DMRC ACTM Vol-2 PDF

DELHI METRO RAIL CORPORATION LTD
(A JOINT VENTURE OF GOVT. OF INDIA & GOVT. OF NCT OF DELHI)
AC – TRACTION MANUAL
Volume - 2
May 2015
AC Traction Manual
for
Delhi Metro Rail Corporation Limited
(Volume 2)
Chapter
Subject Page No.
Number
00 Abbreviations
01 Power Supply for Traction 1
02 Substations and Switching Stations 9
03 Overhead Equipment 122
04 SCADA systems 260
05 Operation of TPC 277
06 Power Block and Permit to work 286
07 Breakdowns 311
Preparation for Commissioning of Electric
08 326
Traction
09 Commissioning of Electric Traction 371
DELHI METRO RAIL CORPORATION LIMITED
ABBREVIATIONS
AC Alternating Current
ACA Anti Creep Anchor
ACC Anti Creep Centre
AFC Automatic Fare Collection
AFP Active Fire Protection
AIS Air Insulated Substation
AMS Auxiliary Main Station
ANSI American National Standards Institute
AQL Acceptable Quality Level
ASS Auxiliary Sub Station
AT Auxiliary Transformer
ATCB Auxiliary Transformer Circuit Breaker
ATD Automatic Tensioning Device
ATO Automatic Train Operation
ATP Automatic Train Protection
BC Bus Coupler
BCU Bay Control Unit
BDV Breakdown Voltage
BEC Buried Earth Conductor
BFB Broad Flange Beam
BFR Bogie Flat Rail Carrying Wagon
BG Broad Gauge
BIS Bureau of Indian Standards
BIT Bridging Interrupter
BLS Blue Light Station
BM Main Line Interrupter
BS Siding/Yard Interrupter
BRPL BSES Rajdhani Power Limited
BT Booster Transformer/ Bracket Tube
BWA Balance Weight Assembly
BYPL BSES Yamuna Power Limited
C&M Control & Monitoring
CAD Computer Aided Design
CB Circuit Breaker
CBCT Core Balance Current Transformer
CBTC Communication Based Train Control
CCITT The International Telegraph and Telephone Consultative
Committee
CCV Catenary Continuous Vulcanization
CEA Central Electricity Authority
CFL Compact Fluorescent Lamp
AC Traction Manual Abbreviations

CFR Constant Flux Regulation

CHC Chief Controller
CLS Colour Light Signal
CMV Catenary Maintenance Vehicle
CPRI Central Power Research Institute
CR Conductor Rail
CSS Communication Systems Supervisor
CT Current Transformer
CTPC Chief Traction Power Controller
DC Direct Current
DCP Dry Chemical Powder
DERC Delhi Electricity Regulatory Commission
DFCB Depot Feeder Circuit Breaker
DG Diesel Generator
DGA Dissolved Gas Analysis
DHBVN Dakshin Haryana Bijli Vitran Nigam
DLP Defect Liability Period/ Digital Light Processing
DMRC Delhi Metro Rail Corporation
DM Double Pole Motorised Isolator
DMT Definite Minimum Time
DN Down
DOT Department Of Telecommunication
DP Double Pole
DPR Detailed Project Report/Distance Protection Relay
E&M Electrical And Mechanical
ECS Environment Control System
EFR Earth Fault Relay
EHS Environment Health Safety
EHV Extra High Voltage
EIG Electrical Inspector to the Government
EMC Electro Magnetic Compatibility
EMI Electro Magnetic Interference/Electro Magnetic Induction
EN European Norm
EPDM Ethylene Propylene Diene Monomer
EPIC Engineering Possession In-charge
EPP Emergency Power Panel
ETS Emergency Trip Switch
ETU Emergency Train Unit
EVA Ethylene Vinyl Acetate
FACP Fire Alarm Control Panel
FMC Fault Management Controller
F-MECA Failure Mode Effect And Criticality Analysis

FOB Foot Over Bridge

FOCS Flexible Overhead Catenary System
FP Feeding Post
FRACAS Failure Reporting And Corrective Action System
FRG Failure Review Group
FRP Fire Resistance Period/ Fibre Glass Reinforced Plastic
FT Fixed Terminal
FTA Fixed Termination Assembly
FTL Fluorescent Tube Light
GCC Ground Continuity Conductor/General Condition of Contract
GI Galvanized Iron
GIS Gas Insulated Switchgear
GPR Ground Potential Rise/Ground Penetration Radar
GR General Rules
GSS Grid Substation
GTKM Gross Tonne Kilometer
GWP Global Warming Potential
HDD Horizontal Directional Drilling
HERC Haryana Electricity Regulatory Commission
HPMV High Pressure Mercury Vapor
HT High Tension
HV High Voltage
HVPNL Haryana Vidyut Prasaran Nigam Limited
IB Integrated Block
IDMT Inverse Definite Minimum Time
IE Indian Electricity
IEC International Electrotechnical Commission
IEEE Institute Of Electrical And Electronic Engineers
IOL Insulated Over Lap
IR Insulation Resistance/Indian Railway
IS Indian Standard
ISO International Organization for Standardization
ITL Integral Transversal Link
ITU-T International Telecommunication Union- Telecom
KVAH Kilo Volt Ampere Hour
KWH Kilo Watt Hour
LA Lightning Arrestor
LBCB Lighting Bridge Circuit Breaker
LED Light Emitting Diode
LFCB Lighting Future Circuit Breaker
LOP Lay Out Plan
LPG Liquefied Petroleum Gas

LPM Litre Per Minute

LT Low Tension
LTPD Lot Tolerance Percent Defective
LV Low Voltage
LVATCB Low Voltage Auxiliary Transformer Circuit Breaker
LVS Large Video Screen
LVSB Low Voltage Switch Board
M&P Machinery & Plant
MB Metro Bhawan
MCP Manual Call Points
MD Maximum Demand
MDB Main Distribution Board
MOV Motor Operated Valve/ Metal Oxide Varistor
MRTS Mass Rapid Transit System
MTBF Mean Time Between Failure
MTTF Mean Time To Failure
MTTR Mean Time To Repair
MV Medium Voltage
MW Messenger Wire
NDMC New Delhi Municipal Corporation
NFPA National Fire Protection Association
NGR Neutral Grounding Resistor
NS Neutral Section
NSCZ Neutral Section Clearance Zone
O&M Operation And Maintenance
O&S Operations And Systems
OCC Operation Control Centre
OCM Operation Control Manager
OCR Over Current Relay
OCS Overhead Catenary System
ODP Ozone Depletion Potential
OEM Original Equipment Manufacturer
OFC Optical Fiber Cable
OHE Over Head Equipment
OJT On Job Training
OLTC On Load Tap Changer
OMV Overhead Maintenance Vehicle
ONAN Oil Natural Air Natural
ONAF Oil Natural Air Forced
OPC Overhead Protection Cable
OTI Oil Temperature Indicator
PVVNL Paschimanchal Vidyut Vitran Nigam Limited

PABX Private Automatic Branch Exchange

PB Property Business
PD Partial Discharge/Property Development
PFP Passive Fire Protection
PG Clamp Parallel Groove Clamp
PIT Paralleling Interrupter
PLC Programmable Logic Controller
PME Periodic Medical Examination
POH Periodic Over Hauling
PPE Personnel Protective Equipments
PPIO Progressive Planning and Investigation Office
PSI Power Supply Installation
PSTN Public Switched Telephone Network
PT Potential Transformer
PTCC Power & Tele-Communication Co-ordination Committee
PTFE Poly Tetra Fluro Ethylene
PTW Permit to Work
PVC Poly Vinyl Chloride
RC Remote Control/Return Conductor/Rail Corridor
RCCB Rail Corridor Circuit Breaker/Residual Current Circuit Breaker
RDSO Research Designs & Standards Organization
REF Restricted Earth Fault
RKM Route Kilometer
RMOLMV Rail Mounted Overhead Line Maintenance Vehicle
RM Route Marker
RMS Root Mean Square
ROB Road Over Bridge
ROCS Rigid Overhead Catenary System
RQL Rejectable Quality Level
RRV Rail Road Vehicle
RT Registration Tube
RS Rolling Stock
RSJ Rolled Steel Joist
RSS Receiving Sub Station
RTU Remote Terminal Unit
S&T Signaling And Telecom
SA Steady Arm
SCADA Supervisory Control And Data Acquisition
SCR Station Control Room
SDTC Smart way Digital Tack Circuit
SEC Specific Energy Consumption
SED Structure Erection Drawing

SER Signaling Equipment Room

SF6 Sulphur Hexafluoride
SG Standard Gauge
SI Section Insulator
SIR Silicon Insulating Rubber
SLD Single Line Diagram
SLDC State Load Dispatch Centre
SM Single Pole Motorized Isolator/Station Manager
SC Station Controller
SOD Schedule Of Dimensions
SP Sectioning And Paralleling Post/ Single Pole Isolator
ST Stay Tube
SS Sub Sectioning
SSIT Sub Sectioning Interrupter
SSP Sub Sectioning and Paralleling Post
SUI Sub-station User Interface
SVL Sheath Voltage Limiter
SWO Station Working Order
T&P Tool & Plant
TC Traffic Control
TCPMM Track Coil for Protecting Metallic Masses
TEM Telecom Engineering Manual
TER Telecom Equipment Room
TEW Tunnel Earth Wire
TPC Traction Power Controller
TPDDL Tata Power Delhi Distribution Limited
TR Traction
TSS Traction Sub Station
TT Traction Transformer
TTCB Traction Transformer Circuit Breaker
TVS Tunnel Ventilation System
UG Under Ground
UIOL Un Insulated Over Lap
UP Up
UPERC Uttar Pradesh Electricity Regulatory Commission
UPPCL Uttar Pradesh Power Corporation Limited
UPS Un-interrupted Power Supply
UV Ultra Violet/Under Voltage
VAC Ventilation and Air Conditioning
VCB Vacuum Circuit Breaker
VCV Vertical Continuous Vulcanization
VRPP Valve Regulated Pocket Plate

WTI Winding Temperature Indicator

WPR Wrong Phase Coupling Relay
XLPE Cross Linked Poly Ethylene

CHAPTER - 1
POWER SUPPLY FOR TRACTION
201-00 Supply System

201-01 Liaison with Power Supply Authorities
201-02 Terminology used in Traction Tariff
201-03 Directions for Traction Officers in Traction Tariff
201-04 Metering & Billing
201-05 Scrutiny of Bills
201-06 Power Factor Improvement
201-07 Shutdowns to be Pre- planned
201-08 Operating instructions for Grid Sub-stations, RSS
201-09 Statistical Data Regarding Energy Consumption
AC Traction Manual Volume 2 Chapter 1 Page 1

POWER SUPPLY FOR TRACTION
201-00 Supply System
The entire power supply system with backup arrangements from alternative source
for operation is to be monitored and controlled locally as well as from the Operation
Control Centre (OCC) by Traction Power Controller (TPC). The Power Supply
architecture is designed to ensure that any failure of any electrical equipment does
not lead to any disturbance in Metro train services.
25 kV single phase 50 Hz power for the electric traction is generally obtained by

stepping down 3 phase incoming 220/132/66 kV. This incoming supply voltage is
obtained from Grid Sub Station (GSS) of State Electricity Board by laying a double
circuit cable/transmission line from GSS to Receiving Substation (RSS). In Delhi and
NCR region, cables have been used instead of transmission lines because of right of
way problems.
Delhi Metro Rail Corporation receives power supply generally from grid substations
of DTL (Delhi Transco Ltd.), Uttar Pradesh and Haryana on independent feeder
through DISCOMS (TPDDL, BYPL, BRPL, NDMC, UPPCL, DHBVN etc.).
Inside RSS, there are two substations namely the Traction Sub Station (TSS) and
the Auxiliary Main Substation (AMS). While the output of TSS is 25 kV single phase
AC, which is used to feed the OHE; the output of AMS is 33 kV three phase AC fed
to the ASS. Each Station has an ASS, in which this 33 kV three phase is further
stepped down to 415 V three phase for the local supply to the station. The Rolling
stock depot also has its own ASS. Duplicate 33 kV cables run along the corridor for
carrying 33 kV three phase power supply to the various ASS.
25 kV single-phase conventional systems, as adopted in DMRC, have been

described in Chapter 2 of Volume 1. A schematic diagram of the traction substation
and feeding post indicating the general feeding arrangement is given below in Figure
201-01.

Fig. 201-01: Schematic Diagram of the Traction Substation and Feeding Post

201-01 Liaison with Power Supply Authorities
For running commuter services, reliability and quality of power supply assumes
utmost importance. It is important that regular effective liaison is maintained between
the officials of DMRC and Supply Authorities.
i. Important parameters needing a close watch are:

a. Nominal Incoming Voltage 220/132/66 kV
b. Maximum Voltage Variations +10% & -15% of rated value
c. Nominal Frequency 50 Hz
ii. The serious repercussions on commuter traffic, if the above limits are not
adhered to, should be constantly impressed upon the Power Supply
Authorities. A system of periodic meetings at different levels at mutually
agreed intervals shall be evolved.
iii. Since the cumulative effect of frequent power supply interruptions, even
though of short duration at a time, can be very serious to working of any
Mass Rapid Transportation System, a periodical review of all such
interruptions should be made at appropriate level and the cause of each
interruption shall be ascertained as far as possible. The results of the review
should be furnished to HOD (Electrical)/ O&M to keep him fully informed of
the power supply position. This subject should also form an important item for
discussion at the periodic meetings with the Supply Authorities.
iv. Power supply should be governed by a specific agreement entered into by
DMRC with the concerned Power Supply Authority. While signing the
agreement it needs to be ensured to impress upon the supply authorities on
the importance of uninterrupted power supply so that in no case the supply to
DMRC RSSs are disconnected to feed the other loads.
v. Since DMRC avails power supply from different distribution companies, the
modalities and repercussions are to be worked out for the purpose of
extended feed, and will have to be adhered to.
201-02 Terminology used in Traction Tariff
Some of the definitions connected with Tariff as defined by the Delhi Electricity
Regulatory Commission (DERC)/Haryana Electricity Regulatory commission
(HERC)/Uttar Pradesh Electricity Regulatory Commission (UPERC) are given below.
i. DERC/HERC/UPERC Contract Demand: Contract Demand means the

demand in kVA as provided in the supply agreement, for which the licensee
makes specific commitment.

ii. DERC/HERC Maximum Demand: Maximum demand means the highest

load measured in kVA at the point of supply of a consumer during
consecutive period of thirty (30) minutes or as specified by the commission,
during the month.
iii. UPERC Maximum Demand: Maximum demand means the average amount
of kW or kVA, as the case may be, delivered at the point of supply of the
consumer and recorded during a fifteen (15) minutes period of maximum use
in the billing period.
iv. DERC Billing Demand: Billing demand means the contract demand or the
maximum demand indicated by the meter during the billing cycle, whichever
is more.
v. HERC Billing Demand: Billing demand means 65% of the contract demand
or the maximum demand indicated by the meter during the billing cycle,
whichever is more.
vi. UPERC Billing Demand: Billing demand means 75% of the contract demand
or the maximum demand indicated by the meter during the billing cycle,
whichever is more.
vii. DERC/HERC/UPERC Demand Charges: Demand charges means the

amount chargeable for the billing cycle based upon the billing demand.
viii. Energy Charges: Shall mean the charges for energy actually taken by the
consumer in KVAH in any billing cycle. Demand charges are in addition to the
Energy charges.
ix. In “Time of day metering” tariff is different for different times of day i.e.
different for peak time, off peak time.
201-03 Directions for Traction Officers in Traction Tariff
i. In any Mass Rapid Transit System - Electric Traction energy cost forms a
substantial portion of the total operating and maintenance cost. Therefore,
implications of the various parameters should be studied carefully to keep the
energy cost at the minimum possible level.
ii. Contract demand for each sub-station should be stipulated in relation to the
expected actual Maximum Demand so that charges for exceeding the
contract demands are avoided.
iii. In the tariff charged for electric traction, following parameters should be given
careful consideration with a view to curb the energy bill to the minimum:

a. Maximum demand charge Rs/KVA/month: Billing demand in excess over

Contract demand is charged at higher tariff, even if the excess MD is for a
short period of just 30 minutes in case of DERC/HERC and 15 min in
case of UPERC.
b. Miscellaneous charges such as Fuel Adjustment Charge (FAC), etc.
should be realistic and should be periodically verified with the Power
Supply Authorities.
c. Penalty for low power factor: Energy charges are in Rs/KVAH, the penalty
for poor power factor is already built-in in the tariff. Consumer is
supposed to install standard design Power Factor Improvement devices if
the Power Factor falls below 0.85.
d. The Contract demand therefore, has to be carefully determined, and
reviewed periodically and if necessary, modified to avoid penal charges.
iv. Notice period for altering Contract Demand should be kept as low as possible
in the agreement. Power Purchase Adjustment (PPA) is variable charge
imposed on fixed charges as well as unit charges based on variation in power
purchase rate from generation companies.
201-04 Metering and Billing
For metering and billing, DERC supply code performance standard regulations 2007,
HERC Electricity Supply Code 2014 and UPERC Electricity Supply Code 2005 are to
be followed. Temporary increase in maximum demand should be ignored for billing
purposes for DISCOMS. It should also be checked whether it is because of failure of
supply from DISCOM at some other feeding point. If it is so, then this should be
brought to the notice of DISCOMs. Regulatory commission already agrees for not
charging higher maximum demand by DISCOMs for failure on their account.
201-05 Scrutiny of Bills

The Officer in charge should carefully scrutinise the Supply Authority’s bills with
reference to the Agreement and the tariff. A time schedule should be laid down jointly
with the Accounts Department for scrutiny and passing of the bill so as to take
advantage of the rebate admissible and avoiding penalty for late payment. Other
Penalty charges levied, if any, should be carefully scrutinized and appropriate
remedial measures taken to prevent recurrence. The receipt of electricity bills must
be monitored and payment of the electricity bills timely through NEFT/RTGS/Cheque
to DISCOMs must be ensured by concerned field supervisors and Manager or Asst.
Manager/Traction.
i. If the minimum charges payable are consistently in excess of the amount

warranted by the actual energy consumption, this fact should be promptly
brought to the notice of HOD (Electrical)/O&M to take special steps to
suitably modify the contract demand.

ii. Detailed instructions should be issued and the concerned Electrical officer
must counter check the items to be checked prior to passing the bills from the
Supply Authorities. An illustrative list is given below:
a. Arithmetical accuracy
b. Meter readings shown on the bill may be verified with jointly signed
readings and are generally tallying with each other.
c. The tariff applied is in terms of the agreement.
d. The method of calculation of the maximum demand for billing purpose is
in accordance with the agreement and that temporary increase in
maximum demand on account of emergency feeding has not been taken
into account.
e. In case of disruption of supply the Minimum guaranteed units are to be
adjusted by the Supply authorities.
f. In case of Meter being defective the readings are to be taken based on
last 6 months average or for the similar period of previous year as
decided by the Competent Authority.
g. The time allowed for payment is in accordance with the agreement.
h. There is no duplication in billing.
i. The payee, as provided for in the agreement is clearly indicated. The full
particulars of the payee should be advised to the Accounts branch to
enable that Branch to make payment accordingly.
j. Each new bill should be analysed and compared with earlier bill and the
reasons for any significant departures investigated.
The Officer In-Charge must countersign the bill as checked and verified and clear it
for payment. In case of any dispute/discrepancy, the payment shall be made “under
protest”.
201-06 Power Factor Improvement
The rolling stock of Delhi Metro Rail Corporation operates mostly at unity power
factor. However if the power factor remains poor on auxiliary load account, Delhi
Metro Rail Corporation shall consider providing power factor Improvement device in
the substations.
201-07 Shutdowns to be Pre-planned
In case of DMRC, there is redundancy in incoming HT power supply to RSS, Bays

in GSS, RSS and outgoing 25 kV, 33 kV circuits from RSS. Hence, shutdown at
220/132/66/33/25 kV levels can easily be taken in a planned way. However, this
shutdown should preferably be taken in non- traffic hours. It should be clarified and
coordinated with the Supply Authorities that in case of emergency during the traffic
hours, when such shutdown becomes inescapable, notice should be given to Metro
Railway officials stating the reasons for the shutdown and the anticipated duration.

Such shutdowns should be arranged in consultation with HOD (Electrical)/O&M who

in turn shall keep Director (Operation)/DMRC posted.
201-08 Operating instructions for Grid Sub-stations, RSS
Detailed operating instructions mutually agreed between the Supply Authorities and
DMRC should be made out for each grid sub-station as well as traction sub-station
owned by the DMRC and should be issued to Traction Power Controller as well as
operators at Grid Substations. These instructions should contain the following
detailed procedures:
i. For carrying out switching operations at the sub-station.

ii. For interchange of message of pre-planned or emergency shutdowns.
iii. Records to be maintained by Grid Substation operator and TPC regarding
emergency feed arrangements.
iv. Procedure to be followed in case of failure of supply and information to be
conveyed by Grid Substation operator regarding duration of failure and
anticipated time of restoration to enable emergency working to be introduced.
v. Communication to be checked at least once a day.
vi. Messages in the event of communication failures at the Grid Substations or
OCC.
vii. List of office and residential telephone numbers of important Grid and Metro
Rail officials to be contacted in an emergency.
viii. Mutual assistance to be rendered for transmission of important messages in
the event of voice communication failures at Grid Substation or OCC.
ix. In case of Fire all assistance should be rendered.
201-08 Statistical Data Regarding Energy Consumption
In the office of Manager or Asst. Manager/Traction (O&M), a register should be

maintained to record, month wise, the following particulars for each supply point:-
i. Energy consumption (KVAH)
ii. Maximum demand (KVA)
iii. Payment for energy
iv. Payment for maximum demand
v. Payment of covering the minimum guarantee load, if any
vi. Payment towards meter rent, if any
vii. Payment of fuel surcharges, if any
viii. Payment for power factor surcharge/penal charge, if any
ix. Other payments, if any
x. Total amount of bill under all heads
xi. Average total cost per KVAH.

CHAPTER - 2
SUBSTATIONS AND SWITCHING STATIONS
202-00 Introduction
I ORGANISATION
202-01 Organizational Set up
202-02 Duties of official in Power Supply Installation (PSI)
II GENERAL DESCRIPTION OF POWER SUPPLY SYSTEM
Part A Receiving Substation RSS (consisting of

Traction Substation TSS & Auxiliary Main
Substation AMS and Auxiliary Substation ASS
202-03 Introduction
202-04 Traction Sub Station (TSS)
202-05 Auxiliary Main Sub Station (AMS)
202-06 Auxiliary Sub Station (ASS) at stations
202-07 Inspection Book and Log Book at Sub-Stations
202-08 Traction/Auxiliary Transformers
202-09 Tests on Transformer Oil
202-10 Purification of Transformer Oil
202-11 Oil Purification Plant
202-12 Moisture in oil and its removal
202-13 Protective Devices
202-14 Control and protection for Traction/AMS Transformers
202-15 Buried Earth rail
Part B Gas Insulated Switchgears GIS used in TSS,

AMS and ASS
202-16 Introduction
202-17 Application
202-18 GIS installations in DMRC
202-19 66 kV GIS
202-20 25 kV GIS
202-21 33 kV GIS

Part C Cables used in Power Supply Installations

202-22 Introduction
202-23 Parameters to be considered for selection of Cables
202-24 Cable Protection
202-25 Cable Laying, Handling and Storage
202-26 Methods of Cable Laying and Installation
202-27 Sheath Earthing Arrangement of Cable
202-28 Laying of 66/132/220 kV Power cables across/along
other utilities
202-29 Prevention of damage to cable due to external agency
202-30 Electrical Test on Cables after Installation
202-31 Localisation of fault in XLPE cables
202-32 Temperature Monitoring of Cables
202-33 Lightning Arrester
202-34 Working Principle of Gapless Lightning Arrester
202-35 Lightning Arrester Identification
202-36 Lightning Arrester Maintenance Schedules
202-37 Condition Monitoring Of Lightening Arrestor
202-38 Monitoring By Leakage Current Analysis
III GUIDING NOTES ON MAINTENANCE

202-39 Introduction
202-40 Transformers
202-41 Circuit Breakers and Interrupters
202-42 Guidelines for Maintenance of Circuit Breakers and
Interrupters
202-43 Control cubicle for Power Supply
202-44 Guidelines for Maintenance of Batteries
202-45 Protective Relays
202-46 Guidelines for Maintenance of Switching Stations
IV RECOMMENDED MAINTENANCE SCHEDULES

202-47 Schedules of Inspection
202-48 General
202-49 Bonding and Earthing
202-50 Oil Level in Transformers, CTs etc.
202-51 Insulators

202-52 Auxiliary/Traction Transformers

202-54 Isolators
202-55 Bus bars, Clamps and Connectors
202-56 Control and Relay Panels.
202-57 Batteries and Battery Chargers
202-58 PTs and CTs
202-59 Booster Transformers
202-60 Lightning Arrestors
202-61 66 kV and 220 kV Current Transformer
202-62 Cast Resin Dry Type Transformers (at RSS and ASS)
202-63 Pre-Monsoon Check
202-64 Maintenance of ASS
202-65 Overhaul Schedule for Equipment

SUBSTATIONS AND SWITCHING STATIONS
202-00 Introduction
For any Metro Rail Transit System (MRTS) availability of un-interrupted power
supply is an essential requirement. Delhi Metro Rail Corporation (DMRC)
receives EHV power supply at 220/132/66 kV from different supplying
authorities/DISCOMS (DTL/DISCOMS) at Receiving Substations (RSS)
consisting of Traction Substations (TSS) and Auxiliary Main Substations
(AMS).
The RSS feeds power to the traction overhead equipment, at 27.5 kV, 50 Hz,
single phase AC, through Traction Substations (TSS). The RSS also feeds
auxiliary power at stations and en-route, through an Auxiliary Main Substation
(AMS), duplicate 33 kV cable network (in ring formation) and Auxiliary
Substations (ASS) at each underground and elevated station. The power
received at ASS is distributed to the auxiliary loads of the stations through LV
distribution system.
This Chapter is further divided into following 4 sections:
Section I Organisation
A broad set up of the organisation and duties of PSI (Power
Supply Installations) staffs are covered.
Section II General Description of Power Supply Systems

The important points relating to transformers and protective
devices are covered. Brief description and important points of
major items such as Cables and Gas Insulated Switchgears used
in some sub stations have also been discussed separately.
Section III Guiding Notes on Maintenance

The important points to be borne in mind in the maintenance of
major power supply equipment are covered.
Section IV Recommended Schedules of Maintenance

Schedules of Maintenance of different power supply equipment
are covered.

I ORGANISATION
202-01 Organizational Set up
In DMRC, the set up of senior subordinates working under Asst. Manager (AM) or
Manager /Traction, is based on following two patterns: -
i. Territorial basis
ii. Functional basis
In the territorial set up, one subordinate is responsible for all the activities of
maintenance and operation for a predetermined section. The functional set up
envisages separate subordinate to be in charge of each activity/combined activity
viz. Sub-station, OHE, PSI depot, etc.
In DMRC normally, the duties of officials at senior level (such as at SSE/SE level)
have been assigned on Territorial basis. The duties of the subordinates below
this level (such as ASE/JE/HM/SM) have been assigned on functional basis. The
subordinates who have been assigned duties on functional basis work as the
functional in charge of the specific activity.
202-02 Duties of official in Power Supply Installation (PSI)
Duties and Responsibilities of SSE/SE

SSE/SE is the supervisor and In-charge of all the PSI installations including
stores. They work under the control of Asst. Manager and/or Manager
(Traction/PSI) and are directly responsible for the safe and efficient operation and
maintenance of Traction as well as Auxiliary power supply installations of
RSS/TSS/AMS/ASSs including traction switching stations, booster transformers
etc under his jurisdiction. He must be thoroughly conversant with all technical
details of the equipment under his charge including their rating, trend of power
demand and also correct method of their operation and maintenance. In
particular he shall:
i. Supervise the preventive and corrective maintenance of installations

under his charge in accordance with the prescribed schedules to keep
them fully serviceable at all times and in a state of good repair. He shall
also ensure proper record keeping of preventive and corrective
maintenance of installations and submit monthly report to Asst. Manager
and/or Manager (Traction/PSI) indicating the completion and next due
dates for each equipment wise;
ii. Maintain proper co-ordination with CTPC/TPC, SSE/SE(OHE),
SSE/SE(E&M), SSE/SE (Works), Power supply companies and other
concerned departments and render assistance when required to ensure
reliability of power supply;
iii. Ensure advance planning of preventive maintenance of PSI and submit
the planning along with any other requisition sufficiently in advance to

Asst. Manager or Manager/Traction/PSI. He should ensure the

implementation of the maintenance planning;
iv. Plan in advance the requirement of power–blocks for PSI maintenance
based on the work to be done and submit the same well in time to
Operation Control Manager (OCM) through CTPC and ensure effective
utilisation of power blocks and completion of the work within allotted time;
v. Keep other staff under his control in constant readiness to deal promptly
with any breakdown, failures of equipment, so as to attend any
emergencies/breakdown wherever and whenever required in a minimum
possible time;
vi. Instruct, train and supervise staff under his control and ensure that they
operate and maintain the equipment properly and in particular do actually
observe all prescribed rules and regulations, Joint Procedure orders
issued from time to time, follow safety precautions, laid down policies,
ensure use of Personal Protective Equipment (PPE) while working on the
systems for himself and for working staff as well;
vii. Ensure that special tools and instruments provided for maintenance,
operation & testing of all installations are in good condition, are timely
calibrated and stored at proper identified place. In addition, he shall also
ensure that the program of testing and maintenance of protective relays is
adhered to and ensure that other safety equipment including bonding and
earthing are functioning effectively;
viii. Monitor availability of sufficient quantity of spares and other stores
required for maintenance and operation of the installations and initiate
timely action to recoup stocks. He shall also ensure proper planning for
procurement of Stock/Non-stock items, placement of requisition/indents
thereof and ensuring timely availability of materials. He shall ensure
proper accounts and periodical verification of stores and T&P etc.;
ix. Depute staff for relevant testing during commissioning stage of new
projects, taking over of new installations after testing, inspection and
rectification of defects/completion of any pending works (if any) and
proper storing of their spare materials; T&P drawings; manuals and other
relevant literature after verification of quantity, quality, test reports and
inspection reports etc. as the case may be as per the conditions of
contract agreement;
x. Depute staff having relevant competency whenever required for manning
Substation, switching stations in the event of SCADA failure etc.;
xi. Inspect all installations under his charge at least once a month and or as
per the prescribed schedule, inspection should be with particular attention
to safety and operational aspects and should submit the prescribed
inspection and periodical reports to Asst. Manager and/or Manager
(Traction/PSI);
xii. Keep his superior officers (like AM and/or Manager (Traction/PSI), Dy.
HOD/Electrical, HOD/Electrical fully informed of all-important development
and seek their guidance when required;
xiii. Scrutinize daily reports on corrective and preventive maintenance
activities, failures and other defects noticed on PSI, as well as reports
from CTPC/TPC, inspection report of Officers and arrange prompt

rectification of defects pointed out and report compliances to AM and/or

Manager (Traction/PSI);
xiv. Ensure submission of following prescribed periodical returns after careful
scrutiny and with any suggestions of remedial measures to avoid recurring
failures
a. Failure analysis reports and unusual occurrence reports
b. Preventive and corrective maintenance progress
c. CB tripping reports with detailed analysis
d. Power blocks and PTW reports
e. Accident reports
f. Monthly energy consumption report of each RSS/TSS/AMS
g. Staff position report
h. Store position report
i. Staff Claims, Absentees, and Sick reports of staff;
xv. Arrange training/refresher courses, co-ordination with Training Co-
ordinator/Training Manager and project department, depute staff for such
trainings/courses, ensure proper competency certificates (with their
validity) of the staff working under him after arranging the required
training;
xvi. Maintain proper documentation and safe keeping of manuals, drawings
for PSI and provide all assistance to the staff working under him for
carrying out proper operation and maintenance of PSI;
xvii. Preparation of history of each equipment with updated technical details
and submit the same promptly to superior officers as and when required;
xviii. Preparing details of inspection schedules and the limit / tolerances and
displaying at site;
xix. Setting up of PSI depot and corresponding stores and repairing shops
including procurement of furniture, material racks, staff cup-boards, tools,
instruments, material handling instruments, communication instruments,
material and consumable etc.;
xx. Carry out all necessary inspections of his assets as per the statutory
requirement or otherwise and shall notify and rectify any defects /
deficiencies found during such inspections to superiors;
xxi. Follow AC Traction Manuals of DMRC, Indian Electricity rules, Indian
Electricity Acts, General rules and regulations of DMRC, Joint procedure
and notification issued time to time, Standard operating procedure for
depot area and Operation Control Centre (OCC), 25 kV AC traction
station working rules for main lines and recommendation of original
equipment manufacturers (OEM) and other relevant Indian standards and
IECs;
xxii. To carry out any other duties allotted by senior officials/officers.
Duties and Responsibilities of ASE/JE PSI

The ASE/JE PSI will be under the SSE/SE and shall be responsible for the
following: -
i. Assist SSE/SE in discharge of his duties as per the responsibilities

assigned.

ii. Carry out preventive and corrective maintenance of installations under his
charge in accordance with the prescribed schedules to keep them fully
serviceable at all times and in a state of good repair. He shall also ensure
proper record keeping of preventive and corrective maintenance of
installations and submit monthly report to SSE/SE indicating the
completion and next due dates, Equipment wise;
iii. Plan in advance the requirement of power blocks for PSI maintenance
based on the work to be done and submitting the requirements to SSE/SE
regarding power blocks/track access for PSI maintenance staff, in co-
ordination with OHE maintenance and other departments concerned as
far as possible, so as to take maximum advantage of power blocks/track
access and ensure effective utilisation of power blocks and completion of
the work within allotted time;
iv. Inspect all installations under his charge at least once a month and or as
per the prescribed schedule. The inspection should be with particular
attention to safety and operational aspects and he should submit the
prescribed inspection and periodical reports to SSE/SE;
v. Scrutinize daily reports on corrective and preventive maintenance
activities, failures and other defects noticed on PSI, as well as reports
from CTPC/TPC, inspection report of officers, daily foot patrol of cable
routes, pertaining to installations under his responsibilities and arranging
prompt rectification of defects pointed out and report compliances to
SSE/SE;
vi. Supervise maintenance gang under his control to ensure proper
maintenance complying with the prescribed schedules. He shall convey
the progress of each activity of preventive and corrective maintenance to
CTPC/TPC as well as updating the same in the progress register at his
department;
vii. Keep other staff under his control in constant readiness to deal promptly
with any breakdowns, failures of equipment, so as to attend any
emergencies/breakdown wherever and whenever required in a minimum
possible time;
viii. Guide, train and supervise staff under his control and ensure that they
shall operate and maintain the equipment properly and in particular do
actually observe all prescribed rules and regulations, Joint Procedure
orders issued from time to time, follow safety precautions, laid down
policies, ensure Personal Protective Equipment (PPE) while working on
the systems for himself and for working staff as well;
ix. Ensure that special tools and instruments provided for maintenance,
operation and testing of all installations are in good condition, are timely
calibrated and stored at proper identified place. In addition he shall also
ensure that the program of testing and maintenance of protective relays is
adhered to and ensure that other safety equipment including bonding and
earthing are functioning effectively;
x. Monitor availability of sufficient quantity of spares and other stores
required for maintenance and operation of the installations under his
charge and initiate timely action to recoup stocks. He shall also ensure
proper planning for procurement of Stock/Non-stock items, placement of

requisition/indents thereof and ensuring timely availability of materials. He

shall ensure proper accounts and periodical verification of stores and T&P
etc.;
xi. Preparation and submission of periodical reports and records to superior
officers;
xii. Keep SE, SSE and other superiors fully informed of all important
developments and seek their guidance when required;
xiii. Keep proper documentation and records of all reference drawings,
manuals, maintenance schedule etc. for proper operation and
maintenance of equipment;
xiv. Ensure safe working of maintenance personnel at site while doing
maintenance of equipment;
xv. Ensure proper competency of the maintenance personnel before
commencement of maintenance activities;
xvi. Ensure proper records of inventory, testing and measuring tools etc.;
xvii. Carry out any other duties allotted by senior officials/officers.
Duties of HM/SM/Maintainers (PSI)
i. Assist ASE/JE in discharge of their duties as per the responsibilities

assigned to HM/SM/M;
ii. Carry out preventive and corrective maintenance of equipment under his
charge in accordance with the prescribed schedules to keep them fully
serviceable at all times and in a state of good repair. He shall also ensure
proper record keeping of preventive and corrective maintenance of
equipment and submit monthly report to SSE/SE indicating the completion
and next due dates for each equipment wise;
iii. Should have requisite competency to ensure independent working and
shall submit written report of the maintenance work done to ASE/JE;
iv. Should be thoroughly conversant with all technical details of the
equipment under his charge including their rating, trend of power demand
and also correct method of their operation and maintenance;
v. Ensure that special tools and instruments provided for maintenance,
operation and testing of all installations are in good condition, are timely
calibrated and stored at proper identified place;
vi. Should be conversant with the safety rules pertaining to his work and
should be capable of independently attending minor repair and
adjustment work on PSI in the event of breakdowns so as to restore
supply as quickly as possible. For this purpose he is required to always
carry his toolbox, communication equipment, other equipment as required
for cleaning, measuring, lighting, ensuring safety (such as discharge rod),
ladder etc. with him;
vii. A Maintainer should be able to carry out operations at substations and
switching stations on local control in an emergency under the instructions
of TPC;
viii. Maintainer should look for the common type of defects in PSI when they
are deputed for patrolling work and report these defects to ASE/JE;
ix. Make general check of battery and battery chargers;

x. Make general check of earth connections;

xi. The maintenance staff shall carry out cleaning, oiling, bolting, servicing,
minor adjustments and minor repairs, daily checks and other works as
part of corrective and preventive maintenance;
xii. Carry out any other duties allotted by supervisors.

II GENERAL DESCRIPTION OF POWER SUPPLY SYSTEM
Part A Receiving Substations RSS (consisting of Traction Substation TSS &

Auxiliary Main Substation AMS) and Auxiliary Substations ASS
202-03 Introduction
Since reliability of electric traction of Delhi Metro Rail Corporation depends upon
continuous availability of power supply, sub-stations and switching stations have
to be kept in proper working condition at all the time. To ensure this, 25 kV feeder
lines and traction transformers with associated switchgears and control & relay
panels are duplicated so that if one unit fails, the standby unit can be brought into
service to continue power supply.
Similarly supply for other essential services is also required to be maintained

through Auxiliary Main Substations. To ensure this, 33 kV feeder lines, auxiliary
transformers with associated switchgears and control & relay panels are
duplicated so that if one unit fails, the standby unit can be brought into service to
continue the auxiliary power supply.
All switching operations are also centralized and controlled through SCADA by a
single authority, namely Traction Power Controller.
Photo 202-01: Typical view of 66 kV RSS and Transformers (CHTP/RSS)

Photo 202-02: Typical view of 25 kV TSS (from CHTP/RSS)
202-04 Traction Substation (TSS)
Voltage in the traction transformer is stepped down from 220/132/66 kV to 25 kV

in TSS. The traction power is then supplied to the mainline OHE, Rigid OCS and
depot etc. Typical schematic diagram is given below:

202-05 Auxiliary Main Substation (AMS)
Voltage in the Auxiliary power transformer is stepped down from 220/132/66 kV

to 33 kV in AMS. The auxiliary power is then distributed to stations of Rail
corridors/Underground and Depot through auxiliary transformers. The typical
schematic diagram is given below:
220/132/66 kV
to 33 k V
Transformers
LBCB2
LBCB1
LBCCB
RCCB1 LFCB1 LVATCB1 LVATCB2 LFCB2 RCCB2
Fig. 202-01:AMS
AMS simplified
Simplified DiagramDiagram

Local distribution
In each AMS, there are two numbers 3-Ø, indoor type cast resin dry type
33/0.415 kV transformers which feed the power supply to different auxiliary loads
of RSS itself like battery chargers, lighting, air conditioning and loads of other
substation equipments like circuit breakers, transformer cooling systems.
Typical schematic diagram is given below:
LVAT1 33 kV / 415 V LVAT2

Transformers
LVACB2
LVACB1
LVACCB
ACOCB ACOCB
Fig. 202-02: Local

Localdistribution
Distribution simplified
Simplified DiagramDiagram
As per energy conservation measure generally the load is fed from one
transformer and other is kept in de-energised/standby mode. Provision is typically
made for automatic changeover also.
202-06 Auxiliary Sub Station (ASS) at Stations
Auxiliary substations (ASS) are located in each station which step down 33 kV to
415 V to supply distribution loads of the stations.
33 kV supply is fed to the ASS at the stations in ring formation. In rail corridor
both the 33 kV cables emanating from the AMS transformers are terminated in a
single ASS since typically a single ASS is provided in the rail corridor. In the UG
stations there are typically two/three ASS each of which is fed from separate 33
kV cable emanating from AMS transformer.
202-07 Inspection Book and Log Book at Sub-Stations
An “Inspection Book” shall be maintained at every Receiving Sub-Station in which

observations made by supervisory officials visiting the Sub-Station for periodical
inspections shall be recorded. In addition a logbook shall also be maintained to
keep a record of the Power transformer oil temperature, ambient temperature, oil
level in gauge as well as currents and voltages as indicated on the control panel
at a fixed time. If there is anything abnormal unusual, supervisor in charge of PSI
will investigate the cause thoroughly and take necessary remedial action.

202-08 Traction/Auxiliary Transformers
Traction Transformer
Two identical oil filled outdoor type Traction transformers of suitable capacity are
installed in RSS. The typical salient features are as under:
Characteristics
i. Two phase primary 220/132/66 KV and single phase secondary 25 kV
ii. On load tap changer on primary windings
iii. Cooling by natural oil circulation and banks of radiators mounted on
tank
iv. The Vector group shall be typically I.i0
Rated power
i. The transformer is guaranteed so as to perform satisfactorily at rated
power capacity. The maximum temperature at nominal rating shall
never exceed:
ii. 50°C above ambient temperature for mineral oil
iii. 55°C above ambient temperature for the copper winding and the iron
core.
Overload Capacity
Traction transformers usually have the following overload capacity. After
constant operating at continuous full load, the transformer shall have a
guaranteed minimum overload capacity of:
i. 50% for a duration of 15 minutes
ii. 100% for a duration of 5 minutes
After overload the temperature rise shall not be more than:

i. 65°C above ambient temperature for oil.
ii. 75°C above ambient temperature for windings
Rated voltages
The primary winding voltage shall be 220/132/66 kV RMS at a power
frequency of 50 Hz on the main tapping. Operating voltage may increase to +
10% and drop to -15%.
The primary winding is fitted with on-load tap changer with 15 steps.
The secondary voltage shall be 27.5 kV at a power frequency of 50 Hz, one
terminal is connected to the earth and the other feeds the traction power.

Short-circuit withstand capability
Short-circuit on HV side
The transformer is designed and constructed so as to withstand without
damage, or impairment in its performances, any external short-circuit.
The HV winding and HV Bushings of the transformer shall be designed for
carrying the full symmetrical short circuit current typically for 3 sec.
Short-circuit on LV side
The maximum short circuit current at the output of feeding has to be
limited at 14 kA to comply with the breaking capacity of on board circuit
breakers of rolling stock.
On-load Tap Setting on Traction Transformers

As the Rolling Stock is designed to take voltage variation between 19 kV -
27.5 kV at a nominal voltage of 25 kV, the traction transformer is provided
with an On Load tap changer to compensate incoming EHV voltage
fluctuations for maintaining desired LT voltage range suitable for Rolling
Stock operations.
In case of variation in incoming voltage, the traction transformer tap can be

changed on line without interrupting traction power supply. This eliminates the
possibility of interruption of passenger services in case of incoming voltage
variations.
The oil of the on-load tap changer unit is separated from the main transformer
tank and independent Buchholz relay is connected on the oil pipe between
the on-load tap changer and the expansion vessel.
Auxiliary Transformer
Two identical oil filled outdoor type Auxiliary transformers of suitable capacity are
installed in RSS. The typical salient features are as under:
Characteristics
i. Primary - 3 phase, 220/132/66 kV and Secondary - 3 phase 33 kV
ii. On load tap changer on primary windings,
iii. Cooling by natural or forced air and radiators mounted on transformer,
iv. The Vector group shall be typically Yn 0.
Rated power
The transformer is guaranteed so as to perform satisfactorily over rated
power, measured across the secondary winding.
Overload Capacity
The transformers shall be able to withstand an overload of 25% for duration of
2 hours, following continuous running at maximum continuous rated load
without exceeding the limits of temperature rise stipulated below:
i. 65 °C above ambient temperature for oil

ii. 75 °C above ambient temperature for windings
Rated voltages
The primary winding voltage shall be 220/132/66 kV RMS at a power
frequency of 50 Hz on the main tapping. Operating voltage may increase to +
10% and drop to -15%.
The primary winding is fitted with on-load tap changer with 16 steps.
The secondary nominal voltage shall be 3 phase 33 kV at a power frequency
of 50 Hz.
Short-circuit withstand capability
Short-circuit on HV side
The transformer is designed and constructed so as to withstand without
damage, or impairment in its performances, any external short-circuit.
The HV winding and HV Bushings of the transformer shall be designed for
carrying the full symmetrical short circuit current typically for 3 sec.
Short-circuit on LV side
The maximum short circuit current at the output of feeder station has to be
limited at 1 kA.
On-load tap changer

The auxiliary transformer is provided with an On Load tap changer to
compensate incoming EHV voltage fluctuations for maintaining desired LT
voltage range.
In case of variation in incoming voltage, the auxiliary transformer tap can be
changed on line without interrupting auxiliary power supply. This eliminates
the possibility of interruption of auxiliary supply in case of incoming voltage
variations.
The oil of the on-load tap changer unit is separated from the main transformer
tank and independent Buchholz relay is connected on the oil pipe between
the on-load tap changer and the expansion vessel.
Grounding of neutrals of Auxiliary Main transformers

Auxiliary main transformer is a star-star connected transformer. The HV side
neutral is solidly earthed through an isolator and the LV side neutral is
earthed through a 20 ohm resistor (NGR) and isolator so as to limit the fault
current to 1 kA. Typical schematic arrangement is given below:

Fig.-202-03: Typical schematic arrangement of AMS
202-09 Tests on Transformer Oil
In order to maintain the performance and to prolong the life of the transformers, EHV
grade oil is used. The following first two specifications are for the new inhibited
insulating oil and the third is for oil adopted in service.
i. IEC 60296 Specification for New Insulating Oils.

ii. IS 12463 Specification for Inhibited mineral insulating Oils
iii. IS 1866–1983 Code of practice for maintenance and supervision of
insulating oil in service.
The tests are wide ranging and should be done once a year. However, some of the
tests like Breakdown voltage (BDV) test, acidity tests, crackle test for moisture, may
be carried out in Sub-Stations once in six months when samples are drawn for
condition monitoring. Procedures for these tests are indicated in IS-1866.
202-10 Purification of Transformer Oil
The object of oil purification is to remove all contaminants such as water, carbon
deposits, dirt, sludge, dissolved moisture and gases. The most important quality
to be preserved is the dielectric strength, which is affected by the presence of
moisture.
The insulating materials used in the transformer winding are hygroscopic by

nature and therefore moisture is absorbed through defective breathers, gaskets
and addition of untreated make up oil. It is essential to remove these impurities
by purifying the oil when the dielectric strength goes below the permissible limits.

202-11 Oil Purification Plant
Supervisory officials in charge of maintenance of transformers should make

themselves familiar with the supplier‟s instructions in regard to the operation and
maintenance of the oil purifying equipment.
202-12 Moisture in oil and its removal
In order to remove moisture in oil, the oil is heated in vacuum. Heating in vacuum
reduces the boiling point of water (dissolved in the transformer oil) thereby
dissolved water evaporates reducing any chances of decomposition of oil
molecules.
Insulation Resistance during drying out
Three readings of temperature and insulation resistance should be recorded
every two hours, from commencement until the full operation is completed.
It will be observed that there are four distinct stages:
i. Initially the insulation resistance drops down to a low value because of
rise in temperature of the oil up to about 55-600 C.
ii. Insulation resistance will continue to remain at a low level despite
temperature being maintained until most of the moisture from the
windings and oil has been driven out.
iii. The insulation resistance will thereafter rise gradually and level off,
indicating that all moisture has been driven out and the drying out
operation has been completed. At this point oil circulation should be
discontinued.
iv. As the oil cools off, the insulation resistance will rise well above the
levelling off point at the end of stage-C as given in the following figure.
This is because the insulation resistance value doubles on a fall in
temperature of about 100 C to 150 C.
Fig.202-04: Insulation Resistance Graph

202-13 Protective Devices
A number of protective devices are provided to ensure safe operation of Traction

Transformers, Auxiliary Mains Transformers and other equipment (under normal
and extended feed condition with appropriate adjustment of settings). Alarm and
trip circuit operations are tele-signalled and indicated at the OCC. The TPC shall
advise in every such case to Supervisor in charge of PSI of the respective line, so
that he could arrange for the inspection of the sub-station to investigate the cause
and take necessary corrective action and submit a detailed report to AM or
Manager/ (Traction/PSI).
203-14 Control and Protection for Traction/ Auxiliary Main Transformers
Traction Transformers
Typically following protections are provided for Traction Transformers:
i. Instantaneous over current protection
ii. Delayed over current protection
iii. Differential Protection
iv. Tank earth fault
v. Buchholz protection
vi. Winding temperature rise protection
vii. Oil temperature rise protection
Auxiliary Main Substation Transformers

Typically following protections are provided for Auxiliary Mains Transformers:
i. Differential protection
ii. Instantaneous over current and earth fault protection
iii. Delayed over current and earth fault protection
iv. HVREF protection
v. LVREF protection
vi. Secondary neutral protection
vii. Tank earth fault
viii. Buchholz protection
ix. Winding temperature rise protection
x. Oil temperature rise protection
Some of the protection systems as available for Transformers are described

below:
Buchholz Relay
The Buchholz relay assembly is provided on transformers to detect evolution of
gas caused due to internal faults. After first commissioning, the upper assembly
of the relay may sometimes be found to operate causing the relay to trip. Analysis
of the composition of gas collected will indicate the nature of fault. If the analysis
revealed that it is mere air bubbles, the transformer can be considered sound.
For details of tests manufacturers write up may be referred to. It is recommended
typically to get the dielectric strength of the oil tested, measure the insulation
resistance and carry out ratio test.

Operation of Temperature Alarm or Trip

If temperature of transformer windings or transformer oil exceeds the pre-set
limits (defined separately for alarm and trip contacts) the alarm and trip contacts
operate. If alarm or the trip contacts have operated, both of which are indicated at
the OCC, Supervisor in charge of PSI should personally inspect the installation. If
the dial settings are correct, the reason for excessive temperature rise should be
investigated.
Operation of Differential Protection

Apart from operation on account of internal faults in the transformer, the
differential relay could also operate either because of in-rush current on account
of magnetization of the core at the time of switching on or because of spill current
caused by lack of perfect balance between primary and secondary winding
current transformers. The causes for such mal-operation may be defective
harmonic restraint filters or wrong CT ratios and should be eliminated.
202-15 Buried Earth Rail
Connection from the track of mainline to Transformer at RSS is generally done

through the earth cables of copper and Buried Earth Rail (BER) of mild steel
joined together by nut & bolt. In order to eliminate the problem of bi-metallic
action and a high resistance between BER and nut bolts faced earlier, the cables
are now securely connected to the BER by Exothermic - CAD Welding. The
existing design of Buried earth rail followed in Phase I & II is shown in Figure
202-05 given below.

Fig. 202-05: Buried Earth Rail Drawing for Phase-I & II
There have been cases of disconnection between MS buried rail and copper
cable due to overheating and corrosion effect. To overcome this problem copper
strip in place of MS rail is being used in phase-III as shown in Figure 202-06
below.

Fig.202-06: Buried Earth Rail Drawing for Phase-III

Part B Gas Insulated Switchgears used in TSS, AMS and ASS
202-16 Introduction
A gas insulated substation is an electrical substation in which the major

equipment are contained in a sealed environment with Sulphur Hexafluoride gas
(SF6) as the insulating medium. The CB mechanism inside GIS may be SF6 or
vacuum type or both.
Gas (SF6) circuit breakers rely upon the dielectric strength of the SF6 gas to
quench the stretched arc. In some cases Vacuum CBs are encapsulated inside
Gas Insulated chambers.
Gas Insulated Switchgear (GIS) is a technological improvement and logistical
advantage over conventional Air Insulated Substation. The distinct advantages of
SF6 GIS are:
i. Compact design
ii. Low weight
iii. High Reliability
iv. Low Maintenance
v. Safety to O&M personnel against touch contact.
vi. Quick erection at site due to extensive pre-fabrication and factory testing.
202-17 Application
Gas Insulated Substations were developed to allow substations as compact as

possible with space requirement of less than 50% as compared to AIS. The main
applications for gas insulated substations today are:
i. High voltage installations: The higher the voltage, the more favourable
gas insulated technology becomes. The footprint of 25-220 kV
conventional Substation i.e. Air Insulated Substation (AIS) is high. The
size increases with voltage levels. GIS technology allows a significant size
reduction.
ii. Urban installations: GIS installation is expensive as compared to the air-
insulated installations of the same rating. The additional capital cost is
justified based on the reduced cost of real estate in metropolitan cities.
iii. Indoor Installations: It is generally not practical to build an air-insulated
substation inside a building, but GIS can easily be installed inside the
buildings.
202-18 GIS Installations in DMRC
Gas Insulated Switchgears have been installed in number of DMRC Substations

in 66/33/25 kV and even in future projects more numbers of GIS are expected
due to land constraints.

202-19 66 kV GIS
DMRC has installed 66 kV GIS at some of its substations.
Fig. 202-07: Cut section view of 66 kV GIS.
Typical Structure
Fig. 202-08: Typical stricture of 66 kV GIS.

Maintenance Instructions
Typical Maintenance instructions of 66 KV GIS as per manufacturer are given
below:
Dis-
Circuit connector Make-Proof
Action SF6 Gas
Breaker earthing Earthing Switch
switch
Visual Once in a
Once in a year Once in a year
Inspection year
Inspection of
Monthly -
gas leakage
Minor Every 4 to Every 4 to 6 Every 4 to 6

Every 4 to 6 years
inspection 6 years years years
Every 8-12
Every 8-12 years
Major years after
after 2000
Inspection 5000 switching
switching cycles
cycles
Depending on the
Depending on
result of the
the result of the
Depending above inspection.
Depending above
on the result After 2000
on the inspection.
Preventive of the above operations. After
result of the Every 15 to 20
Maintenance inspection. closing on short
above years. After
After 2000 circuit current.
inspection cumulated
operations After completion
short circuit
of 100 close/open
current
cycles.

202-20 25 kV GIS
DMRC has installed 25 kV GIS at some of its substations.
Inside typical views of 25 kV GIS
Fig. 202-09: Vacuum CB of 25 kV GIS Fig. 202-10: Two Vacuum CB in

series in 25 kV GIS
Fig. 202-11: Isolator switch of 25 kV GIS Fig. 202-12: Operating mechanism

of 25 kV GIS

Typical Structure
Fig. 202-13: Typical structure of 25 kV GIS
Maintenance Instructions
Typical Maintenance instruction of 25 kV GIS are as given below: (For details
Maintenance manual to be referred):
Maintenance intervals Maintenance work

Read insulating gas pressure. If necessary
Every 4 years
refill.
Test the voltage indicating unit and
Every 6 years coupling section of the voltage indicating
unit
 Check insulating gas (section 5.3)
 Lubricate circuit-breaker drive (section
5.4.2)
 Lubricate and test switch disconnector
Every 12 years
 Earthing switch drive and interlock
mechanism (section 5.4.3) and trial
switch
 Test solenoid coils (section 5.4.4)
 Lubricate (section 5.4.2) and test
Every 2500 operating
switch
cycles of the circuit-
 Circuit-breaker drive
breaker
 Test solenoid coils (section 5.4.4)
Every 1000 operating  Lubricate as per instruction (section
cycles of the 5.4.3) and test switch drive of

disconnector/earthing disconnector/earthing switch

switch  Test solenoid coil (section 5.4.4)
After completing the
permissible operation
cycles according to section
5.6 or after 3000 operation Please apply to the manufacturer
cycles of the
disconnector/earthing
switch
202-21 33 kV GIS
33 kV GIS Switch gears are used in Auxiliary network in the ASS of Airport Line,
ASSs of Underground Stations of Phase-III. The electrical characteristics of 33
kV GIS are similar to the Air Insulated switchgears.
Typical Structure
1. Low voltage compartment (standard height 850/1200 mm)

2. SIPROTEC bay controller (option)
3. Control and indication board for three position disconnector with position
indicator for circuit breaker
4. Gas pressure indicator for feeder gas compartment (BO)
5. Gas filling valve
6. Control and indication board for vacuum Circuit Breaker
7. Cable compartment
8. Sockets for voltage detecting system
9. Frame
10. Busbar
11. Busbar Housing

12. Three position disconnector

13. Upper bushing
14. Circuit breaker housing
15. Vacuum interrupter
16. Current transformer
17. Lower Bushing
18. Panel Connection housing
Fig. 202-14: Typical view of Cut section of 33 kV GIS

Part C Cables used in Power Supply Installations
202-22 Introduction
In DMRC about 1550 kms of HV cable network have been laid to meet power
supply requirement of 191 route km of Phase I & II. The cables of 220/132/66 kV
have been laid from grid substations to DMRC Receiving Substations and 33 kV
cables have been laid in loops for feeding supply to Auxiliary Substation of each
station. 25 kV cables supply power from TSS to feeding post.
Cross-linked polyethylene (XLPE) insulated cables offer significant advantages

as an insulating material. XLPE combines the advantages of improved
mechanical and thermal properties with excellent electrical characteristics of high
dielectric strength, low relative permittivity and low loss factor. These advantages
have rendered what XLPE cables can achieve today carrying large currents at
voltages upto 220 kV and above, with an inherent higher short circuit withstand
capacity of 250 ⁰C. The conductor screen, insulation & insulation screen are
extruded simultaneously by triple extrusion process employing continuous
vulcanization (VCV/CCV/MDCV) with dry cure dry cool cross linking technology.
This assures perfect bonding of the semi conducting layer with insulation in order
to eliminate chances of micro void formation.
Typical structure of high voltage cable is given below:
i. Conductor: The Conductor is formed from plain copper or aluminium

strands conforming to IEC standard of suitable cross section as per
design requirement. The construction is reverse concentric stranded
aluminium/copper, compressed conductor.
ii. Conductor Binder: A helical applied tape or thread used for holding
assembled cable components in place until additional manufacturing
operations are performed.
iii. Conductor Screen: A Conductor screen made of semiconducting
compound is provided over the conductor by extrusion.
iv. Insulation: The Insulation envelope is of cross-linked polyethylene
(XLPE) insulation applied by extrusion.
v. Insulation Screen: The insulation screen, made of extruded semi
conducting co-polymer, is provided over XLPE insulation.
vi. Water Swell-able Tape: The tape is semi-conducting water swell-able
type to be applied over the extruded insulation screening to block and
prevent moisture propagation in a longitudinal direction.
vii. Metallic Sheath: Metallic sheath is either of corrugated aluminium sheath
or corrugated copper sheath.

No. Description Material Remark

1. Conductor Aluminium wires
2. Conductor Binder Semi-conductive tape
3. Conductor screen Semi- conducting compound
4. Insulation Cross-linked polyethylene Dry curing
5. Insulation screen Semi- conducting compound
Semi- conducting swell able
6. Water blocking layer
tape(s)
7. Metallic sheath Corrugated aluminium
8. Bitumen layer Blown asphalt
9. Outer sheath High-density polyethylene Red/Yellow/Blue
10. Conductive layer Graphite
viii. Bedding Tape: The bedding tape is anti-corrosive layer of Bitumen

compound.
ix. Outer sheath: The outer sheath is extruded black colour high density
polyethylene.
x. Conductive Layer: Conductive layer of graphite is applied over outer
sheath of the cable so as to perform sheath test in the field or on the
drum, where the cable may not be in contact with an earth medium.
202-23 Parameters to be considered for selection of cables
Broad availability in cable range and a systematic analysis of the technical

requirements enable user to find the right solution for every application and
accordingly cable is selected. The dimensioning of a high voltage cable system is
always based on the specifications and demands of the project at hand. The
following details are required for selection:
i. The type of cable insulation

ii. Nominal and maximum operating voltage
iii. Short-circuit capacity or short-circuit current with statement of the effect
time
iv. Transmission capacity or nominal current

v. Operating mode: permanent operation or partial load operation (load

factors)
Generally the manufacturer‟s catalogue indicates the rating factors for 25 kV and
above class of cables under different environment and working condition. In case
of single point bonding or cross bonded system, no de-rating of cables is
required. Various factors which affect rating of cables in all other cases are given
as under: -
i. The single core cables require de-rating, if it is laid in flat and trefoil
formation with the screen bonded at both ends.
ii. Rating of cable depends upon depth of laying, thermal resistivity of soil,
ground temperature, spacing between cables, numbers of cables laid in
the group.
iii. Rating of cable also depends upon its installation in underground pipes,
ambient temperature in case it is laid in the air.
iv. Over Load upto 105 °C: The cable may be overloaded during the
service, allowing conductor temperature to reach up to 105 °C. Both
occurrence and duration of these overloads should be kept to a minimum.
v. Emergency Load 130 °C: - In emergency, the conductor temperature is
allowed to rise up to 130 °C. However, the duration of the emergency load
should be restricted to not more than 50 Hours at a time and 500 Hours
per year in order not to shorten the cable life substantially.
vi. Short-Circuit Current: - The permissible short-circuit current of a cable is
determined by the maximum permissible conductor temperature of 250 °C
and by the duration of the short-circuit current. At high peak currents the
dynamic forces between the conductors must be taken into account.
202-24 Cable Protection
The cable protection consists of differential pilot wire protection, over current,
earth fault and distance protection. Distance protection scheme is preferred over
differential pilot wire protection as it has been found to be more useful.
202-25 Cable Laying, Handling and Storage
It is extremely important that cables are laid properly at the time of installation.
Any damage to the cables at the time of installation will lead to moisture ingress,
flow of circulating current and insulation failure due to overheating of the cable.
The reason for jacket insulation failure could also be due to switching surges and
development of high voltage during short circuit fault in the absence of proper
earthing/cross bonding/transposition of cable.
Cables of 66 kV and above voltage class are laid as per manufacturers‟

recommendation and the cables upto 33 kV class are laid as per instructions
given in IS 1255. Bend angle, wall pressure and pulling tension is required to be
maintained within limits and use of proper tools and tackles is essential to avoid
any damage during laying of cable.

