CHAPTER 1

BRIEF HISTORY ON JAIPUR METRO

The foundation stone for phase 1A of Jaipur Metro Rail project was laid by Urban
Development Minister Kamal Nath
The foundation stone for phase 1B was laid by P.M. Manmohan Singh
Phase 1A started on 13 November 2010, and was completed in April 2015
After receiving safety clearance from Commissioner of Metro Rail Safety (CMRS) in May
2015, Jaipur Metro began commercial service between Chandpole and Mansarover on 3
June 2015
The Jaipur Metro Rail system is India's sixth metro rail system after those in Kolkata, Delhi
NCR, Bangalore, Gurgaon and Mumbai
The Jaipur Metro Rail Corporation Ltd. was created on January 1, 2010 with Nihal Chand
Goel serving as the Chief managing director(CMD)
Among the Rapid Transit systems of India, it has been recorded fastest to conduct of trial
run after starting construction, when it commenced trial runs in Jaipur on 18 September
2013 flagged off by Ashok Gehlot (former CM of Rajasthan)
The first line of the Jaipur Metro was opened to public by Vasundhara Raje, the Chief
Minister of Rajasthan, on 3 June 2015
The first phase of the project is expected to be completed in 2018

1.1. MISSION
To provide Mass Rapid Transit System (MRTS) in the city of Jaipur by way of metro rail
network.
Jaipur Metro to be of world class standards in regard to safety, reliability, punctuality,
comfort and user satisfaction.
Metro to operate on sound ethical standards.

1.2. ABOUT JMRC

Date of incorporation: 01.01.2010
Date of Commencement of business: 20.01.2010
Corporate Identification Number (CIN): U60221RJ2010SGC030630
Ministry/Department: Urban Development & Housing Department, Government of
Rajasthan

1.3. INTRODUCTION TO JMRC

Reduction in fuel consumption through reduction in number of buses and private vehicles.
Reduction in vehicle operating cost and travel time of commuters The project is planned
along two corridors. The East-West Corridor and the North-South Corridor. The East-West
Corridor from Mansarovar to Badi Chaupar, with a total length of 12.067 Kms. is being

1
 executed as phase I of the project. The North-South Corridor from Ambabari to Sitapura
with a total length of 32.099 Kms. Shall be taken up as phase-II of the project.
One of the fastest built metro system in India
First metro in India to run on double storey elevated road and metro track
The Government of Rajasthan Has Set Up The "Jaipur Metro Rail Corporation Ltd." As A
Wholly Owned Company of the State Government for Implementation of Jaipur Metro Rail
Project.
Socio Economic Benefits
Reduction in accidents and pollution from vehicles.
Reduced roads stress.
Reduction in accidents and pollution from vehicles.
Reduced roads stress.
Better accessibility to facilities in the influence area.
Economic stimulation in the micro region of the infrastructures.
Overall increased mobility.
Facilitating better planning and up-gradation of influence area.
Improving the image of the city.
Reduction in fuel consumption through reduction in number of buses and private vehicles.
Reduction in vehicle operating cost and travel time of commuters

EPC Mode Engineering Procurement Construction

PPP Mode -Public Private Partnership

2
 TABLE 1.1. PROJECT DETAILS OF PHASE I

DESCRIPTION PHASE I A PHASE I B TOTAL

PHASE I

From To Mansarovar to Chandpole to Mansarovar to

Chandpole Badi Chaupar Badi Chaupar

Route Length (in 9.63 2.44 12.07

Km)

Elevated route length 9.13 NIL 9.13

(in Km)

Underground route 0.5 2.44 2.94

Length (in Km)

Elevated Stations 8 NIL 8

Underground 1 2 3
Stations

Total Stations 9 2 11

Estimated Costs (in 2023 1126 3149

Crore)

JMRC was started to run train in Jaipur from Mansarover to Chandpole on 3 Jun 2015; this
track length is of 9.63 km long. JMRC surveyed in Jaipur for metro and divided the route map
in two phases that is phase I and phase II.
Phase I is from Mansarovar to Badi Chhopad. Now JMRC again divided this route in two that
is phase 1A and phase 1B. Now JMRC has completed the work of first phase and has started
to run train and in phase 1B work is continue in progress. Detail project report (DPR) of phase
2 has been prepared and after approval of it phase 2 will be started.

3
1.4. SALIENT FEATURES(PHASE-I)

1.4.1. Nominal Gauge- 1435mm

Distance between tracks- 5feet
1.4.2. Route Length- (a) Underground-2.789km
(b) Elevated-9.278km

(c) Total-12.067km
1.4.3. Number of Stations-(a) Elevated-8
(b) Underground-3

1.4.4. Speed-
Designed Speed =80kmph
Scheduled speed =32kmph

1.4.5. Traction-
Electric Traction-25KV

1.4.6. Rolling Stock-

(a) 2.90 m wide modern rolling stock with stainless steel body.

(b) Axle load - 16 T

(c) Seating arrangement - Longitudinal
(d) Capacity of 4 coach unit - 1034 Passengers
(e) Class of accommodation- One
(f)Total trains-10
(g)Coach in each train-4
(h)Air conditioned coaches

1.4.7. Maintenance Facilities

Maintenance Depot for E-W Corridor - Mansarover Depot

1.4.8. Total Estimated Completion Cost of Phase-I (Both the corridor full with central
taxes only)-
3149Crores (Including escalation and central taxes only)

4
1.4.9. Size of the coach:
TABLE 1.2. SIZE OF COACH

Coach Length Width Height

Driver Motor Car 21.64 m 2.9 m 3.9 m

Motor/Trailer car 21.34 m 2.9 m 3.9 m

1.4.10. Length of stations:

* Elevated-140m except at railway station(140+27m)
* Underground-232.6m
1.4.11. LEVELS OF UNDERGROUND STATIONS

UG station has four levels:

1. Ground Level
2. Concourse Level
3. Platform Level
4. Craft Level

1.4.12. Casting Yard- Bhankrota

1.5. ADVANTAGES OF METRO SYSTEM

Requires 1/5th energy per passenger km compared to road-based system.
Causes no air pollution in the city.
Causes lesser noise level
Occupies no road space, if underground and only about 2 metres width of the road, if
elevated.
Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor cars
(either way), if it is a light capacity system.
Is more reliable, comfortable and safer than road based system
Reduces journey time by anything between 50% and 75% depending on road conditions.

5
1.6. NETWORK OF JMRC

Fig.1.1. Route map

1.6.1. Phase 1: blue line

The first route of the Jaipur metro rail will connect mansarover to badi chaupar via civil lines
and chandpole. In phase 1, the metro would run from mansarover to chandpole. The depot
will be at mansarover.

1.6.2. Phase 2: red line

The second route of jaipur metro rail (north south corridor) will connect sitapura industrial
area in south to ambabari in north via ajmeri gate and MI road

6
1.7. JMRC INFRASTRUCTURE

Four main directorate in JMRC are

(a) Traction and EM department
(b) Rolling Stock department

(c) Signalling and Telecom department

(d) Project
JMRC is recently developed department which was started to run the train on 3 Jun 2015 from
Mansarovar to Chandpole. The depot of train is situated at Mansarovar..
1. Traction and EM directorate It consists traction system of train, current supply and
electromechanical machines like elevator, escalator, lift etc.
2. Rolling Stock directorate - It performs maintenance work on train and also provides
fitness to train.
3. S & T directorate This department is related to signalling and telecom system. In this
department controlling & signal system is covered.
4. Project Directorate- this department is related all structure works.

