A Summer Training Presentation on

DELHI METRO RAIL CORPORATION LTD.

(A Joint venture of Govt. of India and Govt. of Delhi)

ABOUT DMRC :


Its a Government organisation jointly promoted by Government of India and Government of Delhi. Incorporated in May 1995, under the name Delhi Metro Rail Corporation Ltd. (DMRC). Capital cost of Phases I and II has been estimated to be Rs14,430 crore (US$ 3.22 billion) at 2004 prices which was paid through soft loans taken from the Japan Bank for International Cooperation. Work started in 1998, and the first section of Line 1 opened on 25 Dec 2002.

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DMRC today consists of 4 operational lines. Trains operate at intervals of 3 to 4.5 minutes between 06:00 to 23:00. Security on the Delhi Metro is handled by the Central Industrial Security Force (CISF). DMRC uses automatic fare collecting machines. This feature is not available in INDIAN RAILWAYS. DMRC provide accurate and synchronized time using Global Positioning System (GPS) to staff, passengers and time reference to systems.

COMPANY PROFILE :

Delhi Metro Rail Corporation Ltd.

Locale Transit type Number of lines Number of stations Daily ridership Chief executive Headquarters Train length System length Track guage Electrification New Delhi Rapid Transit 4 97 1 million E. Sreedharan
Metro Bhawan, Barakhamba Road, New Delhi

4 to 6 coaches 110 kilometers 1,676 mm (5 ft 6 in) BROAD GUAGE 1,435 mm (4 ft 81 2 in) STANDARD GUAGE 25 kV, 50 Hz AC through overhead catenary

ROUTES :
Current Routes :  Red Line (Dilshad Garden - Rithala)  Yellow Line (Jahangirpuri - Central Secretariat)  Blue Line (Noida City Centre Dwarka Sector 9)
(Yamuna Bank - Anand Vihar)

Green Line

(Inderlok - Mundka)

[Speed Limit- 75 to 80km/hr] ------------------------------------------------------------------------ 

Routes Under construction : Violet Line (Delhi Metro) Airport Express (Reliance)*
(New Delhi Metro Station IGI Airport)

[* Speed Limit 120km/hr]

TRAINING : 36 DAYS (12/05/2010 TO 18/06/2010)

(1) Under

ED/Elect:

Overview about utilization of Electrical Power and Emergency feedback in concourse and platform area of the DMRC section Line-6 (Blue Line i.e. Central Secretriate to Malviya Nagar)
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(2)Under VAC-I

Training in under construction metro station of Malviya Nagar Activity was to perform live testing of various feedback panels used in VAC purpose and overview of entire air conditioning and ventilation system and the components used for it.
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ELECTRICAL SCOPE
Transformer Main LT Switch Board Power Factor Correction D G System UPS

LIGHTNING SYSTEM
Undercroft Platform Ancillary Building Tunnels

EARTHING SYSTEM

To be designed in accordance with IEEE Standard 80 and IS 3043. The system impedance to be less than one Ohm and it shall be capable of carrying the full fault current. The earthing electrodes for equipment body/enclosures/cable armouring, neutrals and for lightning should be separate.

NEED OF EARTHING

Compliance to regulations Safety of persons. In particular passengers and staff will be protected from the possibility of high potential to structural earth potentials and carrying fault current to earth. Correct operation of breakers and tripping devices and limitation of damage to plant, equipment or system failure. Protection against interference. Equipotential bonds to ensure that touch voltages (between conducting components accessible to persons) during a fault condition do not exceed 50V. Avoid electrolytic corrosion of metal part and structural elements.

CABLING

For underground stations, all cables for use at 415 V or less, volt grade 600/1100V shall have XLPE, low smoke zero-halogen type insulation and shall be rated to carry the continuous current required by the system design. All cables shall be multi stranded copper cored.

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Cables for Emergency supplies shall be fire survival type and conform to NFPA requirements. These fire survival cables shall be tested to IEG-331 for circuit integrity under fire at 750G for three hours. Power cables will be adequately distanced from control, signaling and telecom cables for interference purposes.

OPERATION OF ASS

The Main Distribution Board of one ASS serves as a Backup for the other. In the event of failure of power supply of one, the other meets the power requirement, in additional to its own load through the Tie-Cable link provided between ASS1 & ASS2. D1 and D2 type loads of the failed substation are disconnected using the bus couplers provided in the Main Distribution Boards of ASS1 and ASS2. However, the D1 Loads are provided with a manual changeover facility to draw power individually from the other substation in case of emergency. b) If both ASS1 and ASS2 fail, DG Sets will supply the essential loads in ASS1 and ASS2 through the Tie-Cable Link between DG Panel in Ancillary Building & ASS2 and Tie-Cable Link between ASS1 & ASS2.