If cable needs to be laid in trefoil formation as per finalised design, it is necessary

to provide properly designed suitable clamp at prescribed interval to make sure
that cables always remain in trefoil formation. Provision of SVL and link box
needs to be ensured as per IEEE 575 requirement. Proper cable index on cross
connecting cables shall be ensured to prevent wrong connection of SVL in the
link box.
Any joint on cables of 25 kV and above should be done in dust and moisture free
environment. Ingress of moisture, especially in rainy season can become source
for failure of the joints. Care should also be taken in handling the joints during
laying as well as at the time of attending the failure of cables as it can become
source for another failure.
Along the cable length, aluminium tag with engraved alphabets at every 50 m or
less shall be provided. Required information for example on the cable tag is given
as under:
ND RSS - GTPS
66 kV Incomer - 1
R1 Phase
Storage and handling

If cables are to be stored for longer duration for maintenance purpose, it should
be ensured that the cables are not exposed to direct sunlight. Some guidance for
handling of cables is given below.
i. Drums should not be clashing with each other.
ii. Drums should not be kept flat at flange side

„
iii. Drums should not be pulled without supporting arrangement to avoid
damage to flange of the cables.
iv. Drums should not be kept tilted or on any sharp objects.
v. Unloading of the cable drums in this manner is prohibited. Cable should

be unloaded gently without damaging cable drums.
vi. Rolling of cable drum should always be in direction as marked on the

drum.

vii. Stabling of cable drums should be with the help of proper wedge blocks
only.
202-26 Methods of Cable laying and Installation
Methods of cables laying and installation are:

i. Laying direct in ground,
ii. Drawing in ducts.
iii. Laying on racks in air.
iv. Laying on racks inside a tunnel.
v. Laying along buildings or structures.
Clearances
The desired minimum clearance between different cables and gas/water pipe
lines shall be as per IS: 1255 and as per manufacturer‟s recommendations.
Depth
The desired minimum depth of laying from ground surface to the top of cable is
as follows:
Medium voltage cables, 3.3 kV to 11 kV rating : 900 mm

Medium voltage cables, 22 kV, 33 kV rating : 1050 mm
High voltage cables, 66 kV cables : 1200 mm
High voltage cables, 220/132 kV cables : 1500 mm
Low voltage and control cables : 0.75 m
Cables at road crossings : 1.00 m
Cables at railway level crossings (measured
from bottom of sleepers to the top of pipe) : 1.00 m
The above information is based upon IS: 1255 and as per manufacturer‟s
recommendations.

Bends in the cables

The cable should not be bent to a sharp radius. Minimum recommended bending
radii for single core XLPE cable of 25 kV and above voltage class is 20 D,
whereas for multi core cable upto 33 kV it is 15 D.
Single core cable should never be laid individually in steel ducts nor surrounded
by any steel reinforcement.
202-27 Sheath Earthing Arrangement of Cable
Introduction
In high voltage power transmission, three single core cables are used in place of
three core cables. In the single core power transmission, the cables are usually
covered with a metallic sheath to protect the core from possible mechanical
damage and create an earthed shield.
In single core cables, unlike three core cables, whenever current is passed in
three phase AC system, it starts behaving like a single phase step down
transformer. The conductor acts as a primary winding and metallic sheath of
cables acts as secondary winding. Magnetic flux generated by the current flowing
through the conductor induces an EMF in the cable metallic sheath circuit. The
magnitude of EMF induced in the cable sheath is directly proportional to the
magnitude of the current through conductor and the magnitude of mutual
inductance between sheaths of the cables which depends upon the spacing
between cables, cable diameter and length of the circuit. Spacing between
different cores of cable depends upon how the cable has been laid in trenches
i.e. in trefoil formation or flat formation. As the inter-spacing between single core
cables in flat formation is always more as compared to trefoil formation, hence
voltage induced is also higher.
The voltage induced between the sheaths of each cable is opposite in magnitude
which causes circulating current to flow in the sheath when both ends of metallic
sheaths are bonded to the ground. Sheath circulating current cause power loss
and heating due to which cables are required to be de-rated. In order to utilize full
capacity of the cable, special sheath bonding methods are employed.
The cables can be laid in following two formations:
Trefoil Formation:
Fig.:202-16
To minimize the electromechanical forces between the cables under short-circuit
conditions, and to avoid eddy-current heating in nearby steelwork due to

magnetic fields set up by load currents, the three single-core cables comprising
the three phases of a 3-phase circuit are always run clamped in „Trefoil‟
formation.
Flat Formation:
Fig.: 202-17
i. This is a most common method for Laying LT Cable.

ii. This formation is appropriate for heat dissipation and to increase cable
rating.
iii. The formation choice is totally dependent on several factors like screen
bonding method, conductor area and available space for installation.
Sheath Voltage Limiters (SVL) (Surge Arrestors)

SVL is protective device for sheath insulation and cable jacket so as to limit
induced voltages appearing on the bonded cable system due to transient events.
It is necessary to fit SVL between the metallic screen and ground inside the link
box. The screen separation of power cable joint will be protected against possible
damages as a result of induced voltages caused by short circuit/break
down/transient surges.
Bonding and Cross-bonding of Cable & Its Concept

In HT cable the bonding system is so designed that the cable sheaths are cross
bonded and/or earthed at one end/both ends with/without SVL in such way so as
to eliminate or reduce the circulating sheath currents as well as to limit the sheath
induced voltage.
Type of Sheath Bonding for HT Cable
i. Single Point Bonded

ii. Mid Point Bonded System
iii. Cross Bonded System
a. Without transposition of cable.
b. With transposition of cable ( for flat formation of cables)
Single point bonded system

In single point bonding, one end of the sheath is grounded and the other
end is kept floating. Usually the supply end is grounded. When the cable
armour/sheath/concentric ground is floating at one end, a standing
voltage will be generated on this metallic layer. The magnitude of this
standing voltage is directly proportional to conductor current and to cable
length. It is also proportional to the spacing between cables and how they

are laid out (i.e. flat or trefoil). Generally standing voltage is not of concern
except if the runs are long and/or conductor current is high.
As per the earthing practices as laid down in IS-3043, this standing

voltage should not exceed 65 V. Typically, Single point bonding is
adopted for feeder lengths not exceeding 1 km. An insulated parallel
ground continuity conductor (GCC) is provided to allow return current from
floating end of cable to supply end. The GCC is an insulated cable of
adequate size and earthed at both ends.
The floating end should be insulated from the ground. A Sheath Voltage
Limiter (SVL) shall be installed at the floating end so as to ensure that
sheath does not see very high voltages at the time of transient faults. For
longer feeder lengths, multiple single point bonding can be carried out
with a ground continuity conductor (GCC).
Fig. 202-18 Single Point Bonding
Mid Point Bonding

Midpoint bonding is carried out at the centre of the cable feeder and the
other two ends are grounded through SVL. This ensures that the sheath
standing voltage is halved.

Fig. 202-19: Mid Point Bonding
It is also possible to earth both the ends and provide SVLs at the midpoint
as shown in the figures below. However in both cases parallel ground
continuity conductors (GCC) are required.
Fig. 202-20: Both End Bonding
Cross-bonded cable system
Cross Bonding without transposition of cable

For longer feeder lengths wherein sheath induced voltages are
high, cross bonding of sheaths is carried out. The sheaths are
electrically transposed at the end of minor section, reducing both
currents and voltages.

For cross bonding, the cable length is divided into three

approximately equal sections. Each of the three alternating
magnetic fields induces a voltage with a phase shift of 120° in the
cable shields. The cross-bonding takes place in the link boxes.
Ideally, the vectorial addition of the induced voltages results in
zero. In practice, the cable length and the laying conditions will
vary, resulting in a small residual voltage and a small current. As
there is low current flow, hence practically there are no losses in
the screen.
Fig. 202-21: Cross bonding without transposition of cable
Cross Bonding with transposition of cable

When the cables are placed in flat formation, the voltages induced
in the outer cable's screens are greater than those induced in the
middle cable screen and the sum of the phasors is not zero.
For this reason, in flat formation, it is necessary to transpose the

cables at each minor section so that the phasor sum of the voltage
of the screen on three successive minor sections becomes zero.
Fig. 202-22: Cross bonding with transposition of cable

Accessories for HT Cable Sheath Bonding
i. Link Box: Link Boxes are used with cable joints and terminations to
provide easy access to shield breaks for test purposes and to limit voltage
build-up on the sheath. The link box is part of bonding system, which is
essential of improving current carrying capacity and human protection.
ii. Sheath Voltage Limiters (SVL) (Surge Arrestors): SVL is protective
device to limit induce voltages appearing on the bonded cable system due
to transient event. It is necessary to fit SVL‟s between the metallic screen
and ground inside the link box. Nominal voltage of SVL should be
selected such that it must be greater than developed induced voltage
during fault/ short circuit and at the same time SVL to be able to absorb
energy during transient event i.e. lightening and switching surges. SVL
design does not allow fault current to pass through it during short circuit
condition.
202-28 Laying of 220/132/ 66 kV Power cables across/along other utilities
Gas/Oil Pipe Line

For crossing/going along the gas pipelines above 33 kV there are no specific
guidelines. Various authorities have sought different clearances before allowing
DMRC for laying of cable along/across their pipelines. A few typical
arrangements specified by GAIL, IGL and IOCL are given below:
i. Gas Authority of India Limited: M/s GAIL has allowed laying of

DMRC‟s 132 kV cable across their 18 inch gas pipe line after maintaining
vertical gap of 3 m (or more). The cable crossing should be done by open
cut method only. At crossing locations, 10 inch thick concrete slab to be
provided between gas pipeline and EHV cable. Two or more slabs should
be properly jointed. 132 kV EHV cable will be charged only after
satisfactory installation of gas pipe line after grounding system
ii. Indraprastha Gas Limited: M/s IGL has allowed laying of DMRC‟s 220
kV cable across/along their gas pipe line after maintaining horizontal &
vertical gap of 2 m (or more). At crossing locations, 10 inch thick concrete
slab was provided between gas pipeline and EHV cable. Two or more
slabs should be properly jointed. 220 kV EHV cable will be charged only
after satisfactory installation of gas pipe line after grounding system.
iii. Indian Oil Corporation Limited: M/s IOCL has allowed laying of
DMRC‟s 66 kV cable across their pipe line after maintaining vertical
clearance of 6 m or 8 m from ground level to the top of HDPE ducts,
whichever is more. Actual depth of IOCL pipe lines has to ascertain at site
with the help of line locator equipment provided by IOCL‟s or by manual
digging as deemed fit by IOCL representative at site. The cables through
HDPE duct are laid by Horizontal Directional Drilling (HDD) method only.

202-29 Prevention of damage to cable due to external agency
i. Proper route marker is provided at the time of laying of the cable and needs
to be maintained as indicated below. DMRC contact number on route markers
facilitate external agency to contact whenever digging is required by them in
the vicinity of cable routes.
Fig. 202-23: Route marker front side Route marker rear side
ii. Regular foot patrolling of all cable routes, periodicity of which will be decided
by O&M based on field experience should be carried out to avoid cable
damage by external agency. DMRC staff should be deputed at digging site in
the vicinity of cable, during execution of any work by the external agency.
iii. Close coordination needs to be maintained with external agencies like PWD,
DDA, MCD, DJB, etc so as to prevent any damage to the cable during
execution of any work by external agencies. DMRC must maintain directory of
all the external agencies so that they can be easily contacted.
202-30 Electrical Test on Cables after Installation
Tests on new installations are carried out after completion of work as per relevant
IEC standards. These tests are given below:
i. Checking of insulation resistance with IR tester.

ii. DC voltage test of the outer sheath.
iii. AC voltage test of the Insulation (any of the following two tests)
a. Test at frequency between 20 Hz-300 Hz
b. At voltage of U0 applied for 24 h.
where U0 is nominal voltage.
202-31 Localisation of Fault in XLPE Cables

General
The faults in the cable system in general can occur due to the following reasons:-

i. When cables are exposed by other public bodies.

ii. When cables are over loaded for long time.
iii. Presence of water tree in XLPE insulation.
iv. Impurities in semi conductive tape or cavities in di-electric material.
v. Mechanical damage due to handling resulting in damage of outer sheath.
Type of Faults
Most common type of faults, which may occur in single core XLPE cable system
are:
i. Short Circuit/Ground Faults: When the insulation of the cable gets

damaged, the current shall flow from line to earth/sheath in single core
cables, such faults are called ground faults. These faults are generally
caused due to damage of cable by external agency or failure of joints and
terminations due to poor workmanship.
ii. High Resistance Faults: High resistance faults can occur due to poor
handling of cables during transportation and installation, surface damage
of the semi conducting tape and impurities/cavities in dielectric material.
iii. Open Circuit Faults: When the conductor of the cable is broken or the
joint is pulled out, then the flow of current in the cable stops. Such type of
faults generally occur due to external interference of the cable e.g. digging
operation along/across cable route by JCB machine or soil is removed
below jointing area causing the joint to sink.
Tests to be carried out to ascertain Fault in the Cable
For Cable voltage 25 kV/33 kV

Apply 2.5 kV DC with Insulation Resistance (IR) tester between conductor
and metallic screen to determine insulation resistance of the cable.
Induced charging time is normally 1 minute. IR value should not be less
than 5 M Ohm.
For Cable voltage 66 kV and above

Apply 5 kV DC with Insulation Resistance Tester between conductor and
metallic screen to determine insulation resistance of the cable. Induced
charging time is normally 1 minute. IR value should not be less than 1000
M Ohm.
Determination of nature of Faults

First the nature of fault is determined and then the point of fault is located. For
determining nature of faults, the Insulation Resistance (IR) of each core to ground
and between cores is measured with the help of Insulation Tester. The
conclusions drawn are:
i. Low/zero value of insulation between any core and earth indicates a
ground fault
ii. Whereas low/zero value of insulation between two cores indicate short
circuit faults.

For locating ground faults and short circuit faults, loop tests based on circuit of
Wheatstone bridge can be employed.
If fault is not detected in the IR testing method, High Volt AC or DC tests (Hi-pot
tests) may be carried out to ascertain fault in the cable. Following precautions are
to be taken before carrying out this test:
i. There should not be any PT in the circuit. If it is there, the same should be
isolated first.
ii. DC High voltage test (Hi-pot) beyond 10 kV is normally not recommended
for old XLPE cables and should be used only in unavoidable cases.
Loop Tests:
These tests are performed to identify the location of an earth faults or short circuit
faults in underground cables provided that a sound cable runs along the faulty
cable. In such cases the fault resistance does not affect the result obtained
except if the resistance of the fault is very high. Loop tests work on the principle
of Wheat Stone Bridge. Murray loop is most commonly used and is a modified
version of Wheat Stone Bridge for locating short circuit/earth fault in cables.
Impulse Reflection Method or TDR
Low Voltage Method:

TDR (Time Domain Reflection) is used for detection of low resistive faults,
open circuit fault and joint locations. In TDR method an impulse reflection
generator sends a low voltage impulse into the cable under test. Low
voltage impulse travels through the cable and is reflected positively at the
cable end or at any other cable interruption (cable cut). This information is
displayed in a CRO/LCD screen of the equipment.
High voltage Method:

Multiple Impulse Method (MIM) is the most advanced cable fault location
method available. A high resistive intermittent fault cannot be indicated by
means of TDR method.
Fault Location with Audio Frequency System

This fault locating system consists of Surge Voltage Generator (SVG) or Audio
Frequency Generators with accessories like electromagnetic sensors, audio
frequency receivers, headphones and loud speakers or display units. Electro-
magnetic field is generated in the cable with the help of surge voltage generator
or Audio frequency transmitter is detected with the help of sensors at the fault
point, the signal is amplified by the audio frequency receiver and is indicated
acoustically via head phone or a loud speaker or optically on the display unit. For
locating short circuit faults, audio frequency receiver is moved gradually from the
starting point of the cable to the last point of cable. Maximum audio amplitude is
recorded at the fault location.

202-32 Temperature Monitoring of Cables
The temperature in high voltage cables is measured with special optical fibres
functioning as linear sensors, an optoelectronic device, known as Distributed
Temperature Sensing system (DTS). The resolution of temperature is less than
one meter. The advantage of temperature monitoring is detection of unexpected
hot spots in the cables and benefits of possible load management of the cables. It
is generally said that temperature monitoring for cable system makes sense
when the cable is expected to operate at the maximum load or when the
surrounding area of the laying place is populated or occupied in some way. In
such cases, the higher costs can be justified as the system can help to prevent
overheating and therefore, failure of the entire cable system.
202-33 Lightning Arrester
Lightning Arrester (LA) is a device designed to protect electrical apparatus from

high transient voltage and to limit the duration and frequently the amplitude of
follow-current. There are two types of LA normally used in electrical system
i. Spark Gap Type

ii. Zinc Oxide- Gapless Surge Arrestor
In DMRC, Zinc Oxide with porcelain housing type LAs are normally provided at
following locations:
i. In 220/132/66 kV incomers.
ii. Upstream of transformer.
iii. 25 kV OHE feeders.
iv. At ramp transition between Rigid OCS and Flexible OHE.
v. In airport line LAs are also provided throughout OHE portion including
ramp and depot.
202-34 Working Principle of Gapless Lightning Arrester
Zinc Oxide arrester consists of ZnO poly crystalline elements. The elements are
housed in a hollow full length of porcelain insulator and hermetically sealed. The
number and size of ZnO elements vary depending upon the system voltage and
energy class requirements. The elements exhibit high non-linear voltage current
characteristics. During normal voltages lightning arresters does not conduct and
acts as an insulator drawing a very little leakage current. When a surge wave
travelling along the overhead line comes to the arrester, the surges are absorbed
by Zinc oxide elements regain its impedance (i.e. pre-breakdown condition) and
ready for subsequent surge suppression.
ZnO arrester has three regions:

i. Pre-break down
ii. Break down/ non-linear zone

iii. Upturn constitutes V-I curve
The non-linear characteristics of zinc oxide block is as shown in figure below
Fig. 202-24: Voltage – Current Characteristics
A - Bottom linear part (Ohmic region)

B - Knee point (Breakdown region)
C - Non- linear part/ region
D - Upper linear part (Up linear region)
O - Working point (Continuously applied voltage)
In above figure X axis is in logarithmic scale. This special characteristic is the

heart of protection technology.
202-35 Lightning Arrester Identification
Surge arresters are identified by the following minimum information which shall
appear on the rating plate (nameplate):
i. Rated Voltage of an Arrester: The designated maximum permissible

RMS value of power-frequency voltage between its terminals at which it is
designated to operate correctly. This voltage may be applied to the
arrester continuously without changing its operating characteristics.
ii. Rated Frequency of an Arrester: The frequency of the power system on
which the arrester is designed to be used.
iii. Follow Current: The current which flows from connected power source
through lightning arrester, following the passage of the discharge current.
iv. Discharge Current of an Arrester: The surge or impulse current which
flows through the arrester after a spark over of the series gaps.
v. Nominal Discharge Current of an Arrester: Surge current which flows
through the LA after the spark over expressed in crest value (Peak value)
for a specified wave. The peak value of discharge current, having an 8/20
wave shape, is used to classify an arrester. It is also the discharge current
which is used to initiate follow-current in the operating duty test.
vi. Long-duration Discharge Class:- (for 10 kA heavy-duty arresters)

vii. Pressure-relief Class:- (for arresters fitted with pressure-relief devices)
202-36 Lightning Arrester Maintenance Schedules
Monthly Schedule
i. Visual Inspection of LA for any sign of overheating at connecting points.

ii. Clean the insulator of LA with dry cloth and check flash mark, chipping,
surface cracks etc.
iii. Record the number of discharges of surge counter if meter is provided.
iv. Value of leakage current to be recorded if provided.
Quarterly Schedule
i. Check all points stated in monthly maintenance schedule.

ii. Check and tighten main and earth connections.
Half Yearly Schedule
i. Check all points stated in monthly, Quarterly maintenance schedule.

ii. Measure the leakage current and record if leakage current monitor is
provided as per specification.
Yearly Schedule
i. Check all point stated in monthly, quarterly, half yearly schedules.

ii. Check the IR value of each LA unit. The IR value for 42 kV LA should be
within specified limit. Meggering should be done by 2.5/5 kV megger.
iii. Check the earth resistance of earth connection, which should not be more
than 0.5 ohms.
iv. Records for the measurements of each LA shall be maintained including
location, rating, make, serial no, date of manufacture, date of
commissioning, date of measurement, IR value, THRC value of leakage
current, total leakage current, number of surges passed and remarks.
Pre Monsoon Check
Before onset of monsoon season it should be ensured for LA, no schedule

maintenance work is overdue. In addition to the schedule maintenance following
work may be ensured.
i. Proper cleaning of all arresters should be carried out.
ii. IR value of each unit should be checked
iii. All connection tightness should be ensured.
iv. Leakage current monitor reading should be checked, if provided.
v. Surge counter reading should also be checked, if provided.

202-37 Condition Monitoring of Lightning Arrestor
As per the international norms, various techniques are available for the health
monitoring of LAs in service. Some of the techniques are mentioned below:
i. Insulation Resistance measurement.

ii. Total leakage current measurement.
iii. 3rd Harmonic resistive leakage current monitoring.
The measurement of Insulation Resistance of LA does not provide any significant

information about the health/degradation of metal oxide elements while in
service. The insulation resistance of an LA may remain high even though the LA
might be on the verge of failure due to various reasons including the ingress of
moisture. Hence, the value of IR of an LA cannot be taken as a criterion for
accurate monitoring the health of an LA.
202-38 Monitoring by Leakage Current Analysis
The measurement of leakage current flowing through LA under normal situations

gives the information about the real operating condition of an LA, which may help
to:
i. Prevent arrester failures by replacing aged arresters before breakdown.

ii. Increase the safety for the utility/maintenance staff.
iii. Avoid disturbances in the electric power supply.
iv. Reduce the risk for damages to other equipment due to arrester failures,
for instance transformer bushings.
The leakage current through a Metal Oxide resistor is mainly capacitive, with only
a small non-linear resistive component.
Effect of Aging
Electrical aging will result only in increase of the resistive component of the total
leakage current, and in consequence of the power losses, but not of the
capacitive component. The peak value of the total current is virtually not affected.
Following two methods are adopted for assessment of health of the LA:
Leakage current meter

It measures the peak value of the current. It is not fully suitable as an indicator for
electrical aging. Thus, in order to detect possible electrical aging from a leakage
current measurement, the resistive component or the power losses have to be
measured.
Leakage current monitor

This equipment may be used for measuring the 3rd harmonic resistive
components (THRC) leakage current of LA. The system is suitable for
measurement and analysis of resistive leakage current of LAs in live switch yard
conditions without any need for shut down. The system is based on the

measurement of 3rd harmonic resistive current with compensation for harmonic in

the system voltage. It provides quick and reliable information about the health of
the LA and allows for storing all the measurement date in the field.

III GUIDING NOTES ON MAINTENANCE
202-39 Introduction
i. For better utilization of traction assets, any traction equipment should be

minimum out of service without compromising on safety of the equipment and
personnel. Monitoring of condition of the equipment by reliable means is
essential for following system of need based maintenance i.e. directed
maintenance.
ii. Recommendation of Original Equipment Manufacturer (OEM) to be kept in
view while defining the scope and periodicity of the schedules.
202-40 Transformers
Condition Monitoring
In oil filled equipment like transformers, normal deterioration or ageing of
insulation is caused by thermo-chemical reaction with participation of heat,
moisture and oxygen. This results in formation of soluble and insoluble products,
which accumulate and deteriorate the properties of oil and cellulosic insulation.
Whereas the oil can be reconditioned to restore functional properties, no such
treatment is possible for the cellulosic insulation, which suffers from reduction of
mechanical and dielectric strength. The condition of the insulation, therefore,
needs to be checked by suitable methods.
The thermal and electrical stresses caused during short circuits, overloads and
over voltages in the system result into appreciable amount of gas formation and
deterioration of dielectric properties and lowering of flash point of oil from 145 oC
to somewhere between 50 oC to 80 oC in extreme cases. In the case of incipient
faults, the gases being soluble are absorbed in the oil. The Buchholz relay cannot
respond during early stages of trouble and by the time these devices operate the
damage is already done. Dissolved gas analysis (DGA) provides an important
means in the art of condition monitoring of power transformers and other oil filled
equipment. Of the various methods of gas analysis Gas Chromatography (GS) is
one of the most sensitive, efficient and rapid method, eminently suited for
detection of incipient faults and for monitoring of growing faults, which are not
always revealed by established routine tests etc. In order to timely detect the
deterioration of insulation, oil sample shall be drawn annually and subjected to
gas chromatography Annexure 2-03.
Overhaul of Transformers
Taking into consideration the resources available with it, DMRC will carry out the
POH and repairs of the transformer through outside agencies departmentally.
Minor defects like leakage of oil from bushing, radiator gaskets etc. can be
attended at site.
Investigation into Causes of Failures of Transformers

In most cases the causes of the fault can be surmised by careful observation of
the condition of the windings, e.g. displacement of the turns or coils, coil

insulation (brittle or healthy), evidence of overheating carbon deposit or flash

marks on the core, supports, the inner surface of the tank or cover. Taking into
consideration the resources available with Delhi Metro Rail Corporation, DMRC
will undertake to carry out the repairs and investigation of failures of the
transformer either in house or through outside agencies. The following notes may
be of help in identifying the cause of failure.
i. Failure due to lightning discharge or over voltages: This is

characterized by breakdown of the end turns close to the line terminal.
There may be a break in the turns or end lead, and also flash marks on
the end coil and earthed parts close to it, but the rest of the coils will be
found to be healthy.
ii. Sustained overloads: The windings in one or all the phases would show
signs of overheating and charring; the insulation would be very brittle and
would have lost all its elasticity.
iii. Inter-turn short, inter-layer short, or inter-coils short: The same signs
as is observed in case of sustained over load would be noticed, but only
on affected coils, the rest of the coils remain unaffected. This is likely, if
the differential or Buchholz relay has operated.
iv. Dead short circuit: This can be identified by the unmistakable, lateral or
axial displacement of the coils. The coils may be loose on the core; some
turns on the outermost layer may have burst outwards and broken as if
under tension. If, in addition to these signs, the windings are also
completely charred, it is conclusive evidence that the short circuit has
continued for an appreciable period, not having been cleared quickly by
the protective relays.
v. If the upper chamber of the Buchholz relay alone has tripped, check the
insulation of core bolts, by applying a voltage of 230 V to 1000 V between
the core and each bolt. If it fails, renew the insulating bush. Observe also
all the joints, and tap-changer contacts, for overheating and arcing.
vi. If the oil shows a low BDV, it does not necessarily mean that it has
caused the breakdown. At high voltage ratings, excessive moisture
content in the oil may result an internal flashover between the live parts
and earths, which will leave corresponding telltale marks.
The following CBs are provided in various power systems of DMRC

220/132/66 kV Double pole/ three pole: SF6 type
33/27.5 kV three pole/single pole: SF 6 type/ Vacuum type
The Circuit Breakers is fitted with an electrical actuation system operating

simultaneously on all three poles, backed-up by an emergency manual actuation
in case of malfunction of the former. It shall be possible to lock the manual
actuating device in open position by means of key and lock system.

Interlocking
All interlocks and automatic systems within the actuation system have been
designed so that the circuit breaker executes operations only when it is in a
position enabling to do so completely and reliably. That means, for example,
when an apparatus is in remote control, the local control does not operate.
SF6 leakage protection device

The protection devices for the equipment shall ensure permanent monitoring of
gas pressure by means of temperature compensated monitoring devices.
202-42 Guidelines for Maintenance of Circuit Breakers and Interrupters
Manufacturer‟s detailed instructions may be referred to for installation,

commissioning, operation and maintenance of all types of breakers/interrupters.
Some tips for the maintenance of circuit breakers and interrupters, in general, are
given in the succeeding paragraphs.
SF 6 Circuit Breakers:
i. Gas System: The SF6 gas in a pure state is inert, exhibits exceptional
thermal stability and has excellent arc quenching properties as well as
exceptional high insulating properties. There is very little decomposition of
the gas after long periods of arcing. Such decomposition has virtually no
effect upon dielectric strength and interrupting capability. The solid arc
product formed by arcing is metallic fluoride, which appears in the form of
a fine grey powder that has high dielectric strength under dry conditions
as existing in the breaker. A good quality absorbent is used in the
apparatus to remove decomposed gaseous by-product. During the
maintenance gas pressure and temperature is recorded. Top up the gas if
pressure is less than the prescribed value. Check setting of gas pressure
switches.
ii. Interrupting Unit: Clean the surface of the porcelain and other parts.
Contacts should be inspected and replaced if necessary. Renew the
absorbent taking care that exposure of the absorbent to the atmosphere is
minimal. The breaker should be evacuated as soon as possible.
iii. Operating Mechanism: Check stroke from closed position to completely
opened position and over stroke from completely opened position to
stopped position. Check prescribed clearances. Re-lubricate the moving
parts. Check that pressure gauge is working correctly. Check pneumatic
system for tightness.
iv. The housing should be checked for water penetration and rust. Ensure
that fasteners are not loosened. Check connections of control circuit wires
for tightness.
Vacuum Circuit Breakers

Guidelines as indicated above in respect of operating mechanism and its housing
and other components are generally applicable for vacuum circuit breaker also
except for the interrupting chamber and pneumatic circuit. The interrupting
chamber (vacuum bottles) requires no such maintenance.

202-43 Control cubicle for Power Supply
Auxiliary power supply for the breakers and associated accessories is provided
through control cubicle (located near the main switching apparatuses) which
houses control & monitoring equipment and their AC/DC supply devices.
AC Power Supply
415/230 V, 50 Hz auxiliary power is supplied from the closest AC auxiliary
distribution board via cable and is distributed to the following services:
i. Emergency lighting,
ii. Plugs,
iii. Heating devices if installed inside electrical control boxes,
iv. Telecommunication fittings if any,
v. Rectifier power supply,
DC Power Supply
All control (motors, relays) and monitoring equipment are fed from 110 V DC from
set of rectifier. Batteries are also provided for ensuring continuity of supply, in
case of any failure of AC source. DC supply is distributed from DC battery
charger set to equipment via distribution board.
Battery Charger and Batteries

A battery charger is used to rectify the AC power supply for feeding the control
(motors, relays) and monitoring equipment which operates on 110 V DC and also
for charging the batteries.
The battery is considered to be very vital equipment in the Power Supply
Installations since the control and protection of all the major equipment operates
on 110 V DC. Therefore, proper maintenance of battery is imperative.
202-44 Guidelines for Maintenance of Batteries
As the entire system of protection at a sub-station depends upon a sound battery,

so it should always be in good fettle. It should under no circumstances be
disconnected when the Sub-Station is in operation.
Batteries should be maintained keeping in view instructions of the manufacturer

by a trained staff. Maintenance can be reduced to absolute minimum due to
excellent chargeability at low voltage levels, which results in a reduction of
overcharge current. The points to be observed during the inspections are
summarized below:
i. General conditions of the battery rooms and cells
ii. Specific gravity of electrolyte in the cells (if recommended by
manufacturer)
iii. Charging current
iv. Cell voltage
v. Conditions of the plates and extent of deposits(if recommended by
manufacturer)

vi. Inter cell connectors and main battery terminals
A detailed history of every battery should be separately maintained in which all

relevant information is periodically entered.
Smoking or the use of open flames or tools, which may generate sparks, is
strictly forbidden in the battery room. The battery room should be well ventilated
and dust free. It should be kept isolated from other electrical equipment.
Appropriate fuse protection for short circuit in the wiring between the battery and
distribution switchboard should be provided.
Some common troubles encountered in the batteries and their probable causes
are mentioned below:
i. Low Cell Voltage: If a cell shows very low voltage or very low water
consumption compared to other cells in the battery the cell is probably
subject to very high self discharge due to more or less internal developed
short circuit. This should be corrected by adding distilled water.
ii. High Electrolyte Consumption: If occurring on one cell, check for

leakage. If occurring on whole battery, the charging voltage setting
probably is too high. Check the charger.
iii. Interruption: If the battery tends to show a high internal resistance, the
probable reason is dirty contact at connectors or insufficiently tightened
connectors.
Pilot Cells
One of the cells in each row of the battery set should be selected and kept as the
pilot cell. Readings should be taken on these cells with sufficient frequency to
indicate its state of discharge and charge and serve as a guide to the condition of
the other cells. The pilot cell, once selected, should not be changed unless the
cell has to undergo special treatment or repairs in which case a note should be
made immediately on record sheets. The height of the electrolyte in the pilot cell
should invariably be kept at a fixed point.
Cell Voltage
The voltage of new cells at the end of a full charge will be about 1.2 V when it is
receiving charge at the 15-hour rate. If the battery is floating and discharged only
during emergency condition then batteries are designed to accept constant
voltage charging since this is most preferred charging method. The charging
voltage is set depending upon the nature of battery load. Batteries with cyclic
loads require faster charging at higher voltage while batteries, which are on float
with infrequent discharges, require lower voltage.
Float level charging; Done at 1.41 – 1.43 V/cell at 20 0C

Cyclic Level Charge: 1.45 V/cell

In order to achieve good performance at low temperatures and optimum life at

high temperatures the charging voltage has to be compensated. This is done by
increasing the charging voltage by 3 mV/cell for every degree below 20 0C and
decreases the charging voltage by 1.8 mV/cell for every degree above 20 0C.
It should be noted that the voltage of a cell gives an approximate indication of its
state of charge (or discharge) only when it is being discharged, and not when the
cell is open circuit.
Any drop varies with the amount of current flowing and in order to get voltages
that can be compared from month to month, the voltages should be taken with
the same current flowing in the cell. The cell testing voltmeters in use should be
periodically checked and recalibrated, if necessary.
Inter-Cell Connectors
The inter-cell connectors of the battery should be examined to ensure that they
are clean and tight, making perfect contact with cell lugs and that no corrosion is
taking place. Light Vaseline or grease should be applied to prevent corrosion.
202-45 Protective Relays
i. Solid-state protective relays have been provided. Delhi Metro Rail

Corporation shall have specialist trained staff for monitoring, maintenance,
overhauling, testing adjustment and calibration of protective relays as well as
for indicating, integrating and recording instruments. Such specialist staff shall
hold relevant competency certificate.
ii. Each supervisor responsible for maintenance and testing of protective relays
should maintain a register in which full details of each relay should be
recorded. The details to be recorded are type & serial number, PT & CT
ratios, range of settings available, characteristic curves (where applicable),
location where installed, schematic diagram of connections, normal settings
and details of calculations for fixing the normal setting. Details of tests as well
as repairs carried out should be entered in this register.
iii. No alterations in the settings of protective relays should be carried out without
the written authorization of AM or Manager/Traction, who will submit
proposals including detailed calculations for changes required, if any, for prior
approval of HOD/Electrical. Guidelines for setting of relays are given in
Volume-III.
iv. The normal maintenance attention required for relays in service is generally
as under:
a. It is essential to ensure that the cover gaskets are in good condition and
the fixing screw is tight, so that the instrument remains dust-tight.
b. Manual operation to confirm that the relays do operate the trip circuits in
the manner prescribed. These tests should be carried out by relay team
once in a year for all relays. Simultaneously visual checks on relay
connections, condition of the trip battery, trip and alarm circuits, and also
the dust-tightness of protective covers should be made. The relay cover

should then be sealed. A record should be maintained showing the date

and time this is done.
c. On each occasion when the seal is broken the reasons should be
recorded in the logbook.
d. Distance protection relay may be tested for calibration once in a year with
primary injection set.
e. Secondary injection test: These should be done annually preferably,
making use of portable testing equipment and at the settings approved by
the competent authority. Apart from testing the operation at the normal
setting, tests should also be carried out at other settings to make sure that
the relay has the required characteristic.
f. Overhaul bench tests and calibration: These are necessary once in ten
years or when a relay is not found functioning correctly. This work should
invariably be carried out in relay test lab only by highly skilled technicians
who is fully conversant with all details of construction and adjustment or
by some appropriate agency.
The bench tests and final calibration should be carried out after measurement of
coil resistance and other data. Transport of the relays to and from the Depots
also requires utmost care including packing and handling. When laboratory tests
are fully satisfactory, the relays should be sealed and date of overhaul painted on
the outer cover of the relay.
202-46 Guidelines for Maintenance of Switching Stations
The maintenance required for equipment in switching stations is more or less

similar to that for traction Sub-Stations equipment, except that traction
transformers, circuit breakers and current transformers are not present and area
is much smaller. However, the only additional but important item which requires
attention is condition of the return feeder connection to BEC/OPC. While P-Way
staff is at work the return feeder connections may get damaged. Supervisory
officials, therefore, should stress the importance of these from the electrical point
of view to the SSE/P-Way so that they in turn may warn their maintenance gangs
not to damage the connections. In addition, the supervisory officials shall, during
their periodical inspection, make it a point to inspect the return feeder BEC
connections and ensure that they are in good condition.

IV RECOMMENDED MAINTENANCE SCHEDULES
202-47 Schedules of Inspection
i. Preventive maintenance is applied when equipment is still operative. In all

such cases proactive treatment is given consisting of checks, examination
and supervisory inspection. The frequency of maintenance given in following
para is indicative. It may be increased on the basis of factors such as site
condition/pollution levels and other system specific requirements.
ii. Inspections are required to be conducted at different levels viz. senior
managers, middle/lower level managers, supervisory levels in order to check
effectiveness of extant orders & existing systems. Inspections at different
level serve following multifarious purpose:
a. System of working is as per laid down rules and policies.
b. Feedback regarding efficiency of the system.
c. Checking of correct procedures during abnormal working.
d. Curbs tendency of adopting short – cut methods.
e. Instilling alertness and concern of being inspected amongst staff.
f. Availability of relevant instructions, codes, manuals etc.
g. Fault detection and correction.
h. On the spot counselling, training and quality assurance.
i. Compliance of last inspection.
j. Ideas pertaining to system improvement.
k. Redressing of staff grievance.
l. Building of team spirit.
iii. Once maintenance standards are fixed and inspection schedules/check list
are made, periodic inspections becomes necessary. Inspections may be
broadly classified into following categories:
a. Normal schedules to be carried out to record deviations and rectify them
before they exceed their threshold value.
b. Periodic recording of data for the purpose of knowing the health of an
asset. Results of these tests must be communicated to staff maintaining
the asset within 7 days so that deficiencies noted are rectified at the
earliest.
c. Detailed inspections to be carried out as per the checklist provided for
each installation. This is to be conducted by supervisory staff periodically,
as per laid down schedule of inspection.
d. Surprise inspections/ambush checks that are carried out for an
assessment of actual working practices being followed.
iv. In order to achieve high reliability and aim of ZERO defect, and to ensure
effective checks on the maintenance work minimum schedules of inspections
to be carried out each month by the Traction officers and in charge of
operation and maintenance of PSI equipment, are indicated at Annexure 2-
01.
v. The schedule of inspections as indicated is the minimum quota to each official
per month and should be independent of other tasks. They will not be of
routine nature but shall be carried out in depth.

vi. Apart from these detailed inspections, other field visits of inspecting officials
should be focused on random check of some items out of the check-list, in
addition to action taken on previously noticed shortcomings.
vii. The inspection schedule should be such as to cover all the installations in
their jurisdiction within the stipulated periods and stagger the inspections
among themselves to avoid over inspections of the some installations time
and again and neglect of other installations. A checklist in brief for various
inspections is given in the Annexure 2-02.
viii. The items of attention listed hereunder at any particular periodicity are over
and above those mentioned in the previous schedule. This should be kept in
view while carrying out maintenance work.
ix. The periodicity of the items of attention listed in the following paragraphs may
be modified to suit local requirements with the approval of HOD/Electrical.
x. As regards new equipment, if schedules have not been drawn up, tentative
schedules may be evolved, based on the Original Equipment Manufacturer‟s
guidelines and or any other benchmark, keeping in view the local conditions.
xi. Maintenance Schedule as per manufacturers recommendations Annexure-2-
05.
202-48 General
i. No work of any kind shall be commenced on or in the vicinity of live

equipment unless power supply to the particular part has been switched off
and all other prescribed safety measures taken.
ii. To guard against the possibility of unauthorised interference and pilferage
from unattended sub-stations and switching station, all electrical department
staff shall be vigilant and watch for any such activity when they are in the
vicinity. Surprise checks coupled with periodical inspections will also boost
vigilance.
iii. TPC shall once a day check up communication to each of the grid sub-
stations and obtain the maximum demand and energy consumption for the
previous 24 hours and enter the figures in a register. Whenever inspecting
staff visits the ub-tation or switching stations, they shall contact the TPC on
the telephone.
iv. All the RSS and switching posts shall be checked with the help of thermal
imaging camera on half yearly basis and a record shall be maintained as per
extant instructions.
202-49 Bonding and Earthing
Bonding and Earthing

Visually inspect all earth connection and see that they are in
order and that each equipment has redundant earth
Monthly connections. Tighten connecting bolts and nuts as
Maintenance necessary. Where the sub-station and feeding post are close
by ensure that sub-station structures are properly bonded
with the feeding post by two independent connections.

i. Maintenance as in monthly maintenance schedule.

ii. Check physically the soundness of bonding and
earthing connection to every electrical equipment,
structural steel, lightning arrestor etc. and inter-panel
connections.
iii. Record earth resistance to body of electrical
equipment as well as to all parts of the fencing and
Annual structural steel work.
Maintenance iv. Check if the terminations of the overhead shield wire
covering the whole sub-station are in good physical
condition and properly bonded electrically to the
structures.
v. Check and record resistance of each group of earth
electrodes, after disconnecting it from common earth
system. Improve, if necessary.
vi. Check condition of connections to the buried rails.
202-50 Oil Level in Transformers, CTs etc.
Check oil level monthly in sign gauge glass on daily basis and examine all joints
valves plugs etc for oil leakage in equipment; rectify leaky parts if found and
restore the oil level.
202-51 Insulators
Insulators ( Refer Annexure 2-07.1)

In pollution Zone Clean all insulators with dry cloth and look
for any flashover marks, cracks, chipping. Insulators, which
Monthly
are badly chipped, should be replaced. Minor chipping can
Maintenance
be rendered impervious to moisture by a light coating of
Araldite or similar epoxy resin.
Clean all insulators with dry cloth and look for any flashover
marks, cracks, chipping. Insulators, which are badly chipped,
Quarterly
should be replaced. Minor chipping can be rendered
Maintenance
impervious to moisture by a light coating of Araldite or
similar epoxy resin.
202-52 Auxiliary and Traction Transformers
Traction Transformers (Refer Annexure 2-07.2)

i. Clean externally the tank, conservator, radiator,
bushings, oil level indicator, gauges, etc with dry
cloth.
Quarterly
ii. Make a note in the Register of the maximum
Maintenance
temperature of transformer oil on dial indicator;
reset indicator.
iii. Check explosion vent diaphragm for any damage

and presence of oil

iv. Check silica-gel breather. If turning pink in
appearance, replace it with dry gel (blue colour)
and recondition the old silica gel. If the silica gel is
too wet, check dielectric strength of transformer
oil.
v. Check for gas collection, if any, in Buchholz relay.
vi. Check for oil leakage on transformer body,
conservator tank, oil drain valve and foundations.
If leaking, take corrective action by tightening the
bolts; replace gaskets, if necessary.
vii. Check if heater in the marshalling box is
functioning properly, and if all terminal connections
are in order.
i. Maintenance as in quarterly maintenance
schedule.
ii. Test oil sample from tank bottom for crackle test,
acidity and BDV, If BDV is below the prescribed
value, oil should be dried out.
iii. Check whether the rod gap settings on bushings of
Half Yearly transformers are in order, as per Maker‟s
Maintenance recommendations.
iv. Measure and record insulation resistance of all
windings to earth and other windings with a 2500
V megger, along with temperature of windings and
ambient temperature.
v. Check all alarm and trip devices for proper
functioning.
schedule.
ii. Send samples to approved laboratory for all tests
listed as per (IS 1866) including dissolved gas
analysis.
iii. Check oil level in bushing
Annual iv. Inspect bushing gaskets for leaks and tighten
Maintenance bolts.
v. Move the tap-setting switch up and down the full
range a few times so that by self-wiping action
good contact is assured. Set the tap finally at the
correct position making sure that tap-indication
corresponds to position of main contacts.
vi. Paint transformer tank on such parts as required.

Circuit Breakers and Interrupters. (Refer Annexure 2-07.3)

Quarterly Maintenance as per check sheet of 220/132/66 kV and
Maintenance 25 kV circuit breakers and interrupters.
i. Open the cover of control box. Examine the
interior and remove the accumulated dust, if any
part of the interior is badly rusted indicating entry
of moisture, find out the cause, plug the holes
and repaint the rusted parts. Check in particular
if the weatherproof gaskets are in good
condition; if not, replace them to make the
control box watertight and dust-tight. Examine if
the leading in pipe connections are properly
bushed, sealed and watertight. Check if all pins
and check-nuts are in place. Check also tie-rod
nuts for tightness.
ii. Operate the mechanism at least twice manually.
Have it operated on remote control from OCC;
keeping the control door open, observe whether
the mechanism functions smoothly without any
Half yearly rubbing or obstruction, and also if the shock
Maintenance absorber functions properly when circuit breaker
is tripped.
iii. Examine the commutator of the motor and clean
with muslin cloth. Examine carbon brushes and
replace if necessary.
iv. Check breather and breather holes for clogging.
v. Check gear-oil level in the mechanism and
replenish it, if required
vi. Check if heater is functioning properly
vii. Check interlocks of the equipment and
associated isolators.
viii. Check local position indicator and remote
semaphore indicator for operation. Observe for
the correct operation of recording counter.
ix. After complete checking, close the cover and test
the breaker for operation under remote, local and
manual control.
Annual As per Annexure 2-07.3
Maintenance

202-54 Isolators
Isolators (Refer Annexure 2.07.4)

i. General Cleaning done.
ii. All Nuts, Bolts , Fasteners & Connections to be Checked &
Tightened
iii. Check clearance between blades in open condition it
should be 50cm.
iv. Check the pedestal insulator for any chipping and flash
mark and clean with dry cloth.
v. Grease and lubricate all moving parts
vi. Check all mechanical interlocks
vii. Cleaning of Marshalling box.
Quarterly
viii. Operate isolator several times and observe if it operates
Maintenance
smoothly and correctly. Check interlocks and integral lock,
lubricate moving parts as necessary with appropriate
lubricant.
ix. Check commutator of motor and clean with dry mull cloth,
and check carbon brushes for proper bedding and wear.
Check if motor is working smoothly, clean limit-switch and
auxiliary switch contacts and check tightness of wiring
connections. Examine contactor box and signal box; clean
thoroughly and lubricate all gears, shafts, bearings contact
etc.
i. Maintenance as in quarterly maintenance schedule.
ii. Observe for any signs of overheating and check the wipe of
contact blades. Clean blade tips and fixed-contact fingers
and lightly Vaseline the contact making surfaces.
iii. Clean all articulated joints, sliding and bearing surfaces
Half yearly
thoroughly.
Maintenance
iv. Check for correct setting and alignment of arcing horns.
v. Check for simultaneous operation of the blades on the
poles and correct alignment of blade tips in the fixed
contact jaws.
vi. Check locking arrangements.
ii. Smoothen burrs, if any on the blade tips and fixed contact
fingers with fine emery paper and smear Vaseline.
iii. Measure clearance of blade in open position and record.
Annual
iv. Check the adjustable stop set-screws for proper condition
Maintenance
and correct positioning.
v. If the isolator is motor-operated, measure and record
insulation resistance of motor windings and contactor coils
using a 500 V megger.

202-55 Bus bars, Clamps and Connectors
Bus-bars, Clamps and Connectors (Refer annexure 2-07.5)

Immediately after switching off the power supply and
earthing the lines, feel by hand all connectors and
clamps on busbars and equipment terminals, which
carry heavy currents to see if they are too hot. If any
Quarterly connection is too hot, it indicates poor contact. Open up
Maintenance the connector; carefully clean the contact surfaces,
touch up the high spots on the contact surfaces so that
the mating surfaces bed well together; apply a very light
coat of Vaseline, refit and tighten up. Wherever
applicable, replace bimetallic strip.
Half yearly As per Annexure 2-07.5
Maintenance
schedule.
Annual
ii. Measure with a „Ductor‟ or other low resistance
Maintenance
measuring instrument the contact resistances of
all connections which are carrying heavy current.
202-56 Control and Relay Panels
Control and Relay Panels.

Monthly Cleaning.
Maintenance
i. Make a note of „relay operated‟ indications, if any,
then reset.
ii. Check if all indicating and recording instruments
are working normally.
Quarterly
iii. Note and record in the Register the ranges of
Maintenance
voltage and current variations during a 30-minute
period at the time of the day when inspection was
carried out. Abnormal voltage or current should be
noted for corrective action.
schedule.
ii. Check tightness of all connections, remove
cobwebs and wipe off accumulated dust with dry
cloth.
Half yearly iii. Clean the panels carefully preferable with the help
Maintenance of vacuum cleaner in such a manner that control
wiring are not disturbed.
iv. Check if tap and time settings of the relays is in
order.
v. Examine fuses for signs of overheating or aging,
springiness and cleanliness of contact making

parts. Clean up and lightly Vaseline to ensure

proper contact.
schedule.
Annual ii. Check and clean up control switches and push-
Maintenance button contacts for burnt or corroded marks; polish
the surfaces. Check also if the contact springs
have the correct springiness.
202-57 Batteries and Battery Chargers
Batteries and Battery Chargers (Refer Annexure 2-07.6)

i. Refer to installation and operating Instructions.
ii. Check that all connectors are tight. Coat with
grease or Vaseline.
Quarterly iii. If the battery is not in a fully charged condition,
Maintenance charge it with single / double level charging as per
the recommendations of the supplier.
iv. Make a general examination of battery charger.
Check earth connection to the body.
schedule.
ii. Check the electrolyte level
iii. Clean the Battery using only water
iv. Carryout battery discharge test.
Annual
v. Open out the covers of the battery charger and
Maintenance
blow out all dust. Check tightness of all
connections, bolts, Nuts and screws. Measure and
record the insulation resistance of the transformer
windings of the battery charger with 500 V
megger.
202-58 PTs and CTs
PTs and CTs (Refer Annexure 2-07.7)

These should be maintained generally on lines similar
to that of traction transformers except for items, which
do not obviously apply. In addition, for PT check the
Quarterly
fuse holders on the LV side to see if they are in order.
Maintenance
Check earth connections. Since these transformers are
hermetically sealed oil does not deteriorate in service.
In no case oil sample should be drawn for testing.
Annual schedule.
Maintenance ii. Check rod gap setting, if provided
iii. Measure insulator resistance.

iv. Check conditions of fuses of PTs and terminal

connections for CTs.
v. The values obtained initially should be retained
as a base value and we recommend
measurement of Capacitance & tan delta
values every year. Any major deviation in the
values of capacitance or tan delta should be
reported to officer in-charge. It may be noted
that there will be a gradual change in the
values of tan delta with passage of time
irrespective of whether the CVT is stored or
charged.
Booster Transformers (Refer Annexure 2-07.8)

i. Replace or recondition silica-gel breather, if
necessary.
ii. Check earthing connections from bottom of
structure to the earth electrodes or to the rails,
Check the availability of duplicate earth strip
Quarterly
and its proper connection.
Maintenance
iii. Check all caution boards, name plates and anti-
climbing devices for proper condition
iv. Check foundation for any sinking or cracking:
Check all structure bolts and nuts for proper
condition.
schedule.
ii. Send samples to the approved laboratory for all
tests listed at as per (IS 1866) including
dissolved gas analysis (DGA).
iii. Inspect bushing gaskets for leaks and tighten
bolts.
Annual
iv. Move the tap-setting switch up and down the
Maintenance
full range a few times so that by self-wiping
action good contact is assured. Set the tap
finally at the correct position making sure that
tap-indication corresponds to position of main
contacts.
v. Paint transformer tank on such parts as
required


Lightning Arrestors (Refer annexure 2-07.9)
i. Check earthing terminals and earth strips for
proper condition. Check connection to the line.
ii. General cleaning of equipment with dry cloth
Quarterly
and check flash mark on insulator.
Maintenance
iii. Check mA meter reading, it should be in green
zone.
Half yearly As per Annexure 2.07.9

Maintenance
schedule.
ii. Check all points of Quarterly maintenance. .
iii. Check leakage current, insulation resistance.
Annual
Rectify wherever required.
Maintenance
iv. Check the insulator for any crack and chipping.
v. Check the working condition of the operation
counter
vi. Check the tightness of jumper connections.
202-61 220 kV and 66 kV Current Transformer
220 kV and 66 kV Current Transformer (Refer annexure 2-07.10)

Quarterly As per Annexure 2-07.10
Maintenance
Resin transformers need a reduced maintenance.
However depending upon the ambient and working
conditions the frequency of checks vary. The following
items to be checked periodically:
i. Cleaning of dust, dirt, moist
Half Yearly ii. Tightening of nuts and bolts
Maintenance iii. Tightening clamps of auxiliary box.
iv. Check temperature-monitoring unit.
v. Control of coil support.
vi. Tightening of bolts of coil supports
vii. These checks should be repeated quarterly
except item a) which is to be done annually.
i. Check all points of Half Yearly maintenance.
ii. Check the Earthing connections for its tightness.
iii. Check continuity of winding and measure
winding resistance.
Annual
iv. Measure and record the insulation resistance of
Maintenance
CT of HT & LT winding.
v. Perform the tan-delta test and compare the
values with standard as supplied by
manufacturer.

202-62 Cast Resin Dry Type Transformers (at RSS and ASS)
Cast Resin Dry Type Transformers (at RSS and ASS) (Refer Annexure
2-07.11)
Quarterly As per Annexure 2.07.11
Maintenance
i. Cleaning of Bushing with dry cloth and check any
lash and crack on bushing.
ii. Check the fuse of CT on secondary side.
iii. Check the oil level indicator of oil type CT and SF6
gas pressure of SF6 gas type CT.
iv. Check the tightness of all nut and bolt.
v. Check the gasket for wear and tear.
Half Yearly vi. Check of Temperature monitoring unit.
Maintenance vii. Check the transformer temperature.
viii. Cleaning of transformer enclosure for dust
removal with electric blower for
ix. Control of coil supports.
x. Tightening of Delta-Star Connections.
xi. Checking of earth connections.
xii. Sensor cleaning and checking of its connection.
i. Check the transformer temperature.

ii. Cleaning of transformer enclosure for dust
removal with electric blower for.
Annual
iii. Control of coil supports
Maintenance
iv. Tightening of Delta-Star Connections.
v. Checking of earth connections.
vi. Sensor cleaning and checking of its connection.
202-63 Pre-Monsoon Check
Before onset of monsoon season, it should be ensured that for every equipment
no scheduled maintenance work is overdue. In the scheduled inspection just
preceding the monsoon, special attention should be paid to the vulnerable points
likely to permit ingress of moisture resulting in reduction in dielectric strength of
the equipment and rusting of parts.
i. Inspect the fence all-round the sub-station and bonding between metal
fencing panels and to earth. Put a drop of oil in the hinges of all doors.
Repaint any of the structural parts as necessary.
ii. Open all the trench cover and clean them completely. Clean all culverts
and remove cobwebs; check possibility of lizards or other inspect gaining
entry into enclosed control equipment, and make them insect-proof.

202-64 Maintenance of ASS
Maintenance of ASS (Refer Annexure 2-07.12)

Weekly Cleaning of ASS, including removal of cobwebs
Monthly General visual Inspection.
Maintenance
Quarterly Battery Bank and Battery charger as mention above.
Maintenance
i. Maintenance of Cast resin transformers as mention above.
ii. Cleaning of 33 kV panel, checking condition of relays and
energy meters.
iii. Tightening of nut bolts.
iv. Maintenance of 33 kV CBs.
Half yearly v. Cleaning of earth connections with the panels.
maintenance vi. Cleaning of 415 V panel controlled through SCADA.
vii. Functional check of all equipments on panel.
viii. General condition of ASS such as stretcher, first aid box,
fixing arrangement of ASS, Lighting, fan, exhaust fan,
availability of tools etc.

Annual ii. Opening and cleaning of bus duct of the panel
Maintenance iii. Earth resistance measurement.
202-65 Overhaul Schedule for Equipment
i. Transformers in case of an internal fault after consulting OEM.

ii. To decide the time based POH of transformer, Comparative study of test
results (DGA, BDV, Tan Delta) is required to be done. For this, record of each
test shall be kept at Substation since commissioning of equipment. Schedule
of POH of transformer shall be decided in consultation with OEM based on its
loading conditions, previous test results and also as per IR‟s experience.
iii. Operating mechanism of circuit once in 10 years or as and when any major
parts like springs have breaker and interrupters. To be replaced or the
mechanism is sluggish, and needs shop attention and overhaul.

Annexure 2-01
S. Manager/AM
Nature of Inspection SSE/SE/ASE
No. (Traction)
1 Cab Inspection 2 4
2 OHE Inspection Car 1 4
3 OHE Depot 1 4
4 Station/ASS 4 4
5 RSS/AMS/TSS 1 2
6 SSP/SS 1 2
7 SP 1 1
8 Current Collection Half Yearly Half Yearly
i. These Inspections are the minimum quantum per month.

ii. In respect of Supervisory Staff, the inspections pertain to their respective
jurisdiction.
iii. Detailed maintenance schedules prescribed should also be kept in view.

Annexure 2-02
Check List for Inspections
1 PSI Installation including Subordinate Offices
1.1 RSS
Check
i. Attendance register
ii. Cleanliness of RSS & Upkeep of stores
iii. Stock position in Stores
iv. Compliance of audit & account inspection notes.
v. Test & Trial report
vi. Availability of equipment specifications
vii. Planning and Progress of Section works.
viii. Be on look out for any modifications made/being made in the power supply
arrangement.
ix. Note down meter readings and scrutinize and record important data regarding
power supply parameters including daily MD, variation in voltage, frequency and
power factor.
1.2 Inspection of TSS
1.2.1 Switch Yard

Check
i. For vegetation growth and spreading of pebbles.
ii. Painting of fencing and equipments.
iii. Condition of cable trenches & trench covers.
1.3 Power/Traction Transformer

Check
i. OTI and WTI temperature–present and maximum readings.
ii. Oil level in conservator tank
iii. Tap changer position of standby & service transformer. Auto tap-changer setting
update periodically.
iv. For abnormal humming.
v. Colour of silica gel.
vi. For leakage of oil on transformer body, conservator tank, oil drain valve and
radiator.
1.4 Circuit Breaker and Interrupters

Check
i. Control box gaskets for water and dust tightness.
ii. Operation by local & remote control.
iii. Operating mechanism for smooth operation
iv. Oil level and leakage.
v. Closing time of interrupter.
vi. Number of tripping since last replacement of oil in case of circuit breaker and
counter reading of interrupter.

1.5 PT, CT & CVT

Check
i. Leakage of oil. Oil level shall be checked regularly.
ii. Depending upon atmospheric conditions clean outside surface of the insulator.
iii. In case of CVT‟s The units are hermetically sealed hence oil does not deteriorate
in service, in no case oil sample should be drawn for testing the dielectric
strength or any other properties.
iv. In case of fuse failure, the reason for the same should be investigated and fault
should be rectified before fuses of proper rating are replaced. Fuses of too high a
rating will not protect the CVT. On the other hand too low a rating will add to the
burden of the CVT and the CVT may go out of accuracy class.
v. At reasonable intervals check the earth connection of the tank.
1.6 Isolator
Check
i. Locking arrangements.
ii. For correct alignment of blade tip in the fixed contact jaws.
iii. For correct matching & alignment of arcing horns,
1.7 Control Panel

Check
i. Fuses for the correct size, overheating or aging signs.
ii. For loose connections at terminal boards.
iii. Functioning of Alarms and visual indication on control panel.
iv. Functioning of auxiliary relays.
1.8 Battery charger & Batteries.

Check
i. Electrolyte level
ii. Cleaning of all cells and battery charge.
iii. Checking of all indication lamps.
iv. Size of fuses of battery charger.
v. Voltmeter and ammeter readings
1.9 Energy meter

Check
i. Recorded maximum demand.
ii. Condition of the seal.
1.10 Earthing
Check
i. Soundness of earth connection to each electrical equipment and structure.
ii. Last recorded earth resistance readings.
iii. Buried rail connection.

1.11 Remote Control Equipment

Check
i. General function PLC
ii. Wiring for loose connection if any.
iii. For presence of dust & condition.
1.12 General
Check
i. Availability of fire buckets, Respiration chart, First Aid Box, Tools & Plants.
ii. Working of TPC Phones and emergency sockets.
iii. Inspection register and remarks made therein
iv. History sheets of various equipments.
1.13 Switching Stations
1.13.1 Switchyard.
Check
i. For vegetation and spreading of Pebbles.
ii. Painting of fencing and equipments
iii. Condition of cables trenches & trench cabins.
1.13.2 Interrupters
Check
i. Control box gaskets for water and dust tightness.
ii. Operation by local & remote control.
iii. Operating mechanism for smooth operation.
iv. Oil level & leakage.
v. Interlocking of interrupters and under voltage relay operation at SP.
1.13.3 PT
Check
i. Cleanliness of PT
1.13.4 Isolator
Check
i. Locking arrangements
ii. For correct alignment of blade tips, in the fixed contact jaws & alignment of arcing
horns.
1.13.5 Battery Charger & Batteries.

Check
i. Level of Electrolyte
ii. Voltage of pilot cells.
iii. tightness of inter-cell connectors.
iv. Size of fuses of battery charger.
v. Voltmeter & ammeter readings.

1.13.6 Earthing
Check
i. Soundness of earth connection to each electrical equipment & structures.
ii. Last recorded earth resistance readings.
1.13.7 General
Check
i. Availability of fire buckets, respiration chart, First Aid Box, Tools & Plants.
ii. Inspection register and remarks made therein
iii. History sheets of various equipments.

Annexure 2-03
Guidelines for Condition Monitoring of Traction Power Transformer by

Dissolved Gas Analysis (DGA) Technique
1 Introduction
1.1 Dissolved Gas Analysis (DGA) is a powerful diagnostic technique for monitoring
the internal condition of transformer as it is capable of detecting faults in the
incipient stage, before they develop into major faults and results in the outage of
the transformer. The conventional Buchholz Relay is universally used in
transformers to protect against severe damages. However, its limitation is that
enough gas must be generated first to saturate the oil fully and then to come out
or there should be a gas surge to operate this relay. Moreover, Buchholz Relay is
never meant to be a diagnostic device for preventive maintenance of
transformers.
1.2 The DGA technique is very sensitive as it detect gas in parts per million (ppm) of
the oil by use of the Gas Chromatograph, it is possible to check whether a
transformer under service is being subjected to a normal aging and heating or
whether there are incipient defects such as Hot Spots, Arcing, Overheating or
Partial discharges. Such incipient faults otherwise remain undetected until they
develop into a major failure.
2 Formation of Gases in Oil Filled Transformers
2.1 It is well known that insulating oil in high voltage equipments can break down
under the influence of the thermal and electrical stresses to produce hydro-
carbon gases, hydrogen and carbon oxides. Gases may be formed in
transformers and other high voltage oil filled equipment due to aging and to a
greater extent as a result of faults. The accumulation of gases in transformer oil
may be sudden due to a severe arcing fault or more gradual as in the case of
slow deterioration of insulation. The principle mechanism of gas formation in a
transformer tank can be classified as under:
i. Oxidation,
ii. Vaporisation,
iii. Insulation decomposition,
iv. Oil breakdown and
v. Electrolytic action
2.2 Oxidation
Carbon dioxide is the gas predominantly liberated during the process of
oxidation. The process begins when small quantities of oil combine chemically
with the dissolved oxygen in the oil resulting in formation of traces of organic
acids. These acids react with the metal of the transformer, forming metal based
soaps which dissolve in the oil and act as a catalyst to accelerate the process of
oxidation.