TABLE 1.3. Places where metro train is running

City Date Track length (km)

KOLKATA 24-10-84 28.4

DELHI 24-12-02 192.7

BENGLURU 20-10-11 17.2

GURGAUN 14-11-13 5.1

MUMBAI 08-06-14 11.40

JAIPUR 03-06-15 9.63

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 TABLE 1.4. The places where work in progress

City Possible Date Track length (km)

CHENNAI 06-2015 45.1

HAIDRAWAD 10-2015 71.6

COCHCHI 2016 25.6

NAVI MUMBAI 2017 106.4

LUKHNOW 2017 36

AHEMDAWAD 2018 83

NAGPUR 2018 38.2

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 CHAPTER 2
ELECTRICAL SYSTEM IN JMRC

2.1. Electric Power Requirement:

The cost of electricity is a significant part of Operation & maintenance changes of the Metro
system, which constitutes about 25-35% of total annual working cost. Therefore, it is the key
element for the financial viability of the project. The annual energy consumption is assessed to
be about 80mn units
in initial years (2014), which will increase to 101mn units by year 2031 for corridor -1 and
about 45mn units in initial years 2014, which will increase to 66mn units by year 2031 for
corridr-2 in addition to ensuring optimum.

2.2. Need for high Reliability of power supply:

The prop0osed Section of the Pune metro system is being designed to handle about 20,035
passengers per direction during peak hours when trains are expected to run at 3.5minutes
intervals in 2031. Incidences of any power interruption, apart from affecting train running, will
cause congestion at stations. Interruption of power at night is likely to cause alarm and
increased risk to traveling public. Lack of illumination at stations, non-visibility of appropriate
signage, disruption of operation of lifts and escalators is likely to cause confusion, anxiety and
ire in commuters, whose tolerance level are low on account of stress. Effect on signal and
communication may affect train operation and passenger safety as well. Therefore,
uninterrupted power supply is mandatory for efficient metro operations.

2.3. Source of power supply:

The high voltage power supply network of Jaipur city has 220kV and 132kV network to cater
to various types of demand in vicinity of the proposed corridor. 220/132 kV sub stations are
located to the alignment of Corridors.
Keeping in view the reliability requirements, two input sources of 132 kV Voltage level are
normally considered for each corridor. As per the sequence of construction, the revenue
operation of elevated sections of the two corridors will begin before the Underground
sections are completed. The intersection of the two corridors will be at Sindhi Camp station
(Underground station of Corridor 1).
Therefore, to achieve the desired reliability, two Receiving Sub Stations (132 / 33 / 25 kV)
are proposed to be set up for Corridor 1 & Corridor 2 each. Based on the discussions with
Rajasthan Rajya Vidyut Prasaran Nigam Limited (RVPN), it is proposed to avail power

9
supply for traction as well as auxiliary services from the following grid sub-stations at 132kV
voltage through cable feeders.

TABLE 2.1. SOURCE OF POWER SUPPLY

Corridor Grid sub-station (with Location of RSS of Approx. length of

Input voltage) Metro Authority cables

Corridor 1 Mansarovar GSS Depot at 0.5 km, 132kV

Badi Chopar to (220 / 132kV) Mansarovar (Double Circuit

Mansarovar. (132 / 33/25 kV) Cables).

GIS Sub Station, PWD Near Sindhi Camp 0.5 km, 132kV

Bungalow at Station Metro Station (Double Circuit

Road near RSRTC Bus (132 / 33/25 kV) Cables).

Stand. (132 / 33 kV).

Corridor 2 (1) Proposed GSS at Bambana Nala (1)1.0km, 132kV

(Sitapura Jawahar Circle. Depot (2) 3 km,132kV

Industrial Area (2) Alternatively, (132 / 33 / 25 kV). (Double Circuit

to existing
cables).
Ambabari.) Mansarovar GSS.

(220 / 132kV).

SMS Stadium RSS at SMS (1) 0.5km,132Kv

(One feeder at 132kV & stadium or near (2) 4.0km, 132kV

second feeder at 33kV). Ram Bagh Circle (Single Circuit

(132 / 33 / 25 kV) Cables).

10
 CHAPTER 3
RSS (RECEIVING SUB-STATION) IN JMRC

3.1. MANSAROVAR RSS

3.1.1. OVERVIEW OF MANSAROVAR RSS

Fig.3.1. Overview of Mansarovar RSS

132KV/33KV/25KV Receiving Sub-Station is located at Mansarovar, Kiran Path in Jaipur. It
receives 2-feeders of 132KV from Shipra Path GSS (RVVNL). 132KV feeder cables are Al/XL
PE/ corrugated Aluminium Sheath/HD PE type & have 630 square mm cross section area. They
are brought from GSS to RSS through underground, where depth trencher portion is around
1800mm & width of 1500mm with at two places trencher are used around depth of 5m to cross
the main roads. Total length from GSS to RSS is 1177m & drum length of cables used is
1227m, it has two jointing bays with SVL (Sheath Voltage Limiter). RSS has a total civil area
of 75,000*45,000mm.
It has 132KV GIS (Gas insulated switchgear) of room area of 10,000*15,000mm.

11
Both feeders of 132KV charge a 132KV double bus-bar type GIS. There are 4-outgoing feeders
from GIS, charging 4-transformers (outdoor) (2-auxiliary transformers & 2-traction
transformers).
GIS has total 7-circuit breakers (2 for incomers, 4 for outgoings & 1 as bus coupler).
2-auxiliary transformers of rating 30MVA, each step down the voltage to 33KV and charge a
AMS (Auxiliary Mains Station).

AMS has 4-pairs of outgoing feeders, namely, DFCB 1 & 2 (Depot Feeder CB), RCCB 1& 2
(Rail Corridor CB), LFCB 1 & 2 (Lightening Future CB), LVATCB 1 & 2 (Low Voltage
Auxiliary Transformer CB) and one LBCCB (lightening Bridge coupling CB).
Here DFCBs supply Depot ASS, RCCBs supply Mansarovar station ASS, LFCBs are spare
& LVATCBs supply their respective SSTs (Sub-Station Transformers) of 200KVA rating.
Primary neutral of ATs is solidly grounded through an NGR (neutral grounding resistor) of
20ohm.
2-traction transformers of rating 21.6 MVA step down the voltage to 25KV and charge a
Traction Sub-Station (TSS).
TSS has 5-outgoing feeders, namely, Depot feeder, Mansarovar up & down feeders and Badi
Chaupar up & down feeders.
There are total 7 CBs (5 for outgoing & 2 for incomers) & one coupling interrupter.
R-Y phases are given to primary side of TT and R-phase is used to charge the TSS. Y-phase
grounded through a RCMB (Return conductor Marshalling Box).
Two Sub-Station Transformers further charge a ACDB having a 3/2 CB scheme.
Control supply of 110V DC is obtained from a battery bank 355Ah (ISI) and two chargers are
used for charging two battery banks and a third charger is kept as standby.
Protection relays of AMS is provided in AMS Panels itself, but for GIS & TSS they are located
on panels in CRP room. All the relays are interconnected to each-other and HMI through
Ethernets & LIVs. Whole system is synchronised through a GPS.

3.1.2. Earthing Overview of RSS

MS rods of 32mm diameter and length 880m acts as main Earth Mat. It is spread all along the
outer periphery of RSS and also in the yard & building area.
Transformers and other structures are connected to main earth mat via auxiliary earth mat
consisting of MS rod of 32mm diameter & 380m length.
One outgoing phase of both the traction transformers is earthed by 75*8mm GS flat strip 100m
length, and hence acting as neutral of the TT.
90LB, 12m long MS buried rail is lied 1m below the finished ground level.

12
50*6mm MS flat strip of 220m is lied along the top their of outdoor cable trench to support
cable.
3m long MS direct driven rod electrodes of 32mm dia. is laid for lightening arresters-23 in
numbers.
Another 3m long MS direct driven rod electrode of 32mm dia. is also placed near high mart for
it.

