog values such as voltage, current, frequency
[Link] a Transducer is provided which takes the input from CT or PT and
gives the output to analog input card in to analog data form e.g. 4-20 [Link]
23AE21 board records up to eight analog measured values. The 23AE21 board
allows it to connect all typical measured value ranges as per the output of
transducer. It can be configured for the Following measured ranges by Simple
switches and jumpers.

Ranges are:

• V ± 2 mA
• V ± 5 mA
• V ± 10 mA
• V ± 20 mA
• V ± 40 mA
• V ± 2 V DC
• V – 0 to +20 V DC
BIBLIOGRAPHY
• [Link]

• [Link]

• [Link]

on_other_projects

• [Link]

latest-updates-maintenance-work-to-continue-

[Link]

• [Link]