2.3 Vaporisation
The vaporisation of oil occurs at about 280 ⁰C while that for water occurs at about
100 ⁰C. The false alarm of a Buchholz relay may be attributed to the fact that the
condensation of water vapour takes place when the excess moisture in the tank
is vaporised by a heat source. False alarm can also occur, when hydro-carbons,
the constituents of the insulating oil, vaporise.
2.4 Insulation Decomposition

The solid insulation in power transformers is mainly of cellulose or resinous type,
viz. Paper, pressboard, cotton, resins and varnishes. These substances contain
in their molecular structure substantial amounts of oxygen, cabin and hydrogen.
In the temperature range of 150 ⁰C to 400 ⁰C the insulation breakdown results in
liberation of hydrogen, carbon dioxide and carbon monoxide. Above 400 ⁰C the
gases formed are relatively less.
2.5 Oil Break Down

The direct break down of oil by arcing results in cracking of the oil. The aromatic
contents break down into simple hydrocarbon gases and hydrogen. Acetylene
and methane are the major constituents. Other hydrocarbon gases may also be
liberated due to cracking, if the necessary temperature is maintained for their
stable formation.
2.6 Electrolytic action

Hydrogen and oxygen are liberated during electrolytic action. Presence of minute
and small particles of fibres within the oil leads to electrolytic action. Light
hydrocarbon gases may also be present, if solid insulation is involved.
3 Types of Fault Conditions

There are three main types of fault viz. overheating of windings, core and joints,
partial discharges, and arcing.
3.1 Overheating
Overheating metallic parts heat up the surrounding regions such as paper
insulating tapes and oil. This leads to thermal deterioration of these materials.
Thermal degradation of paper produces carbon dioxide, carbon monoxide and
water. The ratio of carbon dioxide to carbon monoxide is typically five, but if the
ratio falls below three, there is indication of severe overheating of the paper. Oil
degradation produces a number of hydrocarbon gases such as methane, ethane,
ethylene, and acetylene. Methane and ethane are decomposition products that
appear above 120 ⁰C ethylene appear above 150 ⁰C while acetylene is a high
temperature product, appearing at several hundred degrees centigrade. Some
hydrogen is also produced along with the hydrocarbons gases. The proportion of
the various hydrocarbons varies with temperature. This is the basis of the well-
known Ratio code introduced several years ago by Dorenberg and R.R. Rogers.

3.2 Partial Discharge

The second type of fault condition is partial discharge, which occurs due to
ionisation of oil in highly stressed areas where gas/vapour filled voids are present
or the insulation is continuing moisture. The main product during particle
discharge is hydrogen, though small amounts of methane and other gases would
also be present depending upon thermal digression. The disintegration of oil and
cellulose due to particle discharge is characterized by the removal of the outer
hydrogen atoms to form hydrogen gas. The remaining molecular framework
polymerizes and long chain products such as waxes are formed. Thermal
degradation is a more predictable phenomenon which involves the breakup of
chemical bonds. Cellulose decomposes ultimately to CO, CO2 and water; oil
break up into lower molecular hydrocarbons.
3.3 Arcing
The third type of fault condition is arcing. Arcing can occur between leads,
between lead and coil and between other highly stressed regions weakened by
fault conditions. The high temperature caused by arcing results in the production
of acetylene and hydrogen.
Pattern of generation of gases in transformer is summarized below:
Fault/Pattern Key Gas
Conductor Overheating CO/CO2 (Carbon Oxides)
Oil overheating C2 H2 (Ethylene)
Particle discharge H2 (Hydrogen)
Arcing C2H2 (Acetylene)
4 Solubility of Gases
The solubility of gases in oil varies with temperature and pressure. While
solubility of H2, N2,CO, O2 in oil increases with temperature and that of CO2, C2,
H2, C2 H4 and C2 H6 decreases with temperature, solubility of CH4 remains
essentially constant.
All the gases become more soluble in oil with increase in pressure. Solubility of
gas is one of the factors contributing to the complexities in formulating
permissible levels of gases on the basis of service life of a transformer. Table-I
show solubility of different gases 25 ⁰C and at 1 atm. The homogeneity or the
gases in the oil is dependent on the rate of gas generation, access of the fault
area to flowing oil, rate of oil mixing and presence of gas blanket.
5 Dissolved Gas Analysis (DGA)
5.1 Dissolved gas analysis (DGA) of the oil of a transformer in operation is a

specialized technique to assess the internal condition of the transformer. DGA is
performed by Gas Chromatography. The gases extracted from the oil by a
suitable apparatus are transferred to the Gas Chromatograph system for
analysis.
5.2 The knowledge of solubility of Hydro-carbon and fixed gases at different
temperatures, in insulating oils helps in interpretation of gas analysis. The

permissible concentration of dissolved gases in the oil of healthy transformer is

shown in Table II. The combinations of Gas levels for different types of faults are
shown in Table III while table IV shows the gas composition by volume under
arcing fault with participation of various components of solid dielectrics in a
transformer.
5.3 While the absolute concentration of fault gases gives an indication of status of
insulation of transformer, whereas the relative concentration of these gases
provides a clue to the type of fault. For fault diagnosis the method based on
Rogers „Analysis is adopted.
5.4 Roger’s method:

This method hold good for hydro carbon gasses by evaluating the gas ratios, the
type of fault is detected. Four ratios are used viz. Methane/Hydrogen,
Ethane/Methane, Ethylene/Ethane and Acetylene/Ethylene.
6 Data Collection and Analysis.
6.1 It is recommended that DGA be performed regularly once a year on every

transformer upto 4 years of service and thereafter twice a year upto 10 years and
the frequency thereafter may be increased to thrice a year.
Note: Wherever the Buchholz relay operates, the dissolved gas analysis be
carried out immediately after operation of the relay to ascertain the cause of fault.
6.2 The results of the DGA for each transformer should be built into a data and based
on the trend of the gas levels over a period of time as well as the faults, if any,
that the transformer had suffered, an analysis may be done to establish the exact
nature of the incipient fault that may be developing in the transformer.
Table- I
Solubility of Different Gases in Transformer Oil at 25 ⁰C, 1 atm
Gas Volume % with reference to volume of oil

Hydrogen 7
Oxygen 16
Nitrogen 8.6
Argon 15
Carbon Monoxide 9
Carbon dioxide 120
Methane 30
Ethane 280
Ethylene 280
Acetylene 400
Propylene 400
Propane 1900
Butane 4000

Table - II
Range of Gas Levels (All Concentrations are in ppm)
Gas 0-4 years 4-10 years 10 years.

Methane 10-30 30-80 30-130
Ethane 10-30 30-50 30-110
Ethylene 10-30 30-50 50-150
Acetylene 10-16 10-30 10-40
Hydrogen 20-150 150-300 200-500
Carbon Monoxide 200-300 300-500 500-700
Carbon Dioxide 3000-4000 4000-5000 4000-10,000

Table - III
Gas Levels for Different Fault Condition (All Concentrations are in ppm)
Carbon
Fault Gases Hydrogen Methane Ethane Ethylene Acetylene
dioxide
H2 CH4 C2H6 C2H4 C2H2 CO2
3000-
Arcing 500-1000 20-130 10-30 10-30 40-100
4000
3000-
Partial 500-1000 20-130 10-30 10-30 10-15
4000
3000-
Hot Spot 20-150 10-30 10-30 150-200 10-15
4000
Gradual 3000-
20-150 10-30 150-200 10-30 10-30
Overheating 4000
Table - IV
Roger’s Method of Diagnosis by Hydro-Carbon Gas Ratios
% of
Methane Ethane Ethylene Acetylene
Diagnosis Transformers
Hydrogen Methane Ethane Ethylene
Sampled
If Methane/Hydrogen
0 0 0 0 less than 0.1 – partial 2.0
discharge
Normal Deterioration 34.2
Slight overheating
1 0 0 0 11.8
below 150 OC
Slight overheating
1 1 0 0 9.0
150 -200 OC
Slight overheating
0 1 0 0 7.8
200 -300 OC
Normal conductor
0 0 1 0 11.1
overheating
Circulating currents
1 0 1 0 and/or overheating 9.0
joints
Flashover without
0 0 0 1 2.1
power follow through
Tap changer selector
0 1 0 1 1.1
breaking current
Arc with power follow
0 0 1 1 through or persistent 9.7
arcing
CH4 - Methane
C2H6 - Ethane
C2H4 - Ethylene
C2H2 - Acetylene
H2 - Hydrogen

Annexure 2-04
Physical Properties of SF6 Gas
i. Molecular Weight 146.07

ii. Melting point 50.7 ⁰C
iii. Sublimation Temperature 60.8 ⁰C
iv. Critical Temperature 45.547 + 0.0003 ⁰C
v. Critical Pressure 38.55 Kg-f/cm2
vi. Critical Density 0.730 g/cm2
vii. Dielectric constant at 25 ⁰ C, 1 atm 1.002
viii. Thermal conductivity at 30 ⁰C 3.36 x 10
ix. Density at 20 ⁰C
Kg-f/cm2 gm / litre
At 0 : 6.25
At 1 : 12.3
At 5 : 38.2
At 10 : 75.6
At 15 : 119.0

Annexure 2-05
S. No. Item Periodicity
1 Battery Bank
2 Battery Charger
3 25 kV Interrupter (BM)/CB at main line & depot
4 Single pole Manual/Motorized Isolator TSS
5 Circuit Breaker/ Interrupter 25 kV TSS
6 25 kV Single and Double Pole Motorized Isolator at Main line and Depot
7 25 kV Single Pole Manual Isolator at Main line and Depot Quarterly
8 25 kV PT at M/L , Depot & TSS
9 Booster Transformer
10 Power Transformer AT & TT
11 Motorised Isolator (Double Pole & Three Pole) RSS
12 CT/CVT/PT (34/12/2 nos. resp.) RSS

13 LA RSS
14 33 kV CB/Interrupter ASS, AMS & Depot
15 CB (415 V LT) ASS, AMS & Depot
16 Aux. dry type Transformer ASS, AMS & Depot

Half Yearly
17 Power Transformer AT & TT
18 CB (132 kV & 25 kV) RSS
19 Thermal imaging(RSS , M/L equipments & Depot)
20 ACDB/DCDB ASS, AMS & Depot
21 Marshalling Kiosk at Main line, Depot & RSS
22 Power Transformer AT & TT Yearly
23 Fire alarm system in control room RSS
24 Earth pit (RSS + Depot) + ASS earth MET

Annexure - 2.06
Formats for Reading and Observation of Different Parameters at Receiving Substations (RSS)
132 kV Circuit 25 kV Circuit

Date I/C – 1 I/C – 2 I/C - 1 I/C - 2
All reading is to be taken on Hourly basis expect MVA (MD). MVA (MD) is to be taken in every 30 Minutes
TIME/
MWH MVAH MVA Frequ MWH MVAH MVA MW Frequen MWH MVAH MWH MVAH
Para
Import Import (MD) ency Import Import (MD) (MD) cy Import Import Import Import
meter
Power Transformer
Date AT – 1 AT – 2 TT – 1 TT – 2
Oil and winding temperature is to be taken hourly
Wind.
TIME/ Oil Temp. Wind. Temp. Oil Temp. Wind. Temp. Oil Temp. Wind. Temp. Oil Temp.
Temp.
Param
Curr Curr Curr Curr Curr Curr Curr
eter Current Max. Max. Max. Max. Max. Max. Max. Max.
ent ent ent ent ent ent ent

66 kV & 25 kV Minimum Voltage Current and Frequently With Corresponding Time Form SCADA Before
Resetting at
220/132/66 kV I/C 1 & 2 separately 25 kV I/C 1 & 2 separately
VOLTAGE CURRENT VOLTAGE CURRENT
R Y B R Y B Y Y
Mini. Max. Mini. Max. Mini. Max. Mini. Max. Mini. Max. Mini. Max. Mini. Max. Mini. Max.
Power Transformer Oil Level (%) in Conservator and Bushings is to be Taken Once in a Day (Evening Shift at 1600 Hrs)
TT & AT separately
CONSERVATOR HT & LT Bushing separately

MAIN OLTC R Y B N
La Counter Reading Once In A Day
220/132/66 kV I/C Power Transformer TSS
I/C – 1 I/C – 2 AT – 1 TT – 1 AT – 2 TT – 2 UP DN
R Y B R Y B R Y B R Y B R Y B R Y B 1 2 1 2

SF6 Gas Pressure & Counter Reading of Circuit Breaker of RSS & TSS is to be Taken Once in a Day (Evening Shift at 1600
hrs)
LCB 1 LCB 2 CCB 1/2 ATCB 1 ATCB 2 TTCB 1 TTCB2 CB
Gas Count. Gas Count. Gas Count. Gas Count. Gas Count. Gas Count. Gas Count. Gas Count.
OLTC Counter Reading Of Power Transformers at 00:00 Hrs.
AT – 1 AT – 2 TT – 1 TT – 2
Export Energy reading to be taken at 24:00 Hrs
220/132/66 kV I/C – 1 220/132/66 kV I/C – 2 25 kV I/C – 1 25 kV I/C – 2 33 kV I/C – 1 33 kV I/C – 2
MWH MVAH MWH MVAH MWH MVAH MWH MVAH

MWH MVAH MWH MVAH
(Export) (Export) (Export) (Export) (Export) (Export) (Export) (Export)

SF6 gas pressure/Oil level of CT is to be taken at 12:00 Hrs
CTI M 1 CTC 1 CTA TP 1 CTT TP 1 CTI M 2 CT C 2 CT ATP 2 CTT TP 2
R Y B R Y B R Y B Y B R Y B R Y B R Y B Y B
Fire System (Morning shift)
Check Fire Alarm Control Panel (FACP) for lamp test and existing/silenced alarm
(OK/Not OK)
Check the display of weight on WMS system by switching ON/OFF (OK/Not OK)
Winding Temperature of DRY Type Transformer in AMS is to be taken in every 04 Hours
00:00 04:00 08:00 12:00 16:00 0:00

Transformer./Time
LVAT – 1
LVAT – 2

Total Battery Bank Voltage of All 3 Banks

NIGHT SHIFT MORNING SHIFT EVENING SHIFT
BB – 1 BB – 2 BB – 3 BB – 1 BB – 2 BB – 3 BB – 1 BB – 2 BB – 3

YARD Inspection Report

(Twice in each Shift. Abnormality, if any should be notified to concerned PSI in-charge & mentioned here below)
Morning
Evening
Night
Shift
Name Signature
Morning
Evening
Night

Annexure - 2-07.1
Maintenance of Insulators
Insulators
i. In industrial area insulators are subjected to smoke or industrial dust pollution
which is to be cleaned frequently to avoid flashing of insulators.
ii. Period of cleaning depends upon the intensity of pollution.
iii. More pollution area needs more frequently to be cleaned.
Section Insulator
Should be attended once in three months and at vulnerable location once in a month,
following checks to be carried out:
i. Clean insulators and replace badly chipped or even slightly cracked insulators.
ii. Checks runners for flash-marks.
iii. Check level of the assembly and adjust as required.
iv. Check for excessive contact wire wear near anchor clamps.
v. Tighten properly droppers and stiffeners.
vi. Check that pantograph passes underneath the SI smoothly.

Annexure - 2-07.2
Power Transformer
Check sheet no.

DMRC O&M/Traction/RSS/Power
Transformer/01
Check-sheet for the Maintenance of Power Transformer
S.
Task Quarterly Half Yearly Yearly
No.
1 Date
2 Location
3 Equipment No.
Obtain Power Block & provide earthing
4
rod
Check working of fans (wherever
applicable)
i. Manual starting (put the fan selector
switch in test mode and observe the
working of fan, attend the faulty fans, if
any)
5 ii. Auto starting (put the fan selector
switch in auto mode .Now manually
rotate the WTI needle and record the
temperature of fan start and stop from
WTI. Fan start-60 deg C and fan stop-
55 deg C). Also functioning of OTI &
WTI alarm/trip in SCADA to be checked.
Check condition of silica gel in breathers
6 of main oil tank and OLTC, if colour is
pink then replace/recondition it.
Check the oil level in oil seal of the
breathers of main oil tank and OLTC.
7
Bottom of the breather pipe should be
immersed in the oil (top-up if required).
Check oil leakage in transformer and
rectify (by tightening the bolts or by
applying sealing agent like M-Seal etc.
As the case may be).
Check the bushings for any
8 chippings/flash mark and clean with dry
cotton cloth. Anti track paint should be
applied on chipping/flash marks.
Check the tightness of connector
between bus bar and bushing and
tighten if found loose.
Check oil level in WTI & OTI pockets. It
9 X X
should be full.

Clean radiator and tank body using

10
cotton cloth/blower.
Clean name plate, specification plate &
11 all monitoring gauges and sight glass
with dry cotton cloth.
Check operation of OLTC from RTCC,
push button on OLTC panel and
manually by handle. Observe for any
abnormality in operating mechanism
during operation. Reset locking lever
after manual operation.
Verify the working of WTI & OTI from
RTCC panel and analog indicator of
transformer. Record the maximum
temperature and reset the maximum
temperature indicator.
12 Change the tap position & verify the
change of tap position indicator at
RTCC panel and OLTC control box.
Lubricate all moving parts of OLTC with
general purpose grease & check all the
connections for tightness.
Measure Break down voltage (BDV) of
OLTC and main tank oil (values should
be: >30kV for 66kV transformer, 40kV
X
for 132kV transformer, 50kV for 200kV
transformer). Filtration should be done if
BDV is less than the prescribed values.
Test oil parameters – DGA, PPM &
acidity
13 (main tank):0-4 years =Yearly, 4-10 X
years = half yearly, above 10 years =
quarterly.
Measure winding insulation resistance
(IR) value using 5 kV megger: value
should be more than 200 MΩ (for 25kV)
14 and 2000 MΩ (for 33kV) .Measure IR at X
60 sec and 10 sec & calculate PI index
(IR at 60 sec/IR at 10 sec. It should be ≥
1.4).
Check in SCADA for functioning of
alarm/trip of buchholz relay, Oil surge
15 relay & pressure release valve by
shorting the contacts as per wiring
diagram.
Marshalling box (Main tank & OLTC)
16
i. Open the cover of the marshalling box

and remove the accumulated dust by

vacuum cleaner. Check the condition of
door closing and locking mechanism.
ii. Check condition of the gaskets of the
marshalling box, replace if required.
iii. Check all the connections of control
wiring for tightness.
iv. Check for any
discolouration/overheating sign on
electrical connection.
v. Check working of heater & lamp.
Carry out tan delta and capacitance
17 X X
measurement of the bushing.
Carry out tan delta measurement of the
18 X X
windings.
Maintenance done by (Name & Signature)
Checked by (Name and Signature)

Annexure - 2-07.3
25 kV VCB and 25 kV SF6 Circuit Breaker
Check sheet No.

DMRC
O&M/Traction/RSS/CB/VCB/01
Check-sheet for Maintenance of 25 kV Vacuum Circuit Breaker
S. No. Task Quarterly Yearly
1 Date
2 Location
3 Equipment No.
Obtain Power Block and provide
4
earthing rod.
Open the cover of control box. Clean
5 the accumulated by vacuum cleaner.
Also clean the sight glass.
Check the operation in local and
remote mode, keeping the front door
6 open, observe whether the mechanism
functions smoothly without any rubbing
or obstruction.
Check the working of counter and
7
record the counter reading.
Check the electrical interlocking
between circuit breaker and associated
8 isolators both locally and remotely.
Isolators should not operate when CB
is in closed condition.
Check the moisture entry inside the
box. If found examine the door
9
handle/gasket for any damage, replace
if required.
Verify from SCADA status, the change
10 of position of local remote switch &
open/close status.
Remove castle key and switch off DC
11
supply.
12 Check the working of heater.
Check all electrical connections of
13
control panel for tightness.
Check the bushing insulator for any
chipping and flash mark and clean with
14
the cotton cloth, anti track paint should
be applied on the chipping/flash marks.
Check the bimetallic strip between CB
15
flange and busbar connector.
16 Check the incoming and outgoing HV

connections for tightness.

Check the gap between sensor and
17
sensor plate.
Check spring stroke adjustment (Gap
18 should be 2.5 mm-5 mm in VCB closed
condition).
Check all nuts & bolts inside the
19
mechanism for tightness.
Apply touch up paint in case of rusting
20 found inside or outside of the control
box.
Check the earth strip connections for
21
tightness.
Check nut & bolt of support structure
22
for tightness.
Check remote operation by TPC before
23
cancelling the power block.

Check sheet No.

DMRC
O&M/Traction/RSS/CB/CB-25 kV/01
Check-sheet for the Maintenance of 25 kV SF6 Circuit Breaker
1 Date
2 Location
3 Equipment no.
4
earthing rod.
Open the cover of control box. Clean
5 the accumulated dust by vacuum
cleaner. Also clean the sight glass.
Check availability of handle, fixed
6
inside the door panel.
Check the operation manually as well
as electrically in local and remote
mode, keeping the front door open,
7
observe whether the mechanism
or obstruction.
Check working of semaphore indicator
8
for open/close mechanism.
Verify from SCADA status, the change
9 of position of local remote switch &
open/close status.
10 Check the working of heater and lamp.
Check electrical interlocking between
CB and associated isolators both
11 locally and remotely. Isolators should
not operate when CB is in closed
condition
Cut off DC & AC supply & discharge
12
the spring by manual operation.
Check all electrical connections of the
13
control panel for tightness.

Annexure-2-07.4
Check sheet No.

DMRC O&M/Traction/RSS/CS/Motorised
Isolator/01
Check-sheet For Maintenance of Motorised Isolator
1 Date
2 Location
3 Equipment no.
4
earthing rod.
Check the operation in local and
remote mode, keeping the front door
open, observe whether the mechanism
5 or obstruction.
Male and female contact should be in
aligned position when isolator is
closed, if not adjust limit switch in
control box.
Check the electrical interlocking
between circuit breaker and associated
8 isolators both locally and remotely.
Isolators should not operate when CB
is in closed condition.
Press manual push button & remove
9 castle key. Isolator should not operate
electrically after removal of castle key.
Check operation with handle after
placing castle key at other slot
10
provided for opening of door slot for
insertion of handle.
After checking above operations make
11 sure that power circuit of motor is
switched off.
12 Clean the control box with blower.
Check all wiring connections for any
13
looseness and tighten if required.
Check nuts and bolt for any looseness
14
and tighten if required.
i. Check the clearance between male
and female blades in open condition it
15 should be ≥ 50 cm for vertical break
isolators. Note the distance between
male and female contact should be

measured perpendicularly in case of

vertical break isolator.
ii. Check the alignment of moving
contact in case of horizontal break
isolator. It should be perpendicular with
respect to busbar in open condition of
isolator.
Check the pedestal insulator for any
chipping and dust. Clean with dry
16
cotton cloth. In case of chipping apply
anti track paint.
Check the alignment of arcing horn
17 provided on male and female contact
of isolator. Adjust if required.
Check the proper alignment of male
and female contact an fixed as well as
moving end. There should be no air
18
gap between male contact and female
spring leaf in close condition of
isolator.
Clean the contact with cotton cloth and
apply the thin film of petroleum jelly to
19
the contact surfaces. Remove
excessive jelly.
Grease the main bearing in control box
through grease nipple. The other
20
rotating parts should be lubricated
using mobil oil.
Measure and record insulation
21 resistance of motor winding using of X
500 V megger. (IR>1M Ohm)
Check remote operation by TPC
22
before cancellation of Power Block

Check sheet No.

DMRC O&M/Traction/RSS/CS/manual
isolator/01
Check-sheet for Maintenance of Manual Isolator
1 Date
2 Location
3 Equipment no.
4 Check Operation
Obtain power block and provide
5
earthing rod
Check electrical interlocking between
6
isolator and associated CB
7 Clean the control box with blower
Check all wiring connection for any
8
looseness and tighten if required.
Check nuts and bolt for any looseness
9
and tighten if required.
Check the clearance between male and
female blades in open condition it
should be ≥ 50 cm for vertical break
10
isolators. Note that the distance
between male and female contact
should be measured perpendicularly
Check the pedestal insulator for any
chipping and dust. Clean with dry
11
cotton cloth. In case of chipping apply
anti track paint.
Check the alignment of arcing horn
12 provided on male and female contact of
isolator. Adjust if required.
Check the proper alignment of male
and female contact an fixed as well as
13 moving end. There should be no air
gap between male contact and female
spring leaf in close condition of isolator
Clean the contact with cotton cloth and
apply the thin film of petroleum jelly to
14
the contact surfaces. Remove
excessive jelly.
Lubricate non live moving parts with the
15
mobil oil.

Annexure - 2-07.5
Check sheet for Bus-bar connector, post insulator and

S. No. Quarterly
cable termination maintenance
Clean the post insulator with dry cotton cloth. Check for any
1 flash, crack and chipping. Anti track paint shall be applied on
chipping/flash mark.
Check tightness of all nut & bolts of busbar connector and
2
cable terminations.

Annexure - 2-07.6
Ni-Cd Battery Bank and Battery Chargers
Check sheet No.

DMRC
O&M/Traction/RSS/CS/Battery bank/01
Check-sheet for Maintenance of Ni-Cd Battery Bank
S. No. Task Quarterly Half yearly Yearly

1 Date
2 Location
3 Equipment No.
Measure the battery bank voltage after
4 switching off both the battery chargers.
It should be more than 110 V
Before starting maintenance on
5
battery, wear gloves and goggles.
Clean the accumulated dust using
paint brush & dry cotton cloth over cell
6
terminals, vent plug and cell body,
starting from top to bottom row of cells.
Check all the battery inter-cell links,
cable connector and earthing
connections for tightness. Replace with
New/Overhauled links if sulphation is
found. Treat removed linked with warm
7 X X
water & nylon scrubber in workshop.
Tighten inter cell terminals with torque
wrench (Torque for battery terminal-
M10: 12-16 Nm
M20: 30-34 Nm)
Check electrolyte level (It should be
8 between Max-Min marks. Top up with
distilled water if required).
Check battery bank stand for any
9
rusting, paint if required
Check each cell for leakage and
10
bulging. If found, replace with new cell.
After one hour of switching off battery
charger, measure and record individual
11. cell voltage. If voltage of any cell is less
than 1.0 V, replace with new charged
cell filled with sufficient electrolyte.
Apply thin layer of petroleum jelly on
12.
battery terminals.
Perform capacity test of Battery Bank.
13 X X
Discharge the battery bank at C5 rate

i.e. 20% of rated capacity. Cut off

voltage to be set at 1 V per cell (For ex.
Ni-Cd battery bank of 340 Ah with 85
cells, C5 rating i.e. at 68 Amp
discharge rate, with minimum
permissible voltage of 85 V- 85 cells x
1 V). It should give backup for 3 hrs. if
capacity is less i.e. voltage is falling
below cut-off voltage before 3 hrs, then
find out defective cell by measuring
individual voltage (Voltage ≥ 1 V) and
replace the cell.
Checked by (Name & Signature)

Check sheet No.

DMRC. O&M/Traction/RSS/CS/Battery
Charger/01
Check-sheet for Maintenance of Battery Charger
S. No. Task Quarterly Half yearly

1 Date
2 Location
3 Equipment No.
Observe the charger for any abnormal
4
sound. Rectify the same if found.
Measure the output voltage of the
battery chargers. (Float voltage =
119.0 V and Boost Voltage = 123.25
5
V). Adjust the respective
potentiometer, if any deviation is
found.
Check working of automatic
6
changeover of the charger.
Check working of alarm, indications,
switches (Input, output, auto/manual,
7 and float/boost) ammeter and
voltmeter at charger as well as in
SCADA.
Switch OFF the charger, open the
8 cover and clean accumulated dust
with vacuum cleaner.
Check all cables (AC I/P & DC O/P) &
9
earthing connection for tightness.
Check the PCB card and multi pin
connector for any damage/heating
10
mark. Clean PCB cards with soft hair
brush
Check PCB cards and connections
11. X
with IR camera for hot spots.

Annexure - 2-07.7
PT and Cast Resin CT
Sl. No. Check sheet for PT maintenance Quarterly

Clean the Insulator with dry cotton cloth. Check for
1 any flash, crack or chipping. Anti track paint should
be applied on the chipping flash marks.
Check tightness of all nut and bolts of busbar
2
connector and secondary terminals.
3 Check earthing connections for tightness.
4 Check PT fuse for healthiness.
S. No. Check sheet for CT maintenance Quarterly

Clean the bushing with dry cotton cloth. Check for
1 any flash, crack or chipping. Anti track paint should
be applied on the chipping flash marks.
Check tightness of all nut and bolts of busbar
2
Check bimetallic strip for any sulphation, replace if
3
required.
4 Check earthing connections for tightness.

Annexure - 2-07.8
Booster Transformer
The maintenance procedures listed in the subsequent paragraphs are to amended to an

interval of time noted against each item:
8.1 Transformer Oil
For maintenance of Transformer oil, reference to be made to the Indian Standard Code
of practice 1866, which gives recommendations in detail for maintenance of insulating
oil. A few short notes on the subject are given below:
i. The oil level should be checked at frequent intervals and any excessive leakage
of oil should be investigated. There may be a slight loss of oil due to evaporation.
However it is not a serious concern if the tank is topped up at regular intervals.
ii. All leakages should be repaired as soon as it is possible so as to avoid the
trouble caused due to low levels of the insulating oil.
iii. Oil for topping-up should comply with IS-335 and should preferably be from the
same source as that of original oil, because oil refined from different crudes may
not be completely miscible and may separate into layers.
Furthermore, there may be a tendency to form acid or sludge in a mixed oil (oils
from separate sources of supply are mixed) rather than in an oil from a single
source of supply. Under no circumstances used oil to be mixed.
iv. Sample of oil should be taken at regular intervals and tested.
v. It may be mentioned that the di-electric strength does not give the true indication
of the deteriorated condition of the oil. Even a oil which is highly deteriorated may
give a high value of di-electric strength, if it is dry.
Normal method of oil purification only maintains the di-electric strength, but does
not give any indication about the deteriorated condition of the oil. It is therefore,
not advisable to depend solely on the dielectric strength of the oil by periodic
tests. If the dielectric strength is below 30 kV, the oil should be reconditioned by
passing through a centrifugal separator.
vi. It may be noted that the re-conditioning of the oil by centrifugal separation does
not remove acidity from the oil, it will remove sludge, dust, dirt etc. and will tend
to restore the process of deterioration.
8.2 Transformer Body
The transformer tank and other external parts should be inspected periodically for any
rust or leakage. The rusted portion, if any, should be cleaned thoroughly and repainted in
proper paint shade. The transformer should be completely painted at regular intervals. If
any leakage is found, it should be investigated. If it is due to defective welding, the same
should be rectified immediately, but not by welding. The tank leakage may be attended
by a metal harder. Leaking joints can be rectified by tightening the bolts to a correct
pressure or by replacing the gaskets.

8.3 Bushings
The bushing should be inspected for any cracks or chipping of porcelain at regular
intervals and be kept free from dust and dirt. In locations where there are special and
abnormal conditions, such as storm, salt deposit, cement dust, acid fumes etc. Bushings
should be cleaned at frequent intervals.
8.4 Cable Termination
Cable termination joints for both incoming and outgoing terminals should be examined at
regular intervals. Cable support brackets are also to be attended at regular intervals.
8.5 Conservator
A conservator is so arranged that the lower part acts as a sump in which any impurities
entering the conservator are collected. A plug is connected at the lowest point of the
conservator for draining and sampling. The inside of the conservator should be cleaned
once in a period of three years. A removable end plate is generally provided for this
purpose.
8.6 Oil Level Indicator
Oil level indicator should be kept clean. Generally the oil level is visible through a
transparent material. In case of leakage, immediate replacement is essential.
8.7 Dehydrating Breather
The breather shall be examined to ascertain the requirement of the change of silica gel.
The frequency of inspection depends upon the local climate/operating condition. More
frequent inspections are recommended when the transformers are subjected to
fluctuating loads. So long as the silica gel is in active stage, its colour is blue, but as it
becomes saturated with moisture, its colour gradually turns to pale pink. The gel is then
replaced or reactivated. The saturated gel can be reactivated by heating it upto 80oC for
4 to 6 hours, when it regains blue colour it may be used again.
8.8 Explosion Vent
The diaphragm which is fitted at the extreme end of the vent pipe should be inspected at
frequent intervals and replaced, if found damaged. If the diaphragm breaks because of
fault in the transformer, an inspection must be carried out to determine the nature and
cause of fault.
8.9 Gaskets
Gaskets sometimes shrink during service. It is, therefore, necessary to check the
tightness of bolts of the gasketed joints. The bolts should be tightened evenly round the
joints to avoid an uneven pressure. Leaking gaskets should be replaced as soon as
circumstances permit.

8.10 Earthing
External earthing for the main tank should be checked at regular intervals.
8.11 Spares
It is a fair practice to have a stock of essential spares like bushings, gaskets, explosion
vent diaphragm, breather and oil for topping up etc.
The frequency of the inspection should be determined by the size of equipment, local
climate and atmospheric conditions which will also influence the inspection schedule.

Annexure - 2-07.9
Lightening Arrestor
Check sheet No.

DMRC O&M/Traction/RSS/CS/HT
Bay/01
S. No. Check Sheet for LA Maintenance Quarterly
Check whether ammeter is working or not
1 before taking power block, there should be
some deflection due to leakage current.
2 Obtain power block & provide earthing rod.
Clean the porcelain insulator with dry cotton
cloth. Check for any flash crack or chipping.
3
Anti track paint should be applied on the
chipping/flash marks.
Check tightness of all nut & bolts of the
4
busbar connector.
5 Check earthing connection for tightness.

Annexure - 2-07.10
Oil and SF6 Type CT
Checklist for Maintenance of 66 kV & 220 kV CT

S. No. Check sheet for oil type CT maintenance Quarterly
cloth. Check for any flash, crack and chipping.
1
Anti track paint should be applied on
Check tightness of all nut & bolts of bus bar
2
Check bimetallic strip for any sulphation, replace
3
if required.
4 Clean oil sight glass
Check the level of oil from oil sight glass. It
5
should be visible
6 Check oil leakages at following places.
Below porcelain flange
Around monitoring unit sight glass
On oil tank at all welded joints
Around secondary terminal Box
7 Check earthing connections for tightness
Visually inspect the panel body for rusting and
8
paint if required.

Checklist for SF6 type CT maintenance

Sl.
Check sheet for oil type CT maintenance Quarterly
No.
cloth. Check for any flash, crack and chipping.
1
Anti track paint should be applied on
Check tightness of all nut & bolts of bus bar
2
Check bimetallic strip for any sulphation, replace
3
if required.
4 Clean SF6 pressure gauge.
Check the SF6 gas pressure; it should not be
5
less than 3.5 bars.
If gas pressure found less than check all joints
6
with SF6 gas leakage detector.
7 Check earthing connections for tightness
Visually inspect the panel body for rusting and
8
paint if required.
Maintenance done by (Name and Signature)

Annexure - 2-07.11
33/0.415 kV Dry Type Aux. Transformer
Check sheet No.

DMRC O&M/Traction/RSS/CS/Dry type
transformer
Check-sheet For Maintenance Of 33/0.415 kV Dry Type Auxilliary Transformer
S. No. Task Half Yearly Yearly
1 Date
2 Location
3 Equipment No.
Note down the temperature of all three
4 phases. Also observe for any abnormal
sound, before power block.
Obtain power block. Check the
interlocking between LVCB, MVCB and
transformer. Remove castle key from
LVCB, insert it in MVCB and put it into
5 test position. Close the earth switch of
MVCB and put the released key from
earth switch into main door of
enclosure of transformer for opening
the same.
Clean enclosure, transformer and floor
6 with vacuum cleaner. Blower not to be
used for cleaning.
Check nut/bolts of HV/LV termination
for tightness. Also check for sufficient
7
clearance between delta cables/links.
These should not touch each other.
Visually inspect transformer, HV/LV
8 connections for overheating, flash mark
and discoloration of winding
Manually check the working of
temperature monitoring unit by
lowering the setting of temperature,
9
less than ambient temp. and verify the
alarm and tripping of MVCB (Alarm=90
o
C, Tripping=120 oC)
Clean all temperature sensors with
cotton cloth & tighten connections of
10 control wiring in temperature sensor
junction box & temperature monitoring
unit.
Check the bolts of tap changer links for
11
tightness.

Check tightness of top & bottom

12
insulated coil support.
13 Check earthing strips for tightness.
Check the surface of enclosure for any
14 rust. Treat with touch up paint, if
required.
Manually check the working of cooling
fans, if available from temperature
15 monitoring unit by lowering the setting
of temperature, less than ambient
temp.

Annexure - 2.07.12
33 kV VCB
DMRC
Check-Sheet for the Maintenance of 33 kV Circuit Breaker
S. No. Task Half Yearly Yearly
1 Date
2 Location
3 Equipment No.
Obtain Power Block and open the cover of
4 control box. Clean accumulated dust by
vacuum cleaner. Also clean the sight glass.
Check for moisture entry inside the box,
Examine the door gasket and bellows of
5
transmission rod for any damage, replace if
required.
Check availability of the handle, fixed
6 inside the door panel, for manual spring
charging.
Check the operation manually as well as
electrically in local and remote mode,
7 keeping the front door open, observe
whether the mechanism functions smoothly
without any rubbing and obstruction.
Check the working of counter and record
8
the counter reading.
Check working of semaphore indicator for
9
open/close mechanism.
Verify from SCADA status, the change of
10 position of local remote switch &
open/close status.
11 Check the working of heater.
Check electrical interlocking between CB
and associated isolators both locally and
12
remotely. Isolators should not operate
when CB is in closed condition.
Check all electrical connections of the
13
control panel for tightness
Check the bushing insulator for any
chipping and flash mark and clean with the
14
cotton cloth, anti track paint should be
applied on the chipping/flash marks.
Check & record SF6 gas pressure from the
gas density monitor. If low indication is
15
there, check for any gas leakage by SF6
detector. Top up gas, if required (Normal

range: CGL-5, S-6 BAR, ABB-6, 2-7 BAR).

Check functioning of SF6 gas pressure
16 alarm in SCADA by shorting relevant
contacts (as per wiring diagram).
Check the transmission rod for any
17
looseness. Tighten, if required.
Apply touch up paint in case of rusting,
18
found inside or outside the control box.
Lubricate the moving parts. A very thin
layer of Mobil 28 grease shall be rubbed on
the sliding surface of the moving parts viz
19
Cam, Cam wheel, worm wheel,
transmission roller, transmission cam,
bearing.
Measure the resistance of opening/closing
20
coil by multimeter (25 Ω to 30 Ω).
Check the IR value of the 110V DC motor
with 500 V megger (min. value=1 MΩ).
21
Clean the commutator with muslin cloth.
Examine carbon brushes for any damage.
Check the condition of bimetallic strip
provided between connecting plate and
22
busbar connector for any sulphation.
Replace, if required.
Check the earth strip connections for
23
tightness.
Check the shock absorber for any
24
movement & oil leakage.
Check the nuts and bolts of the support
25
structure for tightness.
Check remote operation by TPC before
26
cancelling the power block.

CHAPTER - 3
OVERHEAD EQUIPMENT
203-00 Introduction
I ORGANISATION
203-01 Duties of Traction Officers
203-02 Duties of Senior Section Engineer (OHE)/Section
Engineer/OHE
203-03 Duties of ASE/JE (OHE)
203-04 Duties of Head Maintainer (HM)/Senior Maintainer
(SM)/Maintainer (OHE)
II GENERAL DESCRIPTION OF SYSTEM
Part A General Description of Flexible OHE

203-05 Introduction
203-06 Out of Plumb Masts
203-07 Rail Level and Setting Distance
203-08 Contact Wire Hard Spots, Wear and Thickness
203-09 Sparking During Current Collection
203-10 OHE Tension
203-11 Insulators and Section Insulator Assembly
203-12 Jumper Connections
203-13 Neutral Section (NS)
203-14 Environmental Effect on OHE
203-15 Clearances with Over line Structures
203-16 Regulating Equipment-Automatic Tensioning Devices
203-17 Anti-creep Arrangement
203-18 Termination and Anchoring arrangements
Part B General Description of Rigid OCS

203-19 Introduction
203-20 Drop tube/Supporting structures
203-21 Mechanical Anchor Bolt/Chemical Anchor Bolt
203-22 Rail Level and Offset Distance

203-23 Rail Joints/Splices

203-24 Insulator
203-26 Neutral Section
203-27 Anchoring arrangements
203-28 Protection Cover for Rigid OCS
203-29 Retractable Rigid OCS in Depots
203-30 Electrical Clearances inside Tunnel
203-31 Comparison between Rigid OCS installations
203-32 Special Tools for Rigid OCS Installations
203-34 Contact Wire Wear
Part C General Description of Catenary maintenance

Vehicle
203-35 Catenary Maintenance Vehicle (CMV)
203-36 Rules for Operation of Catenary Maintenance Vehicle
(CMV)
III MAINTENANCE SCHEDULES OF FLEXIBLE OHE AND RIGID

OCS
Part A Maintenance Schedules of Flexible OHE

203-37 Schedule of Inspections
203-38 General
203-39 Foot-Patrolling of OHE
203-40 Current Collection Tests
203-41 Special Checks
203-42 Schedule of checks and rectifications
203-43 Integrated Blocks
203-44 Re-tensioning of Unregulated OHE
203-45 Periodical Overhaul (POH)
203-46 Rehabilitation of OHE
Part B Maintenance Schedules of Rigid OCS

203-47 Maintenance Issues in Rigid OCS
203-48 Planned Preventive Maintenance of Rigid OCS

IV SAFETY RULES FOR FLEXIBLE OHE AND RIGID OCS

203-49 Safety Rules for OHE and Maintenance of Tools
203-50 Documents to be kept with OHE Supervisors for Work
on OHE
203-51 Permit to Work
203-52 Protection of Staff against Traffic Movements and
Protection of Trains
203-53 Earthing before Commencement of Work
203-54 Procedure for Providing Temporary Earths
203-55 Precautions in Regard to Discharge/Earthing Pole
Assembly
203-56 Work on OHE or any Conductor having a Sectioning
Point
203-57 Protective Helmets
203-58 Safety Belt
203-59 Rules for use of Ladders
203-60 Important Precautions to be taken while carrying out
Works on OHE
203-61 Work on Overhead lines running parallel to Electrified
Tracks
203-62 Isolation of Booster Transformers
203-63 Isolators
V FORMS AND REGISTERS

203-64 Records to be maintained

OVERHEAD EQUIPMENT
203-00 Introduction
Overhead Equipment stands for Flexible OHE used in Elevated sections and
Rigid OCS used in Underground sections stands for Overhead Catenary system/
Overhead Conductor system/ Overhead Contact system. All these three
terminologies are used interchangeably. Generally when the word OHE/OCS is
used, it can be interchangeably used both for Flexible and Rigid systems.
This chapter is divided into five Sections as under:
Section-I: Organization: A broad description of the duties of Traction officers

and 3 important categories of staff in Flexible OHE and Rigid OCS wings are
given. Here also, in territorial distribution of work, the SSE/SE (OHE) in charge
have all activities under his control, and ASE/JEs next in command will be in
charge of functional activity.
Section-II: General Description: A broad description of major parts of Flexible

OHE and Rigid OCS and their functioning have been given. This Section also
includes Catenary Track Motor Car which is used for maintenance of both
Flexible OHE and Rigid OCS.
Section-III: Maintenance Schedules for Flexible OHE and Rigid OCS:

Recommended maintenance schedules for Flexible OHE and Rigid OCS have
been given.
Section-IV: Safety Rules for Flexible OHE and Rigid OCS: The essential
safety rules applicable to both Flexible OHE and Rigid OCS are dealt in this
section.
Section-V: Forms and Registers: The records to be kept during maintenance of

Flexible OHE and Rigid OCS are given in this section as per the recommended
Proforma.

I ORGANISATION
203-01 Duties of Traction Officers
HOD (Electrical/O&M)
He is the overall in-charge of operation and maintenance of Traction system
besides being responsible for other assignments as well. HOD (Electrical) / O&M
has to ensure smooth functioning of all traction installations, including OHE, RSS,
SCADA, Tower Wagons, Catenary Maintenance Vehicles etc. He has to plan for
traction staff and ensure timely planning and replacements of assets. He has to
coordinate with HODs of Project wings of DMRC for ensuring timely completion
of project deadlines ensuring proper quality and standards. In case of
Breakdowns, he has to coordinate for ensuring timely and quick restoration of the
Metro services.
All other traction Officers, supervisors and staff shall report to him for ensuring
the above.
Duties of Dy. HOD (Traction)/O&M

He is overall in-charge of operation and maintenance of Traction of assigned
line(s)/section/route. In addition he is also assigned the following duties:
i. Coordination with Delhi, Haryana and U.P. Electricity Regulatory

commission and DISCOMs to ensure uninterrupted power supply for
traction and auxiliary system on all the lines in DMRC.
ii. Timely payments of Energy bills of all RSS of DMRC.
iii. Coordination with other departments for day to day work.
iv. Induction and refresher training of traction staff.
v. Manpower planning of all traction staff.
vi. Updating of maintenance schedules, drawings and SMIs pertaining to
Traction.
vii. Implementation of Energy Conservation Programs of Traction
Department.
viii. Coordination with Project Wing of DMRC.
ix. To carry out any other work assigned by HOD (Electrical) / O&M.
There may be one or more than one Dy. HOD (Traction) / O&M, depending upon
the requirements and work load.
Duty List of Manager/AM (Traction) / O&M)

i. Mgr/AM (Traction/O&M) is required to assist Dy. HOD/Traction (O&M) for
various works associated with O&M of traction installations.
ii. He will carry out various checks of the installations as mandated to them
from time to time.
iii. He will carry out inspections of the installations as given in Annexure 3-
01.
iv. He shall be responsible for various matters related to maintenance,
planning of maintenance, planning of spares, upkeep of records, staff

grievances & appraising senior officers from time to time about the latest
conditions of the system.
v. In case of breakdowns, he shall immediately arrange men & material
including liasioning with OCC and rush to breakdown site by any possible
means available at the earliest.
vi. Any other works assigned to him.
203-02 Duties of Senior Section Engineer (OHE)/Section Engineer (OHE)
SSE/OHE or SE/OHE is the senior supervisor and In-charge of all OHE

installation including stores. This includes both Flexible OHE and Rigid OCS. He
works under the control of Manager/Asst. Manager (Traction). He shall be directly
responsible for safe and efficient operation and maintenance of OHE installations
in the depot and on main line in his jurisdiction. He should be fully conversant
with the layout and sectioning of OHE in his jurisdiction and also know the rules
and procedures laid down for efficient and safe maintenance of OHE. He shall
also:
i. Supervise the preventive and corrective maintenance of installations

under his charge in accordance with the prescribed schedules, to keep
them fully serviceable at all times and in a state of good health. Ensure
proper record keeping of preventive and corrective maintenance of all
installations in his control and submit monthly report to Manager/AM
(Traction)
ii. It shall be his prime responsibility to ensure that no maintenance
schedules are overdue for any reason.
iii. Ensure advance planning of Preventive maintenance with a view to avoid
OHE failures. For this he shall plan power blocks for OHE maintenance in
advance.
iv. Carry out detailed inspections of OHE under his control to cover the entire
section once in two months as detailed in the maintenance schedule and
submit the inspection reports to Manager/AM (Traction) without fail.
v. Scrutinise daily reports and other defects on OHE, as well as inspection
reports from Officers and arrange prompt rectification of defects pointed
out and thereafter report compliances to Manager/AM (Traction).
vi. Instruct, train and supervise staff under his control and ensure that they
shall operate and maintain the equipment properly and observe all
prescribed rules and regulations, Joint Procedure orders, safety
precautions issued from time to time. He shall ensure use of Personal
Protective Equipment (PPE) while working on the system for self and
working staff as well.
vii. Ensure that special testing instruments, tools and equipments including
the OHE inspection cars and breakdown vehicles, provided for
maintenance of OHE, are properly cared for and maintained in proper
condition.
viii. Ensure that special tools and instruments provided for maintenance are
used properly and got calibrated from time to time.

ix. Monitor availability of sufficient quantity of spares and other stores

required for proper maintenance and operation of the installations and
initiate timely action to recoup stocks of these items. He is responsible for
planning of Stock / Non Stock items, submission of indents, ensuring
availability of materials at all time.
x. Ensure proper account and periodical verification of stores and T&Ps etc.
xi. Ensure proper taking over of spare materials, T&Ps, drawing, manuals
and all other relevant literature etc., from Project Wing by verification of
quantity, quality, test reports and inspection reports etc.
xii. Keep his superiors officers (like AM and/or Manager (Traction), Dy. HOD
(Traction), HOD fully informed of all-important developments and seek
their guidance when required.
xiii. Ensure proper taking over of new installations after arranging proper
checking, Testing, inspection and rectification of all defects, deficiencies
and pending works and ensure that installations so taken over from
Project Wing are as per relevant standards.
xiv. Check the work done by maintenance gangs under his jurisdiction, to
ensure proper quality of workmanship and compliance to prescribed
schedules.
xv. Ensure submission of following prescribed periodical returns after careful
scrutiny and suggest remedial measures to avoid recurring failures :
a. Failure analysis reports.
b. Unusual occurrence reports.
c. Power block and Permit To Work (PTW) reports.
d. Accidental reports.
e. Staff position reports.
f. Store position report.
g. Staff Claims, Absentees list of staff.
He shall also assist Manager/AM (Traction) in compliance of the

instructions issued, if any, on the basis of the above returns.
xvi. Arrange training/refresher courses, co-ordination with Training

Coordinator/Training Manager and project department, depute staff for
such trainings/courses, ensure proper competency certificates (with their
validity) of the staff working under him after arranging the required
training.
xvii. Maintain proper documentations of manuals, drawings in OHE to provide
all assistance to the staff working under him for carrying out proper
operation and maintenance.
xviii. Preparation of history of each equipment with updated technical details
and submit the same promptly to superior officers as and when required
xix. Ensure display of updated details of inspection schedules and the limit /
tolerances at site.
xx. They shall be responsible for maintenance and upkeep of OHE Depot.
This shall include stores, repair shops, furniture, material racks, staff cup-
boards, tools, instruments, material handling instruments, communication

instruments, consumable material etc. in addition to proper upkeep of all

the vehicles in the OHE depot.
xxi. Keep the staffs under his control in constant readiness to deal promptly
with any breakdowns, failures of equipment, so as act promptly to attend
any emergencies / breakdown wherever and whenever required in a
minimum possible time and expedite restoration.
xxii. Carryout any other duties as may be allotted to him by his superior
Officers.
xxiii. Carryout Inspections as indicated at Annexure 3-01.
203-03 Duties of ASE/JE (OHE)
ASE/JE (OHE) will be normally under SSE/SE (OHE) and will be responsible for
the following:
i. Maintenance of the OHE and allied installations in his jurisdiction in

accordance with the prescribed schedules with a view to avoid failures.
This includes both Flexible OHE and Rigid OCS.
ii. Submission of the requirements of power blocks / Track access for OHE
maintenance, in co-ordination with permanent way maintenance wing and
other departments so as to take maximum advantage of Non traffic hours.
iii. Detailed inspection of OHE under his charge.
iv. Scrutiny of foot patrol reports, daily reports of defects and take prompt
action to rectify the defects brought out.
v. Close supervision of the maintenance gang under his control to ensure a
high standard of work and compliance with prescribed schedules. To
convey preventive and corrective maintenance progress to CTPC/TPC
and to ensure that it is recorded in the daily progress register and other
relevant registers.
vi. Keeping the organisation under his control in readiness to deal with
breakdowns and take prompt action to attend any failure and breakdowns
following all safety rules and regulations.
vii. Guidance to the maintenance staff for the proper execution of work in
accordance with standing instructions.
viii. Ensuring that tools and equipment under his charge are properly cared for
and maintained in proper condition.
ix. Keeping watch and taking necessary and timely action to recoup stores
and spares required for the system under his jurisdiction.
x. Preparation and submission of periodical reports and returns to superior
officials as laid-down.
xi. Keeping SSE/SE/OHE, Mgr/ Assistant. Manager informed of all important
developments and seeking their guidance when required.
xii. Ensuring proper cleaning of each equipment.
xiii. Keeping proper records of all reference drawing, manuals, maintenance
schedule etc.
xiv. Ensuring safe working of maintenance personnel at site while doing
maintenance of equipment.

xv. Ensuring proper competency of the maintenance personnel before

commencement of maintenance activity.
xvi. Ensuring proper records of inventory testing and measuring tools etc.
xvii. Carry out any other duties allotted by senior officials/ Officers.
xviii. Carryout Inspections as indicated at Annexure 3-01
203-04 Duties of Head Maintainer (HM)/Senior Maintainers (SM)/ Maintainer

(OHE)
Duties of these officials are mentioned below. For HM/SM some duties which are
additional are given specifically:
i. HM/SM who are given EPIC (Engineering Possession In-charge) and
power block training are authorised to take PTW/Power block from
respective control centres.
ii. All Maintainers should have requisite competency to enable them working
independently.
iii. Every Maintainer should be conversant with the safety rules pertaining to
his work and be capable of independently attending to minor repairs and
adjustment work on OHE. This includes both Flexible OHE and Rigid
OCS. For this purpose he is always required to carry his tool box,
communication equipment, other equipments as required for cleaning,
measuring, lighting, safety equipments (such as discharge Rods), ladder
etc with him.
iv. A Maintainer should look for the common types of defects in OHE when
they are deputed for patrolling duty and report defects noticed during such
patrolling to the supervisors.
v. Every Maintainer should develop the ability to carry out temporary repairs
in the event of breakdowns so as to restore traffic as quickly as possible
and to deal with repairs necessary for all types of breakdowns of OHE.
vi. Make general check of all earth connections.
vii. Maintainers shall carry out the cleaning, oiling, bolting, servicing, minor
adjustments and repairs, daily checks and other works as part of
corrective and preventive maintenance.
viii. Carry out any other duty assigned to him by senior official/Officers.

II GENERAL DESCRIPTION OF SYSTEM
This section has been divided into three parts; Description for Flexible OHE, Description
of Rigid OCS and Description of Catenary Track Motor Car.
Part A: General Description of Flexible OHE
203-05 Introduction
Traction Overhead Equipment

The traction overhead equipment, which carries the power supply from traction
substation to the pantographs of the Train Units, has been designed to deliver a
high level of Performance, both mechanically and electrically. Some of the main
features of Flexible OHE used in DMRC are listed below:
i. The tension in the catenary wire as well as in the contact wire has been
kept as 1200 kgf and 1000 kgf for contact wire of 150 mm2 and 107 mm2
size respectively.
ii. Automatic tensioning devices (ATD) of pulley types, Gas ATD type and
Spring type have been mostly utilised in DMRC. One significant feature in
the Rail Corridor line is that passenger stations are located close to each
other i.e. at a spacing of almost 1 to 1½ km. This puts a severe restriction
on space availability to locate insulated overlaps on the OHE to ensure a
good sectioning arrangement. It, therefore, becomes necessary to use
Section Insulators on the Main Line to provide necessary Sectioning.
Therefore, Section Insulators of superior light weight design have been
adopted in DMRC. These require less maintenance and less attention and
also ensure a high degree of performance along with spark-free passage
of pantograph (even at speeds as high as 200 kmph) under them.
iii. The DMRC Rail Corridor passes through a comparatively highly polluted
area. The pollution, combined with early morning fog during winter
months, is likely to cause flash-over problem on the insulators. Moreover,
the conventional porcelain insulators are also likely to need more frequent
attention by way of cleaning, application of silicone grease as pre-winter
precaution etc. With a view to minimise maintenance and increase
reliability, Synthetic Insulators are also used in DMRC.
iv. Jumpers and Droppers had been giving problems in the OHE of the
Indian Railways. The Parallel Groove clamps used in Jumper connection
had been problem-spots due to high temperature rise. Similarly droppers
with pre-fabricated loops had been subject to breakages, causing line
failures. With a view to minimise, if not eliminate failures on this account,
crimped jumpers and droppers are being used in DMRC Rail Corridor.
Flexible copper jumpers with crimped terminals, with modified fixing
arrangements are used in DMRC, which eliminate failures to a large
extent. Similarly, droppers of 12 mm2 Tin Bronze Flexible cables with
crimped terminals with eye, on either end, are used on the DMRC lines.
v. Bent steady arms are used in DMRC to ensure better current collection.

vi. Modified cantilever fittings using "Axle and Cardan type” connections have
been used. This type of connection provides better mechanical
performances of the Swivelling cantilever and ensures better
maintainability and a higher degree of reliability.
Types of Mast
B Series mast BFB mast RSJ mast
Important Components in Current Flow

Important components in Electrical current flow are Catenary Wire (cadmium
copper), Contact Wire (98% copper), Droppers, Jumpers, Rail (steel), BEC
(Copper, ACSR), OPC (ACSR) and Return Conductor (Aluminium).
Typical layout indicating the current flow is given in the rough sketch below:

Fig. 203-01: Typical arrangement of Contact, Catenary, OPC and BEC on

viaduct
Types of contact wire used in DMRC:

Three different types of contact wire are used in different lines and their main
parameters are as follows:
107 mm2
150 mm2 150 mm2
Parameters Round
Flat Bottom Round Bottom
Bottom
Hard Drawn Hard Drawn Hard Drawn
Material
Copper Copper Copper
Diameter 12.24 mm 13.8 mm 14.5 mm
Cross Section
107 mm2 150 mm2 150 mm2
Area
Normal
1000 kg 1200 kg 1200 kg
tension
Condemnation
8.25 mm 9.25 mm 13.5 mm (30%)
Dia.

Maintenance requirements in Traction
i. The maintenance philosophy and management is within the framework of

the state of the art and the general prevailing reference standards with
regard to the maintenance of traction assets to ensure trouble free
service.
ii. Philosophy and practices are based to a large extent on those practices
which have been in service on the Indian Railways for many years.
iii. Recommendations of Original Equipment Manufacturer (OEM) and
Guidelines issued, from time to time, have been considered while defining
the scope and periodicity of the schedules.
203-06 Out of Plumb Masts
In spite of the care taken in design and erection, OHE masts may get out of
plumb in the Depots/Grades due to sinking of foundation/soil. Immediate action is
required whenever such a condition is noticed.
Masts, which appear to be out of plumb, should be checked with a plumb bob.
Since the normal height of the contact wire is 5.00 m above rail level, the extent
of deflection of the masts at this height can be conveniently calculated by
measuring the deflection at a height of 1.66 m above rail level and multiplying the
value by 3. If the mast is out of plumb, by more than 2 cm up to 4 cm, it should be
kept under watch after making sure that there is enough earthworks all round. To
identify such masts, to be kept under observation, a yellow band of width 4 cm
should be painted at a height of 1.66 m from rail level.
Masts, which are out of plumb for more than 4 cm, can be set right by releasing
the OHE and pulling the mast by a „Tirfor‟ to facilitate this, the foundation must
first be exposed on the side to which the mast is to be pulled by the Tirfor, and
the rear under side of the foundation should be packed and rammed with pieces
of stone until the foundation is fully supported. If necessary, the newly packed
foundation may be strengthened by pouring in cement concrete.
Any other method considered appropriate as per site conditions may be adopted.
203-07 Rail Level and Setting Distance
Structure Erection Drawings (SEDs) show setting distance or implantation of the

OHE masts i.e. distance of the nearest part of mast from the centre line of the
nearest track as well as the height of the contact wire from rail level at each
location. These are with reference to alignment and level of the track at the time
of erection of OHE.
In “at grade” section, any change in alignment due to slewing of tracks will affect
the setting distance and consequently the stagger of the contact wire. At
locations where the setting distance is critical i.e. close to the minimum
permissible value, slewing of track may result in infringement of the moving

dimensions (SOD) with consequent danger of accidents. Change in rail level due
to variation in ballast cushion or packing up or packing down of the track will also
result in change in contact wire height. Though provision exists in the cantilever
assembly for adjustments of the stagger and height, such adjustments are not to
be made unless absolutely necessary. It is best to maintain the position of OHE
and tracks as benchmarked in the SEDs.
Alteration to track “at grade”
Before any alteration to alignment or level of electrified track is done, due notice
shall be given to officer In-charge of the overhead equipment so that the
overhead equipment may be adjusted to conform to the new conditions.
It follows, therefore, that any alterations of the alignment of the track shall only be
made with the prior information and concurrence of the Traction department so
that he may arrange to correct the SEDs to the extent required. The authority
under which the revision has been made needs to be recorded.
To facilitate periodical checking, rail level and setting distance should be written
with paint at the base of each OHE mast face soon after commissioning,
preferably in black letters with yellow background. A horizontal line would indicate
the rail level. The setting distance should be in meters marked in correct to the
second decimal place. Repainting of these markings will ordinarily be required
once in two years.
During yearly maintenance of OHE, rail level and setting distance should be
checked and compared with the original figures. Any variation above 30 mm in
setting distance and 20 mm in rail level if noticed shall immediately be advised to
the SSE/SE/P-Way for correction. No change in setting distance and rail level
should be allowed if such change results in infringement of moving dimensions
(SOD).
It is essential to have a joint annual check of rail level and setting distance by the
ASE/JE (OHE) and ASE/JE (P-Way) in graded section.
In addition to the marking on the masts, a register should be maintained by

SSE/SE (OHE) to record the annual measurements of implantation at critical
locations under his jurisdiction.
203-08 Contact Wire Hard Spots, Wear and thickness
Hard spots are points on the OHE where contact wire wear is likely to be higher
than at normal locations, due to less flexibility in the OHE. Smoke pollution
aggravates wear at hard spots. The usual spots where the contact wire is likely to
show more wear are:
i. Support points at curves.

ii. Section insulators.

iii. Splices.
iv. Turn outs.
v. Insulated Overlap (IOL) having rigid droppers.
vi. At approaches to tunnels and over line structures.
vii. Pull offs.
Hard spots are prominent where Rigid Droppers are in use. At such hard spots, it
is important to keep a watch on wear of contact wire by measuring and keeping a
record of contact wire thickness periodically. It is essential to concentrate on
these spots during annual measurement of contact wire wear.
It is important to measure and record the wear of contact wire at the known hard
spots and at a few selected locations where heavy wear may be expected, so as
to keep a watch on the rate of wear. Observations have indicated the wear of
contact wire at train starting point of the station is high where the train picks up
speed.
In addition to the known hard spots, the wire thickness may be measured at one
or two points between each pair of stations where speed is maximum. These
measurements should be taken at the time of yearly maintenance and recorded
in a register. When the average wire thickness approaches the condemning
thickness, the number of points where measurement is taken may be increased
and one location in each tension length may be covered in addition to the known
hard spots.
Measurements of contact wire thickness in the vertical direction should be made

with a micrometre, preferably one fitted with a ratchet screw adjustment to ensure
that the pressure between the jaws when taking measurement does not exceed a
particular value. Considerable care is required in using the micrometre.
Measurement of contact wire thickness in underground section, where

measurement of contact wire diameter cannot be measured, shall be done as per
procedures laid down.
The measurement will be meaningful only if in successive years the thickness is

measured at the same point at each location. It is only then that the values
recorded can be directly compared.
If at any isolated point the contact wire reaches the condemning limit of
thickness, a splice should be introduced at the point
Splice is a small part which is used to join two ropes or wires. In case of catenary
system a splice is mostly used to join broken wire during repair and maintenance
activity.
The splice in OHE especially on contact wire of Metro railway is not desirable;
except the case if it becomes necessary when a small length requires
replacement as a result of restoration after breakdown. Contact wire splice
should not be reused.