75*8mm GS flat strips, embedded in depth of 50mm, are used for the earthing of first floor in
GIS & AMS.
50*6mm GS flat strips of 650m length are embedded in floor concrete at the depth of 50mm
for the earthing of 2nd floor.
Four 300mm long MS electrodes of 32mm dia. are erected on all corners of the building and
earthing strips inside building are connected to it.
No. of earth pits=32.
RCMB has (3*2) strips for TT, 2-strips for sub-station earth mesh and 2-strips for buried earth
rail.

Lightening Protection
25*3mm GS flat strips of length 300m is put all along the periphery of building and it is
connected to main earth mat by four 300mm long MS rod electrodes of 32mm diameter for
lightening protection.

3.1.3. 132KV GIS (Gas Insulated Sub-Station)

Gas Insulated Sub-station is a space saving Sub-station. Have high system reliability. Gas
Insulated Switchgear (GIS) of 132 is proposed on account of reduced land requirement,
maintenance and reliability considerations.

13
Fig.3.2. GIS (Gas Insulated Sub-Station)

14
 Fig.3.3. 132KV GIS SLD - Mansarovar
3.1.3.1. Technical Specification of 132KV GIS
General Specification Plant Data
VENDOR: ALSTOM T&D India Ltd.
TYPE: F35
System Voltage: 132KV
Rated Voltage (Max. Operating Voltage), Vr = 145KV
Rated Frequency = 50Hz
Rated Normal Current, Ir

Bus bar = 2000A

Bus coupler = 2000A
Line bay = 1250A
Transformer bay = 1250A

Rated Power Frequency withstand Voltage (50Hz, 1min)

To earth = 275KV

15
 Across the isolating distance (dis-connectors) = 315KV
Across the isolating distance (circuit breaker) = 315KV
Conductor material: Aluminium
Insulating medium: SF6
Normal (rated pressure) of gas: 6.3 bar
Alarm = 5.8 bar
Tripping = 5.5 bar
Circuit-Breakers
Rated symmetrical short circuit breaking current = 40KA,3sec
Rated short circuit making current = 100KA
Rated power frequency withstand voltage = 275KV
Rated lightning impulse voltage = 650KV
Rated operating sequence = 0-0.3s-CO-3min-CO
Breaking time <= 50ms
Closing time <= 95ms
Dis-connector/Earthing Switch
System voltage = 132KV
Rated frequency = 50Hz
Rated short circuit current = 40KA, 3sec
Rated normal current
Bus coupler = 2000A
Line bay, transformer bay = 1250A

16
 Current Transformers
TABLE 3.1. CURRENT TRANSFORMERS SPECIFICATION

S.N. Bay No. Core CT ratio Class Burden(VA) Use

No.

1. E01 & E07 Core 1 600-300- 0.2/0.2/0.5 15-15-15 Metering

150/1
(I/C) Line
600-300/1 Differential
Core 2 5P20 20-10
600-300/1 BCPU
Core 3 5P20 20-10
600-300/1 Bus-Bar
Core 4 5P20 50-25 Differential

2. E04 & E05 Core 1 200-100/1 5P20 25-10 Transformer

Differential
(AT)
Core 2 200-100/1 5P20 25-10
BCPU
Core3 600-300/1 5P20 50-25
Bus-Bar
differential

3. E02 & E03 Core 1 400-200/1 5P20 50-20 Transformer

Differential
(TT)
BCPU
Core 2 400-200/1 5P20 50-20
Bus-Bar
Core 3 600-300/1 5P20 50-25 differential

4. E06 Core 1 600-300/1 5P20 50-25 Bus bar diff.

(Bus Core 2 600-300/1 5P20 50-25 Bus bar diff.
coupler)

Voltage Transformers
System voltage (Vn) = 132KV

17
 Rated voltage (Max. operating voltage), Vr = 145KV
Rated frequency = 50Hz
Rated power frequency withstand voltage = 275KV
Rated impulse withstand voltage = 650KV
Rated voltage factor/duration = 1.2 continuous,1.5Vn for 30 sec.

TABLE 3.2. VOLTAGE TRANSFORMER SPECIFICATION

S.N. Bay No. Core No. VT ratio Class Burden(VA) Use

1. E01/E07 Core 1 132/1.73/0.11/1.73 0.2 50 Metering

(Line VT)
Core2 132/1.73/0.11/1.73 3P 50 Voltage
tripping &
distance
protection

2. E06 Core 1 132/1.73/0.11/1.73 0.2 50 Spare

(Bus VT)
Core2 132/1.73/0.11/1.73 3P 50 BCPU

Surge Arrestors (Quantity-2)

Rated voltage of arrestor = 120KV
Highest voltage of equipment = 145KV
Nominal discharge current = 20KA
Maximum residual voltage lightening surge wave (8/20us) = 300KV/10KA, 320KV/20KA

3.1.3.2. Protection: Bay Use;

E01, E07 (Incomer Bays):
i) Instantaneous overcurrent protection
ii) IDMT: earth fault protection
iii) Line differential protection
iv) Distance protection
v) Under voltage protection
E02, E03 (Traction Transformers Bays):

18
 i) Instantaneous overcurrent
ii) IDMT Earth fault
iii) Transformer differential protection
iv) DTOC (definite time over current)
v) Thermal overload
vi) HV & LV WTI trip
vii) Buchholz trip
viii) Tank PRV trip
ix) Tank earth fault
x) OLTC PRV trip
xi) OLTC OSR trip
xii) OTI trip
E04, E05 (Auxiliary Transformers Bays):
i) Instantaneous overcurrent
ii) IDMT Earth fault
iii) Transformer differential protection
iv) HV & LV restricted Earth fault
v) OSR trip
vi) OLTC PRV trip
vii) HV standby Earth fault
viii) Tank PRV trip
ix) Tank Earth fault
x) OTI trip
xi) HV & LV WTI trip
xii) Buchholz trip
xiii) LV standby Earth fault
E06 (Bus Coupler Bay):
i) Instantaneous overcurrent
ii) IDMT Earth fault
Bus-Bars:
i) Busbar differential protection

3.1.4. TRANSFORMERS

3.1.4.1. Auxiliary Transformers

(Quantity = 2) (AT1, AT2)

19
 Fig.3.4. Auxiliary Transformers (step down from 132kv to 33kv) (rating = 30MVA)
Technical specification
MANUFACTURER: Kanohar Electricals Limited
Type: YNyno
Rated frequency: 50Hz

20
 Rated secondary power: 30MVA
Cooling mode: ONAN
Primary rated insulation voltage: 145KVrms
Secondary rated insulation voltage: 36KV
Primary operating voltage: 132KVrms
Secondary rated operating voltage under load: 33KV
Insulation level:
HV: 650KVp/250KVrms (at line end)
HVN: 450KVp/185KVrms
LV: 170KVp/70KVrms
Normal current:
HV: 131.22A
LV: 524.86A
Class of insulation: Class A
Temp. rise: 50/55 C
Phase: 3
Tapping: +10% to -15% insteps of 1.6666% each
Motor drive for OLTC:
Rated voltage: 415V
Rated current: 0.89A
Quantity of oil in litres: 16750L approx.
Copper winding losses (copper) @ 100% secondary load = 1055KW (max.)
On Load Tap Changer
OEM: CTR/OLG
Rating: 132KV, 600A
Number of taps: 15 steps, 16 positions
Tapping range: +10% to -15 (145.2V to 112.2V)
Voltage corresponding to each tap = 1.667% of rated voltage
= 2.20044KV
Tank Protection CT
1.2KV cast resin type 50-200/1A
Class: Class 3
Overcurrent withstand capacity: 5KA for 1sec.
Automatic Voltage Regulator
OEM: P.E. SYSTEMS PVT. LTD.
Installed on: RTCC AT-1, RTCC AT-2 (CR)
TYPE: AVR-102
Auxiliary input supply: 110V/230V
AC+10%, -30%, 50Hz (regulated)
Nominal value adj. (NVA) setting: 99V-121V
UV blocking & restoration: 69% - 89% of NVA setting