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In Normal operation, ASS3 feeds the airconditioning chiller plant room equipment loads in the Ancillary Building: In case of ASS3 failure, ASS1 backs up ASS3 in addition to its own load. There is a provision to isolate one of the chillers in case the total load of ASS1 exceeds its capacity. Further, a provision for manual changeover has been considered for ASS3 supplying the ASS1 & ASS2 loads in case both ASS1 and ASS2 fail and DG Sets fail to start.

POWER SUPPLY CLASSIFICATION

Emergency-A Essential - B Semi Essential - C Normal - D1 & D2

VENTILATION AND AIR CONDITIONING SYSTEM

The underground stations of the Metro Corridor are built in a confined space. A large number of passengers occupy concourse halls and the platforms, especially at the peak hours. The platform and concourse areas have a limited access from outside and do not have natural ventilation. It is therefore, essential to provide forced ventilation in the stations and inside the tunnel.

PURPOSE OF VAC

the Supplying fresh air for the physiological needs of passengers and authoritys staff; Removing body heat, obnoxious odours and harmful gases like carbon dioxide exhaled during breathing; Preventing concentration of moisture generated by body sweat and seepage of water in the sub-way; Removing large quantity of heat dissipated by the train equipment like traction motors, braking units, compressors mounted below the under-frame, lights and fans inside the coaches, A/c units etc.; Removing vapour and fumes from the battery and heat emitted by light fittings, water coolers, Escalators, Fare Gates etc. working in the stations; Removing heat from air conditioning plant and sub-station and other equipment, if provided inside the underground station.

FACTORS EFFECTING VAC

External Environment Conditions and Weather data Sub Soil Temperature Internal Design conditions in Underground Stations

DESIGN CONCEPT OF VAC

From the experience of DMRC, it can be concluded that with open shaft system the piston effects can be sufficient to maintain acceptable conditions inside the tunnel, as long as the ambient DB temperature is below 330 C. When the outside temperature is higher than 330 C the tunnel shafts should be closed to prevent any further exchange of air with atmosphere. The station premises (public areas) can be equipped with separate air-conditioning system during the summer and monsoon months to provide acceptable environment for patrons. There shall be provision of Trackway Exhaust System (TES) by which platform air can be re-circulated.

TRACKWAY EXHAUST SYSTEM

The TES is to be installed in the train ways of each station to directly capture heat rejected by the vehicle propulsion, braking, auxiliary and air conditioning systems as the train dwells in the station.

VENTILATION AND AIR CONDITIONING OF ANCILLARY SPACES

Ancillary spaces such as Staff Room, Equipment Room, will be mechanically ventilated or air conditioned in accordance with the desired air change rates and temperatures/humidity. All ancillary areas that require 24-hour air conditioning will be provided with Fan Coil Units (FCUs) main Chilled Water plant for running during the revenue hours and with Air Cooled Chillers or standby AC units or VRV system for running during the non-revenue hours. Return air will be circulated through washable air filters. Where fresh air is required it will be supplied to the indoor unit via a fresh air supply system, complete with filter, common to a group of ancillary areas.

STATION SMOKE MANAGEMENT SYSTEM

The Trackway Exhaust and Concourse Smoke Extract Fans will be provided for smoke extract purposes from the public areas and will operate in various modes depending on the location of the fire. The control of this system in fire mode will be fail-safe. These exhaust fans will be provided with essential power supplies, with automatic changeover on loss of supply.

SYSTEM COMPONENTS OF VAC

Station Air Conditioning

The platform and concourse areas will be air-conditioned using supply Air Handling Units located in Environmental Control System (ECS) plant rooms throughout the station. Each platform will be served by at least two separate air handling units (AHUs) with the distribution systems combined along each platform to ensure coverage of all areas in the event of single equipment failure. Based on the initial estimation about 4 units of 25 cum/s each would be needed for the full system capacity.

Concourse Airhandling Unit

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platform Airhandling Unit

TUNNEL VENTILATION

MODES OF OPERATION IN TVS

Normal Operation, moderate conditions Normal Operations, Hot or cold conditions: Congested Mode Operation, moderate or cold conditions Congested Mode Operation, hot conditions Emergency Mode Operation

CASE OF FIRE
Fire at concourse level Fire on platform Fire on train stopped in station Fire in Tunnel

CONTROLING AND MONITORING

For the underground stations the control and monitoring of station services and systems such as station air-conditioning, ventilation to plant rooms, lighting, pumping systems, lifts & Escalators, etc shall be performed at Station Control Room (SCR).

CONCLUSION
5

During the training, I developed a vast knowledge on working of the VAC system. The best part of the training was the testing of the systems in under construction metro sites. This helped me to develop an understanding of the team work, coordination with everyone for working in the DMRC .