A splice should, as far as possible, be located at a distance of not less than 5 m

from the support in the direction of traffic to avoid a hard spot on the OHE. The
contact wire must be replaced at the first available opportunity.
Sparking occurs when there is loss of contact (or improper contact) between the
pantograph and the contact wire. The common causes attributable to the OHE
are:
i. Incorrect tension in regulated OHE due to maladjustment or sluggish
operation of regulating equipment;
ii. Inadequate tension of contact wire in the case of unregulated OHE;
iii. Kinks in contact wire.
iv. SI locations
The speed being low in yards and depots, the adverse effect of incorrect
tensioning will be less pronounced and re-tensioning at longer intervals of 3-4
years will be adequate.
Kinks detected during inspection should be straightened/ removed without delay.

After re-tensioning it is particularly necessary to inspect the section for kinks.
The periodic current collection tests would reveal points where sparking takes
place. Apart from investigating and rectifying the cause of such sparking, it is also
important that the roughened surface of the contact wire be attended to, failing
which, there will be further deterioration, with successive passage of pantographs
resulting in reduced life of contact wire.
203-10 OHE Tension
DMRC has adopted two different tensions for its OHE of main Line. Where
contact wire of 107 mm2 is used, tension of 1000 kgf in the catenary wire and
1000 kgf in the contact wire is adopted. Where contact wire of 150 mm2 is used,
the conductor tensions of 1200 kgf is considered in each of the two conductors,
i.e., 1200 kgf in the catenary wire and 1200 kgf in the contact wire. Airport Line is
an exception where size of contact wire is 107 mm2 but tension adopted is of
1200 kgf each both for contact wire and catenary wire.
In the regulated equipment, the tensions are maintained at the above pre-
determined values, irrespective of the changes in the ambient temperature, by
use of an Automatic Tensioning Device.
The use of a higher conductor tension in the catenary and contact wire ensures a
better current collection Performance. The mechanical interaction between the
contact wire and the pantograph plays an important role in the phenomenon of
current collection. The pantograph exerts an upward pressure on the contact wire
which tends to hog the contact wire. At the same time, the contact wire tends to

sag by its own unsupported weight and/or the pre-sag provided. The sag of the
contact wire will depend upon the tension in the contact wire. The net result of
this panto-contact wire interaction will play a vital role in flow of current from
contact wire to the panto. The increased tension in the contact wire helps to
contribute to better current collection at the design speeds.
203-11 Insulators and Section Insulator Assembly
Insulators
As discussed below, mainly following three types of insulators (based on
material composition) are available:
i. Porcelain Insulators of higher creepage length.
ii. Hybrid Insulators (with porcelain core and polymer sheds).
iii. Composite Insulators (with fibreglass core and polymer sheds).
Brief description of these insulators are as under:
Fig. 203-02: Porcelain Ceramic (Stay Tube Insulator)
Fig. 203-03: Porcelain Ceramic (Bracket Tube Insulator)
Porcelain type with creepage length of 1050mm

In DMRC these insulators have been used in Depots/Yards.
Conventionally porcelain insulators are used on cantilever bracket
assemblies, for suspension arrangement and terminations. In polluted
humid environment the pollutants get deposited on the surface of the
insulators. The simultaneous presence of an Electrical gradient between
metal end fittings and polluted substances during foggy and rainy season
results into tracking over the surface of insulators, flash over and failure
(both mechanical and Electrical) of the insulators. In densely populated
areas, possibilities of breakage of porcelain insulators by pelting of stones
by miscreants are higher. The composite insulators are able to sustain

such activities. Due to this reason, composite insulators (Silicone rubber)

are used on bracket assembly and terminations on main line.
Fig. 203-04: Composite (Synthetic) Stay Tube Insulator
Fig. 203-05: Composite (Synthetic) Bracket Tube Insulator
Fig. 203-06: Core Insulator for Depot Section Insulators
Hybrid Insulators (with porcelain core and polymer sheds)

This type of insulator is not used in DMRC.
Composite Insulators (with fibreglass core and polymer sheds)

Composite insulators have the ability to resist tracking hence chances of
failure of insulator are less. Three types of insulators are available in this
category:
i. EVA (Ethylene Vinyl Acetate type): In phase I of DMRC, these

type of insulators were used on the main line. These get degraded
when exposed to UV radiation and become brittle over a period of
a service life. Also EVA sleeve is heat shrink fit on Fibre
Reinforced Polymer (FRP) tube, which tends to open with ageing,

and results in air gap. Any water ingress between FRP tube & EVA
insulation sleeve, results in tracking. For these reasons, it has
been later on decided to discontinue use of such type of insulators
and instead use silicon rubber insulators.
ii. EPDM (Ethylene Propylene Di-ene Monomer) rubber TYPE:
This is another type of insulators but not used in DMRC.
iii. SIR (Silicone Rubber type):- Silicone Rubber (SIR) has an
inherent UV resistance and hence longer life. Also SIR is directly
moulded on FRP tube and crimping is done on the ends.
Despite using these insulators, if deposits exist then remedy lies in

cleaning the insulators at regular intervals. Generally in heavy industry
areas, more frequent cleaning of insulators may have to be done. The
affected section should be divided into various zones based on the
degree and nature of pollution. Periodicity of insulator cleaning should be
fixed suitably. Hence all insulators in heavily polluted zone must be
cleaned before monsoon (in May) and winter (in November) as per
maintenance schedule given in Annexure 3-04.
Section Insulator (SI) Assembly

Section Insulator assembly is used to provide electrical isolation between two
elementary sections, which are otherwise continuous. SI is used to isolate depots
from main line, across Booster transformers and Interrupters and to form neutral
section. These are also used on crossovers, turnouts for sidings to isolate section
from main line. The above arrangement provides the necessary insulation
between adjacent sections of the OHE. There are various types of Sections
insulators used in DMRC. On main line typically light weight section Insulators
are used everywhere. The assembly comprises of a strain insulator with two
runners connected to one of contact wires. The bottom of the runners is at the
same level as the contact wire on the both sides, and so shaped as to allow a
smooth passage of the pantograph underneath it. Section Insulator is so adjusted
that its level should be in reference of the track. The two runners overlap with the
contact wire on the other side for a short length to ensure that there is no
interruption in the current drawn by the Rolling Stock as it passes underneath the
section insulator.
In Depots, conventional types of Section Insulators are used.
Maintenance of SI
Maintenance and adjustment of SI is to be done as per schedule and special
maintenance instructions issued.
i. Systra Design Jumpers: The jumpers are used to maintain Electrical

continuity and to ensure equal potential within spans, across overlaps and at
the sectioning posts. The jumpers are supported on the bracket assembly and
they are crimped with catenary wire. The tension due to relative movement of
OHE is taken care of by bracket assemblies instead of transferring it to PG

clamps. This reduces the possibility of failures of jumper wire and

consequently prevents from coming below the contact wire level.
Fig 203-07
ii. In general, following three sizes of jumpers are used in the OHE:
a. 26 mm2 jumper of annealed copper. This is used as “In-span jumper”
(namely „H‟ jumper) and “Anti-theft jumper” (namely „F‟ jumper).
b. 164 mm2 jumper of annealed copper. This is used as “Feeding Jumper”.
This jumper wire is also used in fabricating “Continuity jumper” namely
„G‟ jumper.
c. 75 mm2 jumper of annealed copper. This jumper wire is used for
fabricating Continuity Jumper.
iii. Jumpers used in depots

105 mm2 jumper of annealed copper is used as “Continuity and Feeding
Jumper” with the help of appropriate Parallel grooved Clamp (PG clamps) in
depots.
203-13 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
Neutral Section:
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 in DMRC.
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.
Fig. 203-09: Schematic Diagram of Neutral Section

ii. PTFE type Neutral Section

PTFE type Short Neutral Section comprises of two insulator assemblies.
Mid-section of this Neutral Section is solidly earthed.
Fig. 203-10: Design of PTFE type Short Neutral Section (SNS)
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.
Fig. 203-12

203-14 Environmental Effect on OHE
The OHE in Delhi Metro Rail Corporation has been designed for following
Meteorological conditions
Temperature
Minimum Temperature (ambient) 0ºC
Mean Temperature 35º C
Maximum Temperature 50º C
Humidity
Maximum relative humidity 100%
Minimum relative humidity 10%
Maximum wind pressure adopted in the design

For structural design 147.2 da N/m2 (150 kg/m2)
For calculation of conductor blow-off, etc 147.2 da N/m2 (150 kg/m2)
Pollution
Pollution plays an important role in design of OHE, the atmospheric pollution
causes a large number of insulators flash over in certain areas. The flash over
mainly occurs in the early morning in winter before sunrise and in the pre
monsoon period, especially when monsoons are delayed. The pollutants provide
a creepage path resulting into flashover of insulators and consequent tripping of
the 25 kV and EHV circuit breakers. Pollution in and around Delhi is because of
chemical and Industrial emissions.
i. Chemical and Industrial Pollution: Waste gases from industries –

hydrochloric acid, sulphuric acid, hydrofluoric acid fumes etc. and minute
particles of urea, cement etc. affect insulators of the electrified tracks in
the vicinity of these industries.
These conditions not only affect the insulators, but also affect the steel
parts including mast, which corrode rapidly and need frequent attention.
Composite insulators have the ability to resist tracking hence chances of
failure of insulators are less. Special steps are required to be taken
throughout the year, suitably modifying the insulator cleaning schedules to
ensure trouble free service.
ii. Effect of pollution on OHE Structure and Fittings: Although the
pollution control Board in Delhi is already activated yet due to effluents
discharged by the factories, which are close to the DMRC tracks, the
atmosphere gets polluted due to presence of corrosive fumes in the
effluents. This leads to corrosion of steel structures and OHE parts.
203-15 Clearances with Over line Structures
The OHE clearances should be checked with over line structures during the
annual maintenance and should be compared to the values given in “as erected”
drawings. Corrective action shall be taken as required.

203-16 Regulating Equipment - Automatic Tensioning Devices
The Catenary wire and contact wire are each given a tension of 1200 kgf each
(when Contact wire is of size 150 mm2) or 1000 kgf each (when the Contact Wire
is of size 107 mm2). However, for depots where tramway OHE is provided,
tension of 1200 kgf is maintained irrespective for contact wire of size 150 mm2
and 107 mm2. This tension has to be maintained irrespective of the variations in
the atmospheric temperatures.
This is achieved by providing Automatic Tensioning Devices (ATD), on either end
of each tension length. When the tension length is 700 m or less, ATD could be
provided at one end and the other end of the tension length could be fixed
without an ATD i.e. FTA (Fixed Termination Anchor). This will be termed as half-
tension-length and is provided depending upon the exigencies in the layout of
OHE. Normally the tension length is varying between 1000 m and 1100 m and
ATDs are provided at either end of the tension length.
Types of ATDs
Balance Weight ATD (BWA)

These are Automatic Tensioning Devices of 5 pulley-block type. It has a
mechanical advantage (M.A.) of 5. With tensions of 1200 kgf in each conductor
(i.e. catenary wire and contact wire), the total weight of the counterweight
assembly would be (1200X2)/5 = 480 kgf. Both conductors (i.e. catenary wire
catenary and contact wire) are linked together by a compensating plate
connected to movable pulley block.
The counterweight assembly has been provided with a special protective

arrangement, which prevents the counterweight from falling on to the track or to
the ground below the viaduct, in case of any eventuality due to snapping of the
Stainless Steel wire rope or due to any other reason.
The movable pulley of the ATD has a range of travel of 0.85 meters in the
horizontal direction. This is provided with anti falling arrangement for OHE
conductors suitable for this travel. This means, the counterweights can have a
maximum vertical travel of 5x0.85=4.25 m. While the counterweights will be free
to move over the above 4.25 m in sections at-grade, the free vertical travel of
counterweights in sections on viaduct is limited by the parapet height. The
maximum permissible travel of the counterweight, on viaduct, is calculated as
follows:
Height of anchor above Rail level 5900 mm
Height of parapet above Rail level 1050 mm
Height of anchor above parapet 5900-1050=4850 mm
Length of eye-rod 1340 mm
Allowance to be provided 360 mm
Maximum permissible travel of 4850-(1340+360)=3150 mm
counterweight

Taking 3.15 m as the maximum permissible travel of the counterweight, the

maximum permissible half-tension length is calculated as follows:-
Let L be the half tension length, in metres.

Coefficient of linear expansion of Conductors = 17 x10-6
Maximum temperature = 65 ºC
Minimum temperature = 0 ºC
Travel of movable pulley due to Temperature
variation from 65ºc to 0ºc = L x 17 x 10-6 x (65-0)
The travel of counterweight will be 5 times the travel of movable pulley. Equating,
L x 17 x 10-6 x 65 x 5 = 3.15
L = 570 m
Hence, the half tension length of OHE, where the BWA termination is on the
Viaduct, should not exceed 570 m.
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).
Fig. 203-13: Counter Weight type ATD

X-Y ADJUSTMENT CHART FOR A 5 PULLEY BLOCK

TYPE ATD (FOR ILLUSTRATION ONLY)
Note: X and Y in mm , L in metres
** 570m max tension length on viaducts.
(5x+100)
* 700m max tension length on grades.
Maximum anchor height in both cases is 5.30m above rail
level.
4100 1200
3970 1174
3415 1063
3250
3100 1000
L=
57
0*
* L=
2860 952
6 00
L=
2310 842
70
0*
L=
2100 800 5 00
L=
4 00
Y X
(mm) (mm)
Temperature in degree centigrade
1100 600
100 400
0 5 10 15 20 25 30 35 40 45 50 55 60 65
Fig. 203-14
Given the maximum permissible value of travel of counterweight from the bottom
most position to top-most position (3150 mm), the values of X and Y can be
calculated for various tension lengths i.e., the distances between the fixed point
of the OHE (FTA or ACC) and the location (BWA) where the ATD is provided.
This tension length should not be more than 570 m, when BWA is located on the
viaduct. For purpose of illustration, the X-Y values calculated for tension lengths
L (400 m, 500 m, 570 m, 600 m, 700 m) and for temperature range from 0 ºC to
65 ºC, are shown in Figure 203-14
Installation of Pulley Assembly for Anchor

i. Anchor the contact wire; make it alive during 72 hours in order to obtain
creep stability of wire. For this operation, the counterweight load will be
increased by one third (1/3).

ii. Draw the contact wire. The counter weights should not rest on the ground.
iii. After 72 hours, adjust dimensions X and Y considering ambient
temperature and length to be tensioned (see adjusting chart).
Gas Type ATD

In Gas ATD, regulation is achieved by cylinder piston arrangement filled with the
pressurized Nitrogen (N2) gas. In this arrangement, piston is fixed on mast and
cylinder is movable and is connected to OHE wires (as shown in Figure 203-14).
Three type of Gas ATDs are available as per half tension length.
i. Type „A‟ - Suitable for tension length up to 297 m

ii. Type „B‟ - Suitable for tension length up to 468 m
iii. Type „C‟ - Suitable for tension length up to 721 m
Chart for Ram Extension .and „X‟ Value for Gas ATD
This chart is given for maximum tension length. For smaller lengths, the Ram
extension and X-values are to be calculated as per calculations procedure (excel
sheet) given by OEM.

Fig. 203-15

Fig. 203-16
Spring type ATD

They are of two types, namely Spiral spring type and Helical Spring type.
Spiral Spring ATD

It can be considered as a spring giving a constant force to the contact
wire during all the variation of its length. A special spiral spring and two
pulleys with variable radius are assembled on the same shaft. The
variation of the torque applied from the spring during its rotation, is
compensated by the radius variation of the pulley connected by ropes to
the contact and catenary wire. The torque acting on the pulley system is
equilibrated by the spiral spring torque and therefore the applied force to

the line remains practically constant along all the spring travel
(Force=Torque/Radius). This ATD has least number of moving parts
making its maintenance requirement very less. The photograph of this
type of ATD is given in Figure 203-17.
Fig. 203-17: Spiral Spring ATD
Fig. 203-18: Helical Spring ATD
203-17 Anti-creep Arrangement
i. The tension length is provided with ATD on either end. With this arrangement,
the catenary system could move in the direction of traffic, due to the
interaction between the pantograph and the contact wire, unless the catenary
system is 'fixed' at some point. To arrest this movement, the catenary is fixed
at the midpoint of the tension length. This arrangement is called 'Anti-creep
arrangement' or 'Fixed point arrangement'.
ii. The cantilever at the Anti-creep central location is provided with a "Double
suspension clamp" wherein, apart from the normal catenary wire, one more
catenary wire is provided and this second catenary wire, called the “Anti-

creep” wire, is anchored on the masts. This location is called as the Anti
creep Centre, ACC.
Fig. 203-19: Arrangement of Anti Creep Centre
203-18 Termination and Anchoring arrangements
i. The Catenary wire and contact wire are linked together by a

compensating/equalising plate, before anchoring to an OHE mast, through an
ATD or otherwise. The compensating/equalising plate enables the tension to
be equally distributed between the catenary wire and the contact wire. In
special cases for fix termination, the catenary wire and contact wire may be
anchored separately on the OHE mast.
ii. The OHE masts where the conductors OHE is terminated are provided with a
guy-rod, which gets anchored on a concrete foundation in the case of at-
grade locations or to a specially designed base plate connected by bolts to
the parapet in the case of viaduct locations.
iii. However, in the case of Return conductor and OPC, it is possible to anchor
the concerned conductor to a mast, designed to take the load without the use
of a guy rod. That is to say, since the normal tensions in the Return
conductor, OPC and Anti creep wires are only of the order of 400 kgf-500 kgf
at 35 ºC, the structures on which these are anchored, could, if required, be
designed as self-anchoring masts.

Part B: General Description of Rigid OCS
203-19 Introduction
Rigid OCS
The Rigid OCS which carries the power supply from traction substation to the
pantographs of the Train Units has been designed to deliver a high level of
performance, both mechanically and electrically. It is designed for use in tunnels,
under and on bridges, as well as in maintenance depots. Due to its rigid-profile
design, the overhead conductor rail is especially suitable for restricted space
installation, e.g. in tunnel areas.
i. In the Rigid OCS, the contact wire is clamped into the conductor rail
profile and the conductor rail is supported by steel structures (drop tubes)
at specific intervals.
Fig. 203-20: Conductor Rail profile (With Contact wire)
ii. The tension lengths in the Rigid OCS are designed considering the
thermal expansion of conductor rail and contact wire.
iii. In the Metro line with high intensity of train running (and pantograph
passing), the Rigid OCS have been designed in such a way, which
requires less maintenance and less attention and ensure a high degree of
performance and a spark-free passage of pantograph have been adopted
for the Underground sections of DMRC lines. The mechanical design of
Rigid OCS Support insulators are designed to take the mechanical
stresses to support the design train headway of 90 seconds. The
supporting insulator fixture shall permit free sliding of rigid conductor to
allow expansion on account of temperature changes.
iv. The flexible copper jumpers are used for the electrical connections
between the conductor rail sections by a set of two feeder clamps. One of
these feeder clamps is sufficient to transmit the entire current of the
overhead conductor rail. For reasons of redundancy, it is recommendable
to use two clamps per connection point.

v. A cable which supplies power to the Rigid OCS (or Flexible OHE Wire) is
known as a feeder. Generally 25 kV 240 mm2 copper cable is used for
power feeding. The power cables are terminated on the conductor rail
with the help of feeder clamps. The feeding is done through two numbers
of 25 kV flexible copper cables. Both the cables are then terminated on a
copper bus bar mounted on an insulator, Copper jumpers typically of
4x150 mm2 size will then connect the busbar to the CR through the feeder
clamp. The 25 kV cables cannot be terminated directly on to the
conductor rail as they are not very flexible; hence they cannot
accommodate movement of Conductor Rail due to thermal expansions
and contractions of the conductor rail. There is a danger of possible
breakage of the joint if they are terminated directly on the conductor rail.
As far as practicable, the crossing of cables above Rigid OCS shall be

avoided. Figure 203-21 below shows the typical arrangements of cable
connection to Conductor Rail. Similar arrangements are done at Insulated
Overlaps for cable connections. For un-insulated overlap the electrical
continuity between the Conductor rails are provided by means of Jumpers
as shown in the Figure 203-22 below.
Copper Bus Jumpers

25 kV Cable Bar
Feeder
25 kV Insulator Clamps
Fig. 203-21: 25 kV Cable Termination on Rigid OCS

Fig. 203-22: Electrical connections at UIOL Overlaps.
vi. The transition from a Rigid OCS to a Flexible OHE system takes place
through the transition element. At the junction point of flexible OHE and
the Rigid OCS system, there will be a sudden change in the stiffness of
the contact wire. The Flexible OHE contact wire is tensioned but not rigid;
whereas the contact wire of Rigid OCS is not tensioned but clamped in
rigid CR. The movement of pantograph will not be smooth during the
transition from Flexible OHE to Rigid OCS or vice versa due to this
sudden change in the contact wire stiffness. Thus, there shall be a
gradual equalization of the difference in stiffness between the Flexible
OHE contact wire and the Rigid OCS contact wire to assist a smooth
transition of pantograph. The transition element is typically 6.00 m long.
Transition Bar is nothing but a piece of Conductor Rail with cut outs to
provide more flexibility and thus helps in absorbing the shocks. Additional
bolted joints are provided in order to ensure the clamping force of the
conductor rail profile despite the notches.
The Contact Wire from Flexible OHE enters straight into the transition bar.
The catenary wire is terminated at the tunnel mouth face through an
insulator. The transition element is provided with drilled holes to allow the
fixation of the electrical connections for transmitting the current flow from
the catenary wire.

Fig 203-23: Transition Element
Fig 203-24: Typical arrangement showing Jumping of Flexible OHE in Rigid

OCS
vii. Typical drawing of the Rigid OCS arrangements showing the Conductor
Rail Position is shown below. Return Conductor and OPC wires are run
along the top of the number plate supports.

Fig. 203-25: Typical arrangement of Contact Rail, OPC, RC in tunnel
viii. In the underground sections of DMRC, the contact wire is Round bottom
and the stagger on Rigid OCS is achieved by staggering conductor rail
(which holds contact wire also).
150 mm2 Round Bottom Contact Wire has been used in underground
sections of Line-2, Line-3, Line-6, Line-7 and Line-8
Specifications of contact wire used in DMRC are as per table below:
Parameters 150 mm2 Round Bottom
Material Hard Drawn Grooved Copper
Diameter 14.5 mm
Cross Section Area 150 mm2
Weight 1334 Kg/km
Breaking Load 53.66 kN
Co-efficient of linear
17 X 10-6 per ºC
expansion (α)
Resistivity 1.7241 X 10-8 Ω-m
Condemnation Dia. 9.8 mm (30%)

203-20 Drop tube/Supporting Structures
The Conductor rails are supported by steel structures. According to the span,
these steel structures/Drop tubes are placed typically at 10/11 m for 90 kmph
speed depending on the design.
Fig. 203-26
203-21 Mechanical Anchor Bolt/Chemical Anchor Bolt
The Rigid OCS Drop Tube is fixed to the tunnel ceiling with the help of anchor
bolts. These bolts are basically used to fix the rectangular drop tube to the tunnel
ceiling; and then the rest of the components are assembled on the drop tube.
The mechanical anchor bolt is hot dip galvanized type mechanical anchor as
shown in the photograph below:
Fig. 203-27: Mechanical Anchor Bolt

The technical details are given below:
Hole Dia., Anchor Hole Depth, Max. Fastenable Max. tight
do Length, L ho thickness, tfix Torque, Tinst
16 mm 165 mm 115 mm 50 mm 110 Nm

The design is well proven and can be used wherever drilling depth will allow 115
mm as manufacturer recommends drilling depth of 115 mm. However the anchor
has to be installed till the red mark. The length of the bolt will permit some margin
to adjust the height and maintain the perpendicularly of the drop tube.
In Phase-III, Chemical type of Anchors are planned to be used in underground

sections of Line-6 underground Extension and Line-7. This type of Chemical
anchor allows the installation directly to the concrete. One of the fitting methods
is on each standard support four Anchor Bolts of the size M16 will be used for the
supporting structures.
A pull out load test for anchors in tunnel must be conducted.
203-22 Rail Level and Offset Distance
Cross section Drawings show offset i.e. distance from centre of drop tube to track
centre and the height of the contact wire from rail level at each location. These
are with reference to alignment and level of the track at the time of erection of
Rigid OCS.
Alteration to track in Underground Tunnel sections

Before any alteration to alignment or level of electrified track is commenced, due
notice shall be given to officer In-charge of the overhead equipment so that the
overhead equipment may be adjusted to conform to the new conditions.
It follows, therefore, that any alterations of the alignment of the track shall only be
made with the prior information and concurrence of the Traction department so
that arrangement be made to correct the cross section drawings to the extent
required.
No change in offset distance and rail level should be allowed if such change
results in infringement of moving dimensions (SOD).
203-23 Rail Joints/Splice
Generally the rails will be delivered and installed in lengths of 11 m according and
11 m support distance will be used as standard span. These 11m rails are made
continuous by Splices/Rail Joints.
The conductor Rail Joint consists of inner and/or outer plates. The plates with
their large contact surfaces ensure the current transmission between the rail and
the joint and are also used for accurate mechanical fixing and fastening of the rail
height.

Fig. 203-28
203-24 Insulator
Porcelain type insulators have been used in the Rigid OCS installed in Vishwa
Vidyalaya to Central Secretariat of (Line-2) and Mandi House to Rajiv Chowk
(Line-3) of Phase-I. Whereas composite silicon insulators have been used in
Udyog Bhawan to Saket and Vishwa Vidyalaya to GTB Nagar (Line-2), Central
Secretariat to Jangpura (Line-6), Dwarka Sector-21 (Line-3) of Phase-II. All the
underground corridors of Line-7 and Line-8 and Line-6 extension of Phase-III are
also using composite silicon insulators due to the advantage of being light weight
and easier cleaning during maintenance. The electrical and mechanical
properties of support insulator shall be in accordance with the recommendations
of IEC 61109.
The minimum creepage distance of the insulator shall be 1100 mm, wet
frequency withstand voltage shall be 250 kV in accordance with the
recommendations of IEC 60913.
Fig. 203-29: Typical Rigid OCS Support Insulator (L = 500mm)

The jumper wires for the Rigid OCS shall be of stranded annealed copper with
adequate current carrying capacity. The jumpers are to be connected at air gaps
and at feeding points. The jumper wire shall be flexible to allow creeping of rigid
conductor. The jumper loops remain at least 75mm above the contact plane.
203-26 Neutral Section
Neutral sections in Rigid OCS are provided for Power supply separation from
different RSS. The Neutral sections in the Rigid OCS are SI type or overlap type.
There are some basic requirements which should be fulfilled before deciding
location of Neutral Section:
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. Driver is
not required to stop under NS.
Fig. 203-30: Typical Example of Overlap type Neutral Section
203-27 Anchoring arrangements
In the Rigid OCS, a mid-point is located in the middle of a tension length that
allows an unlimited expansion of the rail in both directions, thereby permitting a
large tension length. A support similar to the standard support will be used for the
fix point arrangement. The difference is that the rail will be firmly clamped to the
support.

Fig 203-31: Midpoint anchor typical arrangement
203-28 Protection Cover for Rigid OCS
At some places in the tunnel or at Ramp where Transition Element is installed,

there is a possibility of water leakage. Although the aluminium conductor rail is
very robust to with stand any climatic conditions, but water seepage on the
conductor rail may cause problems.
To avoid this risk, in the area of tunnel mouths and local moisture points, the CR
is provided with a protective plastic cover. The Conductor Rails at the Platform
are also provided with the plastic cover. This cover is manufactured in suitable
lengths with a nominal dead weight of approx. 0.86kg/m, which has no great
effect on the sag of the CR as it is rather rigid itself.
Of course, the cover can be cut into shorter sections and can be installed easily
without any additional fixing parts. As the cover encloses the whole CR profile, it
cannot be used in the area of supports and all parts which extend out of the
profile.
Fig. 203-32: Protection Cover for Conductor Rail

Fig. 203-33: Rail joint/Interlocking Joint/Splice (Side View)
203-29 Retractable Rigid OCS in Depots
In depot, generally tramway type OHE is used, there has been no constraint of
minimum clearances. However when work is required to be carried out on the
roof of the train in inspection bay lines (IBL), the Flexible OHE causes hindrance
and hence extra care has to be taken during the maintenance on the train roof.
In Abroad, in some depots Retractable Rigid OCS has been adopted which can
easily be retracted from the roof temporarily and may be repositioned back easily
after the completion of maintenance work. This is planned to be adopted in new
depots as the need be in Phase-III.
A brief description and photographs of Retractable Rigid OCS is given below:

i. The retractable Rigid OCS system is used in the Inspection Bay Lines in
the Depots. Rigid OCS is hanged from several swivelling jib arms. Some
of the Swivelling arms are motorized whereas others are not. To ease the
Rolling Stock roof maintenance operation, the retractable Rigid OCS
enables:
ii. In normal position: The arrival and departure of trains by electrical
traction inside the building, the train electric motors testing, pantograph
testing, and other operation requiring overhead contact line.
iii. In "Retracted" position: Any maintenance work on the roof of the rolling
stock can now be done easily by means of roof working platforms, lifting
platforms or baskets, or gantry crane on the total length of the workshops.
iv. The swivelling action to retract the OCS is only possible when following
safety conditions are met:
a. Power supply of the Rigid OCS is switched off;
b. Foot bridges accesses can be provided only after the Rigid OCS has
been retracted;
c. Gantry crane can move only when the power supply of Rigid OCS is
switched off and the Rigid OCS has been retracted.

Fig. 203-34: Top View of Retractable Rigid OCS
Fig. 203-35: Figure Showing Typical arrangements of Retractable Rigid OCS

Support with Motors and Swivelling Arms

Fig. 203-36: Typical Cross section of Retractable Rigid OCS in Depot – OCS in
service
Fig. 203-37: Typical Cross section of Retractable Rigid OCS in Depot – OCS in
Retracted Condition

203-30 Electrical Clearances inside Tunnel
Electrical Clearances – A genesis
IEC 60913
Item (Live to Structure clearances) Normal distance in
mm
Static Dynamic
Basic insulation 70 70
Distortion of Electrical Field 30 30
Surge/ Over Voltages 100 0
Safety Margins- Other allowances 70 70
Total 270* 170*
* In case of pollution zone (running of thermal engine, proximity of sea,

industrial pollution etc) 50 mm is to be added to both static and dynamic
clearances.
Electrical Clearances; International standards:

IEC 60913 standards has been adopted by many Railway Systems all over the
world. This standard recommends following clearances for 25kV ac traction for
pollution free environment:
Clearances* (mm)
Static Dynamic
Item
Absolute
Normal Normal
Minimum **
Live part of contact lines and to 270 170 150
bodies of structures (horizontal
/vertical)
Live part to vehicle 290 190 150
(horizontal/vertical)
* These minimum values can be increased in Zones of particular risk (near

sea, heavy traffic involving heat engines, industrial pollution, fog, in mountain and
tropical conditions)
** In exceptional cases if the operating and climatic conditions allow, smaller

clearances (lesser than normal) may be used provided that they are not lower
than the absolute minimum dynamic values shown.
DMRC has adopted close mode ventilation system, and the normal ventilation
through the piston effect of the train, therefore the tunnel environment is
controlled and pollution free, therefore static clearance of 270 mm & 290 mm was
adopted between „Live part to structure‟ and „Live part to vehicle‟ respectively.

EN-50122 -1997 prescribes the clearance for touching in a straight line from
standing surface against direct contact with live parts of an overhead contact wire
system as well as any live parts on the outside of a vehicle (e.g. current collector,
roof conductor, resistor), accessible to person (without use of any object) as 3.5
meters in public area and 2.75 meters in restricted areas.
All insulators, which are connected to a live part, shall be regarded as a live part
when considering clearance dimensions in EN 50122.
Fig. 203-38
Fig. 203-39
Accessible Clearances of 25 kV Live Parts of Vehicle and Rigid OCS from

Platform (All dimensions in mm)
i. Straight Line Clearance from upper portion of horn of Panto (in raised
conditions) to the nearest platform area = 3495
ii. Straight Line Clearance from lowest portion of the horn of Panto (in raised
conditions) to the nearest platform area = 3512
iii. Straight Line Clearance from Contact Wire to the nearest portion of the
Platform coping= 3663

iv. Straight Line Clearance from Contact Wire (with 200 mm stagger) to the
nearest portion of the Platform coping= 3572
Detailed analysis shown above indicated that the Contact wire height of 4318 mm
provides safety clearance of 2750 mm or more in a restricted area but clearance
of 3500 mm in public areas (platform) is available only if the half width of the
pantograph is limited to 800 mm or alternatively, obstruction panels are provided.
Thus with 25 kV AC rigid catenary system inside the tunnel, the minimum contact
wire height of 4318 mm for underground corridor was found feasible and the
pantograph pan width was reduced from existing 2070 mm to 1600 mm.
Based on the above discussions, DMRC has adopted the following minimum
electrical clearances inside the tunnel for 25 kV traction:
Item Normal inside Tunnel

25 kV Live metal to earth
-Static 270
dynamic (passing) 170
25 kV Live Metal to Vehicles
-Static 290
-Dynamic (passing) 190
Phase Difference (47.6 kV)
-Static 530
-Dynamic (passing) 350
Gap at insulated Overlap or air-gap on rigid OCS
400
between conductors of different electrical sections
Gap at Uninsulated Overlap or expansion joint on rigid
200
OCS
The same clearances are being considered at transition elements.
203-31 Comparison between Rigid OCS installations
Comparison for RIGID OCS in Phase-1, Phase-2, Airport Line and Phase-III
Sl.
Detail Phase-I Phase-II Airport Line Phase-III
No.
Furrer &
1 Design Railtech Furrer & Frey Railtech Frey and
Siemens
2 Design Speed 95 kmph 95 kmph 135 kmph 95 kmph
The conductor rail The conductor rail Mid
is fixed to the arm Mid Anchor plate is fixed to the arm Anchor
Anti creep
3 by means of one with Anti creep by means of one plate with
arrangement
clamp at the side wire used. clamp at the side Anticreep
of the arm. of the arm. wire used.
Silicon Silicon
Porcelain Silicon composite
Insulators composite composite
insulators insulators
insulators insulators
5 Typical Span 10 m 11 m 7.5 m 11 m

length
Electrical Electrical
Section Insulator separation Section Insulator separation
Section manufactured by achieved manufactured by achieved
6
Insulator M/s. through M/s. through
Railtech , France insulated Railtech, France insulated
overlaps overlaps
Gliding
Cantilever Hinged type of Gliding type Hinged type of
7 type
support type support support support
support
150 mm2
8 Jumpers 130 mm2 Cu 2
150 mm Cu 2
130 mm Cu Cu, 95
mm2 Cu
Typical Interval
between Normally under Maximum
9 480-500 m max 258 m max
expansion 250 m 500 m
joints
240 mm2
240 mm2 single single
240 mm2 single 240 mm2 single
10 Feeder cables core copper core
core copper cable core copper cable
cable copper
cable
150 mm2
240 mm2 bare
Tunnel earth Copper
11 stranded copper 150 mm2 Copper 93.3 mm2 ACSR
Wire(TEW) 240 mm2
conductor
Aluminium
70 mm2
Copper
Overhead
70 mm2, flexible mm2
12 Protection 70 mm2 Copper 93.3 mm2 ACSR
copper conductor Aluminium
Cable(OPC)
150 mm2
Aluminium
Return
240 mm2 240 mm2 240 mm2
13 Conductor 93.3 mm2 ACSR
Aluminium Aluminium Aluminium
(RC)
Typical
11 m to
14 Conductor rail 10 m 11.9 m 10 m
11.9 m
length
203-32 Special Tools for Rigid OCS installations
Contact Wire Insertion Device

This tool is used for inserting the contact wire in the rigid conductor rail. Once the
contact wire has been inserted, the clamping force of the conductor rail is enough
to hold the wire. The contact wire and aluminium rail becomes one system
because of this clamping strength of the conductor rail. Even though both are of
different materials, and copper and aluminium have different coefficients for

thermal expansion, the clamping force is so high that there is equal thermal
expansion and contraction in both.
Fig. 203-40: Contact Wire Insertion Device during insertion activity
Its function is as follows:
i. The smaller wheels of the contact wire insertion device run on the rib sat
the lower part of the CR profile.
ii. With the bigger spreader wheels, the profile is locally opened.
iii. With the central roller, which is adjustable in height, the contact wire is
lifted so that the grooves of the contact wire are clamped in the CR profile
once the insertion device has passed.

Fig. 203-41: Contact Wire Insertion Device
The contact wire insertion device is pulled with the help of a rail vehicle and the
speed of insertion is around 5km/hr.
The contact wire insertion device needs almost no maintenance. It is
recommended to lubricate the axis of the spreader wheels with a little ordinary
machine oil from time to time and to store it in a dry place.
Greasing Pump
The contact wire is greased as an additional precaution to prevent corrosion
damage resulting from direct contact between copper and aluminium.
The grease has a protective effect but allows current flow between aluminium
and copper because it contains a high percentage of zinc. A special grease pump
is necessary due to the high viscosity of the grease. This grease pump is
electrically operated.
Short sections of contact wire can also be greased by hand. Although the grease
is not dangerous, it is recommended to use gloves if greasing by hand.
The arrangement of the greasing equipment is shown below and consists mainly
of a grease sleeve with stripper and a grease cylinder with pump.
Its function is as follows.

The pump puts the grease under pressure from the grease cylinder to the grease
sleeve.
The plastic rings in the sleeve permit the grease to fill only the grooves of the
contact wire. Additionally, a separate stripper takes away any excess of grease
from the contact wire.
The sequence for the greasing of the contact wire is as follows
i. Insert the pump into the grease cylinder.

ii. Grease pump is connected to the grease sleeve with a flexible hose.

iii. Smoothen the end of the contact wire with a file to ensure that there are
no sharp edges which could damage the plastic rings inside the grease
sleeve and the stripper.
iv. Contact wire is inserted through grease sleeve, stripper and contact
insertion device into the CR.
v. A bucket is installed under the stripper to collect excess grease. The
grease can be re-used again.
vi. The pump is put in operation.
vii. The sleeve is slowly moved back and forth until the grease appears.
viii. As soon as the grease begins to appear behind the sleeve, the greasing
of the contact wire can begin.
ix. The pumping has to be ceased if the contact wire insertion has to be
stopped. Otherwise, the grease will continue to come out of the sleeve.
Fig. 203-42: Greasing pump during contact wire insertion
Sparking occurs when there is loss of contact (or improper contact) between the
pantograph and the contact wire. The common causes attributable to the Rigid
OCS are:
i. Improper adjustment of Conductor Rail

ii. Improper adjustment of Overlaps, Section Insulator and transition

element.
Any abnormality detected in the adjustments during inspection should be rectified

without delay.
The periodic current collection tests would reveal points where sparking takes
place. Apart from investigating and rectifying the cause of such sparking, it is also
important that the roughened surface of the contact wire be attended to, failing
which, there will be further deterioration, with successive passage of pantographs
resulting in reduced life of contact wire.
203-34 Contact Wire Wear
The Contact Wire is held by Conductor rails by clamping the grooves of the
Contact Wire. Aluminium rails have substantial current carrying capacity in itself
and thus larger wear of contact wire can be allowed based on the heating effect
of the current on the conductor rail and possibility of grooving on the rolling stock
pantograph due to the edges of the conductor rail.
The thickness of new contact wire is 14.50 mm. In general, it will be necessary to
replace contact wire when it has worn to a thickness of 9.8 mm which is almost
30% wear as shown below:
Fig. 203-43
Based on the inputs from other manufacturers, DMRC is also considering
allowing higher wear of 36% to 43% at which 1.5 mm clearance will be available
between edge of Aluminium conductor rail and contact wire plane section to
avoid grooves on the Panto graph as shown below:

Fig. 203-44: Permissible wear of contact wire
It is important to measure and record the wear of contact wire at the known hard
spots and at a few selected locations where heavy wear may be expected, so as
to keep a watch on the rate of wear. Observations have indicated the wear of
contact wire at train starting point of the station is high where the train picks up
speed.
In addition to the known hard spots, the wire thickness may be measured at one
or two points between each pair of stations where speed is maximum. These
measurements should be taken at the time of yearly maintenance and recorded
in a register. When the average wire thickness approaches the condemning
thickness, the number of points where measurement is taken may be increased
and one location in each tension length may be covered in addition to the known
hard spots.
Measurement of contact wire thickness in UG section, where contact wire

diameter cannot be measured, shall be done as per latest version of SMI-21.
The measurement will be meaningful only if in successive years the thickness is

measured at the same point at each location. It is only then that the values
recorded can be directly compared. A 75 mm wide band may be painted on the
drop tube face with black paint. If the location is identified in this manner and a
convention followed that measurement should be taken say 20 mm before the
suspension clamp in the direction of motion. Registers should be maintained in
the office of the SSE/SE (Rigid OCS) for his jurisdiction for the entire section in
Proforma 3-04. SMI 21 may be referred in this regard.

Part C: General Description of Catenary Maintenance Vehicle
203-35 Catenary Maintenance Vehicle (CMV)
Catenary Track Motor Car, Tower Wagon, Catenary Maintenance Vehicle, Rigid
OCS Motor Vehicle are used interchangeably at various locations in DMRC's
ACTM. This vehicle is rail mounted, self propelled vehicle which is used for
maintenance of Flexible OHE and Rigid OCS.
Catenary Maintenance Vehicle has a key role in the maintenance of Flexible

OHE, Rigid OCS and for attending their break downs. The satisfactory upkeep of
the car is, therefore, of utmost importance. Section In-charge should ensure that
the car under his control is maintained satisfactorily and is available at all times
for attending the OHE and for use in the event of breakdowns.
The Cars should carry necessary tools for maintenance of Flexible OHE/Rigid
OCS for attending the breakdowns, such as tackles, straining screws, clamps,
ropes, minimum of two ladders as well as an adequate stock of insulators,
lengths of contact and Catenary wires and other Flexible OHE/ Rigid OCS
fittings. An approved list of tools and equipment to be carried in each car has
been issued. SSE/SE (OHE) shall ensure that tools and equipment as per the
approved list are always available in the car.
In addition, a road vehicle with all tools and tackles should always be kept in
readiness at the depot to reach the site of accident/ breakdown wherever faster
road access is available. Following important maintenance guidelines need to be
ensured:
i. Mechanical inspection of the bogies and running gear of each car shall be
done by Rolling Stock (RS) department quarterly.
ii. The SSE/SE (OHE) in charge of the car will advise RS department the
date on which it is required to be inspected and running repairs to be
carried out. He will also arrange for stencilling the date of examination on
the car. The POH of the car shall be done as per recommendations of
OEM.
The day-to-day maintenance of the diesel engines and driving gear of the car will
be the responsibility of the SSE/SE (OHE) concerned. The OHE inspection car
drivers/shift supervisor should carry out the daily maintenance
203-36 Rules for Operation of Catenary Maintenance Vehicle (CMV)
General
The movement of Catenary Maintenance Vehicle is governed by GR and
Procedure Orders issued.
i. Authorization: No Catenary Maintenance Vehicle can be operated by
any person unless he is specifically authorised to do so after he has been
trained and examined for his knowledge of the rules prescribed. The

operator of Catenary Maintenance Vehicle will have the valid qualification

and competency.
ii. Movement: The movement of Catenary Maintenance Vehicle car on
tracks will be governed by all the rules governing movement of trains.
Driving
i. Catenary Maintenance Vehicle shall be driven only by an authorized
person, and no person shall be so authorized unless he has knowledge of
the section (Road and Signals) on which the car is to be operated and is
conversant with the operation and maintenance of car. He should also be
in possession of competency certificate for the purpose.
ii. The Catenary Maintenance Vehicle shall be driven at a speed not
exceeding 10 km/h when checking contact wire level and stagger.
iii. If the Catenary Maintenance Vehicle is driven for other than recording
operations, the speed should not exceed the permissible speed limit
subject to the speed restrictions imposed in the section and safety
circulars in-vogue.
iv. In addition to regular CMV operators, the SSE/SE should also try to train
few other staffs for exigency purposes.
Pantograph Operation
i. The pantograph mounted on the roof of the Catenary Maintenance
Vehicle is electrically connected to the under frame by means of a cable
connection. This cable connection should be checked before starting any
operation for checking and adjustment of Flexible OHE/Rigid OCS.
ii. The pantograph should normally be kept in the fully lowered position and
clamped securely by means of the special clamp provided for the
purpose. No string, cord, etc. shall be used for the purpose.
iii. Before any person goes up to the roof of the Catenary Maintenance
Vehicle for commencing inspection and adjustment, the concerned
section of the Flexible OHE shall be made dead and earthed on either
sides. Additional earths shall be provided where necessary. An authorized
person not lower in rank than Maintainer shall then go up on the roof and
remove the clamps to release the pantograph.
iv. Under no circumstances should Catenary Maintenance Vehicle be worked
with the pantograph raised without an earth on either side of it on the
section of the Flexible OHE in which it is to be worked.
v. In order to ensure that the pantograph does not enter a section where the
Flexible OHE is live, the Catenary Maintenance Vehicle shall be protected
on both the sides with red banner flags and other signal flags, as required.
vi. Before start of work the Operator of Catenary Maintenance Vehicle shall
be fully informed regarding the section, of which, power block is taken.
vii. At the end of the Inspection and checking, the pantograph, shall be
lowered and clamped by an authorized person not lower in rank than a
Maintainer working on the roof after earthing the Flexible OHE of the track
on which the CMV operating. The earths on the Flexible OHE near the
CMV shall then be removed after all persons working on the platform/ Jib
& Cradle have come down.

Operation of Lifting and Swivelling Platform/ Jib & Cradle

i. The lifting and swivelling platform / Jib & Cradle shall ordinarily lie in the
fully lowered position along the length of the car.
ii. The swivelling platform/ Jib & Cradle shall be raised or lowered only when
the CMV is stationary.
iii. CMV shall be moved only after the platform/ Jib & Cradle has been put
back in the normal position.
iv. If the CMV is to be moved with the platform/ Jib & Cradle is raised, it may
be done at a speed not exceeding 5 km/h taking care of all infringements.

III MAINTENANCE SCHEDULES OF FLEXIBLE OHE AND RIGID OCS
Part A: Maintenance Schedules of Flexible OHE
203-37 Schedule of Inspections
i. In order to achieve high reliability and aim of Zero Defect Flexible OHE, and
to ensure effective checks on the maintenance work, a minimum schedule of
inspections to be carried out each month by the Officers and Senior
Subordinate in-charge of operation and maintenance of Flexible OHE and
associated system, is indicated at Annexure 3-01A.
ii. The schedule of inspections is the minimum quota for each official and should
be independent of other tasks. These will not be of routine nature but shall be
carried out in depth to identify:
a. Deficiencies and shortcomings.
b. Lack of skill amongst staff.
c. Inadequacies in maintenance facilities
d. Constraints experienced
e. Conditions of environment leading to poor quality of work.
iii. The inspecting officials should programme their inspections in such a manner
as to cover the widest areas in their jurisdiction over the year and so stagger
the inspections so as to avoid repeated inspections of the same section, in a
very short time while neglecting other areas. A brief for various inspections is
indicated at Annexure 3-02A.
203-38 General
i. The Flexible OHE is subject to dynamic oscillations due to the constant

contact and movement of the fast moving pantograph coupled with wind
pressure. It is necessary to maintain the Flexible OHE in perfect condition
through proper checks on its geometry and all parameters adopted in the
design.
ii. The following schedules of maintenance for the Flexible OHE are required to
be followed to ensure good current collection as well as safety of installations
and personnel –
a. Foot Patrolling
b. Current collection Tests
c. Special checks
d. Annual Maintenance and Flexible OHE Inspection Car Checks.
e. Periodical Overhaul
f. Re-tensioning of Unregulated Flexible OHE.
iii. The importance of Flexible OHE maintenance arises from the fact that it is
extensively spread out, with a very large number of insulators, fittings and
other parts; failure of any one of which may result in dislocation of train
services for appreciable periods until the defect/breakdown is rectified. The
adjustment work is particularly important at crossovers and at overlap spans
since any deviation from the standards laid down could cause entanglement
of the pantograph with the Flexible OHE, with serious repercussions.

iv. The periodicity of schedules laid down below applies to the majority of
installations. The periodicity may however, be modified by Dy. HOD
(Traction/O&M) or HOD (Electrical/O&M), where local conditions so warrant.
v. As regards new equipments, if schedules, have not been drawn up, tentative
schedules may be evolved based on the Original Equipment Manufacturer‟s
guidelines, keeping in the view the local conditions also and with the approval
of Dy. HOD (Traction/O&M).
203-39 Foot-Patrolling of OHE
Foot patrolling can only be done during non-traffic hours. The patrolman will take
permission to enter in the section from the Station Controller with clear indication
whether he will proceed to the next station or will come back after finishing his
work. No train movement will be permitted unless the patrolman has arrived at his
predefined destination.
i. The object of foot-patrolling is to make visual inspection of every part of

Flexible OHE (including feeder line) so that any defect and abnormalities
noticed are recorded and reported to the maintenance gangs for attention.
ii. An experienced Flexible OHE Maintainer should be deputed to patrol the
section on foot by night, so as to cover every part of the section monthly.
If this patrolling is done thoroughly, many of the defects will be noticed at
the incipient stage, before they develop into major defects. The
Maintainers will be equipped with night vision devices/inspection aids/.
SSE/SE (OHE) should foot patrol the section once in six months
iii. The Maintainers on foot patrol should be equipped with, emergency
communication instrument and essential tools required for attending to
defects on the spot e.g. spanners for tightening bond connections etc.
iv. The Maintainers on patrol duty should particularly look for the following :
a. Chipped or damaged insulators.
b. Displaced fittings and droppers.
c. Excessive sagging or hogging of contact wire.
d. Whether equalizing plate is tilted.
e. Free movement of auto tensioning device and position of
counterweight with reference to upper and lower limits of movement
marked on the mast (for pulley type ATDs).
f. Presence of protective screens, caution and warning boards and anti-
climbing devices (if any).
g. Bird nests and pieces of stray wire likely to cause short circuits and
branches of trees likely to infringe the Flexible OHE.
h. Defective bonds and earth connections.
i. Defects in return conductor connecting booster transformers and its
connection with OPC. Oil leakage if any from BT.
j. Any obstructions including tree branches in the way of free movement
of pantograph and trains.
k. Signs of sparking or overheating of isolators as also condition of locks.
l. General condition of switching stations en-route.
m. Tilting of masts (if any)

n. Number plates
o. Any other abnormal/unusual situation
v. Major defects noticed by the Maintainers, which endanger safety, shall be
reported forthwith to TPC through the mobile/Tetra communication. Full
details should be given to enable the TPC to decide on the course of
action to be taken and if required to regulate train movements in the
affected section.
vi. The Maintainers should himself attend to and rectify such minor defects,
which can be rectified by him on the spot without special assistance. To
facilitate this, he shall carry with him a few essential tools. A report shall
be prepared regarding defects in prescribed format (Annexure 3.03A)
and entered by him in a Register maintained for the purpose in the depot.
The supervisor in charge of the depot will carefully scrutinize the Report/
Register and take prompt action to rectify defects reported, making
suitable entries in the Register.
203-40 Current Collection Tests
It is necessary to carry out periodic Current Collection tests to detect points at

which contact between the contact wire and pantograph is unsatisfactory
resulting in sparking. Such current collection tests are performed at night.
A video camera with night vision and recording facility can be fixed on the roof of
the train for current collection test, so that it can capture the complete view of
pantograph interaction with Flexible OHE. A display screen connected to camera,
able to show real time view, may be installed in the inspection vehicle to observe
the sparking. Above arrangement for current collection is done by Rolling Stock
(RS wing). During current collection test (in nonrevenue hours), one staff is
deputed in driving cab to announce the approaching location by using PA system
of the train. The location where the sparking is observed and the severity of the
sparking should be immediately noted down by the Flexible OHE supervisor
jointly with RS staff. A report of such locations is prepared of complete section in
prescribed format. Flexible OHE at the sparking location should be checked up
as soon as possible to find out and eliminate the cause of sparking. Compliance
report for attending the sparking location recorded during current collection test
shall be submitted by Flexible OHE In-charge SSE/SE (OHE) at the earliest.
The current collection tests as above should be carried out by SSE/SE (OHE)
once in 6 months over his entire section.
203-41 Special Checks
While the majority of items require attention only during Annual Maintenance and
Periodical Overhaul, items listed below will require more frequent attention as
indicated against each:

Insulators
Generally insulators need cleaning along with the maintenance schedule. At
locations subject to smoke pollution or pollution due to industrial dust/chemicals,
the frequency of cleaning will have to be fixed based on the extent of such
pollution. Where pollution is heavy, cleaning may have to be done more
frequently. Polluted zones of complete section are to be identified by officer In-
charge and cleaning of insulators is to be done before monsoon and winter
season.
Section Insulators
Section insulators on the main lines such as at neutral sections and yards/depot
should be attended to as under once in three months or as per maintenance
scheduled issued.-
i. Clean Core insulators with soapy water, rinse thoroughly with potable
water. Use dry and fluff less cloth. Replace Section Insulator, if badly
chipped or even slightly cracked.
ii. Check runners for flash-marks. Carbon deposition on runners is to be
cleaned by carbon cleaner.
iii. Check level of the assembly and adjust as required. Longitudinal and
transverse parallelism with regards to running plane should be checked
and corrected if necessary.
iv. Diameter of contact wire at both ends of SI is to be measured and
recorded. Check for excessive contact wire wear near anchor clamps.
v. All nuts, bolts, check nuts and split pins of runners and droppers are to be
checked and tightened properly if required.
vi. Smooth gliding of pantograph underneath SI is to be checked and any
hitting or problem in smooth transition is to be adjusted by adjustable
droppers.
Note: - Section Insulator installed at depot to mainline interface and in

polluted zone must be cleaned with soapy water followed by clean water and
clean cloth on monthly basis.
Section Insulators (Tramway)

Section insulators (Tramway) in the yards/depot should be attended to as under
once in Six (Tramway) months:
i. Clean insulators and replace badly chipped or even slightly cracked
insulators.
ii. Check runners for flash-marks.
iii. Check level of the assembly and adjust as required.
iv. Check for excessive contact wire wear near anchor clamps.
v. Measure and record min. Electrical clearance between runners and core
insulator. Correct if less than specified.
vi. Check that pantograph passes underneath the SI smoothly.
Bi-metallic clamps
The condition of junctions shall be checked by Thermal imaging camera. The hot
spot hence noticed shall be immediately attended in next available power block.

Bi metallic strip wherever provided shall be replaced with a new one. Yearly
checking of condition of bimetallic strip provided in Switchgears of Switching post
shall be carried out. All the worn out strips shall be replaced.
Earth Connections
Apart from general inspection of bond and earthing connections during foot-
patrolling, all such connections should be specially checked for continuity and
soundness of connections through Impedance bond/ITL with BEC and OPC once
in a year. Particulars of all earthing connections should be entered in a Register
station-wise for each section and the dates of Yearly inspection entered therein.
Feeders
Foot-patrolling of 25 kV feeders should be carried out every month. During this
check, the Maintainers shall also check that safety guards provided under the
feeders are properly earthed, if the clearances are adequate and caution notice
boards are in position.
Flexible OHE supported on steel girder bridges should be examined as frequently

as possible depending upon the traffic conditions.
Bird nests
Vigil should be exercised especially during the nesting season and the nests
removed as soon as possible and as per instructions issued in O&M.
Pre-monsoon checks
Some of the items to be attended to are:
i. All pulley type ATD‟s shall be checked for their free movement & X-Y
values adjusted if required.
ii. All tree branches in the section shall be trimmed to avoid any untoward
incident.
iii. Earth continuity and earth resistance shall be checked for all equipments
installed in section and recorded, rectification action shall be taken as
required.
iv. Special check shall be carried out to ensure working of isolators.
v. Where there is dripping of water on Flexible OHE/Rigid OCS from
overline structure the same should immediately be informed to Civil
Engineering department.
vi. Mast is to be checked for any leaning at grade section.
vii. PVC sleeve on BEC wire under track circuited rail to be checked for its
healthiness to avoid signal failures due to short circuiting.
Any special instruction, issued time to time, shall be complied.

Some typical OHE photographs:
Fig. 203-45(a) Fig. 203-45(b)

Special Box Type Cantilever Assembly Two Track Cantilever
Fig. 203-45(c): A Typical Arrangement of Mast Foundation on Via-Duct

Fig. 203-45(d): Portal for Multi Track OHE
203-42 Schedule of Checks and rectifications
The frequency of maintenance of various equipments as issued by O&M wing

must be followed. The details of work to be carried out during the schedules are
as under-
Masts, portals and cantilever supports:

i. Check rail level and setting distance against markings on the masts and
entries in the Register. Variation above 30 mm in setting distance and 20
mm in rail level should be notified to the SE/P-Way for correction.
Variations, even within the above limits, should not be permitted if the
Schedule of Dimensions is infringed.
ii. Check all steel parts and remove rust, if any, from painted steel work.
Rusted portions, after cleaning, must be given two coats of zinc chromate
primer followed by aluminium paint.
iii. Check all anchors for tightness of bolts, nuts, check nuts and pins,
Lubricate all turn buckles/adjusters and pulleys.
iv. Examine the base of each structure to ensure that muffs permit drainage
of water. Clean the muffs removing any muck or dirt. Cracked or damaged
muffs must be recast.
v. Check all bonds thoroughly. Defective bonds should be rectified and
missing bonds provided.
vi. Check and tighten all bolts and nuts.
vii. Check all galvanized pipes and fittings. Where galvanization is found to
be chipped off, the fitting of pipe should be replaced. Minor chippings may
be repaired using 'cold galvanizing paint'.
viii. Examine register arm and all hooks and fittings for cracks. Check for
cracks on steady arm tube also.

ix. Clean all insulators and carefully check for cracks and broken sheds. If
more than 2 sheds are broken or there is any crack on the core, the
insulator should be replaced.
x. Check and adjust heights and staggers on the basis of setting distance
and rail level marked. Close coordination with SE/P-Way is required for
keeping the P- Way as per SEDs.
xi. Check presence and condition of caution notice boards, number plates,
coasting boards, etc. Replace the boards as required. Ensure that they
are all well secured.
xii. Ensure that the drain holes in the tubes are free and not clogged.
xiii. As the bracket is articulated, check the position with reference to the axis
of the mast. The position will vary with temperature and distance from
anti-creep. The register arm and steady arm should as far as possible be
in the same plane as the bracket.
Contact and Catenary Wires

Check carefully condition of contact and Catenary wires, particularly for kinks and
twists in contact wire and broken strands of Catenary wire. Any stranded
conductor (Catenary wire etc.) should be spliced if more than 20 % of the strands
are broken. In case of less than 20% strands being broken, it may be secured by
dropper clip.
Droppers
i. Droppers should be vertical and tight. Replace if found loose with
appropriate dropper.
ii. Check droppers for any damage or rubbing at multi cantilever location.
Correct if required.
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 line to branch line or vice-versa.
i. With OHE Inspection Car running on main line, check if pantograph glides
smoothly under the main line OHE without any contact to OHE of loop
line. While moving on main line to branch line (Turnout) or vice versa,
smooth transition of pantograph from main line to turnout wire at
appropriate take-off must occur. Take-off/Take-on of main line wire should
be close to 55 cm marking on the pantograph.
ii. Check stagger of both the OHEs at turn outs. It shall not normally exceed
300 mm.
iii. Check that the main line OHE of overlap type turn out is about 30-50 mm
below that of the turnout OHE.
iv. Check up rail level and setting distance of the obligatory mast.
v. Check up for hard spots near rigid droppers, if any.
Isolators:
i. Check number plates for cleanliness and security.

ii. Check correctness of operation, alignment of contacts and arcing horns.