21
 Protection on Auxiliary Transformers
i) PRV- Pressure Relief Valve
PRV is provided on tank and set to operate at 0.42Kg/cm^2
PRV for tank: ATVUS/SUKRUT/YOGYA-1 No.
PRV for OLTC: OEM CTR - 1 No.
ii) Buchholz Relay
OEM: ATVUS/AJ Services 1 No.
iii) OSR (Oil Surge Relay)
OEM: HARI 1 No.
iv) OTI (Oil Temp. indicator) with trip contacts
OEM: PRECIMEASURES PVT. LTD.
Alarm: 60`C
Trip: 80`C
v) WTI (Winding Temp. Indicator) with trip contacts
Alarm: 60`C
Trip: 80`C

132KV Primary Neutral Current Transformer(PNCT)

Quantity = 2 (One for each AT)
Technical Specification
OEM: Mehru Electrical & Mechanical Engineering (p) Ltd.
Type: outdoor oil cooled live tank type
Rated frequency: 50Hz
Rated voltage (Vr) = 145KV
Transformation ratio = 200-100/1-1
No. of cores = 2
CORE I CORE II

Rated output (VA) at different taps: (I) 30 30

Accuracy class: (II) 5P 5P
Accuracy limit factor: (III) 20 20
Short time current rating: 20KA for 3sec, 50KAp
Class of insulation: Type A
Quantity of oil per CT (in litres): 120
Turns ratio:2/300 (in one core)

Neutral Grounding Resistor (NGR)

Neutral on low voltage side of auxiliary transformer is terminated to ground via a CT, an
isolator and NGR. NGR is used to limit fault current passing through cable used for neutral
grounding.

CT Specification
OEM: KALPA/SILKAANS

22
 Rated voltage: 24KV
No. of cores: 2
Core description: Core 1: 1000/1A, 5P20, 15VA
Core 2: 800/1, PS, 15VA
Short circuit current rating (STC): 20KA/3sec.
Quantity = 2 (AT1 & AT2)
Protection:
i) Restricted E/F (LV) 64
ii) Standby E/F (LV)
NGR
OEM: National Switchgears
Rating: 24KV, 1000A/30sec,20 ohm
Quantity: 2 (AT1, AT2)
Isolator
OEM: National Switchgears
Type: Off load single pole manual isolator
Rating: 24KV, 630A
Quantity: 2 (AT1, AT2)
Lightening Arrestors (on NGR)
OEM: Oblum
Type: Indoor type
Rating: 24KV, 20KA
Quantity: 2

3.1.4.2. Traction Transformers

Quantity installed = 2, (TT1, TT2)

Fig.3.5. Traction Transformers (step down from 132KV to 25KV) (Rating = 21.6MVA)

23
 Technical Specification of Traction Transformer
(1) Manufacture: ABB Ltd, India
(2) Type: outdoor
(3) Rated frequency: 50Hz
(4) Rated secondary power: 21.6MVA
(5) No. of phases: 2 (R Y)
(6) Cooling mode: ONAN
(7) Primary rated insulation voltage: 145KV
(8) Primary operating voltage: 132KV
(9) Secondary rated operation voltage under load: 27.5KV
(10) Class of insulation: Class A
(11) No load loss at rated voltage on principal tapping at rated frequency: 9.3KW (max.)
(12) Copper losses @ 100% secondary load: 73.5KW (max.)
(13) Transformation ratio:
On load tap changer on tap: 112.2/27.5
On load tap changer on median tap: 132/27.5
On load tap changer on tap16: 145.2/27.5
(14) Quantity of oil in litres: 14200 lit. (approx.)
(15) On load tap changer:
Rating: 170KV, 600A
No. of taps: 15 steps
Tapping range: +10% to 15% in steps of 1.667%
Voltage corresponding to each tap: 2.2KV
(16) Tank protection CT details:
1.2KV cast resin type CT
Ratio (A): 50-200/1
Class: Class 3
Over current withstand: 5KA for 1sec.
(17) On load tap changer:
(i) Make: Easun MR
(ii) Rated frequency: 50Hz
(iii) Cooling mode: ONAN
(iv) Operating voltage: 132KV
(v) Rated current: 600A
(vi) Tap voltage: 2200V
(vii) No. of taps: 16 (+6, -9)
(viii) Motor drive:
(a) Technical data: Type: MA-9
(b) Rated voltage:
Supply voltage for motor: 415V, 4-wire,50Hz AC supply,
Control circuit voltage: 110V DC
(c) Rated current: 0.8A
Automatic Voltage Regulator
OEM: Emco Electricals

24
 Installed on: RTCC TT-1, RTCC TT-2 (in CR)
Type: EE 301-M
Auxiliary supply: 110V/230V AC +- 15%, 50Hz, 15VA
Lightening Arrestor

Fig.3.6. Lightening Arrestors

I For secondary side of auxiliary transformer:
Quantity = 6

(i) OEM: Lamco

(ii) Type: Heavy duty station class metal-oxide Gapless Lightening Arrestor morester
type SL
(iii) Rated voltage:42KV
(iv) Nominal discharge current : 20KA
(v) Refrence voltage: Greater than rated arrestor voltge at reference current
(vi) Reference current: 4 mA
(vii) Energy dissipation capability:12KJ/KV/3 shots
9.5KJ/KV/SHOTS
(viii) Short circuit current capability: 40KArms
(ix) Size of ZnO block: 75*23+-2
(x) Surge monitor: Hermetically sealed consisting surge counter & lekage current
monitor
(xi) Surge counter: 6 digit counter indicator the number of surges handled by arrestor
(xii) Lekage current monitor: Milliammeter indicates the total power frequency lekage
current flowing through the arrestor.
Range of milli ammeter: 0-10 mA
Marked green: 0-6 mA (healthy)
Marked red: 6-10 mA (need servicing)

25
II Lightening arrestor for primary side of all transformers
Quantity = 10
(i) OEM: Lamco
(ii) Type: Heavy duty station class metal-oxide Gapless Lightening Arrestor morester
type LMAS
(iii) Rated voltage: 120KV (60KV*2 No.)
(iv) Nominal discharge current: 4Ma
(v) (a) lekage current at Cov: less than 0.8mA
(b) ) lekage current at 1.1 Cov: 1.2mA
(c) ) lekage current at 150`C: 1.5mA
(vi) Short circuit current capability: 40KArms
(vii) Surge monitor: Hermetically sealed consisting surge counter and lekage current
monitor
(viii) Surge counter: 6 digit counter indicates the no. of surges handled by arrester
(ix) Lekage current monitor: Milliammeter indicates the total power frequency lekage
curren flowing through the arrester
Range of multiammeter: 0-10mA
Marked green 0 6 milli A (healthy)
Marked red: 6 10 milli A (need servicing)

3.1.5. TRACTION SUB STATION (TSS)

Fig.3.7. 25KV SLD-Mansarovar

26
 Technical Specification
(a) Circuit breakers:
Quantity = 7
a. OEM: ALIND
b. Type: outdoor vaccum circuit breakers (VSE 5/20)
c. Rated voltage: 25KV
d. Maximum service voltage (permanent): 27.5KV
e. Service frequency: 50Hz
f. No. of phases: 1
g. Rated current: 1250A
h. 3sec short circuit current rating: 16KA
i. Symmetrical breaking capacity: 16KA
j. Sequence on short circuit: 0-0.3sec-CO-15sec-CO
Spring charging mechanism:
i. Motor power: 650W
ii. Service voltage: 110V DC
(b) Interrupter:
Quantity = 1
i) OEM: ALIND
ii) Type: vaccum type (VSE 5/8)
iii) Maximum rated operating voltage: 27.5KV
iv) Service frequency: 50Hz
v) No. of poles: 1
vi) Rated current: 2000A
vii) 3sec short circuit current: 16KA
viii) Symmetrical breaking capacity: 16KA
ix) Max. capacity: 40KAp
x) Sequence on short circuit: 0-0.3sec-CO-15sec-CO
Spring charging mechanism:
A) Motor power: 650Wmax.
B) Service voltage: 110V DC
(c) Lightening Arrester:
Quantity = 7
i) OEM: LAMCO
ii) Type: heavy duty station class metal-oxide gapless LA Morester type SL
iii) Rated voltage: 30KV
iv) Nominal discharge current: 10KA
v) Reference current: 3 milli A
vi) Reference voltage: Greater than the rated arrester voltage at reference current
vii) Lekage current at Cov: less than 0.8m A
Lekage current at 1.1 Cov: 1.2 m A
Lekage current Cov at 150`C: 1.5 m A
viii) Energy dissipation capability: 9KJ/KV
ix) High current 4/10us test value: 100KApeak

27
 x) Short circuit current capability: 40KArms
xi) Make & size of ZnO block: LAMCO, 64*342
xii) Surge monitor: Hermetically sealed unit consisting of cyclometric surge counter
& lekage current monitor
A) OEM: LAMCO
B) Type: LSM
C) Surge counter: Electromechanically operating 6 digit counter
D) Lekage current monitor: milliammeter indicates the total power frequency
lekage current flowing through the arrester
Range of milliammeter : 0-10 m A
Marked green: 0-6 mA (healthy)
Marked red: 6-10 mA (needs servicing)
(d) Isolators:
i) OEM: G R Power Switchgear
ii) Type: vertical break VB
iii) Rated voltage: 27.5KV
iv) Rated current: 2000A
v) Rated frequency: 50Hz
vi) No. of poles: 1
vii) Rated short time current for 1sec & dynamic current:20KArms/41KApeak
viii) Rated DC control voltage: 110V DC +10%, -15%
Interlock power rating: 20W
Control power rating: 35W
ix) Operating mechanism:
1. Manual (quantity = 14)
2. Motor operated with 110V DC motor (up
down line coupling isolators) (quantity = 2)
(e) Current transformer (used in outgoing bays) :
Quantity = 5
i) OEM: SADTEM
ii) Type: OCF52-4 (outdoor CT)
iii) Ratio: 600-1200/1-1A
iv) Frequency: 50Hz
v) Insulation level: 52KV
vi) Accuracy class: 1S1-1S2:600/1 30VA 5P15
1S1-1S3:1200/1 30VA 5P15
2S1-2S2:600/1 30VA 5P15
2S1-2S3:1200/1 30VA 5P15
vii) Short time current rating: 20KA 1sec
viii) Degree of protection: IP54
(f) Current transformer (used in incoming bays) :
Quantity = 2
i) OEM: SADTEM
ii) Type: OCF52-4 (OUTDOOR CT)

28
 iii) Ratio: 600-1200/1-1-1A
iv) Frequency: 50Hz
v) Insulation level:52KV
vi) Accuracy class: 1S1-1S2:600/1 10VA CL0.5
1S1-1S3:1200/1 20VA CL0.5
2S1-2S2:600/1 15VA 5P15
2S1-2S3:1200/1 30VA 5P15
3S1-3S2:600/1 15VA 5P15
3S2-3S3:1200/1 30VA 5P15
vii) Short time current rating: 20KA 1sec

3.1.6. AUXILIARY MAINS STATION (AMS)

Fig.3.8. 33KV SLD Mansarovar

Technical Specification:
i) OEM: Schneider Electric
ii) Type: Indoor, metal clad, horizontal isolation,horizontal draw out
iii) Nominal system voltage: 33KV
iv) Rated voltage: 36KV
v) No. of phases: 3

29
vi) Frequency: 50Hz 3%
vii) Short time current for 3sec: 25KA
viii) Bus bar current rating: 2000A
A) Circuit Breaker:
i) Interrupting medium of circuit breaker: vaccum
ii) Type: HVX
iii) No. of phases and poles: 3
iv) Rated contineous current: 1250A
v) Duty cycle:
Normal: 0-3min-Co-3min-Co
Auto reclosing: 0-300ms-Co-3min-Co
Minimum dead time: 300ms
vi) Rated maping current: 66KAp
vii) Rated control supply: 110V DC
viii) Power for tripping: 250VA
ix) Spring charging motor:
Type of motor: universal motor
Rated voltage: 220V
Power rating: 100VA
Time required for charging spring: 8 12 sec
Operation sequence stored in spring: O-C-O
Spring immediately charged after closure

B) CT Parameters:
i) OEM: ECS
ii) Type: resin insulated epoxy wound
iii) VA burden for metering CT:
a) Incomer: 15VA Cl.0.5
b) Bus coupler: 15VA Cl.0.5
c) Remaining outgoings: 15VA Cl.0.5
iv) VA burden for relaying CT:
Incomers: 20VA Cl-5P15
Bus coupler: 20VA Cl-5P15
Remaining outgoings: 20VA Cl-5P15
C) VT Parameters:
i) OEM: ECS
ii) Type: resin insulated epoxy cast dry type
iii) Line PT: mounted on power cable chamber rear door
iv) Bus PT: independent trolly
v) Accuracy class: Cl- 0.5/3P
vi) Winding connection: star star
vii) VA burden for motering core: 100VA Cl.0.5
viii) VA burden for relaying core: 50VA Cl 3P
D) Relays: VAMP 255

30
 E) Earth switch:
i) Type: spring loaded manually operated earth switch for power cable earth

Protection used in AMS Panels:

TABLE 3.3. PROTECTION USED IN AMS PANELS

S. Panel Name Type of Protection Relay Name

No.

1. 1 Overcurrent & earth fault

(Incomer 1 & Incomer 2) VAMP 255
LBCB (Line Break
Circuit Breaker) 1 & 2 (51/51 N)
panels

Overcurrent & earth fault VAMP 255

2 LVATCB (Law Voltage (51/51N)
Auxiliary Instantaneous overcurrent &
transformer
CB) (B) 1 & 2 panels earth fault (50/50N)


3
DFCB (Depot Feeder CB) Same as LVATCB panel VAMP 255
1& 2 panels
2.
4 RCCB (Rail Corridor CB)
1 & 2 panels Same as LVATCB panel VAMP 255

LFCB (Lightening Future Same as LVATCB panel VAMP 255

5 CB) 1 & 2 panels

Same as LBCB panel VAMP 255

6 Bus coupler panel

3.

NOTE: There are 2 separate panels for Bus VT, positioned at both side of Bus coupler

31
3.1.7. SUB STATION TRANSFORMER (SST)

Fig.3.9. SST (Sub Station Transformers)

Technical Specification.
OEM: Electromeccanica India Pvt. Ltd.
Type: dry type cast resin transformer
Quantity: 2

Rated voltage:
HV side: 33KV
LV side, off load: 415V
LV side at full load & 0.8 power factor: 400V
Vector group: DYn11
Rated frequency: 50Hz
Insulation level: 70KV for 60sec /170KVp
Type of cooling: AN
Winding insulation class

32
 HV side: F - class
LV side: H class
Full load copper loss: 2300W
No load loss: 900W
Off Load Tap Changer:
Type: link type

Tapped winding: HV side

Voltage range: 33KV 5% (31.35KV to 34.65KV)
No of taps x% variation per step: 5 positions @ 2.5% i.e. 0.825KV per step change
Temperature Sensing Relay (TR - 7544)
Alarm: 90`C
Trip: 120`C

Interlocking

i) A key is required to be inserted in door of SST by removing it from LVATCB, to open the
door of station transformer.
ii) If, by mistake , SST gate is opened corresponding LVATCB gets tripped automatically.