Check earth continuity where applicable.
iii. Lubricate moving parts and locks.
iv. Check interlocks where provided.
v. Check that the distance between male and female contacts and Electrical
clearance in open position and adjust them as specified.
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 ).
i. Check height and stagger of OHE In the overlap section.
ii. Check whether the normal minimum clearance of 500 mm is available
between the two OHEs in an insulated overlap and 200 mm in an un-
insulated overlap.
iii. Check whether the lifting of out-of run OHE is correct.
iv. Check that parallel running of contact wires in the overlap for a minimum 2
m in the panto sweep region.
v. Check jumpers for any damage or signs of heating at jumper fittings / PG
clamps. Check the tightness of RRA clamp and jumper fittings.
Contact Wire thickness

Measure and record thickness of contact wire.
Neutral Sections
Neutral Sections form an important check point during various OHE inspections
and maintenance schedules.
Neutral Section (Conventional three SIs type)

Since this type Neutral section is formed by using three Section
Insulators), hence all three SI shall be checked independently according
to check points of Section Insulator.
Neutral Section (PTFE type)

i. Check runner for any Flash mark or Hitting. If hitting marks are
observed on runner, readjustment of neutral section is to be done
with the help of Jig. If runners are badly worn out then replace it.
ii. Check condition of arcing horn.
iii. Check PTFE rod for any flash mark. Clean with normal water.
Detergent is to be used if found dirty.
iv. Measure the PTFE rod wear, turn it if it is more than 13 mm.
Replace it if already turned four times.
v. Check the droppers for tightness.

vi. Check the condition of adjuster, earthing jumper, splices, lock nut
pins etc.
vii. Check the hogging. If found improper then adjust it.
ATD
Counter weight type ATD

i. Check the position of the stainless steel cable in the anchor clamp,
compensating plate and measure X, Y parameters.
ii. Check the good condition of the stainless steel cable for any damage,
wear or broken strand. Change the cable if necessary.
iii. Check the alignment of the pulleys and free movement of counter
weight. Any rubbing of SS cable should be attended immediately.
iv. Check the tightening of the Nuts & bolts and the open V pins, and the
condition of the pulleys.
v. Grease the ball bearings with the grease pump on the axles end.
Preferably use a manual grease pump. Only recommended grease
should be used.
Gas type ATD

i. Check gas pressure, and fill gas if required.
ii. Measure and record gas ATD parameters e.g. X-value, Ram
extension. Adjust if required.
iii. Clean the RAM extension with soft cotton cloth. Check the tightness of
all nuts & bolts and split pins.
iv. Check condition of Earthing strap and connectors.
Maintenance Checklist of Spring ATD

Note down the reading on the scale. Compare it with
Half yearly the calculated value as per chart. Adjustment, if any
Halical to be done by turn buckle.
Spring Note down the reading on the scale. Compare it with
ATD the calculated value as per chart. Adjustment, if any
Yearly to be done by turn buckle.
Inspection for fitting materials (band, attached fitting)
Tightness of bracket assembly and nut bolt.
Spiral
Note down the Position of pointer of ATD w.r.t. to
Spring Yearly
temp. Compare it with the chart given by OEM.
ATD
Visual check of strands of SS rope.
Bonds & Earthing Connection
In Depots/Yards:
i. Check all bonds and replace defective or missing bonds. Paint all
bonds.
ii. Inspect earths (Earth Pits) and record earth resistance. Earths (Earth
Pits) having resistance of over 10 ohm should be attended to.

In main line
i. Check all connections and condition of BEC, plinth jumpers.
ii. All ITL/ Impedance bonds connections with RC, OPC, BEC and rails
are to be checked for their healthiness. Check for any sign of heating.
Attend, if required.
Fig. 203-46: Impedance Bond

Masts
Check verticality of all masts with plumb bob and take remedial action as
required.
Sites affected by accidents

Such sites should be specially checked and attended to.
Feeder Lines
i. Check earthing of towers.
ii. Measure and record earthing resistance of towers.
iii. Clean insulators and replace those, which are cracked or chipped.
203-43 Integrated Blocks
In case of Metro Rail, non-traffic hours are available for the purpose of combined
maintenance. Therefore, it is all the more necessary that annual maintenance
schedules can best be organized by adopting the system of Integrated Blocks.
Simultaneous work could be carried out by track, signal, and OHE/PSI staff
during night hours. Roster for the maintenance staff should be designed
accordingly.
203-44 Re-tensioning of Unregulated OHE
The re-tensioning of unregulated OHE in accordance with the tension-

temperature chart should be done ordinarily at the end of 6 months from the date

of erection and again at the end of 12 months. Thereafter the tension should be
checked up once in 2 years and re-tensioning done as required.
203-45 Periodical Overhaul (POH)
The bottom line of carrying out any scheduled maintenance is that once it is
carried out that equipment should not fail till the next schedule falls due. The aim
of POH is to recondition and restore the installation in the condition it was when it
was first commissioned, whereas preventive maintenance has to take care of the
wear and tear during normal service and forestalling possible failures by regular
inspection and prompt attention.
The work involved during POH is somewhat greater in scope than the pre-
commissioning tests, since after years of service many parts would have suffered
wear and tear, of which necessary adjustments will have to be made or repairs
done to make good the wear, or the irreparable items replaced.
Periodicity of POH
Periodicity of POH is being kept as 4.5 years presently. For planning of POH, the
entire line should be divided into smaller sections. Pollution levels at different
sections shall be other criteria for reducing periodicity of POH.
As far as possible, gangs for the work should be earmarked so that a uniform
standard is achieved. All POH work should be done under the direct supervision
of a supervisor not lower in rank than a SE.
To summarize, the object of POH is to make a thorough inspection of the OHE

and to replace worn-out or damaged parts. The parts removed are sent to the
maintenance depots for dismantling, thorough examination, re-conditioning, if
possible, and re-assembly for reuse.
Maintenance charts, prepared in different colours may be made indicating the

type of schedule each section has to undergo and the progress made.
In addition to the items detailed under annual maintenance, the following items
should be attended to during POH:
Masts, portals and cantilever supports

At least one complete cantilever assembly per 10 track-km, preferably from each
polluted zone should be removed and taken to the, workshop for dismantling and
detailed examination be done of various components after thorough cleaning.
This test check would reveal the extent to which other cantilever assemblies have
to be examined.
All regulating equipment (pulley Block type) should be replaced by previously

overhauled ones and the removed equipment should be sent to the workshop for
overhaul.

Check adjustments of cantilever assemblies, their slope and displacements at

every structure for compliance with the “as erected” SEDs.
Catenary and Contact Wires

Dismantle all jumper connections & clean the conductors, (with emery paper). If
the pieces show signs of overheating, this may be because either they are not
tightened properly or the clips are deformed and contact surface is insufficient. In
the latter case they should be replaced. In case of the contact wire, it is the
groove that has to be cleaned with either a fine metallic brush or emery paper.
The use of scraper or file is forbidden. Replace frayed or damaged jumpers.
Remove kinks if noticed.
The PG Clamps of contact wire, catenary wire & G-jumper shall be replaced with
new PG Clamp during POH.
Procedure for Maintenance of SYSTRA design Jumpers: SYSTRA type G-

Jumpers are crimped to Catenary (by 164 mm2 to 65 mm2 clamp) and clamps of
Contact Wire are crimped to 75 mm2 Jumper wire. Following Maintenance
instruction should be followed:
i. Check the jumper for any damage. Replace jumper if found frayed or
damaged. In the case of replacement, ensure that proper crimping die is
used as per size of cable.
ii. Check the jumper wire for any damage or overheating at its crimped
clamps i.e. Jumper to catenary (164 mm2 to 65 mm2) and catenary to
contact wire (75 mm2 wire to contact wire). Replace it if crimped clamps
are overheated or frayed.
iii. Dismantle the Contact Clamp from Contact Wire.
iv. Clean the clamp with emery paper.
v. Contact clamp should be shifted and tightened at least 5 cm from its
original position. Ensure that the jumper remains flexible.
Note: In all the cases ensure that proper PG Clamp is used as per size of cable.
The released PG Clamp may be treated as scrap & should not be used further.
Insulated and Un-insulated Overlaps

Check the position of contact with respect to track to comply with SED. Ensure
that insulators of anchoring wires are crossing the plane of OHE in correct
position as per plan.
Overline Structures
Check the height and gradient of the contact wire and tally the same with 'as
erected'.
Turn outs: Check the position of the contact wire with respect to the track for
compliance with SED.

Overhead Cross-feeders, Return Conductors and 25 kV Feeders

i. Examine wires for frayed strands, overheating, pinching or corrosion,
especially at suspension clamps. Tighten junction sleeves.
ii. Ensure that all joints are properly coated with Vaseline.
iii. Check tension in wires and adjust if necessary.
Other overhead wires such as bypass feeders and earth-wires should be

inspected. The insulator attachments should be checked for any damage,
chipping or flash marks. The insulators should be cleaned at the same time.
General
i. During POH, fittings, which do not provide prescribed margin of
adjustment and proper fitting should be replaced.
ii. All fittings on masts should be checked against "as erected" drawings and
any variation should be recorded and reported to Assistant Manager or
Manager (Traction)/O&M for changing the drawings.
iii. The position of splice should be recorded in the relevant lay out plans.
iv. In case of a major OHE break down, it is advisable to examine critically
the bracket assemblies in about 8 to 10 spans on either side for cracks,
twists, bends or other defects which may cause failures later on.
v. Aluminium bronze fittings, bolts and nuts should be cleaned and carefully
examined, if necessary, with a magnifying glass. Particular care should be
taken to see that the threads are in good condition. The cracked fittings
should invariably be discarded.
vi. All G.I. fittings and pipes should be examined for deterioration of
galvanization. Minor chippings may be repaired by using cold galvanizing
paint. (Sand or emery paper should never be used for cleaning).
vii. The regulating equipment should be dismantled and every part should be
cleaned. Any grazing or rubbing on pulleys should either be repaired if
possible or the damaged equipment should be replaced. All lubricating
holes should be free for passage of grease. The stainless steel rope
should be closely examined for damage to the strands. Particular
attention should be given to the end fittings on the stainless steel rope.
Only approved lubricant should be used for regulating equipment
components.
203-46 Rehabilitation of OHE
Depending upon the condition of the fittings, rehabilitation of the OHE may be
undertaken after a period of 20 years. HOD (Electrical)/O&M may decide the
assemblies to be replaced after a special drive.

Part B: Maintenance schedules of Rigid OCS
203-47 Maintenance Issues in Rigid OCS
i. Ceramic insulators used in Vishwa Vidyalaya to Central Secretariat of

(Line-2) and Mandi House to Rajiv Chowk (Line-3) of Phase-I
Ceramic insulators used in Vishwa Vidyalaya to Central Secretariat (Line-2)
and Mandi House to Rajiv Chowk (Line-3) sections of Phase-I require
frequent cleaning and maintenance. The ceramic insulators cleaning requires
first cleaning by soapy water through brush, thereafter rinsing the insulators
with potable water using wet clothes and then drying through dry clothes. To
ensure that water is not spilled on other parts of the system the same requires
precision and a tray to arrest the fall of water. Based on experience, presently
cleaning has been done every 2 years. This can be reviewed on the basis of
further experience as the cleaning requires mega block.
For the composite silicon insulators, extensive cleaning is not required and
only dusting with dry cloth and is sufficient. The cleaning is done in longer
interval of every 4 years.
ii. Water dropping on Rigid OCS

The polluted water through concrete and water from the tunnel has caused
damage to conductor rail. Following actions are taken by O&M to prevent
such damages:-
a. Regular foot patrolling to be done by staff and to watch out the water
dropping locations.
b. Dropping of concrete mixed water is brought to the notice of Works
department.
c. Prompt action by Works department to attend water leakage locations.
d. If the water leakage is not arrested then Plastic cover to be provided on
Rigid OCS at water dropping locations.
Fig. 203-47
iii. Railtech make Section Insulators in Phase-I [Vishwa Vidyalaya to Central

Secretariat (Line-2)]

In Phase-I, Railtech make section insulators are installed at crossovers

instead of an insulated overlap provided in Phase-II. Failures in section
insulators have been faced due to hitting on runners.
Fig. 203-48
203-48 Planned Preventive Maintenance of Rigid OCS
This section discusses on various aspects of maintenance of Rigid OCS. The

subject has been divided in to three major parts:
i. Scheduled Preventive maintenance
ii. IOH (Intermediate overhauling)
iii. Periodical overhaul
Scheduled Preventive Maintenance

The following schedules of maintenance for the Rigid OCS are required to be
followed for efficient service, proper current collection as well as safety of
installations and personnel:
i. Cab inspection of Rigid OCS
ii. Patrolling of Rigid OCS
iii. Vehicular Inspection of Rigid OCS
iv. Current collection checks
v. Special checks
Cab inspection of Rigid OCS

Periodicity: Daily
The general condition of Rigid OCS and water dripping in the tunnel are to be
checked and recorded. Actions are to be decided as per requirements. In
case of notice of any water dripping etc., works department to be informed for
rectification. As immediate measure, protective covering is to be provided at
that location during next maintenance cycle within a week.
Patrolling of Rigid OCS

Periodicity: Monthly
The Linesman on patrol duty should particularly look for the following:
i. Chipped or damaged insulators.
ii. Displaced fittings.
iii. Any displacement of Aluminium conductor Rail/Contact wire.

iv. Broken strands of earth conductors/RC.

v. Condition of protective cover.
vi. Presence of protective screens and caution and warning boards.
vii. Bird-nests and pieces of stray wire likely to cause short circuits.
viii. Defective bonds and earth connections.
ix. Defects in return-conductors, and their connection to MET‟s and
connections to rails at ITL location.
x. Signs of heavy sparking particularly at feeding termination points &
section insulators.
xi. Traces of water seepage/ dripping from tunnel ceiling.
xii. Number plates.
xiii. Connectors in return circuit, Continuity of Return Path.
xiv. Electrical clearances.
xv. Status of Anti creep points.
Vehicular Inspection of Rigid OCS:

Periodicity: Half yearly
This check has to be carried out under traffic block and power block condition.
The object of inspection of Rigid OCS by a rail vehicle is to enable
supervisors and officers‟ In-charge of Rigid OCS maintenance to observe
closely the OCS under their charge. The Concerned Engineer in charge
should inspect his entire section. Items needing attention are as under:-
i. Height, stagger and separation of CR and for smooth panto transition
from one CR to the other at expansion joints and air gaps.
ii. Section insulators locations for proper levelling and height of runners,
condition of insulating rods, smooth transition of panto, proper torque
of the fasteners.
iii. Turnouts and crossovers for proper elevation of ramps and smooth
passage of panto from one CR to the other.
iv. Check for proper insertion of the CW in the CR beak, observe for any
hard spot.
v. Condition of connectors at feeding points and jumpers at overlaps and
turnouts.
vi. torque of the hanger clamp & other fasteners, condition and torque of
the support anchor bolts
vii. Electrical and mechanical clearances.
viii. Visual inspection of cantilevers and supports for any deformity.
ix. Cleaning of insulators if required.
Current collection Test

Periodicity: Half Yearly
Sparking in the contact wire when Panto passes at high speeds should be
observed. A bad contact wire with kinks, loose jumper connections etc. can
hamper the smooth movement of panto contributing to sparks and flashes.

1.5 Special Checks

Cleaning of Insulators
Periodicity: Generally insulators need cleaning once in two year in
case of porcelain insulators provided in Phase -1 sections (VV to CTST in
line-2, RCK to MDHS in Line-3)
Insulators need cleaning once in four year in case of composite silicon
insulators provided in Phase –II sections ( CTST to SAKT in Line-2, CTST
to JGPA in Line-6, DSTO in Line-3), Airport Line.
Section Insulators
Periodicity: Section insulators should be checked half yearly and
insulator should be cleaned.
SI is provided only in Phase-I sections (VV to CTST in line-2, RCK to
MDHS in Line-3). In Phase-II sections Insulated overlaps are provided.
Activities in cleaning of SI:
i. Check the wear of the contact shoes.
ii. Check up runners for flash mark.
iii. Check up level of the assembly and adjust as required.
iv. Check if pantograph passes under the section insulator smoothly.
Bi-metallic clamps
Periodicity: 6 months.
Check for tightness and signs of overheating.
Earth Connections:
Periodicity: One year
Apart from general inspection of earth connections during foot patrolling,
all earth connections should be specially checked for continuity and
soundness of connections once in a year.
Earthing of Rigid OCS

Earthing clamps have been installed on Rail Conductor beam at
expansion joints air gaps, one in each tension length to facilitate earthing
of catenary. This clamp fixed on top of CR is having a U shape clamp,
earthing discharge rod is hooked in the clamp with another end of the rod
connected to earthing conductors such as track rail or MET (if exists
nearby).
IOH (Intermediate Overhauling)

Periodicity: Two years
The IOH must be carried out using Catenary vehicle. The details of work to be
carried out during this schedule are as under:
OCS Bracket supports and cantilever assembly

i. Check for tightness of the OCS support base plate anchor bolts.
Examine for any abnormalities and for any deformity in the holding
concrete in the tunnel roof.

ii. Check all steel parts and remove rust of any painted steel work
wherever found. Rusty portions after cleaning must be given two coats
of zinc chromate primer followed by aluminium paint.
iii. In the curve with a super elevation of the track, the rail-bar must be
perpendicular at the current collector bow of the pantograph to ensure
good current collection
iv. Check height and stagger at random locations to observe the
behaviour of supports.
v. Check the insulator condition and clean the insulators.
Hanger Clamp
i. Check that each threaded M16 bolt rod is vertical & not in torsion
ii. Check closing of the hanger clamp and the torque value C = 8 Nm
iii. Check the state of the Teflon bearing
Fig. 203-49
Splice Assembly
i. Check the torque value of the 16 bolts with torque wrench: C = 20 Nm.
ii. Check that there is a washer between the aluminium profile and the
head of the bolt.
General
i. Check all Earth Connections thoroughly. Defects of Earth Connections
must be rectified and missing Cables and Connections to be replaced.
ii. Inspect and tighten all G I bolts, SS bolts.
iii. Inspect all galvanized parts and fittings. Where galvanization is found
to be chipped off, the same or pipe may be replaced. Minor chippings
may be repaired using "cold galvanizing paint".
iv. Clean all insulators; carefully check for cracks and replace insulators
which are cracked or chipped. Check tightness of bolts, nuts.
v. Check and adjust height and stagger.
vi. Check presence of prescribed sign boards such as caution notice
boards, number plates, Clearance Boards, etc. Ensure that they are
all well secured.

Contact Wire
Check the contact surface and note if there are any arcing spots causing
damage to contact wire .If the contact wire is damaged & some portion needs
replacement, the replacement piece/should not be less than 2 m length. Find
out the reasons for damage & take necessary action, which may be due to
hard point/bad adjustment.
Stranded Conductors
i. Thoroughly examine condition of OPC, RC Conductor and tunnel
Earth wires, particularly for broken strands.
ii. Any stranded conductors should be spliced if more than 20% of the
strands are found broken. If less than 20% of strands are cut, the
conductor shall be wrapped with tape or binding wire to prevent
strands coming out.
iii. Check jumpers and jumper clamps and their tightness. If necessary,
the new clamps to be provided for the defective clamps, after thorough
inspection.
Transition Element
i. Check the torque value of the 7 bolts that ensure the pinching profile.
ii. Check the torque value of 6 bolts of the contact wire splice.
iii. The contact wire splice must be in contact with the side of the profile
on the conventional catenary side.
iv. Check that the contact wire is perfectly straight at the exit of the
transition element and check also the position of element regarding
the track.
Fig. 203-50
Turnouts/Crossovers
i. With catenary vehicle running on main line, check up if the loop or
secondary line OCS contact wire passes smoothly under the panto.
ii. With catenary vehicle running on loop lines, secondary track check up
if the main line OCS passes smoothly under the panto.
iii. Check up stagger at turn out of both the OCS with respect to both the
loop and main lines.

Anchor clamp
i. Check the torque Value (8 Nm)
ii. Check that each anchor clamp is in contact with the hanger clamp.
iii. Check that each clamp is well inserted in the profile ribs and in contact
with the top surface of the profile.
iv. Check that the surface of the aluminium profile is not marked by the
anchor Clamp.
Earth Connector:
Check the torque value (50 Nm) and contact area.
Section Insulator Assembly

i. Check the condition of the insulator, if the fibres are visible or coating
is missing, water can impregnate into the insulator which can damage
the system.
ii. Tighten the screws if they had been loosened during the operation.
iii. The insulator could be used in 5 different positions, after that it should
be replaced. If the PTFE coating is delaminated & GFK matrix is
visible, the insulator must be replaced.
iv. Check the wear of contact shoe. When shoes wear is more that 3 mm
these need adjustment, which is normally after 200000 to 300000
Panto passage Replace the shoes on reaching max. wear (1 to 2 mm)
v. Insulator must be changed if a Degradation of the coating is observed.
Protective Cover
i. Check that the cover is well inserted. If not replace it.
ii. Replace the cover if found damaged.
iii. Check that the cover is not too dirty, clean it with a rag.
Air gap
i. Check up height and stagger of OCS in the Air Gaps.
ii. Check up whether the normal minimum horizontal separation of 400 is
available between the two OCS in an insulated overlap and 200 mm in
the case of un-insulated overlap.
Contact wire thickness

Measure and record the thickness of contact wire.
Return Path Connections, Earth Connections and Other Protection:

i. Check for proper rigidity of cable connections made by Thermo
welding.
ii. Check for any missing Cable Connections.
iii. Check for proper Return Path.
iv. Check all metallic parts connected to RC and Earth wire.
v. Check for proper connections of RC & Earth wire to MET‟s.

vi. Check for all the connections of ITL, MET & TEW. Inspect all Earthing
stations and record the earth resistance values and if the resistance is
more than limit it should be attended/treated.
Periodical Overhauling (POH)

POH is carried out at an interval of 4 years. After years of service some parts
would have suffered wear and tear, to take care of which necessary adjustments
will have to be made or repairs done to make good the wear, or if this is not
possible, the irreparable items should be replaced. The Periodical overhaul of
OCS should be planned on a programme basis so that every part of the
installation receives detailed attention, repair and overhaul at an average interval
of 4 years. For programming POH, the entire section should be suitably divided
into smaller sections. All POH work should be done under proper supervision.
Vulnerable Sections should be given priority in overhauling before any damage
results. In addition to all the items detailed under annual maintenance, the
following items should be attended to during POH.
Support Brackets and cantilevers supports

i. At least one complete cantilever assembly in each track km should be
removed and taken to the workshop for dismantling and detailed
examination of various components after thorough cleaning. This test
check would reveal the extent to which other cantilever assemblies
have to be examined.
ii. Check adjustments of cantilever assemblies, their slopes and
displacements at every support for strict compliance with the approved
drawings.
Stranded conductors and Jumper Wires

Dismantle all jumper connections. Clean the CR (with emery in case of
copper or bronze conductors and metallic brush in case of aluminium
conductors) clips, etc. If the pieces show signs of overheating, this may be
because either they were not tightened properly or the clips are deformed and
contact surface is insufficient. In the latter case, they shall be replaced. On
CR, it is the surface that has to be cleaned. For this purpose, either a fine
metallic brush or emery paper shall be used. The use of scraper or file is
forbidden. If necessary replace frayed or damaged jumper. Check for broken
strands at the clamps & for proper. The Sag in the Span should be checked.
RC and OPC
Check for broken strands at the clamps & for proper. The Sag in the Spans
should be checked.
Air Gaps
Check and adjust if necessary the position of conductor Rails with respect to
tracks to comply with approved drawings.

Turnouts /Crossovers:
Carefully check and adjust the position of the conductor Rails with respect to
the track and for compliance with approved drawings.
Section Insulators
The Section insulator provides Electrical separation in OCS but maintains
Mechanical continuity for uninterrupted Power Supply to the Rolling Stock
when traversed by it. Normally OCS on both sides of the Section Insulator
remains energized. OCS on one or other side of the Section insulator can be
made dead by switching operation and when this is done, no pantograph shall
be allowed to approach or cross the Section insulator which will otherwise
cause fault in OCS system. Section insulators are used
i. On crossovers,
ii. In sidings / Loop lines,
iii. On Mainlines where Air Gaps are difficult to create.
ROCS requiring special attention at following points

i. Scissor crossovers and turnout
ii. Flexible to Rigid OCS transition
iii. Feeder connections
Scissor crossovers and turnouts

Check for smooth run of Pantograph at turn outs.
Fig. 203-51
Flexible to Rigid OCS transition

Check the tightness of the nut/bolts provided.

Fig. 203-52
Feeder connections
Check the connection of the feeder that should be proper.
Fig. 203-53

IV SAFETY RULES FOR FLEXIBLE OHE AND RIGID OCS
203-49 Safety Rules for OHE and Maintenance of Tools
i. The following rules are supplementary to the General Rules and other safety
instructions of this ACTM.
ii. Printed boards containing instructions regarding treatment of persons
suffering from electric shock should be exhibited in every OHE maintenance
depot, equipment room, switching station, Catenary Track Motor Car/ OHE
Maintenance car depot, and also in offices of Station Controllers.
iii. First Aid Boxes should be kept at every maintenance depot, in OHE
Inspection Car, breakdown vehicle and wiring train.
Maintenance of tools and tackles
Ropes, Come-along clamps, Tirfor, Pull-lift etc. should be tested once in three
months, in the presence of a SSE/SE/ASE In-charge, and record of such tests
maintained in each depot.
203-50 Documents to be kept with OHE Supervisors for Work on OHE
i. The SSE/SE (OHE) or other officials supervising OHE work shall have with
him a complete set of structure erection drawings, lay out plans, sectioning'
diagram and general supply diagram etc. pertaining to the overhead
equipment under his charge.
ii. It shall be the responsibility of the SSE/SE/ASE/JE (OHE) or in his absence
the senior-most official in-charge of the work to ensure that all safety rules
prescribed are actually observed by the staff when carrying out work on
traction installations. It shall be the duty of the supervisor to remind the staff
periodically of the various safety rules to be observed at work site. Mock drills,
as prescribed in mock drill booklet issued) are to be carried out periodically in
depots in presence of SSE/SE (OHE) to ensure the safe working and to
enhance the skills of staff. Records of same are to be kept in his office.
203-51 Permit to Work
Before commencing work on any part of the dead OHE or within 2 m of live OHE,
a permit to work shall be obtained from TPC or other authorized person.
Standard Procedures order issued may be adhered to.
203-52 Protection of Staff against Traffic Movements and Protection of Trains
i. The supervisory official in-charge of work on OHE shall observe relevant

provisions of GR for protection of trains before work on OHE is commenced
and for the whole time the work is in progress.
ii. Measures laid down shall be observed by all concerned to prevent accidental
Energisation of the section under power block on account of electric train
movements.

203-53 Earthing before Commencement of Work
i. All metallic parts within reach (either directly or through tools etc.) shall be
earthed, after they are de-energised.
ii. Each working party shall be protected by at least two independent earths, one
on each side of a working party.
iii. Earthing should be done individually by each working party as close to the
work spot as possible. The distance between the two earths shall not exceed
1 km.
iv. If the distance between the working parties exceeds 100 m, intermediate
earths shall be provided in such a manner so as to ensure that the distance
between earths does not exceed 100 m.
v. Even when earthing is provided by isolator switches with earthing heels,
additional temporary earths, as above, shall also be provided.
203-54 Procedure for Providing Temporary Earths
The following sequence of operations shall be carried out while providing

temporary earths on OHE:
i. During Emergency Blocks, men shall be posted on both sides of the site
of work to warn the working party of any approaching train on the same
track and adjacent track.
ii. The permit-to-work shall be obtained prior to commencing work to make
sure that power supply has been switched off.
iii. For providing temporary earth on the OHE or other equipment after it has
been made dead, only discharge rod, specially designed for this purpose,
alone should be used. The cable shall be flexible and should have
adequate cross-section to be able to withstand short circuit currents.
iv. Fix the earthing-clamp securely to a mast at least one span away on one
side of the work site after making sure that the mast-to-OPC bond of this
mast is intact. The mast-end or rail-end clamp of the discharge /earthing
pole assembly should be checked for tightness just before connecting the
top clamp on to the OHE.
v. Hook securely with a snap action the top clamp of discharge/earthing pole
assembly to the OHE conductor close to the mast/ structure and tie the
earthing pole to the mast/ structure. Never hook on the top hook of the
earthing cable to the OHE, till the other end has been first connected to
earth.
vi. The earthing clamps should always be fixed to the mast/structure first and
then the top clamp should be hooked to the OHE which is to be earthed.
vii. Repeat operations iv. & v. for the second temporary earth on the other
side of the working party.
viii. After temporary earths have been fixed on the OHE on both sides of the
work site, staff may proceed with the maintenance work.
ix. After work is completed and men, materials and tools have been removed
and the OHE is clear, the above earthing rods may be removed in the

reverse order i.e., first remove the hook on the OHE and then the clamp
fixed to the rail or mast/structure. After warning all staff that supply will be
restored and that they should keep away from live equipment, the permit-
to-work may be returned and supply restored.
203-55 Precautions in Regard to Discharge/Earthing Pole Assembly
i. The continuity of the cable connection between the top clamp and the
earthing clamp shall be checked by shift in charge once in a month.
ii. Cable used should be of copper of size75 mm2 (total 248 strands).
iii. Cable should be renewed if more than 20% strands are broken. (i.e. 50
strands out of total 248 strands) During use, cable should be continually
examined for fraying and breakage of strands.
iv. SSE/SE (OHE) should inspect Discharge/Earthing pole assembly once in two
months.
v. During accidents when slewing the OHE and in similar circumstances, the
discharge/ earthing pole assembly should be provided at a location where it is
not likely to be interfering with the crane working or due to any work on the
track.
203-56 Work on OHE or any Conductor having a Sectioning Point
When work is to be carried out on OHE or conductors, which are not electrically
bonded, following additional precautions are required:
i. The two sections of conductors or ends of conductor, which may have
snapped may be at different potentials. Each end should, therefore, be
separately earthed at two points after switching off supply to both parts of
the OHE or conductor.
ii. This precaution should also be observed when working on or in the
vicinity of a sectioning point and cut-in insulators.
iii. Neutral Sections should be treated as live equipment and earthed
separately at two points on either side of the work party before
commencing the work.
iv. When work is to be carried out on an isolator, both sides of the isolator
should be earthed at two points.
203-57 Protective Helmets
At the work-site, staffs is advised to wear helmets to protect their heads against
any tools or equipment which may drop down accidentally, as well as to minimize
head injury in case of accidental fall from a height.
203-58 Safety Belt
Staff working on structures or a ladder is advised to protect themselves against

an inadvertent fall by wearing a safety belt for supporting themselves by a rope
sling.

203-59 Rules for use of Ladders
i. It shall be the responsibility of the supervisor to ensure that ladders are

properly maintained and reconditioned as often as required.
ii. A ladder should never be in such a position so as to likely to fall on a live part.
iii. Ropes used with ladders should be of cotton or jute. Use of metallic ropes is
prohibited. A ladder should be held by one person on the ground to prevent
slipping, while the top end should be tied to the supporting structure or
conductor to keep it in position and prevent it sliding away.
iv. Ladders should never be allowed to fall on or rest against the contact wire.
v. If the nature of the work involves risk of the conductor breaking into two parts
(due to opening out of sleeves or splices) the ladder shall not be rested
against the conductor. Trolley ladders shall be used in such cases.
vi. More than one person shall not normally be allowed on a ladder, to the extent
possible.
vii. Climbing on a ladder with wet or slippery footwear is forbidden.
viii. Ladders should not be used for transporting materials.
ix. A rope should be used to pass tools or any equipment to the men working on
a ladder.
x. No one should stand directly below a work spot under a ladder.
203-60 Important Precautions to be taken while carrying out Works on OHE
i. The useful cross section of a conductor shall not be reduced while making
joints.
ii. Any contact with conductors, which are not specifically earthed, is forbidden.
iii. The strength of the anchoring rope should be not less than that of the cable to
be anchored.
Temporary anchoring of conductors should only be done by using stranded flexible

steel cable at least of the same tensile strength as the cable to be anchored. Use of
two cables of different strengths joined together is prohibited. Use of cotton, jute or
other non-metallic ropes for anchoring is forbidden.
203-61 Work on Overhead lines running parallel to Electrified Tracks
No work on any span of any overhead line (LT power line or other line) running
parallel to an electrified track where the minimum distance between the nearest
conductor of the overhead line and the centre-line of the nearest electrified rack
is less than 8m,should be done without switching off power from the 25 kV
traction line (in addition to making dead and earthing the overhead line on which
work is to be carried out, in the normal manner) excepting for the following
specific items for work :
i. Replacement of lamps, if below line.
ii. Painting of structures / poles upto a distance of 2 m from the live wires of
the power line.
iii. Reinforcement of foundations where such reinforcement does not involve
any prior weakening of the foundation at any time during the work.

iv. Replacement of aerial fuses.
203-62 Isolation of Booster Transformers
To isolate a booster transformer for maintenance or other work, the following

sequence of operations should be carried out:
i. Where no isolator is provided a permit-to-work should be obtained for
both the elementary sections, the BT should be disconnected from the
OHE and the OHE should be made through by jumper.
ii. When an isolator is provided to disconnect the BT primary winding from
25 kV lines, power must be switched off from both the elementary
sections to which the BT is connected after which the isolator should be
opened to disconnect the BT from the OHE and to make the OHE
through.
iii. The secondary winding of the BT should be disconnected from the return
conductor and the return conductor made through by jumper.
iv. The return conductor should be earthed at the location where the BT has
been disconnected; and the midpoint rail links on both sides of the BT
should be opened so that booster cells on either side will extend over a
longer section temporarily.
v. With the OHE and return conductors made through, 25 kV power supply
may be restored.
vi. It should be noted that during the period when a BT has been
disconnected from service, the interference on adjacent communication
circuits would be enhanced. In view of this, the defective BT should be
replaced with a good BT with the least possible delay.
203-63 Isolators
Isolating Switches on the 25 kV system shall not be opened or closed when

current is passing through them. Normally, isolators should only be opened or
closed, after power supply to the section has been switched off by opening the
appropriate interrupter.

V FORMS AND REGISTERS
203-64 Records to be maintained
Particulars of other essential records to be maintained in regard to OHE

maintenance and their format are described below:
i. Daily Report of OHE Maintenance to be filled in Proforma 3-01 by the

Supervisor in-charge of fieldwork.
ii. Register for Foot-Patrol Reports: The reports regarding foot patrolling
should be entered by the Maintainers in a Register to be maintained for
the purpose by each Section Supervisor. The Register shall be generally
as shown in Proforma No. 3-02 appended.
iii. Cantilever Assembly Maintenance Register as per Proforma No. 3-03.
This should be maintained by each depot.
iv. Register of Contact Wire Thickness Measurements: This Register shall be
maintained in Proforma No. 3-04.
v. Register of Clearance under over line Structures as per Proforma No. 3-
05.
vi. Register of Earth Resistance Measurement as per Proforma No. 3-06.
vii. Register of Current Collection Tests shall be maintained in Proforma No.
3-07.
viii. Register of critical implantation as per Proforma No. 3-08
ix. Register of Breakdowns/Accidents involving OHE as per Proforma No. 3-
09
x. Register of Regulating Equipment (Pulley type) shall be maintained by
each depot for its jurisdiction. This Register should have a page allotted
for each Regulating Equipment. Particulars of adjustments carried out,
amount of catenary and contact wire cut etc. shall be recorded in this
Register, indicating the dates on which these items of work have been
done, as per Proforma No.3-10.
xi. Register for Isolator Switches shall be maintained by each depot
indicating dates on which the isolators have been Inspected and the
details of work carried out, as per Proforma No. 3-11.
xii. Register for Turnouts and Crossovers shall be maintained by each depot.
This should indicate the dates on which each turn out/cross-over has
been checked for adjustment and particulars of work done, as per
Proforma No. 3-12.
xiii. Register of Vulnerable Foundations: This should contain details of checks
carried out on foundations at vulnerable locations, such as on over
bridges, embankments susceptible to erosion etc., as per Proforma No.
3-13.
xiv. Register of Splices as per Proforma No. 3-14.
xv. Register of Overlaps as per Proforma No. 3-15.
xvi. Register of Section Insulator as per Proforma No. 3-16.
xvii. Register of Gas ATD as per Proforma No. 3-17.
xviii. Register of Impedance Bond/ITL as per Proforma No. 3-18.
xix. Register of History book for location as per Proforma No. 3-19.

xx. Register Main line discharge rod maintenance as per Proforma No. 3-20.
xxi. Register of Competency Register as per Proforma No. 3-21.
xxii. Register of CB Tripping as per Proforma No. 3-22.
xxiii. Register of Tools and plants for shift duty as per Proforma No. 3-23.
xxiv. Train Foot Plating Register Proforma No. 3-24.
xxv. Register of Staff training as per Proforma No. 3-25.
xxvi. Register of Break Down Vehicle (Tools & Material) as per Proforma No.
3-26.
xxvii. Register of Joint Panto Inspection as per Proforma No. 3-27.
xxviii. Register of Bird nest & kite thread Removal as per Proforma No. 3-28.
xxix. Register of Jumper as per Proforma No. 3-29.
xxx. Register of Neutral Section as per Proforma No. 3-30.
xxxi. Register of Mock drill as per Proforma No. 3-31.
Registers may also be maintained for any other additional items in the Proforma
prescribed by Dy. HOD (Traction)/O&M. The Supervisor of the depot will be held
responsible for ensuring that these registers are maintained up-to-date. Officers
and Senior Supervisors during their inspections should scrutinize these registers
and initial a few important entries. The above Proforma are common for both
Flexible OHE and Rigid OCS as per their applicability.

Annexure 3-01A - For Flexible OHE
Manager/AM
S.No. Nature of Inspection SSE/SE/ASE
(Traction)
2 OHE Inspection Car 1 4
3 OHE Depot 1 4
4 Station/ASS 4 6
5 RSS/AMS/TSS 1 2
6 SSP/SS 1 2
7 SP 1 1
9 Platform SI inspection --- 6
i. These Inspections are the minimum quantum per month.

jurisdiction.
iii. Brief checklists of items to be broadly covered are indicated at Annexure 3-02.
iv. Detailed maintenance schedules prescribed should also be kept in view.

Annexure 3-01B - For ROCS
Manager/AM
S.No. Nature of Inspection SSE/SE/ASE
Traction
2 Rigid OCS Inspection Car 1 4
3 OHE Depot 1 4
4 Station/ASS 4 6
5 RSS/AMS/TSS 1 2
6 SSP/SS 1 2
7 SP 1 1
9 Platform SI inspection 4 6
i. These Inspections are the minimum quantum per month

jurisdiction
iii. Brief checklists of items to be broadly covered are indicated at Annexure 3-02
iv. Detailed maintenance schedules prescribed should also be kept in view

1 OHE Depots & Subordinate Offices

1.1 OHE Depots
i. All registers.
ii. Availability of all drawing (latest), SWRs with latest correction slips.
iii. Cleanliness of OHE depot (ETU).
iv. Upkeep of Stores & Stock position of stores.
v. Upkeep of wiring train, OHE Inspection car, ladders, tools etc.
2 Station
2.1 Station Controller room
i. SWRs with latest correction slips.
ii. Display of traction working diagram and its correctness at SM room & cabins.
iii. Knowledge of traction working of Station Controllers on duty.
iv. Validity of the competency certificate of Station Controllers.
v. Discharge rod
2.2 ASS
i. Fire extinguishers, sand/water buckets, Respiration chart, First Aid Box, Tools &
Plants.
ii. ASS diagram
iii. Cleanliness of ASS
3 Cab Inspection
3.1 Condition of OHE
i. Flashed/damaged insulators
ii. Displaced fittings & droppers
iii. Balance weight in reference to upper & lower limits marked on masts. Ram
extension of Gas ATD.
iv. Number plates, warning board for rusting & tightness.
v. BT Oil leakage and deposits of pollutants on Insulators
3.2 Obstruction to OHE

i. Bird nests.
ii. Tree branches near OHE.
3.3 Driving technique of Train Operator

i. Attentiveness
ii. Observation of caution orders.
3.4 Night Inspection

i. Maintenance inspection.
ii. Observation of safety by the staff, PPE etc.
iii. Other items as required.

4 Inspection with OHE Inspection Car

4.1 Mast, portals and cantilever supports.
i. Structures and galvanized tubes for rust & chipping off galvanization.
ii. Cracks on steady arm & register arm.
4.2 Contact &Catenary wires

i. Kinks & twists on contact wire.
ii. Broken strands Catenary wire.
iii. Jumpers.
iv. Contact wire wear at selected locations.
v. Height and stagger at selected locations.
4.3 Section insulators

i. Flash or hit marks on and adjustment of runners.
ii. Level of assembly & alignment.
iii. Chipped/cracked insulator.
4.4 Turn -out

i. Stagger of both the OHEs.
ii. With Inspection Car running on loop line check up if the-main line OHE passes
smoothly under the pantograph.
iii. With Inspection car running on main line, check up if the loop OHE passes
smoothly under the pantograph
4.5 Overlaps
i. Height and stagger of OHE in the overlap section.
ii. Whether normal minimum clearance of 500mm is available between the two
OHEs in insulated overlap and 200 mm in the case of un-insulated overlap.
iii. Check up whether lifting of out-of-run contact wire is correct.
4.6 Over line structures

i. Horizontal & vertical clearances.
ii. Flash marks underside of the structures.
iii. Gradient of contact wire on either side.
iv. Insulation on Catenary wire under the structure.
4.7 Regulating Equipment:

i. X-Y values with temperature.
ii. Free movement of pulleys.
iii. Lubrication of pulley and other moving parts.
iv. Stainless Steel wire rope for opening of strands, broken or rusted strands.
v. Ram extension in case of GAS ATD.
vi. Checking of condition of spring ATD and position of arrow with respect to
standard temperature chart of that ATD.

Fig. 203-54: Pulley Type Balance Weight

Annexure 3-02B - For Rigid OCS
1 OHE Depots & Subordinate Offices

1.1 OHE Depots
i. All registers.
ii. Availability of all drawing (latest), SWRs with latest correction slips.
iii. Cleanliness of OHE depot (ETU).
iv. Upkeep of Stores & Stock position of stores.
v. Upkeep of wiring train, Rigid OCS Inspection car, ladders, tools etc.
2 Station
2.1 Station Controller room
i. SWRs with latest correction slips.
ii. Display of traction working diagram and its correctness.
iii. Knowledge of traction working of Station Controller on duty.
iv. Validity of the competency certificate of Station Controller.
v. Discharge rod.
2.2 ASS
i. Fire extinguishers, sand/water buckets, Respiration chart, First Aid Box,
Tools & Plants.
ii. ASS diagram.
iii. Cleanliness of ASS.
3 Cab Inspection
3.1 Condition of Rigid OCS
i. Flashed/damaged insulators.
ii. Displaced fittings & jumper connections.
iii. Number plates, warning board for rusting & tightness.
iv. deposits of pollutants on Insulators.
3.2 Obstruction to Rigid OCS

If available.
3.3 Driving technique of Train Operator

i. VCB opening & closing at neutral section.
ii. Observation of caution orders.
3.4 Night Inspection

i. Maintenance inspection.
ii. Observation of safety by the staff, PPE etc.
iii. Other items as required.
4 Inspection with Rigid OCS Inspection Car

4.1 Drop Tubes and cantilever supports:
i. Structures for rust & chipping off galvanization.

ii. Cracks on support arm
4.2 Contact wire

i. Kinks & twists on contact wire.
ii. Contact wire height at mid span
iii. Jumpers.
iv. Contact wire wear at selected locations.
v. Height and stagger at selected locations.
4.3 Section insulators

i. Flash or hit marks on and adjustment of runners.
ii. Level of assembly & alignment.
iii. Chipped/cracked insulator.
4.4 Turn -out

i. Stagger of both the Rigid OCSs.
ii. With Inspection Car running on loop line check up if the-main line Rigid
OCS passes smoothly under the pantograph.
iii. With Inspection car running on main line, check up if the loop Rigid OCS
passes smoothly under the pantograph.
4.5 Overlaps:
i. Height and stagger of Rigid OCS in the overlap section.
ii. Whether normal minimum clearance of 400mm is available between the
two Rigid OCSs in an insulated overlap and 200 mm in the case of un-
insulated overlap.
4.6 Critical locations

i. At nozzle location.
ii. At booster fan location.

Foot Patrol Proforma
Depot:
Section:
Name:
Item of Observation Observations

i. Damaged or cracked
FOUNDATIONS
ii. Sinking or tilted

iii. Water collection around foundation
iv. Side earth filling required
v. Top of foundation not clear
i. Mast deflected towards track

OHE MASTS AND
ii. Mast deflected away from track other than those already
PORTALS
under observation and thus painted with yellow band.

iii. Hit mark or damage to mast
iv. Number plate missing
v. Number plate damaged
vi. HRL/IMP not painted/faded
i. Nut checknut or lock plate
ANCHOR
ii. Pin missing from anchor bolt

iii. Pin missing from guy rod
iv. Anchor bolt rusting
i. Bracket insulator damaged

ASSEMBLY
BRACKET
ii. Stay insulator damaged

iii. 9-tonne anchor insulator damaged
iv. Any other defect noticed
i. Abnormal wear on runners

INSULATOR
ii. Core insulators very dirty

SECTION
iii. Core insulators having flash Marks/damaged
i. `y‟ distance is abnormal

REGULATING
ii. Movement of B.W. is not free

EQUIPMENT
iii. SS rope over riding on the drum grooves

iv. SS rope strands found cut
v. Whether equalising plate is tilted
vi. Gas pressure in zone (for gas ATD if applicable)
vii. Position of ram extension (for gas ATD)

i. Span droppers abnormally out of plumb.

OHE SPAN ii. Span droppers damaged
iii. Any abnormality in respect of jumpers
iv. Damage to catenary strands
v. Excessive sagging or hogging of CW.
i. Isolator number plate missing

ISOLATOR
ii. Isolator lock missing/damaged

iii. Any sign of sparking/ overheating
i. Suspension insulator damaged

RC & BT
ii. Soundness of connection of RC with ITL/IB.

iii. Any other defects noticed at Booster Transformer station
i. Connection of plinth jumper.

ii. Connection between main BEC to plinth
EARTHING
iii. Connection between segments to segment.

iv. Connection between mast and OPC.
v. Connection between mast and hand rail.
vi. Connection between BEC to steel structure at platform.
vii. Connection between fire water pipe to TEW
viii. Connection between IB and BEC, RC, OPC.
i. Danger and caution boards missing.
GENERAL CHECKING
ii. Earthing of platform sheds etc.

iii. Plinth jumper found disconnected /missing.
iv. Protective screens on fob/rob
v. Tree branches near OHE (near 4 meter range).
vi. Condition of mast base plate bolt (at via duct).
vii. Bird nests and pieces of stray wire.
viii. Minor defects rectified if any during patrolling (such as
removing kite/threads).
ix. Major defects noticed.
Signature with date
Checked by
SSE/SE/ASE/JE (OHE)

Foot Patrol Proforma

Depot:
Section:
Name:
Item of Observation Observations

i. Number plate missing
TUBES
DROP
ii. Number plate damaged
i. Nut checknut or lock plate

ANCHOR
ii. Pin missing from anchor bolt

iii. Anchor bolt rusting
i. Insulator Damaged
ASSEMBLY
RIGID OCS
SUPPORT
ii. Any Other Defect Noticed
i. Abnormal wear on runners

INSULATOR
SECTION
ii. Core insulators very dirty

iii. Core insulators having flash marks/damaged
i. Damage to jumper strands at overlaps

RIGID
SPAN
OCS
ii. Excessive sagging

i. Connection of plinth jumper.
ii. Connection between main TEW to plinth
EARTHING
iii. Connection between drop-tube to OPC.

iv. Connection between TEW and walkway
v. Connection between TEW to steel structure at platform.
vi. Connection between fire water pipe to BEC in platform.
vii. Connection between IB and TEW, RC, OPC.
CHECKING
i. Danger and caution boards missing.

GENERAL
ii. Minor defects rectified if any during patrolling major

defects noticed
Signature with date
Checked by
SSE/SE/ASE/JE (Rigid OCS)

Schedule for maintenance of Overhead Equipments
Clean core insulator of section insulator with

detergent.
Rinse thoroughly with potable (drinking water)
Clean with dry and fluff less cloth.
Longitudinal & Transversal parallelism of section
insulator with regards to the running plane should be
checked and corrected, if necessary. In mainline
Carbon deposition on runner is to be cleaned by Monthly for
carbon cleaner and roughness at runners to be polluted zone
removed by soft emery paper. and Quarterly
Section
1 All nut & bolt, split pin of runner, dropper checked for for non-
Insulator
proper tightness. polluted zone
Smooth gliding of pantograph at SI is to be checked
and any hitting or problem in smooth transition is to be In yard
adjusted by adjustable droppers Half Yearly
Diameter of contact wire at both ends of SI is to be
measured.
Check condition of feeding jumper wire for any broken
strands. Check Stiffeners & PG clamp for tightness
9 Tonne Cut in Insulator to be cleaned by soft clean
cloth and check it for flash mark, if any
Current The points detected during current collection to be

2 Half Yearly
Collection attended on priority basis
Check gas pressure & fill gas, if required Checking

monthly with
Tightness of all nut bolt & position of split pin check foot patrolling
3 Gas ATD
X- Value measure & adjustment done if required or other
activities
Clean the extended ram with soft cotton cloth annually.
Free Movement of balance weight checked
Greasing, if required
Tightness of all nut bolt & position of split pin get
checked
Counter Weight X-Y Value measured &adjustment done, if required
4 Yearly
ATD Condition of SS rope checked if any strand found
damage same to be replaced
Over riding of SS rope observed & get attended
SS rope rubbing with pulley block checked & get
attended

Position of compensatory or equalizing plate should

be checked if any tilt is there, get it attended
9 Tonne anchor insulator to be cleaned. Flashing,
chipping of insulator should be checked
Anti-slipping clamp or bolt should be tightened and
position of anchor fitting to be checked in case of any
tilt in anchor fitting, get it attended
Check CW Height of Mainline and Turnout OHE.
Check that the height of mainline CW is 50 mm below
that of turnout CW
Check stagger of both the OHE at turnouts. It shall not
exceed 300mm
Check sag of section insulator at turn out/cross over. It
should be zero
With Tower wagon running on mainline check if
Cross Over pantograph glides smoothly under the Turnout OHE,
5 / correct if required. Yearly
Turnouts With Tower wagon running on turnout check if
pantograph glides smoothly under the mainline OHE,
correct if required.
Stagger of section insulator at cross over/turn out. It
should be + 100mm (max).
Check for any hard spot near rigid dropper. Take
corrective action if required.
Check at obligatory location for bracket plumb, RT to
be horizontal, Dip of steady arm to be 25 to 30 cm
Check height and stagger of OHE in the overlap
section
Check clearance between two OHE (500 mm in case
of IOL and 200 mm in case of UIOL) 24 months on
Check the length of parallelism of contact wire viaduct and 12
6 Overlaps
(minimum 2 meters.) months on
Check whether the lifting of out of run OHE is correct graded section
by running tower wagon pantograph.
Check jumper and PG clamp for tightness
Check for tightness of RRA clamp
Check number plates for cleanliness and proper fixing.
Check correctness of operation, alignment of contacts
and arcing horns. Check earth continuity wherever
applicable.
7 Isolator Lubricate moving parts and locks. Yearly
Check interlocks wherever provided.
Check that the distance between male and female
contacts in open position and adjust them as
specified.
Check for tightness of all nut, bolt of cantilever 24 months on
8 Cantilevers
assembly viaduct and 12

Check for rust on nut bolts or any other part of months on

cantilever. Apply paint on rusted part, if any. Replace if graded section
any nut bolt is in badly rusted condition
Check for either spring washer or locknut on bolt.
Mouth of split pin should be opened fully
Note down the CW height & stagger in grade section
and adjust if required
Condition of strands of catenary wire should be
checked, especially locations where HV sleeve is
provided
Check for hard spots & flashing mark especially at
cantilever support locations & rigid dropper locations.
Condition of steady arm for any damage to crimped
portion has to be checked especially at rigid dropper
location.
Check for any broken strands of jumpers
Check for proper tightening of nut bolts of caution
board & number plate
ST, BT, RC & 9 Tonne anchor insulator has to be
cleaned with soft and clean cloth and check insulators
for flash mark. Apply insulating spray paint at any flash
mark on insulators
Check for any kink or twist and remove, if any
Nut Bolt of mast at viaduct to be checked and
tightened if required.
Marking with paint/ marker pen to be done to avoid
unnecessary tightening.
While checking the cantilever also check that there is
no gap below base flange of mast and is filled up with
the compound.
Cleaning of ST
Half Yearly
and BT
9 As per Polluted zone list. (May and
insulators of
November)
polluted zones
Contact wire dia should be taken in different locations

where wear rate is high. A register to be maintained to
record wear rate. Marking to be done on locations for
Contact Wire
10 future reference & near Swivel clip towards direction of Yearly
Diameter
traffic& at location.31 & 32 of every Km and 2
locations in UP & DN platform from where the train
starts.
Tree trimming should be carried out so that no tree
11 Tree trimming branches are within 2 meters from the viaduct (on Seasonal
elevated section) or within 4 meters from OHE

mast/portal in case of depots or “on grade sections”.

Should be attended on priority basis as observed
Kite, Thread ,
during Foot plating and patrolling. With special
12 Bird nest Seasonal
emphasize in bird nesting season from April to
removal
September
One complete cantilever in
identified polluted zone is to be
replaced and its thorough
cleaning and detailed
examination of its moving parts
for free movement and its
rusted parts are to be done.
Cantilever Check the Cantilever
Assembly:- component for cracks, rust and
thread damage with a
magnifying glass. The crack
fittings and damage threads
fittings should be discarded.
Deteriorated GI fittings and
pipes should be repaired by
using cold galvanized paint.
All regulating equipment (ATD)
4.5 years
should be replaced with the
(The
overhauled ATD. SS rope
periodicity of
should be closely examined for
POH shall be
any damage to its strands.
13 POH reduced with
Ends of SS rope are also to be
increased
reversed. X & Y values to be
panto passage
adjusted as per temperature
and pollution
Regulating chart either by wire cutting or by
levels)
Equipment adjuster. Removed ATD is to be
(Counter weight taken to workshop and petrol
type ATD) cleaned and check for any
rubbing mark on pulley block, if
any replace the same. All
lubricating holes should be free
for passage of grease. Check
for free movement of bearing of
pulley block. Grease should be
applied in the bearing by
grease gun.
Dismantle all Jumper
connections
Catenary and Clean the conductors by emery
Contact Wire paper, if there is a sign of
overheating.
Remove kink, if noticed.

Check the height and gradient

of contact wire.
Dismantle all jumper
connections. Check for broken/
damage strands. Overheating
or corrosion especially at
Jumpers suspension clamps & BM
flange connection.
Ensure that all joints are
properly applied with Contact
grease.
Issued SMI-13 vide note no. O&M/Traction/C-20/SN Monthly
14 Neutral Section
dated 09/05/2011. Checks
Check all bonds and replace defective or missing
Bond & bonds. Paint all bonds.
15 Earthing Inspect earths and record earth resistance. Earths Yearly
Connection having resistance of over 10 ohm should be attended
to.
Mast for graded Check verticality of all masts with plumb bob and take
16 Yearly
section remedial action as required

Schedule for maintenance of Rigid OCS Equipments
Clean core insulator of section insulator with

detergent.
Rinse thoroughly with potable (drinking water)
Clean with dry and fluff less cloth.
Longitudinal & Transversal parallelism of section
insulator with regards to the running plane should be
checked and corrected, if necessary.
Carbon deposition on runner is to be cleaned by
carbon cleaner and roughness at runners to be
Section
1 removed by soft emery paper. Half Yearly
Insulator
All nut & bolt, split pin of runner, dropper checked for
proper tightness.
Smooth gliding of pantograph at SI is to be checked
and any hitting or problem in smooth transition is to
be adjusted by adjustable droppers
Diameter of contact wire at both ends of SI is to be
measured.
Check condition of feeding jumper wire for any broken
strands. Check Stiffeners & PG clamp for tightness
Current The points detected during current collection to be
2 Half Yearly
Collection attended on priority basis
Check height and stagger of Rigid OCS in the overlap
section
Check clearance between two Rigid OCS (400 mm in
3 Overlaps Half Yearly
case of IOL and 200 mm in case of UIOL)
Check jumper for tightness
Check for tightness of all nut, bolt of cantilever
assembly
Check for rust on nut bolts or any other part of
cantilever. Apply paint on rusted part, if any. Replace
if any nut bolt is in badly rusted condition
Check for either spring washer or locknut on bolt
Rigid OCS
4 Note down the CW height & stagger and adjust if 2 years
Support
required
Check for hard spots & flashing mark especially at

cantilever support locations
Check for any broken strands of jumpers at overlap

locations and at feeding points.

Check for proper tightening of nut bolts of caution

board & number plate
Contact wire dia should be taken in different locations

where wear rate is high. A register to be maintained to
Contact check wear rate. Marking to be done on locations for
5 Yearly
Wire Dia future reference & near Swivel clip towards direction
of traffic& at locn.31&32 of every Km and 2 locations
in UP & Dn platform from where the train starts.
Dismantle all Jumper
connections
Clean the conductors by emery
paper, if there is a sign of
overheating.
Remove kink, if noticed.
4 years
Check the height and gradient
Contact Wire (The
of contact wire.
periodicity of
POH shall be
reduced with
damage strands.
increased
6 POH Ensure that all joints are
panto passage
and pollution
grease.
levels as
specified in
the Periodical
damage strands. Overheating
Overhaul
or corrosion especially at
Jumpers suspension clamps & BM
flange connection.
Ensure that all joints are
grease.
Issued SMI-13 vide note no. O&M/Traction/C-20/SN Monthly
7 Neutral Section
dated 09/05/2011. Checks
Check all bonds and replace defective or missing
bonds. Paint all bonds.
Bond & Earthing
8 Inspect earths and record earth resistance. Earths Yearly Checks
Connection
having resistance of over 10 ohm should be attended
to

Proforma 3-01
Daily report of OHE maintenance for

Section including Depot
Date, time & shift detail

Date Shift Time
Staff detail
Sl. No. Name Designation Reporting
Time
Block Detail
From To
Power/Traffic Block asked (time)
Power/Traffic granted (time)
Section (location)
Power/Traffic Block cancelled
Shadow Block Detail

From To
Shadow Block asked (time)
Shadow granted (time)
Section (location)
Shadow Block cancelled
Work Detail
Progress
Any defect observed
filled in
Sl. during Foot Patrolling/
Work Carried out concern
No. Plating with name of
register
observer
(Yes/No)
Any Other Comment/Important Observation
Supervisory Detail
Name of Shift In-charge Signature Date

Proforma 3-02
Traction Distribution Section

Register for Foot Patrol Report
Location Nature of By whom Date of Initials of

Sr. No. Date
No Defect noticed rectification Supervisors
Note - One Page to be allotted for each section (between two adjacent stations)

Proforma 3-03

Cantilever Assembly Maintenance Register
Kilometre Station
Location Type of Date on which attended

Sl. no.
no Location 1st Yr 2nd Yr 3rd Yr 4th Yr 5th Yr
Note -
i. Each km should start with a fresh page.
ii. Type of location should indicate BWA (Balance weight), FTA (Fixed termination),
IR (In-run wire), OOR (Out-of run wire) etc.
iii. When POH is carried out on individual cantilevers, the date should be recorded in
red.

Proforma 3-04
Record of Contact Wire Thickness
Thickness Wear since

Remarks
Location Line Date of Wire, last
mm. Readings

Proforma 3-05

Register of Clearances under Over line Structures
FOB/ROB/Station structure No
Contact Clearances of Clearances as
wire Catenary wire Contact adjusted Contact
height wire height
nd nd Remarks,
Date above st II height st II as per
I End I End if any
rail End adjusted End SED
(cm) (cm)
level (cm) to (cm) (m)
(m)
Line
Span
Push up
Clearance
As per profile
Note:
Each line under FOB/ROB/Station structure is to be allotted a separate page.

Proforma 3-06

Register of Earth Resistance Measurements
Station Nearest Location

Earth Pit No
Resistance Overall Initials of Remarks

Sl. No. Date of Test
in Ohms Resistance Supervisors if any
Note -
i. Half page to be allotted for each pit.
ii. Earth test should be carried out on a dry day preferably in March/April once a
year.

Proforma 3-07

Register of Current collection tests
By
Train Approx Action Remarks
Date whom Location Observation Date
No Time. taken
Done
Note:-
One page to be given to each block section (up and down lines separately).

Proforma 3-08

Record of Locations with critical implantation
Implantation (m)
Block Location Line As
Sl. No. Date Remarks
Section No No Actual checked
per SED
Note: -
One page in the Register to be allotted for each location

Proforma 3-09

Register of Break-downs/ Accidents involving OHE
i. Date of accident/break-down
ii. Station
iii. OHE Locations affected
iv. Details of damages
v. Probable cause
vi. Brief description and remedial action taken
vii. Reference to detailed reports sent
viii. Remarks, if any
Note:-
One page in the register to be allotted for each case.

Proforma 3-10

Regulating Equipment (BWA)
Location No.: Section: Elementary Section:
Date
Adjustme
of Final
Noted value nt Adjustment done by
Date Tensi adjus Te Values Wheth Wheth
required
S.N of on tment m er er Signature of Remar
o Che length Tem p greas replace Sup. ks
Y X/Z Y Turn Catena Contac 0 X/Z
ck m p X/Z C Y ed d
m m m Buc ry wire t Wire mm
C0 mm mm
m m m kle cut Cut
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
AC Traction Manual Volume 2 Chapter 3 Page | 235

Proforma 03-11

Isolator Switches
Isolator Switch No.: Section / Station:
Particular of Elementary Particulars of

S.No Location Isolator section Date checked Condition work done, if Remarks
Switch connected any
1 2 3 4 5 6 7 8

Proforma 3-12

Turnout & Crossovers
Turnout/Crossover No. Section / Station
Whether Height of Stagger of

cross
Particulars of Date Adjustment
Sl. No type or Remarks
Turnout/Crossover checked Turnout/ done, if any
overlap Mainline X-over/
type X-over Mainline
Contact Turnout
contact OHE mm
wire, m. OHE mm
wire, m.
1 2 3 4 5 6 7 8 9 10
(N.B Half Page to be allotted for each turnout/crossover)

Proforma 3-13

Vulnerable Foundations
Height of
Amount of leaning in Amount of leaning in
HRL mark Action
Date mm at cont. wire level mm at 1.85 m from HRL
S.No Implantation noted taken, if Remarks
Checked
Above rail Towards Away from Towards Away from any
level (+) Track (+) Track(-) Track (+) Track(-)
1 2 3 4 5 6 7 8 9 10
Location:
Type of Mast:
Type of Foundation:
Type of Soil:
Whether the foundation is situated on embankment / cutting, bridge, flyover, tunnel etc
Implantation as per SED:
(N.B\One Page for each masts / location )

Proforma 3-14

Records of Splices
Block Section:
Date when Location in Date of

S.No Line Observation Remarks
provided between checking
1 2 3 4 5 6 7

Proforma 3-15

Overlaps
Section: Location:
Type (UIOL/IOL): HTL/TL (In Meter):
Contact Wire
Stagger
S. Height Parallel
Date Checked by Remarks
No. Run
IR1 IR2 IR1 IR2
1.
2.
One page to be allotted for Each Overlaps

Proforma 3-16

Section Insulator
Section Insulator No Location between

Station Type of SI Type of OHE:
Identification/Purpose
Stagger Whether
Height of SI Runner Gap Dia of Sign of
Date of in (mm) Any
S. No. Contact Remark Supervis
Checking Adjustment
East West East West Wire or
Done
2 3 4 5 6 7 8 9 10 11
1
One page to be allotted for Each Section Insulator

Proforma 3-17

Regulating Equipment (GAS ATD)
Section/Station: LOCATION:
Type (A/B/C): HTL/TL (in meter):
Gas ATD Sl.No.: Date of commissioning :
Whether
Oil Remarks
Ram Ram Gas
Tem Pressure leaka Ram Date of if any/
S.N Dat Exten Extension Leakage Other defect
p. gauge ge conditio Gas re- Sign of
o. e sion is , if any
(°C) status on n filling Supervis
(mm) as per if any
Ram or
data sheet
One page to be allotted for Each Gas ATD.