3.1.8. AC DISTRIBUTION BOARD (ACDB)

Technical Specification:

Input power supply: 415V 10%

System: 3 phase, 4 wire
Frequency: 50Hz 5%
Degree of protection: IP 54

Quantity:
2(Incomers) + 1 (Bus - Coupler)

Current Transformer
i) 15VA, 400/1A, CL 1 :- for bus coupler metering
ii) 400/1A, 15VA, 5P10 :- on incomers 1 & 2 for protection

33
iii) 400/1A, 15VA, CL 1 :- on incomers 1 & 2 for metering

Circuit Breaker
OEM: Spectronic
Type: B (air circuit breaker)
Rating: 630A, 4P
ACB with O/L & S/C
Release thermomagnetic : I/C 1 & 2

ACB without release: on bus coupler

Fig.3.10. ACDB

34
 Protection:
i) Inverse time over current reley & E/F relay with instantaneous high set (50/51N +
50/51):
OEM: JVS
Type: JRC 066
Operating voltage: DC = 75 150V

AC = 75 150V, 50HZ
ii) Master trip relay:
Type: JRV - 181
Operating voltage 110V DC
iii) Undervoltage relay (27):
UV trip doesnt operate MTR
Type: DC 21
Setting: 75 95%

3.1.9. DC SUPPLY SYSTEM

3.1.9.1. DC Distribution Board (DCDB):

Fig.3.11. DCDB

35
 OEM: Jasper Engineers Pvt. Ltd.
Technical Description:
i) Input power supply: 110V DC 10%
ii) System: 2 wires
iii) Degree of Protection: IP 54
iv) Quantity: 2 Incomers & a bus coupler

Protection:
i) Instantaneous/definite time undervoltage relay (27):
OEM: JVS Electronics Pvt. Ltd.
Type: JRV 202 7
Quantity: 2 + 2 (on each incomer)
Voltage rating: 110V DC
Aux. supply: 230V AC, 50HZ
ii) Battery Earth fault Relay (96):
OEM: : JVS Electronics Pvt. Ltd.
Type: JRC 082

Quantity: 2 + 2 (on each incomer)

Battery voltage: 110V DC
Aux. supply: 230V, 50Hz AC

3.1.9.2. Battery Charger

Techincal ACSpecification:
Type: Full wave full controlled
CONFIGURATION:
1. Main float aim boost charger 1
2. Main float aim boost charger 2
3. Standby float aim boost charger 3
Ratings: 110V/75A suitable for 85 cells

NI CO (VRNM) battery (110/2*355 H)

36
1) AC Input:
a) Voltage: 415V AC 10%
b) Frequency: 50Hz 35
c) Phases, wire: 3 phase, 4 wire
2) DC Output:
i) Float voltage: 119.0V DC adjustable by 1%

ii) Boost voltage: 131.75V DC adjustable by 5%

iii) Regulation: batter than 1% of set value
iv) Ripple: less than 30% rms (with battery)
v) Current: 75A
Load output; max. 119.0V DC 1% (at load terminal)
vi) Recharge capacity: 8hrs to 80% of the battery
vii) Power factor: 0.7 lag

Protections:
a) AC input circuit breaker for three chargers
b) DC output circuit breaker for three chargers

c) Fast semiconductor fuses for three chargers rectifier bridge

d) Overvoltage cut back
e) Charger overload
f) Battery input switch with fuse limit
g) Battery charging current limit

37
 TABLE 3.4. Indications (FCBC 1,FCBC 2, standby FCBC)

S.No. Indicator Description

1 AC supply fail Indicates that AC supply is not available at charger I/P

2 DC overvoltage
3 DC undervoltage
4 Battery earth fault
5 DC O/P CB trip
6 AC I/P CB trip
7 Battery low
8 Charger fail
Indicates that the load voltage is higher than the rated
value (125V DC)
Indicates that the battery is under discharge & reaching
its end cell voltage(96.9V DC)
Indicates that the charger/ battery is under fault
Indicates that the DC O/P circuit breaker tripped/ failed
Indicates that the AC I/P CB is tripped/failed
Indicates that the battery is under discharging &
reaching its end cell voltage

9 Charger ON Indicates that the charger is fail & not supplies rated
voltage & current
Indicates that the charger is on & supplies rated voltage

3.1.9.3. Battery Bank

Fig.3.12. Battery Bank

38
 Technical Specification:
OEM: AMCO Salt India Limited
Type of battery: Ni Cd KPL type
No. of cells: 152 (*2)
Rated voltage: 182V
Nominal cell voltage: 1.2V per cell

Quantity: 2

Cell Specification:
Cell designation: KPL 191P
Type of cell: vented
Ah capacity 10hr discharge time: 191Ah at 1.1ECV
Ah capacity 8hr discharge time: 188.8Ah at 1.1ECV
Ah capacity 5hr discharge time: 185Ah at 1.1ECV
No. of positive plates:8
No. of terminals for each polarity: 1
Electrolyte type: Aqueous solution of potassium hydroxide, Lithium hydroxide

3.1.10. UN INTERRUPTED POWER SUPPLY (UPS) SYSTEM

Fig.3.13. UPS System

39
 Technical Specification:
I) OEM: Numeric
II) Type (Model): UPS 3000 (HPL Series)
III) Capacity: 2*3KVA/2.4KW
IV) Converter:
a) Input voltage: 240V AC 1phase +10%, - 15%
b) Input frequency: 50Hz (range 46 54Hz)
V) Battery Charger:
Type: constant voltage constant current
VI) Inverter:
a) Technology: IGBT based PWM technology
b) Output waveform:sinusoidal
c) DC voltage: 192V DC
VII) AC output:
a) Output voltage: 240V AC, single phase 1%
b) Output frequency: 50Hz 0.5Hz
c) Output P.F.: 0.8
VIII) Protections & controls:
a) Battery current limiting protection
b) Built in overload protection
c) Output short circuit protection

40
3.2. SINDHI CAMP RSS

Fig.3.14. SLD (Single Line Diagram) - Sindhi Camp RSS

3.3. DIFFERENCE b/n MANSAROVAR RSS & SINDHI CAMP RSS

There are no difference b/n Mansarovar RSS & Sindhi Camp RSS; only difference in
25KV traction system arrangement.
Mansarovar RSS has 25KV switchgear system; while Sindhi Camp RSS has 25KV GIS system.

3.4. Supervisory Control and Data Acquisition (SCADA) System

The entire system of power supply (receiving, traction & auxiliary supply) shall be monitored
and controlled from a centralized Operation Control Centre (OCC) through SCADA system.
Modern SCADA system with intelligent remote terminal units (RTUs) shall be provided.

41
Optical fibre provided for telecommunications will be used as communication carrier for
SCADA system.

Fig.3.15. AT and TT controlled by SCADA

Digital Protection Control System (DPCS) is proposed for providing data acquisition, data
processing, overall protection control, interlocking, inter-tripping and monitoring of the entire
power supply system consisting of 33kV ac switchgear, transformers, 25kV ac switchgear and
associated electrical equipment. Digital Protection Control System (DPCS) will utilize
microprocessor-based fast-acting numerical relays & Programmable Logic Controllers (PLCs)
with suitable interface with SCADA system.

42
3.5. DIESEL GENERATOR (DG) SETS

Fig.3.16. DG set
In the unlikely event of simultaneous tripping of all the input power sources or grid failure,
the power supply to stations as well as to trains will be interrupted. It is, therefore, proposed
to provide a standby DG set of 200 KVA capacity at the elevated stations and 2 X 1000/750
KVA at Underground stations to cater to the following essential services.

(i) Essential lighting

(ii) (ii) Signalling & telecommunications
(iii) Fire fighting system
(iv) Lift operation
(v) Fare collection system
(vi) Tunnel Ventilation (for Underground Stations)

Silent type DG sets with low noise levels are proposed, which do not require a separate room
for installation.