Proforma 3-18

Impedance Bond/ITL
Location
No. of Cables from Track
No. of Cables from RC
No. of Cables from OPC
No. of Cables from BEC
Sl.
Date of Checking Defects attended if any Remarks Sign of Supervisor
No.
1.
2.
One page to be allotted for Each Impedance bond

Proforma 3-19

History Book for Location
KM Location Line
S. Attended by/ Sign of

Details of Deficiency Noticed by Date and Details of Rectification
No. Supervisor
1.
2.
One page to be allotted for Each Location

Proforma 3-20

Record of Main Line Discharge Rod Maintenance Register
Monthly Maintenance Schedule of Discharge Rod

Station:
Date Date Date

S. Action Action Action
Task Observatio Observatio
No. Observation Taken/Wor Taken/Wor Taken/Wor
n n
k Done k Done k Done
The continuity of the cable connection
between the top clamp and earthing
1
clamps shall be checked once a
month.
Cable shall be replaced/end
connection of clamp rectified, if more
2
than 20% strands are broken.
(i.e. 50 strands out of 248 strands)
Cable shall be continually examined
3
for breakage of strands, if any.
Examine the spring tension of top
4 clamp and adjust the same as per
requirement.
All nuts & bolts of earthing clamps
5
shall be tightened.
Insulation of cable in good condition is
6
to be ensured.

Sign. of Sign. of Sign. of Sign. of Sign. of Sign. of

Traction Traction Traction Traction Traction Traction
Supervisor Supervisor Supervisor Supervisor Supervisor Supervisor

Proforma 3-21
Competency Register
Competency Valid Issued

Sr. No. Name Designation. Emp. No. Issued on Received By Remark
No. up to By
1
2

Proforma 3-22

CB Tripping Register
Sl. CB CB Sec. of Remarks

Date/Time Details CB No. CB No. Sign
No. No. No. Plating/Patrolling (If Any)
Distance(km)
1.
Current
(Amps.)
Distance(km)
2.
Current
(Amps.)

Proforma 3-23

Record of Tools and plants for shift duty
Name of Tool and spec Sl. No. / Model
Observation/ Checked
Date and detail Attended by/
S.No. Date of Checking Any defect by/ Remark
of rectification Signature
noticed Signature
Single page to be allotted for particular tool and plant

Proforma 3-24

Train Foot Plating Register
Time Name of
Train Name of Remark, if
S.No. Date Section Train Observations Sign.
From To set no. Supervisor any
Operation

Proforma 3-25

Staff Training Register
Name of Staff: Employee No. Designation
Date Place of Training

S.No. Detail of training Sign. Remark, if any
From To Training given by

Proforma 3-26

Break Down Vehicle (Tools and Material)
Name of Breakdown Vehicle:
Observation/ Checked
Date and detail Recouped by/
S.No. Date of Checking Any deficiency by/ Remark
of recoup Signature
noticed Signature
N.B.:
If any OHE spare is consumed at site, then it has to be recouped on the same day.
Single page to be allotted for particular breakdown Vehicle

Proforma 3-27

Joint Pantograph Inspection Register
Reason of Signature of
Date and Signature of
S.No. Train set no. Panto Observation Supervisor/ Remark, if any
Time Supervisor/ RS
Inspection OHE

Proforma 3-28

Bird Nest & Kite Thread Removal Register
Loc. of Kite & Thread Removed By

S.No. Date and Shift Total Nos. Signature
and Bird Nest (O/Rod or CMV)

Proforma 3-29

Record of Jumper
Location No Type of Jumper: “G”/”F”/”H”
Purpose: Design: SYSTRA / IR
Detail of Defect Signature

S.No. Date Remark
rectified if any Staff Supervisor
1
2

Proforma 3-30

Neutral Section Register
Check List of Neutral Section (PTFE Type)/Location
Sl. No. Items to be checked Check List Remarks Observations
Any flash Mark
Any Hitting on Runner If Hitting mark on runner observed,
Condition of Arcing Horn readjust the neutral section with
1 Runner
Check nut bolts with 40N torque adjustment jig
wrench
Condition of Runner If badly worn out, then replace it
Clean PTFE with normal water. If dirty,
2 Any Flash Mark use detergent followed by normal, soft
PTFE Rod & drinkable water.
If worn out more than 13 mm, turn it. If
3 Condition of PTFE
already turn four times then replaced it
4 Condition of Droppers Droppers should be not loose.
5 Droppers Condition of Adjusters
6 Check Lock Nuts of adjusters
7 Earthing Check Healthiness of Earthing Jumper
If found improper, then do it with
8 Hogging Check Hogging
adjusting droppers
9 Splice Check The condition of Splice
Bridging BM should not take close
Interlocking of BM at SP is to be
10 Interlocking of BMs operation when both sides PT is
checked
showing Voltage
(Loose wire, locking, Gasket dressing of
Condition of Control Boxes and
11 Others wiring, split pins and other mechanical
General arrangements
arrangements etc).

Signature:
Name:
SSE/SE/ASE/OHE:
Date
Check List of Neutral Section (Galland SI Type)/Location
Sl. Items to be
Check List Remarks Observations
No. checked
If cleaning is required to be cleaned with Soapy Water followed by

1 Core Insulator Clean Dirty Cleaning with drinkable water.
(Mineral Water or water without hardness).
Carbon deposition on runner is to be clean by carbon cleaner &

Conditions of Carbon
2 Runner roughness at runners to be removed by soft emery paper (Zero
Deposits, flash mark
No.).
Nut, bolt, split Tightness, Availability of All nut bolts, split pins of runners, dropper checked for proper
3
pin Split pin tightness.
Smooth gliding of pantograph at SI is to be checked & any hitting
Pantograph Smooth gliding of
4 or problem in smooth transition is to be adjusted by adjustable
moments pantograph
droppers
Measurement of Contact
5 Contact Wire Diameter of Contact wire at both ends of SI is to be measured
Wire Dia
9 Ton Cut in Checking & cleaning of 9 9 Ton cut in insulator checked to be cleaned by soft clean cloth
6
insulator Ton Cut in insulator and check it for flash mark if any
Interlocking of Interlocking of BM at SP is Bridging BM should not take close operation when both sides PT
7
BMs to be checked is showing Voltage
8 Isolator Correct positioning of To check whether closed and open position of isolator is correctly

Condition in Isolators from SCADA displayed at TPC screen

SCADA
Condition of Control Boxes,
(Loose wire, locking, Gasket dressing of wiring, split pins and
9 Other isolators and General
other mechanical arrangements etc).
arrangements
Further action (if any):

Signature
Name:
SSE/SE/ASE OHE
Date

Proforma 3-31

Mock Drill Register
Format of observation
Date/Time:
Location:
Staff on Duty
Please Tick (√) or (x)
Sl. No. Observation Yes No Remarks (if Any)

1 Ensure OHE is dead and earthed.
2 Ladder is placed on OHE in proper manner.
Staff climbing on ladder use PPE like
3 Helmet, Safety Shoes, Safety Belts,
Luminous Jackets etc.
Staff holding the ladder wearing Helmet,
4
Safety Shoes etc and attentive or not.
Work to be carried is briefed to staff before
5
start of the work.
Time taken to complete the work
6
individually recorded.
7 Shortcoming noticed if any.
8 Counselling of defaulting staff done or not.

CHAPTER - 4
SUPERVISORY CONTROL AND DATA ACQUISITION
(SCADA) SYSTEM
204-00 Introduction
204-01 SCADA Equipment
204-02 SCADA Software
204-03 Operational Principles
204-04 Transmission Path
204-05 Master Station Equipment
204-06 Man-Machine-Interface: Work Stations
204-07 Large Video Screen (LVS)
204-08 Blue Light Station with Emergency Trip Switch (ETS)
204-09 Transmission and Coding System
204-10 Historical Data Storage
204-11 UPS and Batteries at OCC
204-12 Remote Terminal Unit (RTU),
204-13 Alarm and Event Management in SCADA
204-14 SCADA Equipment Capacity
204-15 Speed of Transmission and Update Time
204-16 Communication Interface
204-17 Substation Automation through Bay Controller
204-18 Airport Line
204-19 Additional features of Phase III SCADA system
204-20 Duties of Supervisor in-charge (SCADA)
204-21 Operation of SCADA Equipment
204-22 Investigation of Failures by Supervisor in-charge
(SCADA)
204-23 Maintenance Schedule

SUPERVISORY CONTROL AND DATA ACQUISITION

(SCADA) SYSTEM
204-00 Introduction
Supervisory, Control and Data Acquisition (SCADA) system has been used in
DMRC for control and monitoring of traction as well as 33KV auxiliary network. If
power supply failure occurs due to any problem in grid supply, power supply is
promptly switched over to alternate source to maintain punctuality of trains.
Remote control of electric traction and auxiliary power supply is supervised and
controlled by Traction Power Controller (TPC) sitting in Operation Control Centre
(OCC).
SCADA system involves:
i. Supervision:
Traction Power Controller (TPC) supervises the receiving sub-stations,
25kV AC traction network as well as 33kV/415V auxiliary sub-stations
from OCC through SCADA system.
ii. Control:
Traction Power Controller (TPC) performs control operations of circuit
breakers, interrupters, isolators and tap changers provided in different
substations as per need.
iii. Data acquisition:

Process information is stored on a process database and a report
database in the form of event list, alarm list, graphs and measurement
reports.
204-01 SCADA Equipment
RP570 protocol have been used in SCADA work of Shahdara-Rithala of line-1

and Indraprastha-Dwarka Sec-9 of line-3 whereas in Vishwavidyalya-Central
Secretariat of line-2, IEC 60870-5-101 protocol have been used. At OCC end,
three different application software viz. MicroSCADA 8.4.3, Sherpa and
MicroSCADA PRO 9.1 were used for Line-1, Line-2 and Line-3 respectively.
One common software platform MicroSCADA PRO9.3 is used for control and
monitoring of new lines under phase-2 as well as old lines of phase-1. To achieve
this, SCADA control of phase-1 was shifted to Phase-2 SCADA servers running
on MicroSCADA PRO 9.3 platform. IEC 61850 protocol has been adopted for
receiving substations of Phase-II for bay protection, control & monitoring through
Intelligent Electronic Devices (IEDs) whereas IEC 60870-101 protocol has been
used for remote monitoring and control of auxiliary substations and 25KV traction
network.

Micro SCADA programme run on workstations and servers. Most system

configuration programmes are built in Supervisory control implementation
Language (SCIL). In the distribution system network, control system can
communicate with RTUs through a communication system of OFC.
Command/control equipment is installed in RSS, AMS, ASS, TSS, Sub sectioning
(SS), Sub sectioning and paralleling post (SSP) and Sectioning and paralleling
post (SP). The SCADA equipment at the OCC is called Master Station while that
of the controlled station is referred to as RTU (Remote Terminal Unit).
The main functions performed by TPC at OCC are as follows:
i. Remote monitoring:
The TPC supervises RSS, TSS, AMS, ASS and 25KV control posts from
OCC. There are 04 monitors per TPC on which synoptic screen
displaying real time status of substation can be visualized. LVS (Large
Video Screen) is installed for viewing the overview of traction and auxiliary
network. When any abnormality occurs, TPC gets audible/visual alarm
depending upon the criticality of signal.
Fig. 204-01: Traction view in TPC monitor
ii. Remote control:
TPC can control the circuit breakers, isolators and interrupters of RSS,
TSS, AMS, ASS and 25KV control posts from OCC. In case of an
emergency or abnormal situation, the TPC is able to isolate the faulty
section as per prescribed fault segregation procedure. TPC can restore
the normal configuration after the fault has been rectified.

iii. Tele measuring:
Analogue values like voltage, current, frequency, energy are taken in

SCADA. Transducers and Energy meters are used to pick up information
from Substation. This information is transmitted to the local RTU, which
translates them into a digital value to be sent to OCC. This information is
recorded in the form of graphs and reports on report server in Operation
Control Centre.
204-02 SCADA Software
The operating system used is suitable for multi-user, multi- tasking, networking
and real time applications. Functionally speaking, the SCADA system can be
broken down into the following two subsystems:
i. Data transmission network:

It picks up data (also called the Remote Monitoring) on site, i.e. in RSS,
TSS, AMS, ASS, SS. SSP & SP and brings them to OCC’s Data
Processing System. On the other hand, all the operator’s instructions are
sent to the RTUs (Remote Terminal Units) by means of Remote Controls
through the work stations provided to TPCs.
ii. Data Processing system:

At OCC, various devices are provided to offer powerful and convenient
tools to operate swiftly and efficiently the Power Supply system.
The diagram outlined below broadly illustrates the intercommunication

functionality covered by the SCADA system.
Fig. 204-02: SCADA intercommunication functionality diagram

204-03 Operational Principles
i. Control Philosophy of SCADA system

The Control Philosophy of existing SCADA system on completion of Phase-II
is as follows:
Second Stand-by
Main Control
Line First Stand-by /
Centre
Local Control
i. Kashmiri Gate/RSS: For
Shadhara to Rithala
OCC/Shastri
Line-1 OCC/Metro Bhawan ii. Rithala RSS (For
Park
Kanhiya Nagar -Rithala
section)
Local SCADA at
i. Jahangir Puri /RSS
OCC/ Shastri ii. Chattarpur/RSS
Line-2 OCC/Metro Bhawan
Park iii. Sushantlok/RSS
iv. New Delhi/RSS
v. Kashmiri Gate/FP
i. Subash nagar/RSS (For
Inderprastha-Dwarka
Sector -9)
ii. Dwarka/RSS (For
OCC/Metro
Line-3/4 OCC/ Shastri Park Inderprastha-Dwarka
Bhawan
Sector -9)
Local SCADA at
i. Inderprastha/RSS
ii. Botanical Garden/RSS
OCC/ Metro Local SCADA at
Line-5 OCC/ Shastri Park
Bhawan i. Mundka/RSS
Local SCADA at
OCC/ Metro
Line-6 OCC/ Shastri Park i. Park street/RSS
Bhawan
ii. Sarita Vihar/RSS
Airport OCC/ Metro Local SCADA at Park

Airport RSS
Line Bhawan Street/RSS

ii. Levels of operation

The allocation of control responsibility is given below:
a. Level -1 (Visualisation): All the views are accessible but no control is
allowed.
b. Level-2 (Operation and Control): The operator can access the operating
functions and relevant control & monitoring possible but cannot access the
configuration level. This level is assigned to TPC.
c. Level-3 (Maintenance): Access possible for view, control and engineering
options (right to change the configuration of database). This level is assigned
to JE/SCADA.
d. Level-4 (System Administration): All rights possible in this domain which
also include Level-3, software upgrades and addition/deletion of users. There
will be one and only one System Administrator. This level is granted to
Supervisor in-charge of SCADA.
CTPC should ensure that separate user-IDs are issued for every TPC. While handing
over the charge, TPC should log-off and TPC taking over charge should log-in. While
making operation of breaker, user name appears on the event list. In order to prevent
anybody else from using assigned user name and authority profile, assigned user to
always logout while leaving the control room. Logout means that name and user
authority are cleared.
204-04 Transmission Path
RTUs Mode of Protocol

S.N.
Make Transmission used
L1 ABB RTU232 Serial RP 570
IEC
1 Phase-I L2 (UG) ELIOP Serial 60870-5-
101
L3 ABB RTU232 Serial RP 570
IEC
L1 EX. (JLML-DSG) ABB RTU560 Serial 60870-5-
101
L2 EX. (GTB-JGPI) ABB RTU560 Serial -do-
L2 EX. (UDB-HCC) ABB RTU560 Serial -do-

2 Phase-II
L3 EX (AKDM-NCC) ABB RTU560 Serial -do-
L3 EX (DSET & DSTO) ABB RTU560 Serial -do-
L4 ABB RTU560 Serial -do-

IEC
3 Airport Line SIEMENS TCP/IP 60870-5-
104
Optical Fibre cable is used all along the viaduct and tunnel for transmitting the
signals from OCC to Remote Terminal Units (RTU) and vice-versa.
204-05 Master Station Equipment
Hardware Configuration:
Operating Supported
Item Description MicroSCADA Software
System Protocols
MAIN SCADA SERVERS and FRONT END SERVER at OCC/SHPK and OCC/MB
Windows IEC 60870-5-

Make : HP MicroSCADA Pro 9.3
2003 Server 101 & RP570
ISBT Server
Windows
Make : HP RP570 MicroSCADA 8.4.3 Classic
2003 Server
RI Server
Windows
Make : HP RP570 MicroSCADA 8.4.3 Classic
NT
Local SCADA Server (ND RSS, KG FP)
Windows IEC 60870-5-
Make : HP Sherpa PC
2000 101
Local SCADA Server(JGPI RSS, STLK RSS, BCGN RSS, MUDK RSS, STVR RSS,
AIRPORT RSS/CST RSS)
IEC 60870-5-
Make: PORTWEL Windows
101 & MicroSCADA Pro 9.2
LAXSONS 2003 Server
IEC 61850
SN and DW RSS SERVER

Windows
Make : HP RP570 MicroSCADA Pro 9.1
2003 Server
IP RSS LOCAL SCADA
Windows
Make : HP RP570 MicroSCADA Pro 9.1
XP

SCADA Server and Front End Server at OCC/DW21 and Airport RSS
Windows
IEC 60870-5-
Make : IBM 2003 POWERCC
104
Server
Each main server at OCC interfaces with its front-end processors, multi port
controller and interface convertors for communication with RTUs to provide up-to-
date network data and to issue commands. In case of failure of one computer
system, the ‘hot standby’ system takes over automatically.
Printers are provided to take print-out of events, energy data and graphs as per
need.
204-06 Man-Machine-Interface: Work Stations
Each TPC is provided with 4 monitors which are controlled by 2 work stations.
i. Full graphic colour display of the complete section with relevant indication
of devices can be seen on the monitor of the work-station. The SCADA
software is designed with necessary process display screen to provide
graphical depiction of the power supply network for the Rail/Metro
Corridor. This includes the Receiving Substations (RSS), Auxiliary Main
Substation, Traction Substation, local auxiliary power distribution of RSS,
Auxiliary Substations and 25 kV control posts.
ii. There is separate picture for all the substations showing the single line
diagram of that sub-station. There is navigating buttons for next view and
previous view. The static and dynamic objects are shown in the window
as per the approved drawings.
iii. Apart from individual pictures, overview pictures of traction and auxiliary
systems are provided for each line and are displayed on LVS.
iv. Busbar Coloration: The status of bus bars is red for de-energized, green
for energized, yellow for earthed and magenta for
unknown/communication failure. Busbar coloration is based on PT voltage
for complete OHE section. While in ASS, AMS and RSS, coloration is
based on breaker position indication. Colouring of Traction Network is
done based on Voltage of Traction Line coming from PTs. PTs are
provided in every individual elementary section. When the Voltage of
Section is > 18.5 KV, it has to be shown in green colour. When the
voltage of section is >7.5KV & < 18.5KV it shall change to Orange colour
and when Section voltage is less than 7.5 KV its colour shall change to
red colour.
The Status of Busbar colourations for Airport Line are as follows:-
i. White for de-energized.

ii. Blue for 66KV energized,
iii. Red for 25KV energized.
iv. Green For 33KV energized.

v. Orange For 415V energized.

vi. Yellow for earthed and Sky Blue for unknown.
The status of battery chargers shall be indicated in SCADA as per the following
conventions
i. Green-Healthy and In-service

ii. Yellow-Healthy and Standby
iii. Red-Defective
204-07 Large Video Screen (LVS)
Projector based Large Video Screen (LVS) running on DLP (Digital Light
processing) technology is provided at Metro Bhawan and Shastri Park OCCs.
The LVS depicts the traction power supply diagram, indicating the energize/de-
energize condition of the Traction and Auxiliary network, status of the interrupters
(BM) and CBs at RSS, AMS, TSS & ASS, SSP and SP. The Mimic Diagram
Boards sole purpose is, therefore, to give an overall view of the traction and
auxiliary power supply system to the operator. LVS at OCC will be getting data
from main server.
204-08 Blue Light Station with Emergency Trip Switch (ETS)
Blue Light stations with Emergency Trip Switch (ETS) boxes are provided at
following locations to de-energize the OHE of relevant section.
Location of ETS
i. Two ETS boxes are installed at each Station Control Room (SCR) in U/G
section, one for UP line and another for DN line.
ii. Four ETS boxes are installed at platform ends, two for UP line and two for
DN line at both the platform ends
iii. In Tunnel (UP/DN) near cross passage.
Operation of ETS shall automatically de-energize the respective elementary

section through SCADA.
204-09 Transmission and Coding System
The master station equipment normally scans continuously all the RTUs/Bay
Controllers in a pre-defined cyclic sequence, in order to update the equipment
status, alarms, events and measurands. Exchange of information between
Master Station and RTUs takes place on interrogation by master followed by
reply from RTU. The communication technique is based on Digital Address Time
Division Multiplexing. Every data exchange is based on well-defined transmission
protocol. The transmitted information contains sufficient parity check bits to detect
transmission errors. Necessary threshold is kept to prevent increased data traffic
due to analogue values.

204-10 Historical Data Storage

The SCADA system is designed to cater for historical data storage of traction
power supply system for a programmed period.
i. Events.
ii. Alarms.
iii. Graphs.
iv. Measurement reports.
204-11 UPS and Batteries at OCC
The UPS comprises of AC/DC converter (battery charger), battery, inverter, static
bypass switch, emergency switch and AC output protection circuit breaker. At
OCC/Metro Bhawan, a common UPS is provided to provide uninterrupted power
supply to OCC equipment of different wings.
204-12 Remote Terminal Unit (RTU)
All the RTUs are linked to the OCC and BCC. RTU is microprocessor based and
includes its associated digital Input/output modules and has following
characteristics:
i. Data processing.
ii. Data transfer with several Control Centres.
iii. High time resolution of 1ms.
iv. Connection with protection relays.
v. Sequential switching programs through Local Automation Function.
vi. Modular design.
vii. Easy to extend with additional I/O modules.
204-13 Alarm and Event Management in SCADA
All changes (one or more) in the status of the CBs/interrupters/motor-operated

isolators and alarms that may occur between consecutive polling are stored by
RTU until they are reported to the master station. At OCC end, events are stored
in the database. It is recommended to clean the old events after taking back-up
on quarterly basis.
Any change in the field status or any operator’s request or action shall be
processed as an Event and will be logged on to the event list in chronological
order. The event list presents the data in a structured way, for the convenience of
the user.
Fig. 204-03

Each event is normally presented by displaying an event text line, which

describes the cause of the event in the process. Event text lines normally consist
of a time stamp, object identification, a signal text and a text indicating the status.
The main function of alarm is to draw the attention of TPC and ensures that the
information is taken into consideration. Mainly there are two types of alarm:
i. Audio-visual Alarm: Only critical events such as breaker tripping, PT
values out of range relay indication, SF6 Gas Pressure etc. are configured
as audio-visual alarm. When such type of events occurs in field, visual
display on the monitor with an audible sound shall appear on the TPC
workstation.
ii. Visual Alarm: Less critical events such as breaker local/remote indication,
battery charger indications etc. are configured as visual alarm only. Visual
alarm is presented as a single alarm text line. This text line consists of
equipment name with station ID, time stamp (date and time).
The default colours and related status texts of the different types of alarm are as
follows:
Alarm type Colour Remarks
Alarm is still persisting in field and not
Active unacknowledged Red
acknowledged by TPC
Alarm is still persisting in field but
Active acknowledged Blue
acknowledged by TPC
These are fleeting alarms. Inactive
unacknowledged alarms remain in black
Inactive unacknowledged Black
colour. After acknowledgement, these
alarms disappear from the list.
Persisting Alarms
Fig. 204-04
Fleeting Alarms
Fig. 204-05

Points to Remember for event/alarm list:
i. Only critical alarms are configured as audio-visual alarm which is related

to supply failure of 25KV and 33KV network. On appearance of audible
alarm on work-station, TPC should view the alarm list. Alarm list shall give
the information related to alarming equipment.
ii. Less critical alarms are configured as visual only. TPC should open the
filtered alarm list of his line on their one of the monitor e.g. TPC/L-1
should open the filtered alarm list pertaining to alarms of Line-1 only.
iii. By opening the filtered alarm list, only alarms of that line will appear on
the TPC work-station instead of all the alarms of complete section.
Filtered alarm list option is available in the main menu.
iv. On appearance of any audio/visual alarm on the work-station, TPC should
take prompt action and should take preventive action and inform to
relevant staff. After taking the action, TPC should acknowledge the alarm.
v. Alarm acknowledgement should be done one by one to avoid
acknowledgement of unattended alarm. After acknowledgement,
persisting alarm will turn to blue colour and fleeting alarm will disappear
from the list. Persisting alarms, which are likely to be prolonged, TPC
should write in the log register. There should not be considerable
difference between alarm appearance and alarm acknowledgement.
vi. TPC should not acknowledge the visual/audible alarm related to other
line.
vii. Before taking over the charge,
a. TPC should go through the event list of his line, their log book and
persisting alarms.
b. TPC should also check all the pictures for any abnormality. If any
abnormality is noticed, TPC should take prompt action.
viii. Analog values displayed at work-station are also configured with colour as
follows:
Normal range: Green
Warning range: Yellow
Alarm range: Red
ix. If analog value is in the alarm/warning zone, TPC should take the
preventive action.
Following alarm/warning limits are provided:
Parameters High Alarm High Warning Low Warning Low Alarm

Traction Voltage 29.00 kV 27.5 kV 21 kV 19 kV
Auxiliary voltage 37 35 31 29
Frequency 51.5 Hz 51.4 Hz 48.6 Hz 48.5 Hz
DC Voltage 126 124 105 103

204-14 SCADA Equipment Capacity
The processing power of the computers, workstations, programmable logic

controllers, and all the relevant peripherals of the system are designed to
guarantee the SCADA system to cope with all situations and allow the operator to
manage all the events that he is in charge to supervise.
In other words it shall be able to deal with all the events functionally significant to
which the system is likely to be subjected. The SCADA equipment is generally
designed for the tele-commands, tele-signals and tele-metered parameters for a
typical RSS, TSS, AMS, ASS, SS, SSP & SP of a double line section.
Total 30 lines can be configured in each Front-end Server and 18 remote desktop
clients can be opened maximum of each server.
204-15 Speed of Transmission and Update Time
The communication between the master station and the RTUs is at a suitable
transmission speed. Serial transmission speed chosen in DMRC is at a baud rate
of 19200 bits/sec. The time required transmitting data between the supervised or
controlled equipment and the operator must be less than 3.5 seconds whatever
the circumstances.
204-16 Communication Interface
i. Serial Communication: This mode is used in Phase-1 and Phase-2 section.

Distances between Sub-station room and telecom room (having OFC link) are
generally about 0.5 KM. Since RS232 signal has distance limitation of 100m,
hence RS232/485 convertors are used in the RTU for converting RS232
signal to RS485 which is compatible up to 1 KM. Copper cable has been used
between the RTU (Substation room) and telecom room at all RSS except at
JGPI/RSS and DW/RSS where OFC cable is used due to distance being
more than 1 KM. Data transmission between station telecom room and OCC
takes place via fibre optic media.
ii. TCP/IP based Communication: This mode is used in Airport line. OFC cable
is laid between RTU and telecom room. Data transmission between station
telecom room and OCC takes place via fibre optic media.
204-17 Substation Automation through Bay controller
IEC-61850 based sub-station automation system is implemented in RSS of

phase-II section which uses Bay Controllers for control and monitoring with
additional function of protection. IED communicate with local SCADA on IEC-
61850 protocol. Communication to OCC is in series with local SCADA.
Substation Automation System (SAS) includes Bay level intelligent electronic

devices (IED) for protection and control. Each IED will be directly connected to
the work station PC of the Station Automation System through a dual managed

ethernet LAN on fibre optic medium and shall communicate as per the IEC-61850
standard.
204-18 Airport Line
Two control centres are provided for monitoring the entire Airport Line: -
i. Main Control Centre OCC at Metro Bhawan
ii. Backup Control Centre BCC at Airport RSS
RTUs of (FP/SS/SP/SSP/ASS/RSS) communicate independently with both the

Main Control Centre (OCC) and Backup Control Centre using IEC 60870-5-104
protocol, hence the online data is updated at both the control centre
simultaneously. Dedicated Optical fibre cables have been provided for SCADA
communication.
Fig. 204-06

The OCC system comprises of Database server with shared Cluster, Real-time
Server and User Interface workstation in redundant configuration. The servers
communicate with each other over a dual LAN configuration i.e. SCADA LAN 1
and SCADA LAN 2. The communication servers communicate with the RTUs
using dual communication LAN i.e. CS LAN 1 and CS LAN2.
204-19 Additional features of Phase-III SCADA system
i. TCP/IP based Communication protocol of IEC 60870-5-104 is used in phase-

III section. This shall give more speed, flexibility and lesser interface
equipment than serial interface.
ii. Hardware is based on 64 bit architecture.
iii. ASS & OHE RTU’s have been merged to reduce hardware cost.
iv. Hardware gateway is used to enable communication of OCC independent of
local SCADA.
v. Dedicated optic fibre cable shall be preferred for traction SCADA
communication which provides more bandwidth, flexibility and lesser
dependence on telecom contractor.
vi. LED based large video screen is installed which have life span of 5 to 7
years.
204-20 Duties of Supervisor in-charge (SCADA)
Supervisor in-charge (SCADA) works under the control of Manager/SCADA and

is directly responsible for the proper operation and upkeep of the SCADA
equipment, which are vital for the efficient operation of the electric traction
system. He shall be thoroughly conversant with all the technical details of the
equipment under his control. In particular, he shall perform the following duties.
i. Maintain the SCADA at the OCC and the controlled stations in

accordance with the prescribed schedules.
ii. Keep close liaison with the S&T department for maintaining sound
condition of the communication circuit allotted for SCADA.
iii. Keep in constant touch with the Traction Power Controller and ensure
prompt rectification of defects reported in the SCADA system.
iv. Ensure proper maintenance of UPS/battery bank, RTUs, Servers, local
SCADA, ETS, Servers of the SCADA equipment in the OCC and field.
Take corrective action if any abnormality is noticed during maintenance.
v. Inspect the SCADA equipment at every controlled post once in six
months.
vi. Impart necessary training to the staff under him in the special techniques
of maintenance of SCADA equipment as well as trouble- shooting.
vii. Ensure that the special instruments and tools used for maintenance of the
SCADA equipment are maintained properly.
viii. Keep a watch on stock of spare parts and other material required for
maintenance of SCADA equipment and initiate timely action for
recoupment.

ix. Co-ordinate with supervisors of PSI & OHE for manning the controlled
posts in consultation with TPC in the event of persisting faults in the
SCADA equipment.
x. Check all the records maintained in SCADA office for proper entry.
xi. Keep his superior officer fully informed of all-important developments and
seek their guidance when required.
xii. Carry out such other duties as may be allotted by his superior officers.
204-21 Operation of SCADA Equipment
The OCC is the nerve centre of the traction system, from which full control over
every switching operation on the entire route is exercised. It should, therefore, be
kept in perfect operating condition at all times. No one, other than an authorized
official, shall at any time operate the equipment. Any defects observed in
operation should immediately be reported to the supervisor in charge/SCADA and
the entry should be made in the log book. Any excessive delay in rectification
shall be brought to the notice of Manager (SCADA).
TPC shall once a day contact on telephone the Operators of each Grid sub-
station from which traction power supply is obtained and ensure that the
communication facilities are intact.
204-22 Investigation of Failures by Supervisor in-charge (SCADA)
As with any other equipment, every failure of SCADA equipment should be

separately registered, investigated and rectified, making a brief note in the failure
report on cause of the failure and action taken. The failures should be analysed
every week and remedial measures should be taken to overcome the trouble and
prevent recurrence. A 'history sheet' showing the faults that have occurred on
different items of equipment will assist in carrying out detailed investigation of
recurring troubles in consultation with the Manufacturers/Suppliers of the
equipment.
204-23 Maintenance Schedule
Maintenance schedule of SCADA equipment is given below. Before making any

change in SCADA software, backup should be taken first. Backup of SCADA
software should be kept at two different physical locations, one copy at OCC and
second copy at depot store.
Maintenance Schedule of RTU Panel
S.N. Check list Schedule

Visual Inspection of LED status of CPU card, Power
1 Quarterly
supply card, DI card, DO card, AI Card .
2 Measure the I/P and O/P of DC-DC convertor Quarterly

3 Cleaning of RTU panel using vacuum cleaner Quarterly

Check the voltage at every DI-TB and DO- TB. Replace
4 Quarterly
fuse if blown off after checking
Check the working and performance of power supply units
5 Quarterly
and communication convertors
Tight all the cable connections of DI, DO and AI circuit .
6 Tight the cable connectors and connections of Quarterly
communication cable
Check the updation of analog values and tight the
7 Quarterly
transducer connections
Ensure marking on CV2 relay, cards, convertors and
8 Quarterly
communication cable
9 Check the earthing connections and seal the holes if any. Quarterly
Check the functioning of Local SCADA permissive switch
10 Quarterly
and execution of SCADA permissive from OCC
Check the door locking arrangement for proper alignment.
11 Quarterly
Lubricate if necessary
12 Check the foundation bolts for proper tightness. Quarterly
Maintenance Schedule of Operation Control Centre
Check updation of events, alarms (audible and visual)

1 Quarterly
,trends, energy reports analog values.
Check the communication with all RTUs and back-up
2 Quarterly
control centers
Check the power supply and LAN connectivity of each
3 Quarterly
server, workstation and printer.
Check the time synchronisation with Master clock and
4 Quarterly
synchronisation status of all RTUs
Take the system back up in CD/DVD and ensure the seal
5 Quarterly
on CD-ROM, USB ports and floppy drives.
Check for any abnormality in the signal list, synoptic
6 Quarterly
screen and rectify it.
7 Check the control transfer function. Quarterly
Check the working of cooling fan and redundant SMPS of
8 Quarterly
Servers, FEPs and workstation
Cleaning of server, work stations and communication
9 Half yearly
cubicle by vacuum cleaner.

CHAPTER - 5
OPERATION OF TRACTION POWER CONTROL
205-00 Operation Control Centre

205-01 Manning of OCC
205-02 Knowledge of Rules
205-03 Entry into OCC
205-04 Shift Duty
205-05 Shift Duty Register
205-06 Repair and Adjustment of SCADA Equipment
205-07 Switching Operations to be deliberated
205-08 Liaison with Traffic Controller
205-09 Prompt Attention to Telephone calls
205-10 Log of events
205-11 Movements of Maintenance Staff
205-12 Checking of Time
205-13 Alarm Status
205-14 UPS System
205-15 Duties of Chief Traction Power Controller (CTPC)
205-16 Duties of Traction Power Controller (TPC)
205-17 Failures of Traction Power supply
205-18 Failures of Grid Supply
205-19 Faults on Metro Railway Equipment and Lines
205-20 Lowering Pantograph of Trains
205-21 Isolation of Faulty Section
205-22 Faulty Section to be kept isolated
205-23 Advice to Traffic Controller
205-24 Information to Traction Staff
205-25 Action to Rectify OHE Fault
205-26 Emergency Communication
205-27 Breakdowns and Emergencies
205-28 Obstruction of Tracks - Protective Steps to be taken by
TPC

OPERATION OF TRACTION POWER CONTROL
205-00 Operation Control Centre
OCC comprises of Traffic Controller (TC), Rolling Stock Controller (RSC), Fault
Management Controller (FMC), Auxiliary System Controller (ASC) and Traction
Power Controller (TPC). Control of Traction and Auxiliary Power System is
centralized and performed by Traction Power Controller (TPC) who performs
remote switching operations through SCADA. Working of TPC is supervised by
Chief Traction Power Controller (CTPC).
205-01 Manning of OCC
The Traction Power Controller in OCC shall be manned throughout the 24 hours
and there will be at least one Traction Power Controller (TPC) in each shift for
control of one line. The Traction Power Controller will be directly responsible for
the correctness of all-switching operations and entries in the Logbook. No person
is permitted to operate the control switches except with the specific permission
and knowledge of TPC. No person shall be permitted to work as a CTPC/TPC,
unless so authorized by the Competent Authority.
Traction Power Controller shall be fully conversant at all times with the rules and
regulations laid down by the Administration as well as with the details of the
electrical distribution System. He shall keep all instructions issued from time to
time as well as copies of documents like General Rules, Traction Manual, Lay out
plan, Single Line Diagram of respective lines etc., ready at hand. He shall
maintain all records up-to-date. Authorisation to work as TPC has to be given
only after going through specified Training of SCADA System, electrical OHE,
and PSI System. The competency certificate is issued to TPC by the Authorised
Officer or his representative after specified Training of TPC working.
205-03 Entry into OCC
No person is permitted to enter the OCC unless he has an authority for the
purpose. The authorized person is issued with Proximity Card. The TPC who
are on duty shall not be disturbed or distracted.
205-04 Shift Duty
No interchange of shift duty or variation of hours shall be permitted without the

specific sanction of AM/Manager-level officer. However in case of unavoidable
circumstances the staff may make the necessary arrangement with other shift
duty staff before approaching his controlling officer for permission. No one shall
leave his post of duty until an authorised person relieves him.

205-05 Shift Duty Register
A shift Duty Register/log book shall be maintained in which every change of shift
duty shall be noted. Before handing over the charge, the outgoing Traction Power
Controller shall record in the Shift Duty Register all points (shut downs, Power
blocks, defects in plant, any special instructions received, pending message, if
any etc.) requiring the attention of the Traction Power Controller who takes over.
Before taking over in any shift duty, the Traction Power Controller shall scrutinize
all the entries recorded during the previous shift in the Shift Duty Register, event
log, study the entire mimic diagram in the presence of the previous shift Traction
Power Controller and clear all points of doubt, if any. He should then sign with
time in the Shift Duty Register, thereby admitting having taken over correctly and
assuming full responsibility from then onwards.
205-06 Repair and Adjustment of SCADA Equipment
i. Traction Power Controller shall not repair, adjust or any way interfere with any
of the SCADA equipment at the OCC except for carrying out switching
operations. Every defect shall be reported at once to the supervisor in-charge
of SCADA wing, who is responsible for the maintenance work.
ii. No work may be commenced by any person on SCADA or Power supply
equipment at the OCC or any control post without prior intimation to and
approval of the TPC on duty, who shall record the event in the Logbook. At
the end of the work, the TPC should test the equipment from SCADA and
satisfy himself that everything is in order.
205-07 Switching Operations to be deliberated
Since circuit breakers, interrupters and motorised Isolators are operated through
SCADA, the Traction Power Controller will have control over the switching
operations over a wide area. The time required for each operation is of the order
of only a few seconds. Every switching operation should, therefore, be carried out
as per procedure in vogue for fault segregation, power block and only after due
thought & deliberation. Operation of several switches simultaneously should be
avoided as far as possible, as it may lead to wrong operations.
205-08 Liaison with Traffic Controller
While the Traffic Controller is directly in charge of all movements of Trains, TPC
is directly responsible for maintaining the Power supply to OHE. For operation of
the Train services, it is necessary that a close liaison be maintained between the
Traffic Controller and the TPC at all times. CTPC/TPC should also be in touch
with the Operators at the various Grid Substations and State Load Dispatch
Centre (SLDC).

205-09 Prompt Attention to Telephone Calls
Traction Power Controller shall attend promptly to all calls received on any of the
telephones at TPC/OCC, however, priority being given to emergency calls of
Traffic Controller, Traction Field Supervisors/staff and Power Supply Authority.
205-10 Log of Events
The Log of events is a primary minute-to-minute record of every switching

operation carried out at the OCC, every interruption to Power supply, unusual or
abnormal occurrences, messages received over the telephones, special
instructions received from superior officers, defects reported in equipment and
action taken to have them rectified as and when they occur. However, every
System event data are stored in data server of SCADA and retrieved whenever
required.
205-11 Movements of Maintenance Staff
It is also the duty of the TPC to keep a track of the movements of all maintenance
staff of the Traction Distribution Branch so that in an emergency, he is in a
position to summon the nearest gang/person, if required. It is primarily the duty of
the maintenance staff to keep the TPC informed of their movements - which shall
be recorded in a “Register of Staff Movement”.
205-12 Checking of Time
The DMRC time System is based on master clock maintained by S&T

department. Different Systems of OCC i.e. Traffic, Traction, BMS are
synchronized with a common source. Time synchronisation of all RSS with server
is also matched by SCADA staff on routine basis.
205-13 Alarm Status
At every change of shift, the Traction Power Controller taking over shall check all
the alarms on TPC Workstation.
205-14 UPS System
A dedicated UPS System of adequate capacity is provided at OCC by SCADA

wing for feeding of the essential loads of SCADA System in the event of failure of
the main- supply.
205-15 Duties of Chief Traction Power Controller (CTPC)
He is the official in direct charge of the control of Power supply System and shall
be fully acquainted with all the Receiving, Traction and Auxiliary Power supply
Installations, and sectionalising arrangements. All shift TPCs report to him. The
Chief Traction Power Controller shall perform the following duties:

i. Study all daily failure reports of OHE, PSI, switching stations specially
which affect the operation of trains and submit connected periodical
reports to Controlling Officer. He shall maintain complete statistical data
relating to operation of SCADA equipment and ensure that the schedules
of maintenance are carried out regularly;
ii. Scrutiny of Traffic delays shown against the Traction Distribution Branch
and liaison with the Chief Controller, as necessary, for ensuring the
correctness of the records;
iii. Maintenance of close contact with the Operation Control Manager, Chief
Traffic Controller, Traffic Controllers, TPC, O&M officers and study of all
problems relating to Train operations, as far as the Traction Distribution is
concerned.
iv. Scrutinize the Log of events Book and the Shift Duty Register once a day
and ensure that they are properly maintained and action as necessary is
taken,
v. In an emergency or any unusual occurrence related to power supply, he
shall be in direct touch with the Traffic Controller, Traction officials and
help in every way to restore and maintain the Train services and take over
operation of Power control himself, if required. He shall rush to OCC in
case of breakdowns so as to coordinate the restoration from the OCC,
from the perspective of Traction Distribution.
vi. Ensure that TPCs are adhering to the rules and instructions in force.
Study all the rules in force and suggest amendments, modifications,
corrections as may be found necessary in practice;
vii. Co-ordinate the Weekly Power Block Program of all Traction staff and
other departments and finalize it in consultation with the Traffic
Department. Take steps to adhere to the agreed program as far as
practicable. He should always try to take maximum advantage of
integrated power blocks and the shadow blocks being taken by various
departments from time to time.
viii. Compile periodical statistics from the data collected on SCADA System
and as per instruction of Dy. HOD (Traction)/O&M including the analysis
of failures on the SCADA System, and submit that to
Dy.HOD(Traction)/O&M.
ix. Report daily to HOD’s office all matters as assigned to him by HOD
(Traction)/O&M.
x. Carry out any other work assigned to him.
205-16 Duties of Traction Power Controller (TPC)
There will be a Traction Power Controller in each shift in the OCC. While in
daytime he will monitor the uninterrupted supply and Train running, in night shift
he will plan the maintenance blocks vis-à-vis the arrears and record the progress
of maintenance. The essential duties of the Traction Power Controller are as
under:

i. While taking over shift duty, he should acquaint himself with the prevailing
position of the entire section including working of the SCADA equipment,
condition of all transformers, circuit breakers, interrupters and isolators,
sections under Power block, any special Instructions to be carried out,
movements of important officials connected with the Traction Distribution
System, position of the CMV (Catenary Maintenance Vehicle)/RRV etc.
ii. Scrutiny of Traffic delays shown against the Traction Distribution Branch
and liaison with the Traffic Controller, as necessary, for ensuring the
correctness of the records;
iii. Maintain continuous liaison with the Power Supply Authorities.
iv. Maintain continuous contact with the Traffic Controllers in regard to Power
supply affecting Train movements, imposition of Power blocks etc.
v. Power supply Interruptions or other failures, take prompt action in
accordance with prescribed rules and local instructions for restoration of
supply. In the event of Power supply failures, OHE breakdowns, accidents
etc. advise promptly the concerned field supervisors and officers, and
keep them posted with all important developments;
vi. Power blocks as required, following the prescribed procedure and safety
rules. Compile periodical statistics from the data collected on SCADA
system.
vii. Maintain “Event Log Book” record on prescribed Performa, full details of
all switching operations carried out, Power blocks imposed, burst or
refused (or delayed) and other occurrences in the distribution System;
viii. Maintain the following registers and records in the Performa prescribed:-
a. Shift Duty Register indicating points of importance including
messages, Power blocks and other details to be noted by following
shifts.
b. Power block register.
c. TPC to Traffic Control (TC) register.
d. Register of Staff Movements;
e. Message book with Power Supply Authorities.
f. Record of standing instructions and temporary Instructions Assurance
Register.
Every morning in the period (0600-0800) Hrs, work progress of previous 24

hours along with UOR (Unusual Occurrence Report) and energy
consumption is to be sent via Fax (if available)/e-mail to all Electrical
(Traction)/O&M officers.
205-17 Failure of Traction Power Supply
Failure of 25 kV AC, 50 Hz Signal phase Power supply can be due to

i. Failure of equipment of Supply Authorities or
ii. Failure of Delhi Metro Railway Electrical equipment(s).
In the event of above failures, TPC will take appropriate action as per laid down
procedures.

205-18 Failures of Grid Supply
In the event of failure of Grid Power supply at a sub-station; the Traction Power
Controller should immediately initiate emergency working extending the feed from
the adjacent substation up to the failed sub-station, as a first step. He should
inform the Officials concerned along with Traffic Controller of this situation. He
should also keep in continuous communication with the Grid sub-station; pursue
so as to restore supply to OHE, as quickly as possible.
205-19 Faults on Delhi Metro Rail Equipment and Lines
Any fault on OHE and 25 kV feeder lines will cause the corresponding feeder
circuit breaker to trip, thus interrupting supply to the corresponding sector. When
this happens TPC shall reclose the feeder CB once immediately. If it trips again
he shall segregate the fault as per laid down procedures. If faulty section is
identified, TPC shall isolate it and charge the remaining healthy sections. TPC
then shall inform the TC about the faulty and healthy sections.
205-20 Lowering Pantographs of Trains
Before concluding that the fault is on the OHE, the TPC should first make sure
that there is no defective Train in the faulty section, which is causing tripping of
the circuit breaker. He should arrange to have its pantograph lowered to
ascertain if the fault is on the OHE or on the Rolling Stock.
205-21 Isolation of Faulty Section
Expeditious isolation of a faulty section is of the greatest importance. This can

only be achieved if the TPC are fully trained in the correct method of fault
localization. The method of fault localization, which takes the least possible time,
is the best.
205-22 Faulty Section to be kept Isolated
The faulty section shall be kept isolated. Feed to all other sections shall be
restored. Traffic Controller shall be immediately informed by the TPC of the faulty
and healthy sections.
205-23 Advice to Traffic Controller
For restoration of OHE in the faulty section, not only the faulty section is to be
identified but also the healthy section in the vicinity of faulty section has to be
identified, which may get infringed because of restoration work in the faulty
section. TPC has to keep close liaison with Traffic control for this.

i. Faulty Section
Traffic Controller shall immediately be informed by the TPC to take all
precautions as per Station Working Rules and restoration measures be
initiated at the same time by informing all concerned.
Only when the OHE staff are able to inspect and find out the nature of the
fault, it will be possible for them to forecast how long it will take to rectify the
fault and restore the Power supply. The Traffic Controller shall decide
whether single line working is to be Introduced or not, taking into account the
following factors:
a. The Traffic on hand,

b. The anticipated time by which the OHE maintenance staff can reach the
site as ascertained from TPC.
c. To clear the affected section to enable maintenance vehicle to proceed to
site (if required by TPC).
ii. Healthy section kept isolated

On receipt of advice from TPC of temporary isolation of healthy section on
line adjacent to a faulty section, the Traffic Controller shall immediately take
necessary action for having caution orders issued to Train Operators of all
Trains due to enter other line which is charged and single line operation is
introduced, to watch out for possible obstruction arising due to an unusual
occurrence on a track with faulty OHE and be prepared to stop.
205-24 Information to Traction Staff
All information regarding any unusual occurrence received from Station

Controller, Train Operator etc. shall be given by the Traffic Controller to the TPC
to assist him to quickly locate faults. TPC in turn shall pass on this information to
the site in charge of the restoration work.
205-25 Action to Rectify OHE Fault
i. The Traffic Controller shall give top priority for the movement of the
maintenance staff by Train, CMV (Catenary Maintenance Vehicle)/RRV (if
movement required and permitted) to reach the faulty section. It is the duty of
all concerned to reach the break-down site either by Train or by road in the
quickest possible time with breakdown vehicle and required T&P items to
attend breakdown. TRD Site in charge for restoration should be in continuous
touch with TPC by means of radio communication (TETRA SET) or mobile
phones.
ii. TRD Site in charge for restoration shall, after analysing the fault, inform TPC
the time expected to be taken for rectifying the same. TPC shall pass on this
Information to the Traffic Controller.
iii. The OHE staff shall then take a permit-to-work and proceed to rectify the fault
duly observing the safety instructions.

iv. The TPC after locating the fault shall reduce the section under Power block to
the elementary section concerned by opening of concerned
interrupters/breakers/isolators.
v. The OHE staff shall then take a permit-to-work and proceed to rectify the fault
duly observing the rules for the purpose.
205-26 Emergency Communication
In DMRC, there are various modes of emergency communication. Landline

phone, mobile phones and tetra set are provided for communication with DMRC
staff. MTNL phones and Hot line telephones are also provided for communicating
with DISCOM/Grid Substation officials.
205-27 Breakdowns and Emergencies
The TPC shall always be in a state of readiness to take quick and prompt action
to tackle any breakdown or emergencies. He will keep liaison with not only the
field officials at site who are engaged in restoration of affected section, but also
the Head Quarter officials, giving details of the breakdown to the extent, they are
known apart from assistance from the neighbouring Depots as the circumstances
warrant.
205-28 Obstruction of Track - Protective Steps to be taken by TPC
On being informed by the Traffic/Station Controller of any accident/incident likely

to obstruct one or more tracks or OHE, necessitating immediate suspension of
movement of Trains and being told by Traffic Controller to switch off Power, the
TPC shall immediately switch off Power supply to the OHE of the affected track
and also that of affected adjacent tracks if required. The Power supply shall be
restored only after it is confirmed to the TPC that the track and OHE are clear of
any obstruction and movement of Trains is safe.

CHAPTER – 6
POWER BLOCKS AND PERMIT TO WORKS
206-00 Introduction
206-01 Definitions Related To Power Blocks
206-02 Power Blocks
206-03 Locally Arranged Power Blocks
206-04 Emergency Power Blocks
206-05 Pre-arranged Power Blocks
206-06 Identification of the Section where shut down is
required
206-07 Communication
206-08 Planning for Obtaining Traffic and/or Power Blocks
and Permit to Works
206-09 Procedure for Pre-arranged Power Blocks
206-10 Pre–block preparation and post–block site
Management.
206-11 Work by other than Authorised Persons
206-12 Power Blocks Process
206-13 Restoration of Supply after ‘Permit to Work’ is
Returned
206-14 Cancellation of Power Blocks
206-15 Local Cancellation of Permit to Work when
Communication is interrupted
206-16 Integrated Blocks (IB) involving Multiple Working
Parties
206-17 Entries in the Logbook
206-18 Standard Forms for Power Blocks Messages

POWER BLOCKS AND PERMIT TO WORKS
206-00 Introduction
In the Metro Railway, due to constraints of the tunnel/subway/viaduct and

limitation of moving space, no maintenance work is permitted unless all traffic is
suspended and sometimes OHE is also required to be made dead. Traffic
Controller in consultation with TPC, will grant PTW with or without power block
during „non-traffic‟ period for maintenance purpose.
“Non-traffic hours are defined as the hours between the passage of the last train
including any work train and before start of first train in the morning as per
scheduled time table”.
Metro Traffic is peculiar in nature and is normally operated as per time table
during fixed hours of day and night. Special time table is followed for services on
Sundays and Holidays. All work which are planned to extend beyond non-traffic
hours into the hours when train services would normally operate, must be notified
at least one week in advance unless it is an „Emergency‟. All such works must
take place during Engineer‟s Possession.
Works which are planned to be carried out within non-traffic hours without an
Engineer‟s Possession but which are delayed by unforeseen circumstances must
be protected by an Engineer‟s Possession.
The latest Safety Circulars shall be followed prominently in conjunctions with

Delhi Metro railway General Rules, AC Traction Manual of DMRC & other
Statutory Provisions for power blocks and permit to work.
206-01 Definitions Related To Power Block
i. Engineer’s Possession (EP)

Engineer‟s possession is an authority given to an agency or department
within an organization to have access to the portion of the track or tracks or a
line segment for a specified period of time for the purpose of inspection,
repair, maintenance, construction, rehabilitation and testing of equipment etc.
Normally EP will be granted during non-revenue hours.
ii. Engineer’s Possession in charge (EPIC)

The person in-charge of engineer‟s possession shall be termed as EPIC. Only
DMRC staff (not below the rank of Sr. Maintainer having competency) shall
be EPIC. EPIC shall be properly trained and certified in the duties and
responsibilities of the role. Responsibility to ensure competency of EPIC shall
be of the concerned departments, which nominate EPIC.

iii. Sub Engineer’s Possession in charge (Sub-EPIC)

If more than one maintenance agency is required to work within the limits of
same Engineer‟s Possession, the EPIC can permit other DMRC official to
work as sub-EPIC if notified in the weekly general order. The authorisation
and cancellation of Sub-EPIC shall be as per Proforma given in Annexure E &
F. Only DMRC staff (not below the rank of Sr. Maintainer having competency)
shall be EPIC/sub-EPIC. EPIC of a section may also be EPIC of other
section. However an area under engineer‟s possession is the sole
responsibility of EPIC. Sub EPIC shall be responsible for safe working of all
the activities/agencies working under his jurisdiction. Responsibility to ensure
competency of Sub EPIC shall be of concerned department nominating Sub
EPIC. Sub-EPIC of a section cannot become EPIC or Sub-EPIC of other
section.
iv. Sectors: These are described by referring to a section of OHE of a track,

which can be energized by closing a feeder circuit breaker at the substation/
feeding post. It covers the section between sub-station/feeding post and
adjacent neutral sections.
v. Sub-sectors: These are described by referring to a section of OHE between

two limiting switching stations by adding the name of the specific track, e.g.,
Sub-sector Shahadara-Seelampur Dn.
vi. Elementary Sections: are referred to by four/five digit numbers. The sections
are numbered serially in the direction of power supply i.e., from the feeding
post/substation towards the neutral section or the terminal point. At each
feeding post/sub-station a new series of number starts. The first two/three
digits represent the Interrupter/Feeder Circuit breaker controlling feed to the
section and the last two digits indicate serial number of the elementary
section. Up line elementary sections have progressively odd numbers and DN
line elementary sections have progressively even numbers.
Whenever there is a doubt in the description, the person asking for power
block shall state clearly the track and OHE structure numbers between which
works is required to be done.
vii. Integrated Block (IB):

Integrated Block are such blocks where the maintenance staff of different
disciplines, viz, signaling, telecom, civil, traction, track, etc can work
simultaneously in a portion of track or tracks or a line segment for a specified
period of time for the purposes of inspection, repairs, maintenance and
testing of equipment, etc. without affecting track integrity during non-revenue
hours with/without power block.
viii. Traction Staff – Generally Supervisor/OHE or PSI & Sr./Head Maintainer

(OHE or PSI), who have been issued competency by appropriate authority to
avail power block (give shadow power block to others) and also the traction

department official, not below the rank of maintainer, who have been deputed
for shadow power block to other department shall be called as Traction Staff.
ix. Power Block

Power block means switching off power supply in a particular section. On
demand of traction staff, TPC at OCC in consultation with TC make a
line/OHE section dead electrically and confirm the same to the traction staff
who has placed the demand as per laid down procedures. This is termed as
Power Block. The messages exchanged between traction staff and TPC are
recorded in the Power Block Message Book/Register.
The line/OHE section which is under Power Block remains under control of
only one traction staff who has taken Power Block from TPC. The same
traction staff is authorized to cancel Power Block as per laid down
procedures. These messages are also recorded in their Power Block
Message Book/Register.
x. Shadow Power Block

Shadow Power Block is further extension of Power Block, granted by Traction
staff to other authorized person under provisions of discharge rods as per
extant procedures. While granting and cancelling the Shadow Power Block,
all the formalities of Power Block shall be complied with. Shadow Power block
is required when the working zone is within 2 meters of OHE. In no case, a
Shadow OHE Power block can be granted to the Contractor directly by the
Traction wing.
206-02 Power Blocks
Power blocks can be classified into following categories:
i. Locally arranged power blocks,

ii. Emergency power blocks and
iii. Pre-arranged power blocks.
206-03 Locally Arranged Power Blocks
Power blocks in depots are availed by traction supervisor either locally or

remotely. For work inside the Depot, the application for permit to work is made to
the Depot controller at DCC and PPIO/RS who shall arrange to issue permit to
work. After availing traffic block from DCC/PPIO; traction staff shall take power
block from TPC or locally. After the cancellation of work, traction staff shall cancel
the power block through TPC or locally and then traction staff shall cancel PTW
through DCC/PPIO. The format of availing power blocks and PTW in depot is
attached as Annexure-A, Annexure-B & Annexure-D.
206-04 Emergency Power Blocks
i. An “Emergency Power Block” shall be arranged by the TPC and 25 kV supply

to OHE shall be switched off by him immediately on receipt of an advice of

any breakdown of the OHE or authentic report about abnormalities in OHE or

injury to persons and damage to property as per First Information Report. In
case OHE Power Block and/or Permit to Work is required during revenue
hours to attend any breakdown approval of GM/O and concerned HOD shall
be obtained by Chief Controller (CHC) over phone or through other
communication means. The Traffic Controller shall also arrange with the
Station Controller concerned to take protective measures in accordance with
“Station Working Rules”.
The emergency may arise on either one or more of the following accounts:
a. OHE Power block and shadow power block will be required in case an
emergent nature of work is required to be carried out within a radius of
two meter from OHE.
b. The whole or part of the OHE or an interconnected feeder/ cable or any
other cable running on the viaduct, coming in contact with or likely to
come in contact with person or live equipment endangering their safety.
c. To attend damaged coach/smoke emanating from the coach/electric
equipment/cables, Train Operator/staff travelling in the coach requires
power block.
d. In case of derailment or any other accident, where switching off power
supply and making section dead is necessary in the interest of safety.
e. Fire affected electrical equipment, which needs permission to work.
f. Any other abnormality, which is infringing safety, which may cause
derailment, may affect normal train operation for prolonged period or
issues connected with other department, which need power block and
permit to work to attend.
ii. Reporting Abnormalities in OHE

It is the duty of every Delhi Metro Railway Official to report immediately any
abnormalities in the OHE installation, such as heavy flash over or hitting of
the insulator by any part/component of the coach, etc. as may adversely
affect safety of train movements, to the TPC either directly or through any
Station Controller, Traffic Controller or through the fastest available means of
communication. If the damage is heavy or the moving dimensions are
infringed, he should take immediate steps to inform the Train Operator of the
train to stop the train in mid-section.
iii. First Information Report

The person who gives the first information of breakdown on the OHE shall
invariably give all essential information about him such as his name,
designation and place from where he is reporting besides furnishing details
about station or location where the abnormalities have been observed, along
with its nature and details of problem. He should leave the place only with the
permission of the TPC.
iv. Precaution after Imposing Emergency Power Blocks

Once an emergency power block is imposed, no work on the affected lines
shall be commenced until an authorised official arrives at site and earths the
OHE at two points or more as per rules. TPC shall not restore power supply

to the concerned section until the authorised official at the site communicates
the cancellation of Power Block after removal of men, material and temporary
earth as per standard procedures.
206-05 Pre-arranged Power Blocks
Pre arranged power blocks are planned to coincide with non revenue period.
Maintenance staffs maintain liaisons with TPC for obtaining pre arranged power
blocks. In view of large scope of availability of power blocks during night hours of
non revenue period, pre arranged/shadow power block are granted by TPC in
consultation with TC for carrying out maintenance activities of all the discipline
requiring power blocks. Pre arranged power block/shadow power block is in the
form of weekly general orders issued by OCM on every Saturday.
i. Prearranged Shadow Power Blocks

For any kind of work where exists a possibility that men, material or
equipment may infringe 02 meter radius from OHE, the same must be
undertaken under provisions of shadow power block. “No work shall be
undertaken within 02 meters of OHE without ensuring shadow power
block”.
After the grant of power block to competent traction staff by TPC; the
traction staff shall inform the concerned station controller that OHE of
such section has been made dead and now he can provide discharge
rods by exchange of private numbers. In turn, after providing discharge
rods, Station controller shall confirm the locations of provided discharge
rods to the traction staff by exchange of private numbers. After the
completion of work, station controller should remove the discharge rods
and inform the traction staff about the removal of discharge rods with
exchange of private numbers.
Procedure for award of competency to SC for applying discharge rod and
procedure for Maintenance of Discharge Rod is placed at Annexure G.
ii. Types of Shadow Power Block
a. Shadow Power Block to Station Controller

Shadow Power Block is given to Station Controller having competency
by Traction staff (who had already taken the Power Block) as per
weekly general order for carrying out all activities such as roof
cleaning, property development work, telecom work, E&M work and
protection of any other maintenance/project activities in platform area
within working zone of 02 meter from OHE. Station Controller shall
provide the discharge rods on OHE as per extant procedures and
confirm it to Traction staff with exchange of private number.
b. Shadow Power Block to PSI Supervisor

Shadow Power Block to PSI Supervisor can be given by Traction staff
(who had already taken the Power Block). PSI supervisor shall provide

the discharge rods with exchange of private numbers as per extant

procedures and confirm it to Traction staff.
c. Shadow Power Block to Supervisor of Other Departments

In case Shadow Power Block is required by supervisors of other
departments all the formalities of Power Block shall be ensured but
discharge rods shall be provided by OHE Team as per extant
procedures.
iii. Status of OHE in Shadow Power Block

Status of OHE electrically Dead & earthed shall be ensured in following
manners:
a. By TPC:
After switching off OHE, TPC shall check the status of electrically
dead OHE on his monitor. When energized, the voltage at PT is
indicated as 25 KV. After switching off it is indicated as 0.2 to 0.5 KV.
After providing discharge rod on OHE it is shown as zero kV. Traction
staff‟s confirmation about providing discharge rod on OHE shall be re-
confirmed by TPC on his monitor by checking the status of PT
Voltage. The elementary section/line is shown in one colour in TPC‟s
monitor, when OHE is charged. After switching off the OHE colour
changes.
b. By Traction Staff:
On confirmation of status of electrically dead OHE from TPC, Traction
staff shall provide discharge rod on OHE in his own presence and
inform the same to TPC.
c. By Station Controller & PSI Supervisor Taking Shadow Power

Block:
On confirmation of status of electrically dead OHE from Traction staff,
Station Controller & PSI Supervisor shall provide discharge rod on
OHE and inform the same to Traction staff who in turn shall inform
TPC.
d. By Other Official taking Shadow Power Block:

On confirmation of status of electrically dead OHE from OHE
Supervisor Traction staff, the supervisor of other department shall
inform OHE team to provide discharge rod on OHE. OHE team, who is
continuously listening the conversation on Tetra Set and know the
status of electrically dead OHE, shall get permission for providing
discharge rod on OHE from OHE supervisor specifying the location.
On getting permission from OHE Supervisor they shall provide
discharge rod on OHE.

206-06 Identification of the Section where shut down is required
The Metro Railway system is simple as:
i. There are only two main running tracks, one Up and one Down,
ii. There are no loop tracks, except for stabling lines in between some
stations for the purpose of stabling a disabled or healthy rake.
iii. There are no yards, except for the Depots.
Therefore, the pattern of the track repeats between two adjacent stations, over
most of the entire section.
It is important for Delhi Metro Railway official, who is authorised to ask for Power
block, to know the correct method of identifying and describing any section of the
OHE where shutdown is required. He should have with him the up-to-date OHE
sectioning diagram for the section, showing all relevant particulars such as station
names, position of all isolators, interrupters, circuit breakers, "up" and "down"
tracks, section insulators, sectors, sub-sectors and elementary section numbers.
206-07 Communication
All messages relating to Traction power supply shut down, permit to work etc,
issued over direct line telephone/Tetra Set with exchange of private numbers are
recorded and can be retrieved for analysis. Following procedure shall be
followed:
i. Messages should be brief and to the point and shall be written properly in
full before sending it. The description of the section on which Power Block
is required should be unambiguous. All messages regarding permit to
work shall be as per prescribed form.
ii. The same person, who asks for and obtains a power block, should also
cancel it before power supply is restored. If required, power block can be
transferred to other competent staff who further can cancel the power
block. The persons exchanging the private numbers should identify
themselves by name over the telephone.
iii. The person who receives message shall confirm the correctness of every
message by repeating it. Each message shall be recorded by the sender
as well as by the receiver in message book maintained for the purpose.
iv. To avoid confusion, words “Open” and “Close” shall be used instead of
phonetically similar words such as “Switch Off”, “Switch On”. Whenever
necessary words may have to be spelt out.
v. In case of any mishap the record should be retrieved, sealed and kept in
safe custody as an evidence for further inquiry.

206-08 Planning for Obtaining Traffic or Power Blocks and Permit to Work
Granting of Engineer‟s Possession (EP)/Integrated Block (IB)/Power

Block/Shadow Power Block will be in the form of a 'Weekly General' order to be
issued by OCM on every Saturday.
i. Requisition shall be submitted for OHE Power block, Shadow Power

Block & Permit to Work during non-revenue hours by all concerned till
15:00 hrs of every Friday to concerned Chief Controller (CHC)/OCC. for
scrutiny and further processing.
ii. OCM & Mgr/AM/Traction of concerned line shall check following items in
the requisitions:
a. The department seeking track access.
b. Date & Time, Location, Expected duration & timing, Nature of Work to
be carried out, Details of equipment to be used and points of entry
and exit of men, material and equipment.
c. Engineers Possession In-charge (EPIC)/ along with no. of gang
members.
d. Description of self-propelled/non-self-propelled/vehicle or rolling stock
required.
e. Feasibility & Process of De-energisation of OHE of the section.
f. Requirement of Power Block and shadow Power Block.
g. Feasibility of the Power Block with other Power & Traffic Block.
h. Compatibility of the Power Block with “No Power Block Section” in
case of train movement
i. Longitudinal, Transverse or Cross Protections as per SWO.
j. Means to protect area under Engineer‟s Possession/Integrated Block.
During non revenue hours power block can be allowed in following

manners:
a. Neutral section to neutral section
b. Neutral section to dead end
c. Last feeding post to dead end
d. Sectioning post to dead end if no feeding post is present towards dead
end.
However, only in extreme unavoidable condition block of sections other

than mentioned above may be granted.
iii. Based on the above, OCM shall issue a weekly general order comprising
EP/IB/OHE Power Block/Shadow Power Block/PTW Programs and
convey to CTPC and chief controller about the same.
iv. Normally there should be no variation from the Weekly general Order
issued by OCM. In case of any exigency, permission from OCM for this
variation is a must. Only in cases of extreme emergency, unscheduled
requests will be considered' taking into account the possibility of
accommodating such request. Care should be taken to ensure that
already granted schedule is not cancelled to accommodate such requests.

While scrutinizing the requisition for power block and permit to work by
CHC & CTPC following may be given due consideration:
a. All the Receiving Stations have two sets of Transformers; therefore,
total shut down is not necessary to attend to any fault/breakdown in
the system. Whenever any maintenance or breakdown is required to
be attended in the Traction Substation, the permit-to-work shall be
obtained by the competent traction staff from TPC and after
completing the work, the permit to work shall be returned by the
competent traction staff to the TPC.
b. There are a number of Auxiliary Substations where power from 33 kV
is stepped down to 415V by Auxiliary Transformer to feed air-
conditioning and ventilation plants, lighting, pumps, escalators and
communication system etc. These supplies are obtained from the
same 220/ 132/66 kV source which feeds Traction power supply also.
Therefore permit-to-work for any equipment up to 415V Main
distribution board (MDB) of Rail corridor and incomer side of CB of
underground stations should be obtained from TPC and after
completion of work, the same should be returned to TPC. 415V MDB
onwards the responsibility will be with JE/ASE/SE/SSE/E&M.
206-09 Procedure for Pre-arranged Power Block
The Metro Railway operates trains, depending upon the nature and direction of
flow of commuters. Therefore, the maintenance staffs have to maintain daily
liaison with the TPC for obtaining pre-arranged Power Blocks. Unless there is an
emergency, when a Pilot has to proceed before opening the service for traffic,
such power blocks have necessarily to be planned to coincide with non traffic
periods. However, on weekdays regular maintenance shall be planned only after
revenue hours at night and work should be completed well before beginning of
revenue services.
In view of large scope of availability of power block during night hours and in mid-
day on any pre-planned day (if services are reduced), all maintenance work shall
be planned and carried out to suit this service schedule. However, in summer
time air-conditioning and ventilation plants may have to be kept running to
maintain the comfort condition inside the station building before resuming the
day's service.
206-10 Pre-block preparation and post-block site management
i. All pre block preparations must be completed beforehand so that the work
required to be undertaken during actual duration of block is completed
well within the time limit.
ii. Before a block is physically taken availability of required men materials
and tools at site should be ensured.
iii. Adequate required safety precautions and protection systems must be in
position. These include all PPEs, banner flags, Torch signals, walkie-
talkie/ Mobile sets etc.

iv. Standard output expected to be achieved during block are available for
different types of activity. It must be ensured that these targets are
adhered to.
v. Official in charge of block working will ensure that there is no infringement
by unloaded material at the work site before the section is physically
cleared.
vi. Similarly, released material from work site should also be cleared
expeditiously in order to prevent these from being misused by
unscrupulous elements for sabotage activities etc.
vii. Maintenance work should be so planned and executed that no speed
restrictions are required to be imposed after the completion of work.
206-11 Work by other than Authorised Persons
i. If work is to be carried out on or adjacent to any part of the electrical

equipment by other than „authorised‟ persons, such work shall not
commence until the person in charge of the work is in possession of a
written permit to work issued to him by an „authorised‟ person.
ii. Such permit-to-work in written shall only be issued by an authorised
person of the Electrical Branch not below the rank of a JE/Senior
Maintainer.
iii. Request letter for Permission to work at stations without affecting train
operation during revenue hours will be countersigned by the concerned
DGM of O&M wing on the written request letter of contractor. Permission
to work at station will not be given directly to contractor's personnel. PTW
will be granted by Station Controller to the Competent Supervisor, Senior
Maintainer/Head Maintainer of O&M wing/Supervisor (Project) only.
iv. Permission to work at station/equipment room likely to affect train
operation will be given only during non revenue hrs. Contractor's request
letter for PTW should be endorsed by the project officer indicating the
name & designation of project supervisor in whose presence the work will
be carried out. Completed request by the contactor should reach the
concerned Station Controller up to 15:00 hrs. Concerned controller before
granting PTW will obtain approval of concerned Dy. HOD. On approval of
PTW by concerned Dy. HOD, work will be carried out only in presence of
supervisors of project and O&M.
v. The power block shall first be taken from TPC by an authorised person-in-
charge of the work. Then he will issue permit to work in written to person-
in-charge of working party.
vi. On completion of the work and when all men and materials have been
withdrawn from the electric equipment and its vicinity, the person-in-
charge of the working party shall cancel his permit-to-work in writing to the
authorized person who had issued it. The authorised person shall in turn
issue a message to TPC to cancel permit-to-work.

206-12 Power Blocks Process
i. Granting Power Blocks on Main Line: On the basis of weekly general order
and after acknowledgement in the register of TC, TPC shall grant power
blocks to authorized DMRC staff as per laid procedure in vogue.
ii. Power Blocks Coordination between Traction Power Controller & Traffic
Controller: The Traction Power Controller shall maintain a Register & shall
obtain signature from the traffic Controller as acknowledgement as given
below:
a. Before granting Power Blocks
b. After granting Power Blocks
c. Before cancelling Power Blocks
d. After cancelling Power Blocks
iii. Any alteration in the Power Blocks Program shall be advised prior to the grant
of Power Blocks by Traffic Controller to the Traction Power Controller in
writing duly taking his signature as acknowledgement.
iv. If due to any reason, Traction Power Controller is not able to grant Power
Block, he shall advise the same to Traffic Controller duly taking his signature
as acknowledgement.
206-13 Restoration of Supply after ‘Permit to Work’ is Returned
On completion of work, the person who had received the Permit-to-work shall
ensure that:
i. All men and materials have been withdrawn from the electrical equipment
and its vicinity,
ii. All earths provided for the protection of the working parties have been
removed,
iii. All staff who has been deputed to work is warned that the power supply is
being restored,
iv. Power Block is to be cancelled by Traction staff after ensuring that all
shadow power blocks authorized by him are cancelled,
v. Traction staff shall inform the Traction Power Controller by a message
duly exchanging private no. that all shadow power blocks have been
cancelled, all men, materials and temporary earths have been removed &
all working parties have been informed that OHE is going to be energized,
OHE is fit for the restoration of the Power Supply & fit for the electric
traffic,
vi. After obtaining the Message for Cancellation of Power Block from the
person to whom Power Block was granted by Traction Power Controller,
the Traction Power Controller shall inform the Traffic Controller that the
concerned Power Block has now been cancelled & OHE is going to be
energized as per procedure, duly obtaining the Signature of the Traffic
Controller as acknowledgement. Before giving acknowledgement to TPC,
TC shall ensure that all PTWs issued for work under provision of power
block/Shadow power block have been cancelled. This shall be considered
as cancellation of the power block,

vii. After energisation of OHE, the Traction Power Controller shall confirm the
same immediately to the Traffic Controller in writing and take his
acknowledgment in the register and
viii. TPC should then inform the OHE Supervisor that OHE of availed power
block section has been charged successfully.
206-14 Cancellation of Power Block
i. Power Block is to be cancelled by Traction staff after ensuring that all shadow
power blocks authorized by him are cancelled.
ii. Traction staff shall inform the Traction Power Controller by a message duly
exchanging private no. that all shadow power blocks have been cancelled, all
men, materials and temporary earths have been removed & all working
parties have been informed that OHE is going to be energized, OHE is fit for
the restoration of the Power Supply & fit for the electric traction.
iii. After obtaining the Message for Cancellation of Power Block from the person
to whom Power Block was granted by Traction Power Controller, the Traction
Power Controller shall inform the Traffic Controller that the concerned Power
Block has now been cancelled & OHE is going to be energized as per
procedure, duly obtaining the signature of the Traffic Controller (TC) as
acknowledgement. Before giving acknowledgement to TPC, TC shall ensure
that all PTWs (permit to work) issued for work under provision of power
block/Shadow power block have been cancelled. This shall be considered as
cancellation of the power block.
iv. After energisation of OHE, the Traction Power Controller shall confirm the
same immediately to the Traffic Controller in writing and take his
acknowledgment in the register.
206-15 Local Cancellation of Permit to Work when Communication is

interrupted
If communication of electrical equipment with TPC is interrupted when a permit to

work/Power block is to be cancelled, the authorised person to whom the permit to
work /Power block was issued shall arrange locally in consultation with TPC for
restoring the normal (live) condition on the equipment specified in the permit to
work and for cancelling the power block, if possible. Before this is done the
authorised person should satisfy himself that no other party has been given a
permit-to-work/Power block for the same section.
206-16 Integrated Block (IB) involving Multiple Working Parties
Integrated Blocks (IB) are given for working simultaneously in a portion of track or
on a line segment for a specified period of time by multiple parties without
affecting track integrity during non-revenue hours with/without power block.
i. Integrated Block (IB) will be notified in the Weekly General order issued
by OCM (Operation Control Manager).

ii. The period and area of the IB shall be so earmarked that there is no
concurrent Engineer's Possession to cause conflict & affect safety of
persons.
iii. In IB, movement of any self propelled vehicle (OHE/Non OHE) or non self
propelled vehicle (including lorry, trolley etc.) is strictly not allowed.
iv. EPIC/Sub-EPIC along with gang members will enter in the concerned
station through designated entrance during non revenue hours and make
entry in station access register meant for the purpose. For the purpose of
entry / exit, only one manned access point will be provided for all
concerned during non-revenue hours at a station. The security staff
deployed at the access point will first ascertain the photo identity of all the
entrants.
v. EPIC/Sub-EPIC along with gang members will directly contact the Station
Controller of the concerned stations at least 30 minutes in advance for
taking possession.
vi. If all the gang members of contractor‟s personnel are required to enter
from the stations other than EPIC/Sub-EPIC, they shall be accompanied
by authorized DMRC staff of the concerned department.
vii. Station Controller shall confirm from weekly general order as well as
OCC/TC with the exchange of Private Number about the IB for which the
EPIC/Sub-EPIC has contacted him, and shall also verify the requirement
of Power/Shadow Power Block. If OCC/TC approves the said IB, Station
Controller shall issue approved Permit to Work (PTW) to the EPIC/Sub-
EPIC. PTW format which is attached as Annexure-A.
viii. No OHE Power Block/Shadow Power Block is required for any
maintenance work on Signals, Points Track Circuits, PIDS, PAS Clocks or
any other S&T equipment of Station/Outdoor/Viaduct Equipments of
S&T/O&M as either they do not come within a radius of 2mtrs from OHE
or, are well protected by protective Earth Mesh (Screen). However,
dismantling of complete signal unit from the Signal Post will require
Power/Shadow Block.
ix. If one department requires Power/Shadow Power Block in the same
direction where other(s) do not require it, the granting of PTW to the
departments which does not require Power/Shadow Power Block shall not
be delayed on account of the last train not reaching its final destination or
for OHE Shutdown (Power Block) in the section. It shall be granted as
soon as the last train clears the section mentioned in PTW.
x. The EPIC applying for the PTW to work in „OHE Charged‟ condition shall
give his/ her request in writing to the SC of the station where he/she
intend to work, specifically mentioning that he/she intends to carry out the
work in „OHE Charged‟ condition and is having competency to work
accordingly. The SC shall ensure the receipt of such a request in writing,
shall verify the same from weekly General Order, before granting a PTW
in „OHE Charged‟ condition, with permission from OCC.
xi. EPIC/Sub-EPIC will provide in advance a list of the gang members duly
furnishing details in Annexure-A1 with PTW to all the stations from where
the gang has to enter the section for the IB & also from where they have
to exit. Before entry to the section, EPIC/Sub-EPIC shall ensure that all

the gang members including him are protected with PPE (personal
protection equipment) & have provision for mobile communication. After
getting confirmation in writing on the PTW by EPIC/Sub-EPIC, entry will
be permitted by SC. All gang members along with EPIC/Sub-EPIC will be
responsible for their safety & observe all safety rules & regulations during
the course of work.
xii. If some of the gang members are entering from station other than that of
EPIC/Sub-EPIC, SCs of other stations from where remaining gang
members intend to enter the section will contact SC of PTW issuing
station and seek details under exchange of private number regarding
names of gang members furnished by EPIC/Sub-EPIC and record these
details in possession register. SC will then allow them to enter the desired
section conveying the same to OCC maintaining name & time wise
record.
xiii. PTW (Performa at Annexure-A) will only be granted to EPIC/Sub-EPIC
from the station from where he is entering the section. For other gang
members entering from other stations for the same IB, no separate PTW
will be issued. However, station controller of other stations will verify from
OCC about the approval of the IB under the exchange of private numbers.
xiv. Normally, the exit station for the gang members will be from the station
mentioned in the PTW. However, in emergent circumstances, the exit
point may vary. The responsibility of ensuring that the gang members
have exited should be with the concerned EPIC/Sub-EPIC. The gang
members should talk to EPIC/Sub-EPIC on phone from the station &
confirm the same, The SC will permit the use of phone for this purpose.
xv. In the PTW, the nature of work, location & name of gang members should
be clearly mentioned.
xvi. For Permit to Work requiring discharge of OHE, (to be issued by OHE
wing of O&M), permission shall be issued by supervisor availing the
power block from TPC at nominated place/stations of each line to
concerned EPIC/Sub-EPIC, duly indicating the OHE location numbers
between which the concerned wing is permitted to work. Station
Controllers on verification of their identities shall permit them as
EPIC/Sub-EPIC.
xvii. OCC/TC will co-ordinate with different stations and approve first PTW
under exchange of private number with SC. Subsequent PTWs under
similar conditions i.e. under power block/ shadow power block or without
power block strictly as per weekly general order may be permitted by SC.
xviii. OCC/Station Controllers shall maintain a record of the timings at which
various EPIC/Sub-EPIC along with gang members have entered the
sections for availing IB. This will be recorded in possession register with
details.
xix. Any abnormality, which requires extension of IB is to be immediately
informed by EPIC/Sub-EPIC to OCC & Station controller concerned for
further necessary action.
xx. After completion of work, EPIC/Sub-EPIC should clear the section of men,
materials, equipments and all infringements and cancel the PTW by
submitting a form of cancellation to the concerned SC. EPIC/Sub-EPIC

will also undertake the responsibility of clearance of all the gang members
mentioned in his request while entering the section (irrespective of their
entry and exit points).
xxi. PTW issuing and cancellation stations may be different. However the
same shall be mentioned by EPIC/Sub-EPIC in the PTW form at the time
of applying for PTW. PTW issuing Station Controller shall inform Station
Controller of station where PTW is intended to be cancelled giving
complete details. Both Station Controllers shall make corresponding
entries in Engineers possession register. After PTW has been cancelled,
Station Controller of PTW cancelling station shall inform Station Controller
of PTW issuing station giving complete details under exchange of private
numbers. In this case PTW cancellation to OCC/TC shall be given by
PTW issuing Station Controller.
xxii. No PTW will be treated as cancelled until all EPIC/Sub-EPIC have
submitted Form for Cancellation (Annexure-B) of PTW at the concerned
station. Only the same person to whom the PTW was issued is authorized
to cancel PTW. However in unavoidable circumstances person authorized
as per procedure and having written authorization from EPIC/Sub-EPIC
whom PTW was issued may cancel PTW with the coordination of
concerned controller in OCC. Currently returning of PTW (Annexure-A) in
original is not in practice and need not to be returned as it is an EPIC
copy.
xxiii. SC, after acknowledging the cancellation form for all PTWs issued at his
station, will inform OCC/TC under exchange of private number regarding
cancellation of IB.
xxiv. OCC, before acknowledging cancellation of power block with TPC must
ensure that all the SCs have confirmed that all the EPIC/Sub-EPIC have
submitted PTW cancellation forms at the exit stations.
xxv. Other than metro employees no one shall be permitted to enter the Right
of Way unless they have been:
a. Authorized by the competent authority.
b. They have signed an indemnity bond in the Performa. Annexure-C
c. All O&M contractors' staff, who are required to enter the Right of Way,
will need to be covered by a general indemnity bond or a general
provision in the contract indemnifying DMRC of all consequences
during such visits.
xxvi. Whenever work has to be carried out by more than one working party,
within a sub-sector, the permit to work /Power block shall be issued by
TPC only to one authorised person who alone shall be responsible for all
work on the portion of electrical equipment specified in the permit to work
/Power block. Other party or parties may work on the same portion of
electrical equipment only with the permission of this authorised person.
The authorised person shall cancel the permit to work only when he has
satisfied himself that all working parties who have been permitted by him
to work in the section covered by the permit to work have withdrawn their
men and materials and have removed from the electrical equipment on
which they had worked by confirming through exchange of private
number.

xxvii. Where the two parties work at far away from each other, the party who
has to work for a longer period shall take permit to work and then permit
the other party to start his work by a message supported by a private
number. The second party shall inform the party from whom he got the
permit to work of completion of work and removal of earths and
withdrawal of men and material by a message by exchange of private
number.
206-17 Entries in the Logbook
The number of each permit-to-work/ Power block issued must be entered in the
Logbook by TPC together with the particulars and time when the equipment is
made dead and re-energized after completion of the work, as per information
received from the authorised person concerned.
206-18 Standard Forms for Power Block Messages
Typical forms for power block messages are attached at the end of this chapter
as
Annexure-A : Granting of Permit to Work
Annexure-A1 : Proforma for Gang Members
Annexure-B : Cancellation of Permit to Work
Annexure-C : Indemnity Bond
Annexure-D : Format of message sent/received for Power Block.
Annexure-E : Sub-Epic authorization
Annexure-F : Sub Epic cancellation
Annexure-G : Procedure for award of competency to SC for applying discharge
rods and procedure for maintenance thereof.

Annexure – A
Permit to Work
Sl. No.:
Station:
Date:
Time:
I……………..…………………….......................(Name of the Authorized Person)
……………….. (Emp. No.)...…………… (Designation) ……………… (Department)
………………………….. along with ……………… number of DMRC/Contractor Staff want
to Inspect / Maintain the
Area/Equipment……………………………………………………………………………………
…………….……………from……………….Hrs.to………………Hrs.for………………………
………………………………………………………………………………………………………
………………………………………………………………………………………………………
……………………………………………………………………………………………………..
Entry Point: …………………………..

Exit Point: …………………………..
It is certified that all the Staff including myself are equipped with Personal Protection
Equipment (PPE)
Point Machine Manual Operation Key (EKT Key) for Point Nos. …………………… along
with Crank Handle is Needed / Not Needed and may be Issued / Not issued to me.
Signature of the EPIC / Sub-EPIC

Designation: ……………………….
Date: …………………….
Time: ……………........
1. The Request for above Work is Approved / Not Approved.

2. Point Machine Manual Operation Key (EKT Key) for point Nos. …………………
along with Crank Handle Issued to EPIC / Sub-EPIC: Yes/No.
3. The corresponding Entry for Issuing of Point Machine EKT Key for Point Nos.
…………….. along with Crank Handle has been made in the Possession Register
of Station on Page No. ………. at Serial No. ………
Private Number –
OCC / Station: ……………….
EPIC / Sub-EPIC: ……………………
Signature of the Station Controller /

Station Manager
Name: …………………………
Date: ……………..
Time: ……………..

Station Seal
Important to Note:
1. Take all the Safety Precautions during the Work.
2. Keep Sharp Look-out on the Track and of the Train Movements.
3. Only the same person to whom the PTW was issued is authorized to cancel
PTW. Only in emergent cases person having written authority by EPIC/SUB EPIC
/ may cancel PTW.

Annexure – A1
Designation &
Emp. No. (for
Sl. Name of Gang Contractor/ DMRC staff) / Entry
Exit Station
No. Members DMRC staff ID details (for Station
Contractor
staff)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Signature of EPIC/Sub EPIC

PTW From No.:-
Date:-
Time:-

Annexure – B
S. No. …………
Proforma for the Cancellation of
Engineer’s Possession / Permit to Work / Traffic Block
with respect to PTW No. ………………………………
(To be filled in Duplicate)
1. Name of EPIC/Sub-EPIC: ……………………………….

2. Designation: ………………………….
3. Department: …………………………..
4. Date of Cancellation: ……………………………
5. Time of Cancellation: ………………………………….
6. Section: From (Station) …………………….. Kms. ........... To (Station)
………………. Kms. …………..
I hereby certify that:
i. All Men & Materials. Tools & Plants and Equipment etc. have been taken out
of the section.
ii. There are no Infringements caused to the Schedule of Dimensions.
iii. Power Block has been Cancelled, OHE is in the Charged Condition & OHE is
also „Fit‟ for the movement of Traffic.
iv. Track is „Fit‟ for movement of Traffic.
v. All S&T Gears/Installations are „Fit‟ for movement of Traffic.
vi. The Point Machine EKT Key for Point No. ………………… along with Crank
Handle is hereby returned/was not issued to me.
(Strike out whichever is not applicable)
Signature of EPIC/Sub-EPIC
Name: …………………………….
Designation: ……………………
ACKNOWLEDGEMENT OF CANCELLATION:
1. Station: …………………………………..
2. Name of the Station Controller: ………………………….
3. Date of Cancellation: ……………………………………..
4. Time of Cancellation: …………………………..
5. Private Number of the Station Controller: ……………………………
6. Private Number of other Station Controller: ……………………….
7. Point Machine EKT Key for Point Nos. ……………………… along with Crank
Handle received back/was not issued.
8. Entry in Possession Register for return of Point Machine EKT Key with Crank
Handle is made/not needed.
Signature of Station Controller
Name: …………………………
Date:
Time:
Note: One copy is to be returned to the EPIC/ Sub-EPIC for Record.

Annexure – C
DELHI METRO RAIL CORPORATIONLIMITED

(A JOINT VENTURE OF GOVERNMENT OF INDIA & GOVERNMENT OF DELHI)
INDEMNITY BOND
I, …………………………….. , hereby indemnify Delhi Metro Rail Corporation, its

Contractors, Representatives and Officials of DMRC from any claim for damages
including any loss, injury, fatality or any other risks incidental / arising out of my visit to
………………………………………………………. for (purpose) …………………………
…………………………………… .
I hereby further state that no claims / damages, whatsoever, shall be made by myself or
my representatives against DMRC on the aforesaid context before any Court / Statutory
Authorities.
Signed: ………………………………………
Name of the Visitor: …………………………………………
Address: …………………………………………………..
…………………………………………………………………
…………………………………………………………………
Witnessed by:
1. Signature of the Witness: ……………………………………….
Name: …………………………………..
Address: ………………………………
……………………………………….…
……………………………………….…
Proof of Identification: ……………………………………….
2. Signature of the Witness: ………………………………………
Name: …………………………………………
Address: ……………………………………………
…………………………………………………………..
……………………………………………………………
Proof of Identification: ………………………………………
Time & Date of Entry: ……………………………………………

Time & Date of Exit: ……………………………………………….
(To be filled in by DMRC Official)

Annexure – D
PROFORMA FOR EXCHANGE OF MESSAGES
Message Sent / Received
Sender‟s Name: Receiver‟s Name

Designation: Designation:
Private No.: Private No.:
Date & Time: Date & Time:
Message:
Message Book No:

Annexure – E
AUTHORISATION PROFORMA FOR SUB-EPIC
Date: …………………………..
Location: ……………………………………..
Time: ……………………………
I ……………………………………… (Name of the EPIC) …………………………………..,

Emp. No. ……………… Designation ……………………………………… Department
………………………………….. authorise …………………….. (Name of the Sub-EPIC)
along with ……………………… Number of DMRC / Contractor Staff to work at the above
mentioned Location / Site up to ……………………….. Hrs. of
………………………………….. (Date).
Signature of the EPIC

Designation: ……………………..
Date: ……………………..
Time: ……………………..

Annexure – F
CANCELLATION PROFORMA BY SUB-EPIC OT EPIC
Date: ………………………….
Location: ……………………………
Time: ……………………………………
I hereby certify that:
i. All Men & Materials. Tools & Plants and Equipment etc. have been taken out
of the section.
ii. There are no Infringements caused to the Schedule of Dimensions.
iii. Power Block has been Cancelled, OHE is in the Charged Condition & OHE is
also „Fit‟ for the movement of Traffic.
iv. Track is „Fit‟ for movement of Traffic.
v. All S&T Gears/Installations are „Fit‟ for movement of Traffic.
vi. The Point Machine EKT Key for Point No. ………………… along with Crank
Handle is hereby returned/was not issued to me.
Signature of EPIC/Sub-EPIC
Name: ……………………………
Designation: ……………………
ACKNOWLEDGEMENT OF CANCELLATION:
1. Name of the EPIC: ………………………..

2. Date of Cancellation: ……………………….
3. Time of Cancellation: …………………………..
Signature of the EPIC

Name: ……………………..
Designation: ………………….

CHAPTER - 7
BREAKDOWNS
I GENERAL
207-01 Types of Breakdowns
207-02 Breakdown Gangs
207-03 Emergency Stores and Breakdown Equipment
207-04 Record of Maintenance Gang movements
207-05 Summoning of Emergency Staff
II SUBSTATION AND SWITCHING STATION BREAKDOWNS

207-06 Traction Transformer Breakdowns
207-07 Repair of Traction Transformer
207-08 Breakdowns of Circuit Breakers, Interrupters
207-09 Road Access
III BREAKDOWNS OF SCADA/REMOTE CONTROL EQUIPMENT

207-10 Procedure for Manning Sub-stations and Switching
Stations
207-11 Restoration of Remote Control/SCADA
207-12 Breakdown of Telecommunication between TPC and
Sub-stations, Switching Stations etc.
IV OHE BREAKDOWNS
207-13 Importance of Expeditious Repairs
207-14 Types of OHE Breakdowns
207-15 Reporting of OHE Defects
207-16 Action to be taken by TPC
207-17 Protective Steps
207-18 Breakdown Staff
207-19 Officers and Supervisors to Proceed to Site
207-20 Assistance to be sought
207-21 Continuous Communication with TPC
207-22 Detailed Assessments by the first Supervisor/Officer
Reaching Site

207-23 Panto Entanglement

207-24 Safety Rules to be observed
207-25 Temporary Repairs for Restoration of Traffic
207-26 Provision on Catenary Motor Vehicle/Overhead
Maintenance Vehicle
207-27 Interface with OHE during Restoration
207-28 Log of events and reporting of Breakdowns
207-29 Protection of Staff
207-30 Use of Cranes
V ROAD VEHICLES
207-31 Use of Road Vehicles during Emergencies
207-32 Duties of Vehicle Drivers

BREAKDOWNS
I GENERAL
All Officers and Supervisors of the Traction Branch should be fully conversant
with the instructions in force for dealing with accidents and breakdowns. The
instructions given in the following paragraphs are to be treated as supplementary
instructions applicable specifically to traction installations; they should not be
taken as nullifying or contradicting the instructions contained in other official
manuals.
207-01 Types of Breakdowns
The types of breakdowns pertaining to electric traction can be broadly divided

into the following categories:-
i. Sub-stations and switching stations

ii. SCADA / Remote control equipment and cables
iii. OHE feeder lines
207-02 Breakdown Gangs
Accidents and breakdowns involving traction installations and electric rolling stock
should normally be attended to by-the maintenance gangs themselves. It is,
however, essential that adequate number of experienced traction staff should be
selected and housed close to traction installations, so that their services can be
utilized at short notice for dealing with breakdowns and accidents whenever
required.
In case of Delhi Metro Rail Corporation ‘Breakdown gangs' of adequate strength
are located at depots to deal promptly with OHE failures, particularly during the
hours of peak traffic.
207-03 Emergency Stores and Breakdown Equipment
i. For OHE depot, the actual quantity of OHE stores like masts, conductors,
insulators, fittings etc. that should be earmarked especially for use in
breakdowns will be laid down by Dy. HOD/Traction (O&M). To start with, all
materials required for one kilometre of single line may be kept. Based on
experience, the minimum and maximum quantities may be, revised from time
to time. An inventory of such OHE stores should be maintained by the
supervisor-in-charge of the depot and stocks recouped periodically so as to
ensure that minimum quantity is always available. During periodic inspections
by officers, scrutiny of this inventory should be one of the important items in
order that the required stores are always made available.

ii. OHE Inspection Cars, breakdown vehicles and all break-down tools, tackles,
straining screws, clamps, ladders etc. shall be maintained in good condition
and kept ready for use at all times.
It will be the primary responsibility of the supervisor in-charge of the OHE
depot to ensure that all breakdown equipment is in good working order.
Supervisors and officers at all levels should specially check their condition
during their periodical inspections. A periodic review should also be made
regarding the adequacy of such spares and tools.
iii. Supervisor in-charge of traction wing should also have in their custody spares
and tools pertaining to their work as per scale to be laid down by Dy. HOD
(Traction)/O&M for dealing with breakdowns and accidents.
207-04 Record of maintenance gang movements
TPC should, even when everything is normal, keep a continuous record of the
movements of maintenance gangs so that he can contact the gangs immediately
whenever required to attend to any emergency.
207-05 Summoning of Emergency Staff
To enable the TPC to summon staff and inform Officers as required, an updated
register showing the latest contact numbers, residential addresses of specified
staff of the Traction Distribution branch, particularly those residing close to
stations/ depots, should be maintained Depot-wise by TPC. The list of office and
contact numbers of officers and supervisors should also be kept up-to-date by
him for ready reference.

II SUBSTATION AND SWITCHING STATION BREAKDOWNS
207-06 Traction Transformer Breakdowns
Breakdown of any one traction transformer or associated circuit breaker at a

traction sub-station should not normally affect the working since 100% stand-by is
available for the transformer at all sub-stations.
207-07 Repairs of Traction Transformers
Failure of traction transformers, requiring the lifting of core and winding are
extremely rare. Therefore, instead of creating any facility for its repair
necessitating core lifting etc it is deemed fit to get them repaired from outside
agency on contractual basis. However, for carrying out running repairs the
following minimum facilities should be made available in some selected
substations, so that all other substations may utilise those equipments whenever
needed:
i. A mobile oil filtration plant of 300/2500/6000 litre/hour, with pumps and

interconnecting pipes and valves to empty old oil from transformers, to fill
new, purified oil into the transformers, to dry out the oil in the transformers
etc., as required.
ii. An oil testing kit set to test dielectric strength of oil.
iii. A small workshop with a few essential machines to carry out urgent repair
work.
iv. A test-room and laboratory fully equipped with testing equipment for
carrying out repair, configuration and testing of all types of relays and
instruments used on the traction system.
v. Portable floodlights with trailing cables to light up accident sites to
facilitate repair work.
207-08 Breakdown of Circuit Breakers, Interrupters
If a circuit breaker or interrupter requires major repairs, it should be brought to the

PSl maintenance depot after replacing it with a spare one.
207-09 Road Access
Every traction sub-station of Delhi Metro Rail Corporation should have all weather
road access for transporting heavy equipment to and from the installations. For
switching stations too road access should be provided wherever possible;
however road access may not be feasible for all posts as mostly these are being
provided on viaduct. Suitable fittings and tackle should be provided to move an
Interrupter or circuit breaker from the maintenance depots on Catenary Motor
Vehicle/ Overhead maintenance Vehicle, breakdown road vehicle.

III BREAKDOWNS OF SCADA/REMOTE CONTROL EQUIPMENT
207-10 Procedure for Manning Sub-Stations and Switching Stations
i. Whenever Remote Control working is not possible due to any reason, it is

necessary to arrange for manning the switching stations by posting suitably
qualified staff, who is authorized to carry out emergency switching operations
manually as instructed by TPC. Such staff will be referred to as 'Operator' in
the following paragraphs. To meet such emergencies, TPC shall maintain a
register of authorized Operators, who have been trained, examined and
declared by Asst Manager/Manager – Traction as competent.
ii. Whenever an Operator is placed on duty at a switching post when the
SCADA/ remote control equipment is not functioning due to any reason, the
following instructions shall be adhered to:-
a. Before taking over his duty, the Operator shall make himself conversant
with the equipment he is required to operate and the rules that are laid
down by the Administration for operation of the equipment.
b. He shall carry out orders issued to him by TPC observing the rules laid
down for exchange of messages.
c. He shall maintain a logbook showing the details of operations carried out
by him in the order in which they were done, interruption to power supply,
abnormal occurrences, defects in plant requiring attention, and other
information if any. The logbook will be signed by both the relieving and
relieved Operators at every change of shift as a token of having taken
over and handed over all equipment correctly.
d. The Operator shall be responsible for all the plant and equipment, spare
parts, stores and furniture (at the sub-station or switching station) during
his shift,
e. Whenever a switching station is manned, the Operators shall work in
accordance with the duty rosters exhibited. The regulation of the shifts
shall be effected by TPC.
f. The Operator on shift duty is forbidden to leave the post unless he is
relieved by an authorised person. No interchange of duties or variation of
duty hours is permitted without the prior permission of TPC. Staffs who
are unable to report to duty timely for any reason shall inform the TPC at
the earliest.
207-11 Restoration of Remote Control/SCADA
In charge of SCADA wing shall arrange for expeditious rectification of the defect
and restoration of remote control. It is undesirable to continue any switching post
on manning for prolonged periods.
207-12 Breakdown of Tele- Communication between TPC and Sub-Stations,

Switching Stations etc.
If one of the communication channels becomes defective for any reason,

alternative channels of telecommunication are available. Close co-ordination

should be maintained between the officials of the Traction Distribution Branch,

S&T branch and MTNL authorities to ensure quick restoration of normal
communication facilities.

IV OHE BREAKDOWNS
207-13 Importance of Expeditious Repairs
Every breakdown of OHE, even if minor in nature, should be attended to urgently.

This is essential to avoid any disruptions in Metro train services and
inconvenience to our esteemed commuters.
207-14 Types of OHE Breakdowns
The common types of OHE breakdowns are as under-
i. Faults on account of stray wires or foreign materials etc.,

ii. Flash-over or other damage to insulators, Section Insulators.
iii. Snapping of OHE - conductors,
iv. Entanglement of pantographs with the OHE,
v. Theft of OHE conductors/ BEC/ anti-creep wire/ OPC/ Return conductor
vi. Uprooting of or damage to OHE masts on account of cyclone, derailments
etc.
207-15 Reporting of OHE Defects
The Train Operator of all trains should keep a sharp lookout and should report to
the TPC immediately via Traffic controller (TC) on radio communication, if any
defect is noticed in the OHE.
All breakdowns or defects in OHE, which are likely to affect the train services,
noticed by any Delhi Metro Railway official, shall be reported immediately to TPC.
If TPC cannot be contacted, the nearest Station controller/Station Manager shall
be advised. The SCR/SM to whom such breakdowns or defects are reported shall
convey the information immediately to TPC/OCC through other means of
communication available. The person reporting a breakdown to TPC/OCC should
give as much detailed Information as possible on the nature of the breakdown, its
location, whether masts have been uprooted or both lines in a double track
section have been affected etc.
The person conveying the information to TPC should not leave the vicinity of the
available communication site without TPC's permission, as the latter may want to
contact him again to elicit further information.
207-16 Action to be taken by TPC
If any derailment has taken place or any other material like mast etc is reported to
be infringing the track, TPC should immediately first of all switch off the power; so
as to prevent any further derailment/accident taking place.TPC should inform
Traffic Controller also about this immediately. Once this has been done, TPC
shall direct the nearest available Electrical Department official to proceed to site
to obtain full details. He shall also inform the concerned Supervisor in charge,
AM/Manager, Dy. HOD (Traction)/O&M and HOD (Traction)/O&M, preferably in
this order.

Though initially power may have to be switched off over a whole sub-sector, the
faulty elementary section should be identified and isolated as quickly as possible
so that power supply may be restored to the healthy sections and normal train
operation resumed, after ensuring that safety is in no way getting compromised.
It may also be possible to move electric trains at restricted speed or to coast

through the affected section, if the damage is minor in nature. It is for TPC to
decide after careful study of information available from the site and in consultation
with traffic officials the extent of speed restriction to be imposed on traffic.
207-17 Protective Steps
i. On receipt of information about OHE break-down, the Station/Traffic

Controller shall also take such steps as deemed necessary to regulate traffic
on the affected lines and issue caution order where required. Single line
working may be introduced, if feasible.
ii. It is the duty of every Delhi Metro Rail official who notices hanging OHE
conductors to take immediate preventive steps to ensure that no person
comes into contact with them treating such conductors as live until an
authorized person from OHE section arrives at site and makes the OHE dead
and earth it.
207-18 Breakdown Staff
i. On receipt of the first report about the breakdown, TPC shall direct the
nearest available OHE maintenance gang, to proceed to site immediately with
the available breakdown vehicle. If the breakdown vehicle is not available for
some reason, TPC may decide to send few staff by road/metro/foot
depending upon the gravity of the situation.
ii. A quick assessment should be made on the basis of information available and
where necessary one or more gangs from both sides of the site may be asked
to proceed to the site. If the accident spot cannot be reached by train borne
on account of the line being blocked by other trains, road vehicles equipped
with emergency stores, tools and staff may be directed to the site. As in case
of Delhi Metro Rail, roads are running alongside the track; this method may
help in tackling the repairs much more quickly.
iii. If the CMV(Catenary Maintenance Vehicle/RRV(Rail cum Road Vehicle) is
required to attend the breakdown, the Chief Controller/ traffic controller, on
request from TPC shall arrange for quick passage to the CMV/RRV to the site
of the accident.
207-19 Officers and Supervisors to Proceed to Site
On receipt of information about an OHE breakdown the traction staff and

concerned supervisor, Asst. Manager /Manager-Traction shall proceed by
quickest available means to the scene of accident. The Dy. HOD should also
proceed to the site/OCC if the circumstances of the case require his personal

supervision and direction. In the event of a major breakdown, HOD

(Traction)/O&M may also decide to proceed to the site/OCC for coordination
required for quick restoration.
207-20 Assistance to be sought
It should be remembered that restoration of traffic in the event of accident or

breakdown is the responsibility of the system as a whole. The Electrical
Department Officer in-charge of the restoration work should, wherever required,
ask for assistance from the civil, operation or other Officers as necessary. He
should also keep the Director (Operations) fully posted with arrangements made
and the expected time of restoration.
207-21 Continuous Communication with TPC
The senior most Officer/supervisor at breakdown site shall be deemed to be the

site in-charge for restorations and he/she should maintain continuous
communication with the TPC. TPC should keep posted the traffic control and
shall liaison for traffic regulations so required and the forecasts for restoration.
207-22 Detailed Assessment by the First Supervisor/Officer Reaching the

Site
The first Supervisor or Officer of the Traction Branch reaching the site of the
breakdown should make a quick assessment of the extent of damage and the
time required for restoration. He will ascertain from TPC the details of breakdown
gangs and equipment directed to the site and if the circumstances warrant, ask
for additional assistance and breakdown equipment to be sent to the site. On
receipt of these details, TPC should arrange for additional gangs and equipment
to be sent to the site expeditiously. In the meanwhile, isolation and repair works
should be started at site.
207-23 Panto entanglement
When a pantograph gets entangled with the OHE, it is often very difficult to
establish whether the damage originated from a faulty pantograph or a defect on
the OHE.
The first Officer or Supervisor of the Electrical Department arriving at site of a
breakdown should make a very careful note of all relevant details pertaining to
the breakdown and also prepare a sketch indicating the particulars. He will also
arrange for preservation of such evidence like photograph of damaged OHE,
entangled pantograph, foreign material if any etc. as may be useful subsequently
for investigating the cause of the breakdown. (Ref. Annexure 7-02.)
207-24 Safety Rules to be observed
While speed is the essence of emergency working, rules prescribed for safe
working shall never be infringed. Repair work may commence only after an

emergency power block has been obtained and all other precautions necessary
for protection of the staff taken. On completion of the repair work, the power block
may be cancelled according to the prescribed procedure.
207-25 Temporary Repairs for Restoration of Traffic
In the first instance, repairs to the OHE should be kept to the barest minimum
necessary for restoration of traffic within least possible time. Restoration work
should be planned to proceed simultaneously at many points, so as to restore the
traffic at the earliest. After effecting temporary repairs, the Officer or Supervisor
in-charge of the work should personally check the whole area and satisfy himself
that the Installations are in order and safe. He may impose such speed restriction
as necessary for movement of trains till permanent repairs are carried out.
Permanent repairs should be arranged and speed restrictions removed at the
earliest opportunity during non-traffic hours.
207-26 Provision on Catenary Motor Vehicle/ Overhead Maintenance vehicle
If the OHE has suffered extensive damage, Catenary Motor Vehicle/ Overhead
Maintenance vehicle should be requisitioned to speed up the work.
Each car should be provided with 2 drums of Wire (one drum of messenger wire
and one drum of contact wire), an adequate quantity of OHE spares, floodlights,
torches, TETRA. The car has swivelling platforms with side-railings to facilitate
working on the roof.
207-27 Interface with OHE during Restoration
In clearing the line for traffic, breakdown staff is forbidden to disturb the OHE
masts or to cut the OHE conductors except under the specific orders of Manager
(Traction)/O&M or a senior Traction (O&M) officer. If it becomes necessary to
slew the OHE conductors to facilitate crane working from road side, this should
be arranged to be done by the Electrical Department Staff. It should be borne in
mind that indiscriminate cutting of OHE conductors will necessitate introduction of
splices which are not conducive to good current collection. Also introduction of
such splices is liable to delay restoration of normal train services.
207-28 Log of Events and Reporting of Breakdowns
i. In all major breakdowns, TPC, senior officials and Officers concerned shall
maintain a detailed log of events noting the time and brief details, which may
help in fixing the responsibility for any avoidable delay in restoration.
ii. The concerned Dy.HOD (Traction)/ O&M should submit to
HOD(Electrical)/O&M and Director(O&M) a detailed report covering every
major breakdown of OHE or other traction installations giving all essential
information including-
a. Nature of break-downs and lines affected with detailed sketch;
b. Chronological account of action taken to effect repairs and restore traffic;

c. Cause of breakdown and if it is a failure of an individual then official

responsible. Comment whether the cause could be attributed to a system
failure.
d. Repercussions on traffic.
e. Any other special features including an objective analysis of the time
taken for repairs and restoration of traffic with a view to see if these could
have been done more expeditiously and so measures proposed to
improve the Performance in future..
f. Most accidents provide an opportunity to learn lessons for the future, and
it is the duty of all Traction officials that appropriate lessons are learnt by
all concerned. While responsibility must invariably be fixed for all such
cases, what is more important is to pinpoint the exact cause of an
accident and finding ways and means of ensuring that they do not repeat
in future.
207-29 Protection of Staff
In addition to ensuring that work on OHE is commenced only after obtaining a

power block as stated earlier, the supervisor in-charge shall take all measures for
protection of staff and for exhibition of hand-signals as per GR, particularly when
the line under repair and the adjacent lines are not blocked for traffic.
207-30 Use of Cranes
If there is movement of the cranes from road side, it shall be carefully controlled
by the person in-charge so as not to come within 2 m of live OHE, in addition to
the usual precautions necessary to prevent infringement of adjacent tracks, which
have not been blocked for traffic.

V ROAD VEHICLES
207-31 Use of Road Vehicles during Emergencies
Road Breakdown vehicles like motor trucks and other breakdown vehicles
available with maintenance officials should be maintained in proper condition with
requisite materials at all times, as they are liable to be called for use in attending
to breakdowns or emergencies.
207-32 Duties of Vehicle Drivers
i. No person shall drive a vehicle belonging to DMRC unless he has a proper

license and is duly authorised. No vehicle shall be driven on a public road
unless the necessary tax has been paid to the licensing authority for the area.
ii. Every Driver of a vehicle shall familiarize himself and comply with the traffic
laws prevailing in the area, where he operates. He shall be liable to
disciplinary action for any wilful violation thereof.
iii. Before operating any vehicle, the Driver shall make sure that it is in a proper
operating condition, especially in reference to the following:
a. Test brakes, steering gear, clutch, horn and lights.
b. See that the tyres are in good condition and properly inflated.
c. Check emergency equipment e.g., first aid kit, jack and tools.
d. Ensure that requisite quantity of diesel, lubricating oil and water are
available in the vehicle.
iv. If any major defect is noticed during a journey, it shall be reported to the
supervisor concerned immediately, and the vehicle shall not be operated,
preferably, until the defects have been rectified.
v. Before filling the diesel tank, the engine shall be shut off.
vi. Drivers shall not drive vehicles in a drunken state.

Annexure 7-01
Faster Restoration in cases of Up-rooting of Masts
On viaduct, OHE masts shall be bolted on parapet by means of a welded steel base
plate. Therefore, these masts are not vulnerable like the masts of conventional OHE.
However, in remote case even if the mast gets knocked down it may be possible to erect
another mast.
If it is not possible to erect a mast on the viaduct in quickest possible time, height of OHE
on either side of the mast should be raised to maximum possible extent and the smallest
size of the droppers should be provided in the mid-span to take care of the sag and to
get a minimum height of contact wire from rail level. OHE can then be made fit with 15
kmph speed restriction.

Annexure 7-02
Proforma for Recording Measurement/ Observation in Respect of OHE in Case of

Panto Entanglement
i. Location
ii. Height of contact wire of main line above R.L.
iii. Height of contact wire of turn-out/cross-over above R.L.
iv. Stagger of contact wire of main line,
v. Stagger of contact wire of turn-out/cross-over.
vi. Length of steady arm holding main line contact wire.
vii. Length of steady arm holding turn-out/crossover contact wire.
viii. Position of Registration tube and register arm dropper clip.
ix. Track separation at obligatory point.
x. Position at which horn of pantograph jumped above contact wire.
xi. Vertical height of steady arm clamp from register arm.
xii. Hitting marks on the steady/Registration arm tube, P.G. clamps droppers, contact
wire, dropper clip, splices, and jumpers, if any.
xiii. Condition of cracked or broken OHE fittings such as clamps, splices and clips etc.
Check whether the cracks are fresh or old.
xiv. Check free vertical movement of the steady arm.
Above observations will be made on every mast within at least 500 m in the rear of the
location of entanglement.

CHAPTER - 8
PREPARATION FOR COMMISSIONING OF ELECTRIC TRACTION
208-00 Introduction
208-01 Reference to Rules and Statutory Rules
208-02 Pre-Commissioning Inspections
208-03 Defect and Deficiency Lists
I RECEIVING SUB-STATIONS
208-04 Power Supply
208-05 Commissioning of Traction/ AMS Transformers
208-06 Precautions during Commissioning of Traction/AMS
Transformer
208-07 Tests on Transformer
208-09 Isolators
208-10 Potential Transformers, CVT and Current transformer
208-12 Shielding and Earthing
208-13 Bus bars and Insulators
208-14 Clearances
208-15 Auxiliary Substation Transformer in RSS
208-16 Batteries & Battery Charger
208-17 General
208-18 General Inspection of Substations and Commissioning
II EHV INCOMING AND OUTGOING FEEDER LINES

208-19 Detailed Inspection
208-20 Compliance with Rules and Approved
208-21 Visual Inspection
208-22 Earthing
208-23 Test on EHV cable after installation
208-24 Continuity Test
208-25 Accessories

208-26 General inspection and Energisation

208-27 25 kV Feeders
III PROTECTIVE EQUIPMIENT

208-28 Testing of Protective Relays
208-29 Inspection of Setting of Relays and Calibration of Meters
208-30 Protective Devices at Sub-stations
208-31 Control Circuits and Wiring
208-32 Fuses
208-33 Insulation and Lead Burden Measurement
208-34 Current Transformer Ratio and Polarity Test
208-35 Primary Injection Test
208-36 Voltage Transformer Ratio and Polarity Check
208-37 Electrical Operation of Indicators and Associated Devices
208-38 Secondary Injection Test
208-39 Alarm and Trip Check
208-40 Load Test
208-41 Confirmatory test of OHE Protective Relays
IV SWITCHING STATIONS AND BOOSTER TRANSFORMER

208-42 Power Supply
208-43 Installation of Equipment
208-44 Clearances
208-46 General
208-47 Interlocking
208-48 Feeding Posts
208-49 Number Plates and Boards
208-50 Earthing and Bonding
V SCADA/REMOTE CONTROL EQUIPMENT

208-51 Importance of Remote Control
208-52 Manning of Substations and switching posts
208-53 SCADA

209-54 Site Acceptance Tests:

208-55 Interlocking of the Bridging Interrupter
208-56 General Inspection by Delhi Metro Rail Officers
VI OVERHEAD EQUIPMENT
208-57 Detailed Joint Inspection of OHE
208-58 Compliance to Approved drawings
208-59 Infringements
208-60 Important Point to be checked
208-61 Notices to be Displayed–Caution Boards and Number
Plates
208-62 Recording of Defects and Rectifications
208-63 General Inspection of the OHE by Delhi Metro Rail
Corporation Officers
208-64 Lapping and Polishing of OHE
208-65 Procedure for Final Test of OHE
208-66 Insulation Tests
208-67 Continuity Tests
208-68 Energisation Certificate
VII GENERAL ARRANGEMENTS

208-69 Preparation for Operating Electrified Services
208-70 Preparation by the Engineering Department

PREPARATION FOR COMMISSIONING OF ELECTRIC TRACTION
208-00 Introduction
Prior to commissioning of electrified lines, detailed preparatory work is a necessary

pre-requisite. While instructions are issued separately in technical manuals of
various equipment, salient points in respect of the following major heads are outlined
in this chapter.
i. Auxiliary Main Sub-stations
ii. Traction sub-stations
iii. Incoming EHV cables and 25 kV feeders
iv. Protective equipment
v. Switching Stations
vi. SCADA / Remote Control Equipment
vii. Overhead equipment
viii. Rigid Overhead catenary equipment
ix. General
This chapter is devoted to the technical aspects of work, which call for attention
during inspections, tests and trials before energisation. Chapter-9 deals with
procedures in connection with energisation and commissioning and putting the
assets into use.
208-01 Reference to Rules and Statutory Rules
The safety of travelling public, Metro Railway staff and property shall be ensured by
strict compliance with the rules laid down in standards. During the preparations for
commissioning, the provisions of all these rules shall be kept in view.
Methods/procedures indicated in the manual are only for guidance and may be
modified as per latest methods/standards prescribed and approved by HOD
(Electrical) of DMRC.
208-02 Pre-Commissioning Inspections
i. In-plant testing
In plant or Factory testing of equipment consists of type and routine tests
a. Type tests are tests performed on one or two equipment of series
b. Routine test are tests performed on each lot of equipment as per relevant
standard
These tests will enable checking the quality of the equipment and its compliance
with the specifications. Once the equipment have passed the in-plant acceptance
tests, it will be cleared for dispatch, delivered and installed under the
responsibility, of the contractor / nominated agency.
ii. After shipment and preliminary tests
a. After shipment

Tests carried out on receipt of equipment at site for verifying whether any
damage has taken place during transportation.
b. Preliminary tests
Performed to verify that equipment have been installed and assembled
correctly.
They should include, at least, the following:
i) All test listed in the column “on site “ of each equipment test sheet
ii) Conformity of the assembly and wiring with the contractor‟s drawings and
instructions
iii) Sealing of all pipe junctions, and the tightness of bolts and connections;
iv) Proper function of each part of equipment, & equipment as whole of
sections
v) Cleanliness of installations
iii. Pre-commissioning inspections

Pre-commissioning inspections and tests cover two distinct parts, viz.
a. Detailed inspection at the level of the Manager/Asst Manager, & Senior
Subordinates, and
b. General inspection at the level of the Dy. HOD-.Traction
These two inspections are primary inspections covering all the installations and
are independent of any inspections, which may be carried out by Administrative
officers.
Officers and staff of various sections should associate themselves with the
installations and satisfy themselves about high standards and quality of work and get
the defects noticed rectified, then and there, while work is in progress.
208-03 Defect and Deficiency Lists
When the work is declared as having been completed and ready for Inspection, the
field officers and senior subordinates of O&M wing, along with representative of
contractor/nominated agency, will carry out joint checks. The checks should be
thorough and cover every part of the installation. In making these checks the latest
drawings should only be used (superseded versions can be misleading and should
be positively avoided).
All defects noticed during such joint checks should be rectified before the section is
taken over by O&M organisation. The defects will be categorized in following three
types and jointly signed lists are prepared accordingly:
Category-A - Defects concerning vital safety items and serious shortcomings, which
must be rectified before even test charge
Category-B - Defects, not affecting safety though their rectification before

commissioning is essential for trouble free working of train service.

Category-C - Minor defects, which need not hold up commissioning and can be
rectified after commissioning in a reasonable time.
During the preparatory period, these lists should be constantly reviewed jointly and
progress of rectification to be watched.

I RECEIVING SUB-STATIONS
208-04 Power Supply
i. Sub-stations play a vital role in electric traction and, therefore, considerable care
during erection and commissioning is required. A high standard of workmanship
is essential and the pre-commissioning tests should be systematically carried out
by competent staff, using dependable and calibrated instruments.
ii. The connection of the substations to the transmission lines of different phases
should be in cyclic order so that the load due to electric traction on the grid
system is well balanced and remain within the permissible limits of unbalance.
208-05 Commissioning of Traction/AMS Transformers
During the preparation for commissioning of transformers at traction sub-stations

besides manufacturer's instructions, the following steps shall be taken:
i. Drying out of transformer shall be undertaken as per the procedure laid down.
ii. Tap-changing mechanism shall be checked for being in perfect operating
condition, both electrically and mechanically. Ratio test should also be done
in this procedure.
iii. Transformer bushings should be paid special attention to ensure that the
manufacturer seal is intact and the bushings are in excellent condition. The
Insulation Resistance (IR) of the bushing should be around 10,000 Mega
Ohm.
iv. All gaskets should be properly compressed and tight fitted. No leakage of oil
should be visible from valves, pipe joints, gauge glass, radiators or any other
parts of transformer. The welded joints should also be checked for seepage if
any.
v. Sub-station transformers should preferably be identical.
vi. The oil filled in transformer should be fully de-aerated to avoid false operation
of Buchholz relay.
vii. The Buchholz relay should be erected as per instructions of the makers and
tested for correct operation.
viii. All accessories like silica gel, breather vent pipe, explosion vent diaphragm,
circulating oil pump and special cooling equipment, if any should be checked.
ix. In addition to Buchholz relay, other protective devices provided for the
protection of transformer should be examined and checked carefully and
tested after erection at site.
x. Earthing of transformers and its neutral terminal shall be done in accordance
with the "Code of Practice for Earthing of Power Supply Installations".
(Appendix III of Volume 3 of DMRC ACTM). It may be noted that even the
wheels of the transformer are earthed separately by fixing them in position by
wedges etc.

Pre-commissioning checks
The following salient points are to be checked before commissioning:
i. Check all the gasket joints to ensure that there is no leakage of transformer
oil at any point.
ii. Check any breakage or cracks or any other defects in porcelain bushing and
replace if necessary. Oil level in condenser type bushings should be up-to the
level mark on oil gauge on side of top cap.
iii. Check the tightness of top cap for condenser bushing.
iv. Release trapped air through air release plugs and valves fitted for the
purpose on various fittings like headers, radiators, and oil communicating
bushings, Buchholz petcock etc.
v. Check alarm and trip contacts of Buchholz relay, WTIs, dial type
thermometer, magnetic oil level gauge, oil flow indicator, pressure relief
device etc.
vi. Ensure that conservator is filled up-to the filling level mark on prismatic oil
level gauge side and corresponding to the pointer reading on MOLG
(Magnetic Oil Level Gauge) side. Special attention needs to be paid for
conservator with fixed separator.
vii. Make sure that neutral bushings are effectively earthed.
viii. Tank and radiator bank should be earthed at two points through tank CT.
ix. Check the direction of rotation of fan blades to ensure right blast towards
radiators.
x. Check the direction of rotation of pumps.
xi. Ensure that silica gel in the breather is active and color is blue and oil in the
breather cup is present.
xii. Check that the thermometer pockets on tank cover, header etc. is filled with
oil.
xiii. CTs secondary unused terminals must be shorted and earthed.
xiv. Check that the proper terminals in the marshalling box are connected to WTI
CT terminals
xv. Check for tightness of all external electrical connections
xvi. Check for the arcing horn gap on bushings if provided.
xvii. Clear off extraneous materials like tools, earthing rods, pieces of clothes,
waste etc
xviii. Lock the rollers for accidental movement on rails.
xix. Insulating pad between tank and roller frame should be provided.
xx. All marshalling box on the transformer should be earthed through tank CT or
it should be fixed on the tank with insulation pads.

208-06 Precautions during Commissioning of Traction/AMS Transformer
While working on transformers, the following special precautions should be taken by

all the staff:
i. The number of men working on top should be restricted to the minimum. It is

very important that any one working on a transformer with any of its covers
open should remove all loose articles from his clothing such as pens, pencils,
watches, money, smoking articles, and tools particularly if they are oily, as
they are liable to slip and fall into the transformer in the course of work. If
tools have to be used they should be fastened by lengths of strings to the
workers' wrists or to the tank rim.
ii. Moisture lowers the dielectric strength of oil, and hence every possible
precaution should be taken to prevent its entry. Sweat on hands and face
should be wiped off frequently by a dry cloth and tools should be kept clean
and dry, especially when coming in contact with oil. Another source of entry
of moisture into the tank is by condensation. If transformer is at a lower
temperature than its surroundings, condense will form on the exposed
surfaces. Transformer should, therefore, be at or above the ambient
temperature before being opened for work at any time.
iii. If any cleaning or wiping is necessary, it should be done with clean, dry, soft,
non-fluffy cloth, and never by using cotton waste.
208-07 Tests on Transformer
i. Test on Insulation:-
Insulation resistance readings should be recorded with a 2.5 kV or 5 kV megger.
The following are the minimum permitted values at an ambient temperature of
300 C. Temperature has a material influence on insulation resistance, and
therefore the test should not be conducted when oil is hot.
2000 Mega Ohm between HV winding and earth
400 Mega Ohm between LT winding and earth
2500 Meg Ohm between HV and LT windings
ii. Polarization Index:-

The test is conducted by applying high voltage (2.5 kV or 5.0 kV), with the help
of a megger, continuously between winding and earth, and noting the insulation
resistance at the end of 10 sec, 60 sec and 600 sec. To maintain constant
voltage, a motor-driven megger is preferable. The polarization ratios R60/R10
and R600/R60 should not be less than 1.4 and 1.2 respectively. (RI0, R60, R600
are the Insulation Resistance values after 10 sec, 60 sec and 600 sec
respectively).

iii. Phasing out test for Traction Transformers:

Single-phase transformers are provided at traction substation. If both the traction
transformers installed at a substation are of same manufacturer the terminal
connections will be identical. Nevertheless, the correctness of polarity should be
checked by applying 400V across the primaries in an identical manner and
measuring the relative voltage between the two secondary of transformers after
connecting one terminal of one secondary with the corresponding terminal of the
other.
iv. Oil test:

The tests on transformer oil should be done In accordance with IS-1866 for oil in
use.
The installation of circuit breakers and interrupters should be carefully done as per
Instruction Manual of OEM. The following special checks may be made.
Check, first of all, if the circuit breaker mounting is quite vertical and the base firmly
secured. Examine the operating mechanism in the weatherproof housing for
cleanliness, free movement of rollers, bearings and sliding surfaces, which should be
very lightly oiled. Open and close the breaker several times to check that everything
is working smoothly. Make sure that all pins, locking plates and split-pins are in
place.
On the electrical side, examine the condition of the wiring, its insulation resistance
and tightness of the terminal screws. Check if the opening and closing solenoid or
motor when electrically operated does operate satisfactorily with battery voltage 20
% less and 10 % more than the rated voltage. Check also the manual operation and
record the operating time for closing and opening. Observe if the auxiliary contacts
are clean and good and the terminal block well secured.
Examine particularly if there is any strain on the circuit breaker porcelain housing
because of misalignment or rigidity of the connection from its terminals to the bus
bars. Usually this is made through flexible connectors; nevertheless, it is wise to
check the position of the connecting leads when the bolts are loosened. Make sure
also that the metal-to-metal contact is perfect at the terminal connections. Any
imperfection here will result in overheating of the terminal, which may even lead to
eventually fracture of the housing itself. It is best to measure the contact resistance
by "Ductor" (low resistance Ohmmeter) or similar low-resistance-reading instrument.
The breaker with air system is to be tested for compressed air leakage in CLOSED
condition as well as in the OPEN condition. The duration of test should be at least 8
hours but to the extent possible 24 hours.