43
 CHAPTER 4
OHE SYSTEM

4.1. 25KV Flexible Overhead Equipment (OHE) system

The proposed 25kV Rigid OHE system in underground section is similar to the one installed
in underground Metro Corridor of Delhi Metro. 25kV Rigid OHE system comprises a hollow
Aluminium Conductor Rail of adequate cross section with 150 sq.mm copper contact wire held
with elastic pinch. The Al conductor rail is supported by an insulator & cantilever arrangement
attached to drop-down supports fixed to tunnel roof. The supports are located at every 10metre
and there is no tension in the conductors and hence, no tensioning equipment in tunnel.

OHE is two types for 25KV supply:

1. Tramway OHE
2.Conventional OHE

Fig.4.1. 25KV AC Flexible Over Head Electrification

The Tramway OHE is provided in yards and the Conventional OHE is provided in main line.

44
Conventional OHE is also three types:
Regulated Conventional OHE
Semi regulated Conventional OHE
Unregulated Conventional OHE.

25kV ac flexible OHE system shall comprise 150 sqmm HD-copper contact wire and 65
sq.mm Cd-copper catenary wire. Return conductor (RC) shall be All Aluminium Conductor
(AAC) of 233 sq.mm cross section. From safety considerations, Hydraulic type Anti-
Tensioning Device (ATDs) are proposed on mainlines which does not require use of balance
weight for tensioning of OHE conductor.

Fig.4.2. OHE SYSTEM

45
4.2. Components of OHE System

4.2.1. Cantilevers
Cantilever is an assembly to support OHE at mast mechanically and isolating electrically
from earthed structure. Assembly is also designed to maintain desired stagger and height of
OHE.
Mainline Cantilever (Conventional OHE type) both push off & pull off
Depot Cantilever (Tramway OHE type) both push off & pull off.
It consists of the following structural members.
i) Stay arm It comprises of dia. 28.4/33.7 mm (Small) size tube and an adjuster
at the end to keep the bracket tube in position. It is insulated form mast by
stay arm insulator.
ii) Bracket tube It comprises of dia 40/49 mm (large) or dia 30/38 mm
(standard) bracket tube and insulated by bracket insulator. Catenary is
supported form this member by Catenary suspension bracket and Catenary
iii) Register Arm It comprises of dia 28.4 x 33.7 mm tube to register the contact
wire in the desired position with the help of steady arm.
iv) Steady arm assembly: It is 32 x 31 mm BFB section made of aluminium
alloy to register the contact wire to the required stagger and to take the push up of contact
wire. It is always in tension.
4.2.2. Dropper
A fitting used in overhead equipment construction for supporting the contact wire from
Catenary.
4.2.3. Interrupter
It is a single phase Vacuum SF / oil circuit breaker used as load switch to close the circuit on
fault but does not open on fault. It is operated either by remote control or manually at site.
Different methods of connection of interrupters are:
a) Bridging Interrupter: An interrupter which is provided at the neutral section to extend the
feed from one substation to the overhead equipment normally fed by the other substation in
emergencies or when the latter is out of use. This normally remains in the open position
b) Sectioning Interrupter: An interrupter which connects adjacent sub-sectors together to
maintain continuity of supply. This normally remains in closed position.

46
c) Paralleling Interrupter: An interrupter which connects overhead equipments of two
different tracks. This normally remains in closed position to reduce the voltage drop.
4.2.4. Jumper
Used as a connector to maintain power flow at overlaps, turn outs and crossing.
Jumper is a flexible copper wire used to electrically connect two OHEs/Conductors by the
means of fittings. Three types of jumpers are mainly used in DMRC.
G Jumper used at uninsulated overlap
H Jumper
F Jumper used at insulated overlap

4.2.5. Overhead Equipment (OHE)

The electrical conductors over the track together with their associated fittings, insulators and
in position. All overhead electrical equipment, distribution lines, transmission lines and
feeders may be
collectively referred to as overhead lines.
4.2.6. Overlap
An arrangement of overhead equipment over a track where two sets of traction conductors are
run parallel to each other for short distance over span(s) providing a smooth passage for the
pantograph of an electric rolling stock. In the un-insulated overlaps two sets of conductors
are separated by 200 mm and connected by a jumper. In Insulated overlaps the two sets of
conductors are separated by 500 mm in air. Electrical continuity is provided by an isolator,
interrupter or booster-transformer.
Types of overlap:
1.insulated overlap
2.uninsulated overlap
4.2.7. Pantograph
A collapsible device mounted on and insulated from the roof of an electric engine coach for
collecting current from the overhead equipment.
4.2.8. Return conductor
A conductor which carries return current from the tracks to the sub-station in the booster
transformer system.

47
 CHAPTER 5
TYPICAL UNDERGROUND STATION

In JMRC underground metro station can be divided into four parts:

I. TVS (Tunnel ventilation system)

II. ECS (Environmental control system)

III. Electrical (A.S.S. and switchboard)

IV. Fire Fighting System

I. Ventilation and Air Conditioning System:

This section covers the ventilation and air conditioning system required for the underground
sections of the proposed metro rail project. It includes following:
Station air conditioning system
Ventilation system for station plant rooms
Station smoke management system
Tunnel ventilation system

Need for ventilation and Air Conditioning:

Supplying fresh air for the physiological needs of passengers and the authority staff.
Removing body heat and, obnoxious odours and harmful gases like CO2 exhaled during
breathing.
Preventing concentration of moisture generated by body sweat and seepage of water in
subway.

Tunnel Ventilation System:

The TVS is provided in a subway system essentially to carryout following functions:

Train pressure relief during normal operation

Ventilation during maintenance period
Removal of smoke during emergency periods
Maintenance of smoke free evacuation route and provision of adequate fresh air during
emergencies

48
 For operation under these situations there are four Tunnel Ventilation Fans (TVF) along
with five dampers for each. Two fans of North side have 132KW capacity and another two in
the south side have 220KW capacity.
Five dampers are following:
1. Nozzle damper: - Due to decreased area it is act like a nozzle, so it is called nozzle
damper. When the air is forced in tunnel by TVF, it is kept opened.
2. SRD (Supply and Return Damper): In the case of fire in the station it would open to
throw the air in the environment.
3. Shaft damper: The damper through which the air enters from the environment in the
TVF.
4. DRD (Draft Release Damper): There is a bypass duct around the fan room, which acts
as a pressure relief shaft when open during normal conditions, and enables the flow of air
to bypass the TV fans, allowing air exchange between tunnels with flows generated by
train movements.
5. FID (Fan Isolation Damper): tunnel ventilation fans (TVF) are installed with isolation
dampers. These dampers are closed when the fan is not in operation. These are located in
front of TVF.

In the case of fire in station shaft, FID, SRD would be opened and other remains closed. In
the case of fire in other station nozzle, FID, shaft would be opened and other remains closed.

Fig.5.1. Tunnel ventilation fan

49
Attenuators or silencer: These are located in front of fan and before FID to reduce the
generated noise due fan operation.
TVF fan operates only in the following conditions:

Modes of Operation
There are four modes of operation for different conditions. Each mode has a corresponding
manner in which the components operate. The four modes of operation are:

1) Normal: The operation of station and tunnel is going as expected and the TVS is not
engaged.
2) Congestion: Meant for situations like natural disaster in which people tend to seek shelter
in the station and there is an uncertain situation.
3) Emergency: Meant for the extreme situations like fire and flooding etc. mode.

II. Environment Control System:

This system basically consists of Air conditioning system. This mainly could be explained
under following components:
A. Chillier
B. Cooling towers
C. AHU (Air Handling Unit)
D. TEF (Track way exhaust fan) & TSF (Track way Supply Fan)

A. Chillers:

Chillers is a machine that removes heat from a liquid via a vapour-compression or absorption
refrigeration cycle. This liquid can then be circulated through a heat exchanger to cool air or
equipment as required. As a necessary by product, refrigeration creates waste heat that must
be exhausted to ambient or, for greater efficiency, recovered for heating purposes.

In the Chandpole station there are two types of Chillers plants

1. Water cooled chillers plant 2. Air cooled Chillers plant
In water cooled refrigerant is cooled by water and in air cooled plant refrigerant is cooled by
air. In chandpole station 3 water cooled chillers of 350 tonne capacity are there.

50
 Fig.5.2. Air Cooled Chiller
The purpose of Chiller is to cool the air. It is done basically in three cycles. In chandpole
station 2 air cooled chiller of 66 tonne capacity are there.
At night or in non-revenue time when the train are not running on the track and also
passengers are not there on the station then air cooled chiller operates instead of water cooled
chiller for saving electricity and cost.
As shown in fig in first cycle water (water cooling cycle) is cooled by Cooling Tower

B. Cooling tower:

In the Cooling Tower water dropped through nozzle. By the air blowing temperature of
water decreases (up to 5oc). In the bottom a pipe connection is also provided for maintain the
water level. As the water level decreases the motor starts by sensing water level and refill the
water.
From cooling tower water comes in condenser. Here heat exchanges between refrigerant and
water. And refrigerant gets cooled. Now second cycle (refrigeration cycle) starts.

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 Fig.5.3. cooling tower

Fig.5.4. refrigeration process

Here refrigerant has high speed. It is passed through throttle valve and speed decreases. Now
in the evaporator heat exchange between water and refrigerant occurs. Now third cycle (air
cooling cycle) starts. Primary motor is used for forcing the water into evaporator and
Secondary motor is used for forcing the water to the AHUs fins. Now this cooled water goes

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to AHU (Air Handling Unit). It flows in the fins. Air is forced to flow via these fins and here
also heat exchanges between cooled water and air. It is third cycle. Cooled air flows in the
ducts and cool the room.

Fig.5.5. Cooling process

Chillers in Chandpole station: In the Chandpole station there are three water cooled chiller
of 350 tonne capacity and two air cooled chiller of 66 tonne capacity.

C. Air Handling Unit (AHU):

An air handler, or air handling unit (often abbreviated to AHU), is a device used to condition
and circulate air as part of a heating, ventilating, and air-conditioning (HVAC) system.
Usually, an air handler is a large metal box containing a blower, heating and/or cooling
elements, filter racks or chambers, sound attenuators, and dampers. Air handlers usually
connect to ductwork that distributes the conditioned air through the building, and returns it to
the AHU.

Fig.5.6. Platform Air Handling Unit

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D. TES (Track way Exhaust System):
The air in the AHU comes from two source. First is the internal air which is returned to AHU
via two types of ducts:
1. UPE (Under Platform Exhaust)
2. OTE (Over Track exhaust)
And the second is fresh air from the external environment.

Fig.5.7. Track way Exhaust Fan (TEF)

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 CHAPTER 6
PASSENGER SAFETY FEATURES

6.1. AUTOMATIC TRAIN PROTECTION

The rolling stock is provided with Continues Automatic Train Protection to ensure absolute
safety in the train operation. It is an accepted fact that the 60-70% of accidents take place on
account of human error. Adoption of this system reduces the possibility of human error.

6.2. FIRE

The rolling stock is provided with fire retarding materials having low fire load, low heat release
rate, low smoke and toxicity inside the cars. The electric cables used are also normally low
smoke zero halogen type which ensures passenger safety in case of fire.

6.3. EMERGENCY DOOR

The rolling stock is provided with emergency evacuation facilities at several vehicles to ensure
well-directed evacuation of passengers in case of any emergency including fire in the train.

6.4. CRASH WORTHINESS FEATURES

The rolling stock is provided with inter car couplers having crashworthiness feature which
reduces the severity of injury to the passengers in case of accidents.

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 CHAPTER 7
ELECTRICAL PROTECTION CIRCUITS
For Back-up protection two battery banks are used. Each battery bank have 85 cells. Each
cell have 1.2 volt to 1.5 volt supply. For any fault condition battery bank provide the
back-up protection for 8 hours.

Protection for any fault current, the primary side of the common point of the star
connected 25KV transformer is solidly grounded. And secondary side of the common
point of the star connected 25KV transformer is ground through NGR (Neutral Grounding
Resister). This NGR have 20ohm resistance.

Precautions shall be taken, either by earthing or by other suitable means, to prevent

danger arising when any conductor (other than a circuit conductor) which may reasonably
foreseeable become charged as a result of either the use of a system, or a fault in a
system, becomes so charged. A conductor shall be regarded as earthed when conductors
of sufficient strength and current-carrying capability to discharge electrical energy to
earth connect it to the general mass of earth.

If a circuit conductor is connected to earth or to any other reference point, nothing which
might reasonably be expected to give rise to danger by breaking the electrical continuity
or introducing high impedance shall be placed in that conductor unless suitable
precautions are taken to prevent that danger.

All protection devices shall be capable of interrupting the circuit without damage to any
equipment and circuits in case of any fault may occur.

Rating of fuses and circuit breakers used for the protection of circuits should be
coordinate with equipment power ratings.

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 CHAPTER 8

OPERATION CONTROL CENTRE (OCC)

OCC is in overall in charge of controlling the movement of trains on the main line and its
objectives is to combine the basic functions of operations management such as planning,
dispatching and control from one location.

8.1. Operations

Fig.8.1. OCC

8.2. OCC Functions

Ensure safe operation of revenue trains as per time table.

Ensure availability of trains for revenue operation on main line in time.
Monitor timely opening of all stations and efficient working of all systems including AFC
equipments, lifts & escalators.
Ensure display and announcement of train information to passengers.
Make available trains for scheduled maintenance and for regular servicing in the depot.
Arrange for track possessions.
Manage emergencies and co-ordinate with external emergency services like fire brigade,
police, ambulance and accident relief in case of incidents/accidents.
Generate various reports.

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8.3. Controllers in OCC

Chief Controller (CC)

Traffic Controller (TC)
Fault Management Controller (FMC)
Traction Power Controller (TPC)
Auxiliary System Controller (ASC)
Rolling Stock Controller (RSC)
Communication System Supervisor (CSS)
Security Controller

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 CHAPTER 9
CONCLUSION
By taking the training in the JAIPUR METRO RAIL CORPORATION, JAIPUR we are
able to know about modern technology. We have successfully studied about electrical system
in JMRC, RSS of JMRC, the signalling and telecom.

Being a part of this organization during our training period we are able to understand the
various technologies used in this field.

The duration of training for engineering student is very important.

Industrial training program provide pre-professional work experience with specific
assignments and responsibilities.
The objective of practical training is to prepare students physically, mentally and emotionally
for the rig ours of work as executives in real organization upon graduation and familiarize
students with some structured practical experience of the organization.

I have strengthened my technical, communication skills in JMRC.

I gained a lot of practical knowledge in JMRC which will be useful in my future in my technical
syllabus as well as in industry.
The JMRC department is very suitable place for the students who want to gain a deep practical
knowledge in mechanical branch.
But the training time is short only of 2 months in 4 years, which is less. So I think this duration
of industrial training should be at least 6 months, so that students can get more and more
knowledge about industry and they can achieve their goal.

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 CHAPTER 10
REFRENCES

The main sources of reference, during the training period are the employees who are working
for the company since the company started its service and our trainers. They are source of
information based on which I have formulated the department section and came to know about
the lacunas existing in the company. The presence of the companys website cant be ignored
which acts as a good platform to compare their service range with the others of the same
category.

www.jaipurmetrorail.in

www.google.com

www.vickipedia.co.uk

www.delhimetrorail.com

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