Finally, Check the I/O signals on local SCADA, general condition of the equipment,
finish, weather-proofing of the cabinet and whether it is insect-proof, whether fuses
are intact, and if the operation counter, where provided, works properly and if the
metal supports and frame are well earthed.
208-09 Isolators
Examine the insulators carefully for any surface cracks and make sure if the surface
is clean. Check operation of isolator through motor or manually to see if the
movement is free and smooth, and if the switchblades are fully open or fully closed
when the motor reaches its extreme stroke. Examine the contacts and check if the
spring pressure is adequate and blades make full contact. Check terminal
connections, preferably by a "Ductor", Examine whether the Isolator functions
properly and the isolator frame is solidly connected to earth by two independent
connections.
208-10 Potential Transformers/CVT’s and Current Transformer
The capacitor unit of CVT should under no circumstances be kept in horizontal

condition. They should always be stored in vertical position. They should be stored in
such a place where there is no water logging/accumulation.
Checks prior to erection:
i. Oil level in the tank is to be checked as per manufacture‟s recommendation.

ii. Tightness of the tank and capacitor units is to be checked. All gaskets (oil
level gauge, cover, oil drain & flange joints) shall be checked for oil traces.
iii. A leakage at the insulator flange indicates damages during transportation. In
case any leakage is detected the unit should not be installed and OEM
should be contacted for rectification.
Checks after Erection:
i. Check and record the insulation resistance of primary and secondary with
respect to earth and between primary and secondary. Check, earth
connections, oil level in PT (220 kV) as also its dielectric strength,
capacitance & Ten-delta, Ratio error test.
ii. Insulation resistance, winding resistance, polarity test and ratio test are
carried out on CTs preferably after they are erected and before they are
taken into service.
iii. The above tests which are carried out during routine test in factory are
sufficient to give us information that the CT is OK and ready to perform its

functions as desired. Hence, it is not recommended to carry out any

additional tests like knee point voltage, magnetizing current measurement.
iv. In no case D.C. source should be used for any measurement as it may
magnetize the core and affect its accuracy.
v. Keep secondary terminals shorted for one core, which is not to be used at the
time of commissioning.
vi. The power factor or ten-delta terminal D-3 shall always be earthed.
vii. Use of any protective device or fuse for secondary circuit of CT as alarm
against over voltage on account of open circuiting or over current is not
recommended
viii. Make sure that the terminal connections are well made preferably recording
the contact resistance of CT connections by a "Ductor". The frames of the PT
and CT should be well earthed by two independent connections to earth.
Make a thorough visual examination of the outer porcelain housing for hairline cracks
and chipped sheds. Clean all dust of the outer surface. The connecting leads to the
arrestor should be solid and direct. The earth terminal of the lightning arrester should
be connected to the independent earth electrode provided very close to the arrestor
and main earth mat at the substation.
208-12 Shielding and Earthing
Check whether the whole of the sub-station area is well protected against
atmospheric surges by screening conductors strung between substation structures or
spikes provided on each tower/high mast provided in the sub-station and solidly
connected to the earth system in accordance with the approved drawing.
Check visually whether the metallic casing of every substation equipment and the
neutral terminals of the power transformers are solidly connected to the sub-station
earthing grid, and confirm that the "Code for Earthing Power Supply Installations" is
complied with in all respects.
208-13 Bus bars and Insulators
A careful inspection should be made of every insulator supporting a bus bar to detect
any minute cracks on the surface; Paint marks or dust should be removed and the
surface gloss should be restored.
Time spent in checking the current carrying joints on bus bars and terminal
connections will pay ample dividends. The contact surface should be clean, smooth
and without any irregularities and burrs, so that when they are tightened the area of
contact is large. The pressure should also be adequate. Particular care should be
taken when joints are made between two dissimilar metals like aluminum and

copper. Special bimetallic fittings should be used in such cases to prevent electrolytic
corrosion. Connections should be such as to produce no strain on the equipment.
208-14 Clearances
The minimum clearances in mm in air for live equipment shall be as under
S.No. Description 25 kV 66 kV 132kV 220 kV

1. Between phases - 630 1300 2400
Between one phase and
2. 500 630 1300 2100
earth for rigid connection.
Between any points where man may be required to stand to the
3.
nearest (in mm)
3a. unsecured conductor in air 3000 3500 4000 5000
3b. secured conductor in air 2000 - - -
4. Min. height of busbar 3800 4600 4600 5500
208-15 Auxiliary Substation Transformer in RSS
The Auxiliary Substation Transformer should also be subjected to detailed inspection

and check similar to the main transformers. The control room building shall be neat,
well ventilated and provided with a strong door. The control panel should have
sufficient space all round to provide working space to carry out the necessary tests.
208-16 Batteries & Battery Charger
The Battery room should be particularly well ventilated, protected, dust-free and dry.
Examine the logbook for the period during which the battery was given its first charge
and make sure that the manufacturer's instructions have been adhered to as regards
the rate of charge and the number of charge and discharge cycles.
The battery shall consist of nickel-cadmium cells of sufficient capacity. Battery shall
be delivered complete with all accessories and components required to connect the
cells in series.
Battery cells shall be mounted on open stands. The max & minimum electrolyte
levels marked in the cells shall be clearly visible.
Check if all the inter-cell connectors are tight and Vaseline applied. Check finally if
the battery fuses are of the correct capacity and there is no possibility of battery
supply failure. Make sure that the alarm bell goes off if the supply is interrupted for
any reason to the control panels.

The charger shall comprise of an inlet transformer and silicon diode/thyristor or

thyristor bridge. The regulation system shall consist of plug-in modules fitted with
polarization devices. The charger shall include the following control devices:
i. a main On/Off switch,

ii. a normal/boost selector switch,
iii. a deliberate discharge terminal.
The AC and DC terminal strips shall be separated from each other. The battery
charger should be inspected to make sure that its capacity is sufficient and that it
complies with the technical specifications, that the meters provided are indicating
properly and it is complete with necessary fuses and indicating lamps. The metal
casing should have two independent earths.
208-17 General
Inspect the substation area to make sure that it has good drainage. Ensure that
baffle wall in between Traction & Auxiliary transformer and suitable oil drainage
arrangement with an oil soak pit has been made in accordance with the
specifications. The numbering of transformers, interrupters, circuit breakers,
incoming transmission lines and outgoing feeder lines should be checked to see if it
has been correctly done, and does correspond with the numbering scheme on the
control panels at the sub-station control room, and also on the mimic diagram board
at the OCC. Fire extinguishers and fire-buckets filled with sand shall be kept ready at
hand. Station name-board, Danger and Caution boards, Protected Area board,
Emergency contact numbers etc. shall be well displayed.
208-18 General Inspection of Substations and Commissioning
After defects observed during detailed inspection have all been rectified, the
Manager/Traction shall carry out a general inspection of every part of the sub-station
along with the contractors' representative. Considering that these are high voltage
installations, the inspection should be thorough. As many spot checks as possible
should be conducted to ascertain the condition of the equipment and the care taken
during erection. Particular attention should be paid to the safety aspects like
clearances, operation of protective relays and functioning of the trip circuits and
earthing. The statutory regulations such as the Indian Electricity Act and CEA
(Measures relating to Safety & Electric Supply) Regulations, 2010 should be strictly
complied with and the inspecting officers shall personally satisfy himself by tests and
measurements that the installations are fit in every way to be energized and then
issue a joint certificate to that effect.

For the first three days after commissioning, the substation equipment shall be kept
under careful observation by a senior and experienced supervisory official.
Thereafter daily inspection should be continued for the first fortnight.
Immediately after energisation the correct operation of every protective relay shall be
checked and the substation should be taken over on remote control/SCADA.

II EHV INCOMING AND OUTGOING FEEDER LINES
208-19 Detailed Inspection
As soon as a section of incoming feeders cables between two substations is ready

for inspection, detailed inspection shall be carried out by the Manager/AM Traction
and his staff and contractors' representatives and a joint note shall be prepared of
the observation made and tests conducted. Any defects, whether major or minor,
shall be arranged to be rectified immediately so that there may be no delay in
energizing the incoming feeder.
208-20 Compliance with Rules and Approved drawings
The work shall strictly comply with Indian Electricity Act and CEA (Measures relating
to Safety & Electric Supply) Regulations, 2010, the contract specifications and
approved parameters, particularly in respect to clearances between ground (and
other structures) to live conductors including sag-tension charts.
208-21 Visual Inspection
This will cover every location and crossing across Metro / railway tracks, roads etc.,
special attention being paid to workmanship, completeness of installations as per
approved drawings.
208-22 Earthing
EHV cables sheath to be connected to ground as per type of bonding, which could
be single point, midpoint and cross bonding depending upon length of cable.
208-23 Test on EHV cable after installation
The following site tests shall be conducted on a completed power cable installation
as per specification IEC 60840 latest version:
i. Visual Inspection and Continuity Check: Visual inspection shall include check
for satisfactory workmanship Continuity check shall be carried out on the cable
to ensure that the cable is continuous.
ii. DC voltage test over sheath: The test shall be conducted as per Clause 15.1 of
IEC 60840.
iii. AC voltage test for the installation: The test shall be conducted as per Clause
15.2 of IEC 60840.
iv. The insulation resistance of the cable shall be checked before & after the HV
test on cable: The core resistance shall be measured and the value corrected
in accordance with clause 5 of IEC 60228.

v. The cable must be discharged on completion of DC High Voltage Test and the
cable shall be kept earthed until it is put into service.
The values obtained during these tests shall be in conformity with the values
obtained during inspection of the materials at the manufacturer‟s works.
208-24 Continuity Test
Continuity of each conductor shall be measured from substation to substation using

a megger continuity tester and the results shall be recorded.
208-25 Accessories
During detailed inspection, it should be verified whether proper cable route markers
have been provided on the entire route.
208-26 General Inspection and Energisation
After defects noticed during detailed inspection are rectified, Manager/Traction shall
carry out general Inspection to make sure that the installation is in good order.
During this inspection, the inspection party will carry out as many spot checks as
possible to confirm that the detailed inspection has been properly carried out earlier.
On the basis of their personal observations, a joint certificate will be issued by the
inspecting officers and contractor/nominated agency representative, confirming that
the installation is fit in every respect for energisation.
After getting sanction of the Electrical Inspector to the Metro Railway and clearance
certificate from all concerned in a manner similar to the procedure for energizing
OHE, the transmission line may be energized provided the sub-station and the
connected protective gear have already been tested and commissioned
208-27 25 kV Feeders
Detailed and general inspection of 25 kV feeder lines should be carried out on the
same lines as described for the transmission lines and the OHE. No earthed
structure, other than the earthed supporting structure of the 25 kV feeder lines and
earthed roof structure in certain cases shall be nearest than 2 m from the live OHE.
If the substation is already energized, the 25 kV feeder lines can also be energized
on lines similar to procedure described for the transmission lines and the OHE after
taking all precautions for safety of equipment and staff working on contiguous
sections.

III PROTECTIVE EQUIPMIENT
208-28 Testing of Protective Relays
Before any electrical installation is commissioned, the proper functioning of every

protective-relay should be ensured so that it can be fully depended upon in all
circumstances. This is done in three stages-
i. Checking the relay in the laboratory prior to installation.

ii. Checking the relay after installation and before the substation is
commissioned.
iii. Confirmatory test after energisation and before introduction of commercial
services.
In carrying out the tests, the manufacturers' instruction manuals should be followed.
The commissioning engineer should be well acquainted with the principles of
operation, constructional features and the traction load conditions, so that the relays
may be correctly set. Test report format should be in accordance to protection
philosophy and O&M consent should be taken before finalizing testing protocol.
Precautions to be taken during commissioning are given below:
i. All relay settings may be calculated as per the fault level at each and every
node in the network.
ii. The CT Ratio and polarity, proper connections, must be checked by
competent protection engineer.
iii. All protection schemes may be tested from primary side, i.e. primary injection.
iv. All configurations, LED indication, Tripping time, relay operation times may be
tested at site as per scheme.
v. All unit protections, such as REF, Differential, Bus bar differential protection
etc, must be tested for stability.
vi. The actual CT ratio in field and relay configuration should also be included in
site test report.
vii. Each and every relay should be tested for all its protections, irrespective of
back-up or main protection.
viii. Transformer Vector Group configuration in relay should also be included in
Site test report.
ix. The tank earth protection case, transformer must be tested for its insulation
from earth and also to be ensured that it is earthed at one point only.
x. Ferrules labeling of control cables may be verified with as built drawing.

208-29 Inspection of Setting of Relays and Calibration of Meters
The performance of the relay for different settings should then be checked using
standard relay testing equipment, making such adjustments as may be found
necessary. A detailed report on the test set up and the test reports should be kept as
permanent record. A test certificate should be issued to the field officer for record.
Simultaneously, maximum demand meters and energy meters should also be got
calibrated and sealed in consultation with the Supply Authority.
208-30 Protective Devices at Sub-stations
The following protective and indicating devices are provided for each traction
transformer:
i. Differential current protection of power transformers.

ii. Over current tank relay protection installed on the main transformer.
iii. The Buchholz relay installed on main tank and tap changer tank.
iv. The temperature protection with alarm and trip contacts includes:
a. Oil temperature (OT) and
b. Winding temperature (WT).
v. The over-current protection located on the secondary winding side of the
transformer.
vi. In addition, a low oil level indicator is provided on the conservator tank. Local
Indicators are provided on the transformer tank for excessive oil and winding
temperatures, whereas a common indication only is provided on the control
panel at the OCC for excessive winding and oil temperatures as well as
Buchholz relay.
Each track feeder circuit breaker is actuated by:
i. Minimum impedance protection, this module is a single-phase impedance-

measuring (in R-X co-ordinates) relay, which operates when the impedance
value falls below a selected adjustable threshold. This protection is directional
and selective. It makes a distinction between a high load and a distant fault of
small intensity. The minimum impedance protection is self-supervised and an
internal fault in the protection entails the tripping of the associated circuit
breaker.
ii. An over-current protection is designed to detect faults occurring very close to
the feeder station. This protection causes the tripping of the circuit breaker
when the current reaches a value exceeding the highest load on the network.

Two stages of operation are foreseen:
i. an instant one and

ii. a time-delayed one.
The tripping curves can be of two types:
i. constant over time,

ii. if necessary, dependent over time, following an inverse, highly inverse or
extremely inverse characteristic.
Proper functioning of each of these relays and the contact mechanism of each
should be checked individually. At the same time, the correct operation of the
following annunciations and the associated cancelling buttons should also be
checked:
i. HV transformer circuit breaker auto-trip

ii. Buchholz alarm
iii. Buchholz trip
iv. Winding temperature alarm
v. Winding temperature trip
vi. Oil temperature alarm
vii. Oil temperature trip
viii. Low oil trip
ix. LT transformer circuit breaker trip
x. LT feeder circuit breaker trip
xi. Transformer circuit breaker inter-trip
xii. 230 V AC failure
xiii. 110 V DC low voltage
Check should be made of all indicating instruments on the control panel to see if the
movements are free and the readings are correct. Test plugs, where provided for
checking relay operation, should be examined if they fit properly. Indicating lamps
should be functioning properly, but a switch should be provided to cut them out when
the station is unattended.
Check should also be made for proper functioning of device provided for tripping CBs
in the event of 110 V DC supply failure.
208-31 Control Circuits and Wiring
After installation of all equipment and completion of control cable connections, a

detailed check of the wiring should be conducted, verifying the colour, code and
identification tags and markings on the terminal strips on the equipment and the

control panels with respect to the approved wiring diagram. Insulation and continuity
tests should also be carried out and values recorded.
A word of caution is necessary here. The detailed diagrams of control circuit and
wiring of control panel supplied by the manufacturers should not merely be taken on
trust, but subjected to careful scrutiny for their correctness. Errors do occur in
drawings and if they are not detected at the very early stage itself, they may cause a
great deal of confusion and trouble later. The best method of detecting errors in
detailed wiring diagram is to prepare a simplified schematic or functional diagram so
that the circuit arrangements become quite clear and obvious. It will then be known
what exactly to do for any test, what links to close or open and what connections to
make or break. To restore the connections back to normal after the tests have been
successfully completed, a detailed diary should be kept of every change or alteration
made for purpose of test. If any modifications are required to correct the errors
discovered, the manufacturer should be advised immediately and his confirmation
obtained. When the work is completed, overall operation may be checked by
manually closing the relay contacts and finding out whether the appropriate device
has operated or not.
208-32 Fuses
Control circuit fuses shall be of correct rating. If the trip battery circuit fuse is under-
rated, it is liable to deteriorate due to excessive heating and fail ultimately, which
could indeed be dangerous. To guard against this possibility, alarms are sometimes
provided to draw the attention of the operator in the event of fuse failure. In AC
traction, failure of battery fuse is automatically relayed to the OCC but the TPC
cannot replace the fuse by remote control, someone has to go and replace it, which
may take considerable time. For the same reason all connections in the trip circuit
should be well made and the fixing screws kept tight, but not over-tight which may
cause excessive pinching of the connecting lead and may eventually cause a
breakage.
208-33 Insulation and Lead Burden Measurement
Insulation resistance should be measured. Any connection to earth and wiring made
deliberately such as earthing links on current and voltage transformers and on DC
supply should be removed before the test and care should be taken to put them back
as soon as the test is over. Measure and record the insulation resistance of the
following circuits:
i. Current transformer secondary circuit.

ii. Potential transformer secondary circuit.
iii. DC trip circuit wiring.

When measuring the insulation resistance to earth of an individual circuit, all other
circuits should be normal i.e., earth links closed to ensure that the insulation is
satisfactory both to earth and all circuits.
Lead burden should be measured between current transformer and the relays to
ensure that the burden imposed on the CT is within its capacity. This test will reveal if
there is any poor contact in the secondary circuit of the CT or if the distance between
the transformer and the control panel is too long. With a CT rated at 5A, lead
resistance is particularly important.
208-34 Current Transformer Ratio and Polarity Test
Every CT should be individually tested to verify whether the polarity markings on the
primary and secondary terminal are correct, using the set up shown in Figure 208-
01. „A' should be a moving coil centre zero type low range ammeter. A 6V storage
battery may be used to energize the primary winding through a single pole push-
button switch. On closing the push button, the DC ammeter should show a positive
flick, and on opening a negative flick.
POLARITY TEST OF CT
PUSH BUTTON
T +
T1 T2
Fig. 208-01
208-35 Primary Injection Test
This check is carried out with a “primary injection set”, which is usually connected to
the 240V supply mains and furnishes heavy current at a low voltage. Provision
usually exists to connect the secondary windings of the test set either in series or in
parallel to get the necessary output. A 10 kVA test set usually permits currents up to
1000A to be obtained with four secondary windings in parallel and up-to 250A at a
higher voltage with the windings in series. When dealing with very large currents, it is

essential that the connecting leads and area of contact and contact pressure should
be adequate enough, otherwise, higher values of current will not flow. The merit of
primary injection test is that it gives an overall check on the correctness of the entire
circuitry.
208-36 Voltage Transformer Ratio and Polarity Check
Polarity of the potential transformer could also be checked using the same method
described for current transformer testing. In this case, however, care should be taken
to connect the battery supply to the primary winding with the moving coil ammeter
connected to the secondary winding.
208-37 Electrical Operation of Indicators and Associated Devices
All shunt connected indicators, annunciators, internal auxiliary elements, DC auxiliary

and master trip relays, should be checked for operation at the minimum voltage
stipulated by the manufacturer. Series-operated indicators or auxiliary relays should
be checked at their pick-up values. Confirm that auxiliary relays reset when voltage
and current supply is removed after operation.
208-38 Secondary Injection Test
These tests are done with a secondary injection test set. For directional relays,
directional characteristics are checked.
208-39 Alarm and Trip Check
Ensure that all fuses, links, trip latches etc. are in normal position. By operating each
relays manually, verify if the appropriate circuit breaker trips. Inter-tripping of primary
and secondary circuit breakers should also be checked. There should be no normal-
operation of any other circuit. In every case of tripping, the appropriate flag indication
should take place on annunciator, accompanied by operation of the alarm.
208-40 Load Test
After the section is commissioned, a final check should be made of the proper
operation of all voltmeters, ammeters and relays when normal load currents are
flowing through the circuits. For differential circuits, spill currents should be
measured to prove that protection will be stable under external faults, by shorting the
secondary terminal on one current transformer and operation under an internal fault
should also be checked. The directional features of directional relays should also, be
checked. This ensures that the, relative polarity of CT and PT is correct.

208-41 Confirmatory test of OHE Protective Relays
i. After OHE has been successfully charged at 25 kV for a short time, it is de-
energized to conduct final confirmatory test on the operation of OHE protective
relays. Although relays would necessarily have been tested on the test bench in
the laboratory and subsequently in the field after erection, a final confirmatory
field test is essential before declaring the section as fit for commercial operation
to ensure that in the event of a fault the relays do trip.
ii. The over current and minimum impedance protection relays should all be set for
instantaneous operation as mentioned earlier. In all, the following two tests are
necessary and in each case all the feeder circuit breakers and their associated
relays should be tested one after another:
a. A fault at the farthest end of a single line section under emergency feed
conditions to check the operation of the minimum impedance relay and also
the under-voltage relay at the sectioning post.
b. Closing the bridging interrupter at sectioning post to check the operation of
minimum impedance relay.
iii. In carrying out Tests (a) and (b) one must provide and be prepared for the very
remote contingency of the minimum impedance relay failing to trip the circuit
breaker when it is closed on the fault. Before starting the test, trip circuit
operation should be checked by manual closing of the relay contacts. A
responsible official should remove the minimum impedance relay cover and be
ready to close the relay contacts manually and trip the circuit breaker, should it
fail to do so automatically when the circuit breaker is closed on the fault. Should
this happen, the connecting leads on the minimum impedance relay should be
reversed and the test repeated.
iv. For carrying out the short circuit tests, care should be taken to earth the line by a
105 mm2 solid flexible jumper to an earthed structure. A thin wire such as 14
SWG should never be used for connection to earth, under the mistaken
impression that the fuse would blow out and not jeopardize system stability,
should the 25kV circuit breaker fail to trip. It should be remembered that the
circuit breaker is designed to clear the fault whereas the improvised fuse is not.
When it blows on account of heavy short circuit current, the flash over caused by
it can damage the galvanization of the mast and perhaps shatter any insulator
nearby.
v. A point to be ensured in particular is that none of the relays at the grid substation
trips during any of these short circuit tests. This can be ensured earlier by proper
co-ordination of relay settings at the traction sub-station. Normally, the traction
circuit breaker trips within about 150 ms from the occurrence of short circuit. The
Supply authorities should be requested to set their relays allowing a time lag of
0.5 seconds to ensure that the substation circuit breaker does not trip on account
of faults in Delhi Metro traction system.
vi. It is quite possible that during short circuit tests, more than one relay associated
with the feeder circuit breaker may operate e.g. the minimum impedance relay in

addition to the over-current relay, even for a fault close to the sub-station. This is
quite in order, since this automatically gives back up protection. A note should be
made as to which relays have operated to ascertain which of the protective
relays have operated during each test.
vii. The operation of the under voltage relay at the sectioning post for a fault at the
farthest end under emergency feed conditions can be checked by posting
someone at the sectioning post. The test could however be postponed by a few
days and conducted after introduction of commercial services.
viii. Since these confirmatory tests are to be conducted after successful energisation
of the OHE and before introduction of commercial operation, it is essential to
complete the tests in the shortest possible time. However, being the most severe
tests these should not be repeated too often. This can be ensured by organizing
the work properly by posting testing parties at the right places and controlling all
operations through the TPC and by SCADA.

IV SWITCHING STATIONS AND BOOSTER TRANSFORMER
208-42 Power Supply
415V, 3 Phase Power supply for all switching stations is arranged from ASS (at
stations) through MDB‟s and miniature circuit breakers.
208-43 Installation of Equipment
The installation of every item of equipment like interrupters, isolators, bus bars,
lightning arresters and wiring from equipment to the control panel in the switching
stations cubicle, 110 V batteries and battery chargers etc. should be, checked,
keeping the points referred to in Para 208-15 to 208-18 in mind, except for the
following minor variations:
i. Interrupters are installed for controlling supplies to the sub-sectors. The

remarks made under Para 208-08 (Circuit Breakers) and Interrupters are
equally applicable, except that no relays are associated with them.
ii. Potential transformers for catenary supply indication are mounted on the
switching station gantry/masts.
iii. 25 kV lightning arrestors are also installed on the gantry/masts/supported
from tunnel face.
iv. The switching stations in the Underground section are GIS Switchgear.
These switchgears and associated equipment are installed in Switching
Room as per the installation guidelines of Manufacturer. All prescribed tests
are conducted before energisation.
208-44 Clearances
Check whether the following minimum clearances for 25 kV do exist:
i. Height of any live conductors from ground level 3m
ii. Distance between any live part (25 kV) and 500 mm
earthed part or part likely to be earthed
(In special circumstances and with the approval
of the design office this can be 450 mm)
iii. Between any live part (3 kV) and earthed part 150 mm
such as return conductor or return feeder
Check and ensure that the distance from the centre of the nearest track to the face of
the switching station gantry is not less than that specified in SOD (Schedule of
Dimensions)

These should be inspected and tested in accordance with the procedure earlier
stipulated under “Substation” part above. The mounting of these transformers should
be checked to ensure proper fitment and conformity with schedule of dimensions and
electrical clearances. The jumper connections in particular should be checked to
ensure electrical clearances especially during windy conditions. Four pedestal
insulators should be used for BT jumpers support (2 vertical and 2 horizontal) at BT
locations.
208-46 General
Facility for spare loading and unloading of heavy materials transported by OHE
inspection car/road vehicle should be available.
208-47 Interlocking
Verify whether the isolator associated with every interrupter is equipped with an
interlock and is functioning properly. It should not be possible to open or close the
isolator unless the interrupter is locked in the open position as the isolator is not
permitted to operate on load. Interlocks for the bridging interrupter at the sectioning
post (SP) provide for the following:
i. When catenary supply is available on both sides of the interrupter, the

interrupter should open and should not close.
ii. When supply is available only on one side, the interrupter can be closed.
iii. When supply is not available on both sides of the interrupter the interrupter
can be closed but should trip immediately
This is achieved by utilizing 110 V AC supply from potential transformers provided for
this purpose at the sectioning post. Provision is also made for the bridging interrupter
to trip if the catenary voltage drops too low. This setting is adjustable and should be
set at 19kV.
At SPs, interlocking to prevent bridging of supply from both ends should be checked.
If a 25kV bus is energized, bus incomer shall not be closed. Incoming feeders from
UP & DN tracks of main lines should also be interlocked. At depot feeding post,
feeds from TSS and main Line should be interlocked. In depots where OHE runs
inside sheds like IBL (Inspection Bay Line). Interlocking is provided between double
pole isolator (with earthing heel) & gate to overhead platform/walkway. Any other
interlocks as defined in design shall be checked. Some of the interlocks are
implemented through SCADA.

208-48 Feeding Posts
At locations where the traction substation is far away, the feeding post close to the
tracks will receive 25kV supply from the traction substation, with 25kV feeder circuit
breakers located at the substation end and isolators at the feeding post end.
The return current at the feeding post is collected through return cables connected to
an ITL/IB (Integral Transverse Link/Impedance Bond) which is formed by bonding of
the track rails, RC, OPC and civil structures (viaduct piers, segments/girders,
parapets, handrails, track plinth etc). The rails may be connected to the bond directly
(e.g. Line 3&4 and airport line of DMRC where one rail of each track is designated as
traction rail for connection to bond) or through an impedance bond as per advice of
signaling department. The return cables carry return current from the ITL at feeding
post to a Bus/Buried Earth Rail at traction substation. This Bus/Buried Earth Rail in
turn is connected to neutral terminal on secondary side of traction transformer
through a set of return cables. These connections are vitally important for the proper
and safe working of the traction system and under no circumstances these should be
broken.
Examine all the connections and make sure that the cables are well bonded to the
rails with sufficient length left free for flexibility. The return cables should be well
protected mechanically to prevent being cut and stolen.
208-49 Number Plates and Boards
Check the numbering of the interrupters, isolators, PTs and then jumper connections
to the OHE to see if they do correspond to the numbering scheme as per the
approved drawings and these should match the numbering scheme in SCADA
system.
Check also if the following boards and fittings are provided at each switching station
if located in a separate enclosure or room:
i. Switching station name board,

ii. "Danger boards" to caution public,
iii. "Restricted Entry " board prohibiting unauthorized entry,
iv. Fire-buckets and fire extinguisher inside the equipment room and
v. First aid box and “Rules for Resuscitation from Electric Shock” board inside
the equipment room.
Essential caution boards and number plates should be painted with fluorescent paint
so as to be brightly visible in light at night.

208-50 Earthing and Bonding
The structural steel work and the metal case of every electrical equipment shall be
connected by two independent connections to earth in accordance with the “Code for
Earthing Traction Power Supply Installation”. According to this code, HT and LT
earths should be provided separately, but interconnected together by a link.
During detailed inspection, the resistance of each electrode should be measured and
recorded by a megger earth tester so that the combined resistance of the HT
earthing system is within the specified limits.

V SCADA/REMOTE CONTROL EQUIPMENT
208-51 Importance of Remote Control
Traction Power Control center in the OCC is the nerve centre of the traction system,
from where full control over every switching operation on the entire electrified route is
exercised; its efficient operation is, therefore, of prime importance for successful
working of the system. It is desirable to complete all tests and trials on the remote
control equipment at the OCC and at the switching stations and to make them fully
functional before Energisation of OHE. To achieve this, tests and trials should start
about a month earlier, by which time the following item of work should be ready.
i. Cable connections should be neatly done identified with ferrule numbers

metallic sheath/armour should be properly earthed. .
ii. Optical Fiber Cable termination should be fully functional.
iii. All phones in OCC and in sub-stations and indoor switching stations be
installed and commissioned.
iv. Remote control equipment should be ready and wired up at OCC controlled
posts.
v. Batteries and battery charger along with power supply and charging
arrangements should be ready.
208-52 Manning of Substations and switching posts
When remotely controlled equipment at switching stations is brought into operation,

the SCADA system may not be operational. During this time, it is necessary to man
the substations and switching stations to operate the interrupters manually and give
reports to Traction Power controller when required.
The switching station attendants should be given adequate training in their duties
and should normally be available from about a month before the date of
commissioning. A log book should be maintained.
208-53 SCADA
Detailed program of erection of equipment, sequence of preliminary tests to be

carried out at the OCC and controlled stations, shall be furnished by the contractor to
enable the Delhi Metro Rail staff to carry out stage Inspections and testing of
individual panels, equipment cabinets and control units at the master station and
Remote Terminal units.
Before carrying out of tests at site, contractor should supply the copies of all
approved drawings, schemes, testing procedure for each test, list of testing

equipment required at site, copies of routine and type tests and reports for system
integration tests done at factory for reference.
When contractor reports completion of erection, commissioning and all adjustments

and testing work and notifies that the installations are ready, detailed inspection shall
be carried out by Manager/AM Traction (Project) and representative of the
contractor. The defects noticed shall be rectified immediately.
Following tests are required to be conducted:
i. The type and routine test reports should be seen and thereafter tests should be
conducted during commissioning given in ensuing paragraph. The erection and
commissioning tests of SCADA equipment shall be carried out as per test
procedure. Particular care shall be made for testing the Telecommunication
parameters required to be checked, so as to ensure the effective working of the
SCADA system.
ii. Tests shall be carried out on the complete equipment in the presence of the
representative of Delhi Metro Rail Corporation to check the proper erection and
successful commissioning of the equipment. This shall include functional tests,
checking of adjustment of transducers, limit settings of measurands, cyclic
update time, and Tele-command Execution Time, scan time measurement, signal
levels for satisfactory operation of the equipment.
iii. It will be required to conduct tests on the communication cable on which the RTU
has to be connected. Measurement of the communication cable parameters shall
be done for each section before connection of the RTU to the cables. The test
shall be conducted for all the cable parameters as specified in the specification.
Response time of the SCADA system shall be actually measured and recorded
so as confirm it with what has been theoretically calculated and mentioned in the
specification.
208-54 Site Acceptance Tests
After successful completion of all type tests, integration tests, routine tests and after
commissioning of the system at site SAT shall be carried out. Hardware vendor shall
have the responsibility of SAT. SAT shall be carried out in presence of hardware and
software vendor.
All these tests carried out jointly shall be recorded so as to establish, authentic initial
record of the performance of the equipment to ensure that the RC equipment is
complete and trouble free.
208-55 Interlocking of bridging interrupters
As given in Para 208-47, interlocking is necessary for safe operation. Some of the
interlocking is implemented through SCADA using input from 25kV Line PTs such as

opening of paralleling BM when one track is de-energized, opening of bridging

interrupter at SP when supply voltage is too low (below 19kV), bridging interrupter
not closing when both ends are energized. Whenever feasible, interlocking is to be
implemented by a direct command from RTU without server intervention from OCC.
All the interlocks should be thoroughly checked before commissioning of SCADA
equipment.
Interlocks in the RC equipment for the bridging interrupter at the sectioning post
provide for the following:
i. When catenary supply is available on both sides of the interrupter, the

interrupter should open and should not close.
ii. When supply is available only on one side, the interrupter can be closed.
iii. When supply is not available on both sides of the interrupter the interrupter
can be closed but should trip immediately
This is achieved by utilizing 100 V AC supply from potential transformers provided for
this purpose at the sectioning post. Provision is also made for the bridging interrupter
to trip if the catenary voltage drops too low. This sectioning is adjustable and should
be set at 19kV. The above interlocks should be thoroughly checked when
commissioning RC equipment at sectioning posts.
208-56 General Inspection by Delhi Metro officials
After defects noticed during the detailed inspection as above have been rectified, the
Manager (Traction/Project) together with the Contractors representative shall carry
out general inspection of the entire installation to make sure that it is in good working
condition. During the inspection verification of as many tele-command and tele-
signals operations as possible shall be carried out from the control centre. Inspection
of all the SCADA installations and RTUs at every receiving sub-station and switching
posts shall also be carried out. Level and frequency measurements should be taken
at random at a few points to compare the result obtain with those recorded during the
detailed inspection.
When fully satisfied with their observations and tests, they should certify that the
remote control installations are fully fit for commissioning. Thereafter, the remote
control may be put into regular services and its operation closely watched by
manning the switching stations and sub-stations as mentioned earlier. TPC and the
maintenance officials shall immediately thereafter maintain detailed record of every
failure. Each of these failure should be gone into fully to ascertain the cause of
failure, which incidentally would give the staff excellent opportunity to get familiar
with the circuitry and fault- finding procedure. Such failures should be brought into
the notice of Project officials, SCADA contractor; whenever deemed necessary.

VI OVERHEAD EQUIPMENT
208-57 Detailed Joint Inspection of OHE
The importance of OHE arises from the fact that it is extensive, with a very large
number of insulators, fittings and component parts, failure of any one of which may
result in dislocation of traction services for appreciable periods until the defect is
rectified. The adjustment work is particularly important at crossover and over-lap
spans since any wide departures from the standards laid down could cause
entanglement of the pantograph with the OHE, with serious repercussions. Section
insulators, neutral sections if not adjusted properly, could get damaged or could
cause damage to pantograph. Use of wrong connectors for jumpers, missing/wrong
material of pins/incorrectly installed pins, inadequate clearances especially during
windy conditions, trees close to OHE, improper materials/design of components,
loose building materials, places for bird nesting, insufficient C-jumpers, incorrectly
installed jumpers, loose/inadequate earthing & bonding, damaged conductors, could
cause serious OHE failures and traffic disruptions. The need for a very thorough
detailed inspection of every part of the installation, post by post is essential
requirement for safety and reliability of the system.
When the OHE contractor reports completion of all adjustment work, detailed
inspection will be carried out by the Manager-Traction (Project) and representatives
of the Contractor, using Catenary maintenance vehicle tower wagon or ladders as
may be convenient.
208-58 Compliance to Approved Drawings
The OHE design and execution should be strictly in compliance with the latest
approved General Power Supply Diagram, Sectioning Diagram, Layout Plan and
Structure Erection Drawing, particularly in regard to
i. Run of conductors; stagger and height;

ii. Disposition of brackets and clearances;
iii. Correctness of jumper connections, especially at switching and booster
transformer stations;
iv. Numbering of interrupters, circuit breakers and isolators in relation to the
elementary sections, sub- sectors or sectors controlled.
v. In yards like in Depots, colour coding if provided on isolators and OHE masts
may be specially checked for differentiating two elementary sections.
208-59 Infringements
None of the wayside or over-line structures shall cause infringement of the Schedule
of Dimensions. Every such infringement shall be individually recorded and action

taken immediately either to have them removed or, where this is not possible, to
obtain sanction from the Commissioner of Metro Railway Safety.
208-60 Important Point to be checked
The following points shall be checked during the detailed inspection:
For Flexible OHE:
i. Cantilever Assemblies:
Every cantilever assembly shall be adjusted strictly in accordance with the
approved structure erection drawing, especially in regard to the positioning of
stay arm, bracket tube and register arm. The projection of bracket tube and
register arm and the allowance in the stay arm shall be sufficient for slewing
of tracks wherever required. All nuts should be tightened and locking plates
provided with split pins or check nuts. Make sure that all temporary earths
provided by contractor's men during construction work have been removed.
ii. Anchoring Points:

The movement of counter-weights shall be free and not obstructed in any
way. Flexible steel ropes shall move freely and centrally with respect to the
pulley grooves and not rub against any member. The distance between the
pulley centers and the height of counterweight above the muff level, shall be
as per the chart in relation to the prevailing ambient temperature. Anti-creeps
shall be properly tensioned and positioned.
iii. Overlap Spans.

Adjustments at insulated and un-insulated overlap spans, turnouts,
crossovers and section insulator assembly shall be correct not only in respect
of the run of conductors and jumper connections, but also the height of
contact wire has to be correct. The separation between different OHEs and
displacement of cantilevers at insulated overlaps should be adequate.
iv. Insulators:
Insulators shall be perfectly clean, damage free. Should the surface be
polluted by dust, it should be cleaned and gloss restored in case of ceramic
insulators. All insulators on out-of-run wires should be so located that they do
not foul but are well away from the zone swept by the pantographs. The
runners of section insulators should be so located as to be beyond the zone
of sweep of pantographs running on adjacent tracks. There should be no
undue sag due to the section insulators, the runners should be level and not
be tilted to one side so that the pantograph may pass smoothly.

v. Height of Contact Wire:

This shall be checked at every structure and at mid-span for regulated OHE.
A pre-determined pre-sag i.e. 1/1000 the value of span length of OHE should
exist.
vi. Messenger Wire:

Messenger wire must be checked for any strand breakages. One skilled
person standing on RRV will continuously examine the wire with hand for any
damage/breakage of catenary strands. If there are any breakage noticed in
catenary it will be marked with red tape and shall be attended before
complete erection. During wiring if one strand cut is found in catenary, it will
be nuzzled by a piece of same wire. If damages are found in more than one
strand (two or three or more strands) then it will be spliced as per
requirement. At the time of erection it has to be ensured that the messenger
wire is free from broken strands & after erection also joint inspection with
contractor‟s representative will be done by RRV for visual check of wiring.
vii. Contact wire:

Contact wire must be checked for kinks, twists and must be corrected, if any.
viii. Stagger:
Stagger in tangent track shall be to the left and to the right alternatively, not
exceeding 200 mm on either side of the centre line of the track, except where
otherwise specified in Structure Erection Drawings. Stagger for in-run OHE
shall not be more than 300 mm at the mast/ structure on the outside of curves
except in case of overlap spans and also at the turn-outs. Stagger of contact
wire at mid-span in transition portion of the curves shall be within 200 mm.
ix. Gradient of Contact Wire:

On both side of over line structures and tunnels the gradient of contact wire
shall be in accordance with the approved profile.
x. Clearances:
The live metallic caps of insulators on out of run wires shall be atleast 2m
away from adjacent earthed mast/structure (other than the OHE structure).
The distance of these insulators shall be 3 m from the bracket supporting the
OHE in case of insulated overlaps. Clearance of 2 m shall normally exist from
nearest point of two adjacent elementary sections except at the section
insulators. Where clearance of 2 m is not available, it shall be not less than
the minimum specified electric clearance in any case. Whenever the OHEs of
two elementary sections cross one another, necessary cut-in insulators shall
be provided. All clearances as per SOD must be ensured. Other than the
clearances at overlaps, clearances of RC to anticreep wire, RC to OHE

jumpers, RC to out of run wire, RC to portal must be ensured in a way that

adequate clearances are available even in windy conditions.
xi. Bonding:
Every mast/structure supporting OHE as well as platform structures, foot over
bridges, railings etc. shall be properly bonded to the OPC/BEC and earthed in
accordance with the bonding and earthing code. All bonding connections
should be firm as per the approved drawings. The isolator mast in front of
feeding post should be connected to BEC also besides proper connection to
OPC. OPC must be provided with tapping at all clamp locations.
xii. Return Conductors of Booster Transformer Installations:

The return conductor connection to the Rail should be checked from the point
of view of good electrical contact and security from mechanical damage.
Ferruling and taping must be there at all supports.
xiii. Pins:
Make an inventory of all split pins as per drawings/specifications which
should clearly indicate the material and size of these pins. A detailed list of
components with matching pins should be used as a check list and it should
be ensured that split pin of only right material and proper size is used. Ensure
that split pins are properly installed and expanded.
xiv. Feeders, Jumpers & Clamps:

In span C jumpers must be provided not more than 200m apart. A checklist of
all types and sizes of clamps used for different combinations of jumper and
OHE conductors/slack feeders should be used to verify correct clamps and
jumpers. Ensure that PG clamps with chamfered and smoothened edges are
used. Sizes of jumpers and slack feeders at switching stations must be of
adequate size. Criss-cross jumpers should be used as per RDSO drawing
ETI/OHE/G/05102 at un-insulated overlap adjacent to feeding posts.
xv. Droppers:
All droppers should be provided as per dropper schedule at the time of
installation following correct methodology of crimping.
xvi. Bimetallic strips:

Make a checklist of bimetallic strips required and verify accordingly with
provision actually made in the field.
xvii. Telephone or Power Line Crossings:

Keep a close watch for any overhead telephone line crossings over the OHE.
Immediate steps should be taken to have these removed. High voltage
transmission line crossings across the tracks shall be checked against the

approved plan authorizing the crossing, particularly the clearance between

the OHE and the guard wires, duly recording the results individually.
xviii. Nuts & Bolts:

A checklist of all nuts and bolts including mast holding down bolts must be
maintained to ensure that they are provided as per requirement.
xix. Bird nesting:

All bird nests must be removed. Hollow box sections in Drop Arm supports at
stations must be blocked by civil contractor. B series masts are also prone to
bird nesting. Mast from its top to the bottom attachment of cantilever portion
must at least be blocked in bird infested areas.
xx. Trees:
Check if any tree branches in the vicinity of OHE are likely to infringe the
clearances. Such branches need to be pruned.
For Rigid OCS:
i. Conductor Rail Support:

Every support shall be adjusted strictly in accordance with the approved
drawings. The anchors supporting the drop tubes are to be checked. The
support is to be checked with respect to stagger, contact weight height. All
nuts should be tightened and provided with washers/check nuts. Make sure
that all temporary earths provided by contractor's men during construction
work have been removed.
ii. Anchoring Points:

The Rigid Catenary system is with gliding supports. The tightness of the bolts
is to be checked.
iii. Overlap Spans:

Adjustments at insulated and un-insulated overlap spans, turnouts,
crossovers shall be correct not only in respect of the run of conductors and
jumper connections, but also the height of contact wire. The separation
between different OHE‟s and displacement of cantilevers at insulated
overlaps should be adequate.
iv. Insulators:
Insulators shall be perfectly clean. Should the surface be polluted by dust, it
should be cleaned.
v. Height of Contact Wire:

This shall be checked at every structure.

vi. Stagger:
Stagger in tangent track shall be to the left and to the right alternatively, not
exceeding 200 mm on either side of the centre line of the track, except where
otherwise specified in Structure Erection Drawings.
vii. Gradient of Contact Wire:

On both side of over line structures, and tunnels the gradient of contact wire
shall be in accordance with the approved profile.
viii. Clearances:
The clearance between 25kV live parts to earth shall not be less than 270mm
& 170mm for static & dynamic cases respectively.
ix. Bonding:
Every mast/structure supporting OHE as well as platform structures, foot over
bridges etc. shall be properly bonded to the OPC and earthed in accordance
with the bonding and earthing code.
x. Jumper connections:
The connections of feeding cables return cables and jumpers to be checked.
208-61 Notices to be Displayed – Caution Boards and Number Plates
During the detailed inspection, special attention should be paid to verify whether the
following notices have actually been displayed at the various locations indicated
below:-
i. Treatment for electric shock:

Instruction board for treatment of electric shock in English and Hindi
language shall be displayed at all station (Station Controller offices),
Supervisor P-Way and S&T office, OHE inspection car sheds, substations,
switching station etc.
It should be noted that standard printed charts for „Treatment for electric
shock‟ are meant for voltages up-to 1100 Volts.
A person in contact with higher voltages should be isolated only after
„switching off power‟.
ii. General ‘Caution Notices’ regarding danger of high voltage traction wires
shall be displayed for public at various entrances to station and for staff at
prominent places at each station, particularly on stations or pillars supporting
platform roof.

iii. 25kV Caution Boards and mast number plates shall be provided on all
masts/portal/TTC uprights.
iv. “25 kV Cautions Boards” shall be affixed on to the screens erected on foot
over, road over bridges and both ends of platform.
v. “Electric Engine Stop boards”, shall be provided at termination of OHE

beyond which un-wired section starts.
vi. “Caution-Unwired Turn out" boards ahead of all unwired turnouts or

crossovers taking off from wired tracks.
vii. “Warning" boards for neutral sections.
viii. Boards for "Switching on" and "Switching off" of power at neutral sections.
Four boards are required for each track.
ix. "25 kV Caution" boards at sub-stations and switching stations.
x. "Caution" boards at such signal posts where protective screening cannot be

provided for signal and telecommunication staff.
xi. “Power Block Limit” boards shall be provided at designated locations.
xii. Restricted clearance boards at restricted clearance locations,
xiii. Equipment number plates must be provided for

CBs/BMs/Isolators/PTs/BTs.
xiv. BT overlap caution: Identify the viaduct locations where halting of train of
any formation (4, 6 or 8 coach) could cause bridging of BT overlap with
pantograph. Paint these viaduct locations in red colour to facilitate TO (Train
Operator) not to stop the train in red painted zone.
208-62 Recording of Defects and Rectifications
During the detailed inspection, defects and deficiency lists as indicated in Para 208-
03 shall be jointly prepared. As soon as the defects are rectified, the Manager
(Traction/Project) should be advised and suitable remarks made against each Item of
the list. If deemed necessary, re-check the Installation, to ensure rectification of
defects.

208-63 General Inspection of the OHE by Delhi Metro Rail Corporation Officers
After all major defects observed during detailed inspection have been rectified;
Manager (Traction/Project) shall carry out a General Inspection of the entire section
proposed for energisation, along with the contractor's representative. For this
purpose, an OHE inspection car fitted with pantograph shall be used and run at a
speed not exceeding 8 km/h observing all safety precautions laid down, such as
earthing the OHE. The pantograph may be used to measure height and stagger of
contact wire, which should be test checked at least at two locations per track KM.
The object of this "General Inspection" is to make sure that the OHE and connected
installations are in good order and are fit for energisation. During this inspection, the
whole installation shall be inspected visually observing, in particular, the following
details and looking for anything unusual or abnormal in the installation:
i. Cantilever assemblies, positioning of fittings, stagger of contact wire, lift of the

steady arm in curves where the radial pull of contact wire tends to move the
steady arm upwards, kinks or twists in contact wire, infringement of section
insulators and conductors in overlap spans or any deformity suffered
anywhere. Any loose wires hanging anywhere or other obstructions shall be
observed, and any abnormality removed or rectified immediately.
ii. Clearances to live metal parts of insulators on out-of-run wires should be at
least 2 m from the adjacent structures (other than OHE).
During this inspection, spot checks shall be conducted at as many places as possible
to verify whether the detailed inspection by the senior subordinates has been
thorough, to confirm that the defects noticed earlier have been rectified and to make
sure that the installations are in excellent fettle and suitable, for energisation subject
to final pre-commissioning tests.
208-64 Lapping and Polishing of OHE
After the OHE is ready in all respect, lapping and polishing of contact wire shall be
undertaken to remove all dirt collected on the contact face with the pantograph. For
this purpose self propelled vehicle CCMV/tower wagon with raised pantograph may
be use at a speed of 15 to 20kmp/h during the first run and not more than 40kmp/h in
subsequent runs. It is an advantage if before lapping by pantograph under side of
contact wire is manually cleaned by rubbing and wiping with a wet cloth and
detergent and finally wipe out with clean cloth. Normally 3 to 4 runs for lapping and
polishing may be done.
When lapping and polishing is in progress, suitable safety precautions to block the
section and earthing of the line as per rules should be taken and work is supervised
at a level not less than SE/OHE.

208-65 Procedure for Final Test of OHE
After the OHE is declared fit for energisation and all construction staff has been
withdrawn from the field, insulation and continuity test shall be conducted jointly by
officers with assistance of senior subordinates. This should be done before
energisation. This test should be conducted for every elementary section. The
following preliminary action shall be taken to prepare the circuit for the test.
To carry out the test in a systematic manner, a detailed program of work should be
prepared. A senior, experienced official should be nominated for controlling the
movements of all working parties each of whom will be given a copy of the program
with specific instructions so that proper sequence of switching operations is carried
out. This preliminary action should be taken at least a week in advance of the date
fixed for the test.
On the day of test, interrupters and circuit breakers at all switching stations shall be
taken on „local‟ control and remote control are put out of operation. All interrupters
and double-pole switches are then opened and locked in the open position ‟Danger-
Men Working‟ boards should be attached to the operating handle of each 25 kV
isolator at feeding post. All potential transformers at switching stations and lighting
arresters should be temporarily disconnected from the bus bars. All other isolating
switches in the yard and depots and other locations provided for isolation of
elementary section is also to be placed in the “off” position. When all these operation
are completed a confirmatory message shall be sent to the TPC.
The test shall be controlled by one senior official who shall continuously remain at
the OCC and direct all operations as required. Basically, these tests comprise:
i. Measurement of insulation resistance of every elementary section with

respect to earth.
ii. Checking electrical independence and insulation resistance between adjacent
elementary section and also adjacent sub-sectors.
iii. Checking electrical continuity of every sub-sector.
The test shall be carried out by one party with the assistance of two or more field
parties as required. The control party alone will carry with it all test instruments and
take measurements. The field parties will merely carry out instructions given. They
should have with them necessary jumper connection and earthing poles for earthing
the equipment when directed to do so. The field parties are forbidden to carry out
any operations on their own. As the different working parties will be working at
different locations, independent from one another, they should carry with them
portable communication equipment through which they will remain in continuous
contact with TPC.

Along with the control party carrying out the tests, the contractors shall attach a work
party who will accompany the control party from location to location and rectify any
defects, which may come to light during the tests.
208-66 Insulation Tests
Starting from the feeding post, the control party will measure and record the
insulation resistance of every elementary section to earth by a 2500 V megger, after
arranging with the out-field parties to
i. isolate the elementary section concerned and

ii. earth adjacent elementary sections.
This test will show –
i. the insulation level of every elementary section; and

ii. the electrical independence of the elementary section, from adjacent
elementary sections.
If the tests for all elementary sections at that location are satisfactory, the control
party may proceed to the next elementary section and carry out similar tests. When
all elementary sections at a particular station have been tested, the control party will
move to the next station, directing the field parties to do likewise and carry out the
tests on each elementary section at that station as before until every elementary
section in the sector has been tested.
During the course of construction work, erection staff usually provides temporary
earths, on the OHE at certain locations to safeguard themselves, but after the work is
completed these temporary earths may not have been removed by oversight. Such
temporary earths on the OHE will give misleading readings during the final insulation
test. To prevent this, remove all such temporary earths before the testing
commences.
Guide Lines for Minimum Permissible Insulation Resistance
It is very difficult to lay down any specific rules in regard to the minimum permissible
values, as they depend upon a number of factors, which should be taken into
account when fixing the value in any given case. Some of these factors are
mentioned below:
i. Voltage rating has an important bearing on the minimum value necessary,

before switching on supply. Obviously, the higher the voltage rating, the
greater should be the insulation resistance.

ii. Condition of Equipment:
The insulation resistance for new equipment should necessarily be much

more than for the same equipment after a few years of service. Similarly, the
value required (after an equipment has been overhauled, cleaned, dried out)
before being turned out of the repair shop should be appropriately higher than
when the same equipment was in service before being brought into the
shops. A unit which is lying idle for some time may show a comparatively low
megger reading merely because of absorption of moisture and yet its
insulation may be good and it would work satisfactorily when put into service,
the absorbed moisture would soon be driven out when it is loaded up and the
insulation resistance would automatically improve.
iii. Type of equipment:
Larger the number of leakage paths, lower would the insulation value. For the
same reason, the insulation resistance of 25 kV OHE tends to be quite low.
Assuming that each support Insulator has a value of 500 mega Ohm, an
elementary section may have 50 of them in parallel, bringing down the overall
value to 10 mega Ohm. Pollution will greatly diminish this too. A single badly
polluted section insulator may bring down the value to 0.5 mega Ohm or even
less. While one would not be switching on supply to a 3.3 kV transformer
showing so low a reading, 25 kV supply is commonly switched on to the OHE
even in such cases since the accumulated dust and smoke particles, which
are responsible for the low value of resistance, soon get burnt out, and the
insulation resistance usually improves greatly after energisation. As a thumb
rule, a minimum IR value of 25 mega ohm is desirable on new OHE
installations. On sections having pollution and several section insulators,
however, a value of 1 mega Ohm may be acceptable for charging which
needs to be improved subsequently.
208-67 Continuity Tests
When insulation tests are completed for all the elementary sections, the control party
may proceed in the reverse direction towards the feeding posts carrying out
continuity tests as described below -
In this test, the various control switches, which might have been opened out earlier
should be put back to their final positions as indicated in the Station Working Rules,
as in normal operation. Any temporary earths provided for earthing adjacent sections
shall be removed. When this is done, the various elementary sections are
automatically joined up electrically and each sub-sector is made through the
continuity test is then conducted by a low reading ohm-meter by measuring the
resistance of each sub-sector from the feeding post and with each sub-sector

earthed at the farthest point towards the neutral section. The through continuity of
every sub-sector shall be checked individually. It is important to note that a insulation
tester is unsuitable for measuring continuity as it may read zero even when the
resistance is as high as 1000 ohms.
If the tests show up any defects on the line, they should be rectified at once.
Sometimes, it may be found that although the insulation resistance is all right, there
is no through continuity on some sub-sectors. The most probable cause for this is a
disconnected jumper connection at an overlap span. This should also be immediately
traced and rectified.
208-68 Energisation Certificate
The test results shall be recorded and signed by Manager-Traction (Project) and
forwarded to Electrical Inspector, along with other papers for sanctioning
Energisation.

VII GENERAL ARRANGEMENTS
208-69 Preparation for Operating Electrified Services
While the engineers are busy carrying out tests and trials of electric equipment to get
everything ready by the target date fixed for commissioning, several steps
simultaneously have to be taken to be ready to operate the electrified services when
the section is commissioned.
i. The Rules and Regulations concerning operation, namely General, Station

Working Rules, and relevant Chapters of this Manual shall be handed over to
every Station controller. In addition it is essential that the Implications of
these rules and procedures should not only be explained to the concerned
staff, but they should be examined verbally to make sure that they do
understand them and further, their assurance In writing to that effect should
be obtained.
ii. At every station a large scale Sectioning Diagram, should be exhibited, with
the different elementary sections painted in distinguishing colors to help
better understanding.
iii. Station controller and Traffic Controllers should also be fully conversant with
the system of power blocks and the need for longitudinal and cross
protection, and the precautions to be taken by them in regard to train
movements.
iv. First Aid boxes and charts showing resuscitation of persons suffered with
electric shock should be kept at every station. As many persons as possible
should be trained in the correct method of rendering artificial respiration,
preferably by a doctor.
v. The extreme danger of anyone coming near live OHE should be fully
explained and widely publicized amongst all staff and members of the public.
No one should be permitted to ride on roofs of coaches.
vi. RS staff & CMV operator should be particularly warned that they should
under no circumstances climb up the roof so as to come anywhere near the
OHE without earthing
208-70 Preparation by Track Maintenance wing
The Supervisor P-Way and the maintenance gangs should be particularly advised
that the alignment of the ballasted track with respect to the OHE structures should be
strictly preserved and maintained. The need for this should be explained to them.

CHAPTER - 9
COMMISSIONING OF ELECTRIC TRACTION
209-00 Preparation
209-01 Technical Clearance of Metro systems by Railway
Board
209-02 Power & Telecommunications Co-ordination
Committee (PTCC) Clearance
209-03 No Objection Certificate from DOT Railway
Electrification unit
209-04 Organization for Inspection and Taking Over
209-05 Duties of Dy. HOD/Traction (O&M)
209-06 Notification regarding Energisation of OHE
209-07 Display of Caution Boards and Notices
209-08 Sanction of Electrical Inspector to the Metro Railway
209-09 Commissioning of RSS and TSS
209-10 Procedure for Energisation of OHE
209-11 Precautions to be taken for Progressive Energisation
of OHE
209-12 Anti-theft Energisation
209-13 Application to Commissioner Metro Railway Safety
209-14 Final Inspection by Commissioner Metro Railway
Safety for the Introduction of Commercial Services
209-15 Sanction of Commissioner Metro Railway Safety
209-16 Responsibility for Maintenance and Provisional
Acceptance Certificate
209-17 Contractor's Responsibility during DLP/Guarantee
Period
209-18 Failure of Equipment during the DLP/Guarantee Period
209-19 History Sheet
209-20 Final Acceptance
209-21 Standard Forms

COMMISSIONING OF ELECTRIC TRACTION
Delhi Metro Rail Corporation have adopted 25 kV AC Flexible Overhead Equipment

(FOHE) in elevated sections on via-duct and at grade sections whereas Rigid Overhead
Catenary System (ROCS) in underground sections. The procedure given in this chapter
for commissioning of electric traction is applicable to both types of Overhead systems i.e.
Flexible OHE as well as Rigid OCS.
209-00 Preparation
The steps that need to be followed:
i. Apply and obtain approval of Railway Board as per RDSO Procedure for
Safety Certification and Technical Clearance of Metro Systems (January
2013) or latest.
ii. Apply and obtain PTCC clearance for all HT power lines to be laid for the
metro corridor.
iii. Apply and obtain No Objection Certificate from Department of
Telecommunication Railway Electrification (DoT RE) Unit for 25 kV AC
traction line.
iv. Create an organization, with sufficient number of trained personnel, to
take over the operation and maintenance of assets.
v. Recruitment and training of operation and maintenance staff;
vi. Have close interface between O&M and Project wings of DMRC during
final stages of erection and adjustment work to get them acquainted with
details of installation.
vii. Carry out detailed inspection of the works by Officers and senior
subordinates followed by general inspection by Senior Officers for getting
all defects rectified.
viii. Apply and obtain sanction for the Energisation of substations, switching
stations and OHE from nominated Electrical inspector of DMRC.
ix. Issue of Notification regarding Energisation of OHE
x. Energisation of OHE, tests and trials with rolling stock
xi. Final Inspection of traction installations by Commissioner Metro Railway
Safety.
xii. Commissioning and putting into commercial services.
xiii. Post-commissioning work, operation and maintenance.
xiv. Operationalisation of Preventive Maintenance Programme – In house or
through AMC.
209-01 Technical Clearance of Metro systems by Railway Board
Technical clearance of Railway Board needs to be obtained for the traction

system being adopted on a new metro line. For this, an application needs to be
submitted to RDSO supplying all documents contained as per Proforma given in
“RDSO Procedure for Safety Certification and Technical Clearance of Metro

Systems (January 2013)” or latest. Railway Board, on recommendation of RDSO,

shall issue technical clearance for the traction system applied for.
209-02 PTCC (Power & Telecommunications Co-ordination Committee)

Clearance
Section 160 of the Electricity Act, 2003 gives directions about the Protection of
Telegraphic, Telephone and Electrical signalling systems. In this regard, a
standing committee formed by Central Government by the name of “Central
Power & Telecommunication Co-ordination Committee” (PTCC) is authorised to
issue clearance before charging of all HT Power lines. As a part of metro system,
HT lines are required to be laid to carry electricity from state supply network to
RSS and then to end-use points. Clearance of PTCC is required to be taken for
all these HT lines.
Information and guidelines regarding procedure for applying and obtaining PTCC
clearance are contained in PTCC Manual 2010 published by CEA (Central
Electricity Authority).
209-03 No Objection Certificate from DOT Railway Electrification unit
Department of Telecommunications (DOT) (Ministry of Communications &

Information Technology, Govt of India) have issued vide their letter No. 8-4/2009-
S1(Pt-I) dated 30/09/2011 „General guidelines in respect of procedure on
Electromagnetic Compliance, Enforcement and Certification in respect of
induction affecting telecom lines from electrified Railway tracks‟. Railway
Electrification (RE) unit of DOT is the agency to issue No Objection Certificate
(NOC) for Energisation of 25 kV AC traction line of Metro and Railways. Director
(RE) under DDG (TERM), DOT, New Delhi is the in-charge of RE unit for all India
works.
In line with above, application should be submitted with following

Information to the concerned DOT officer along with the firm demand:
i. Railway network diagram of the proposed section along with chainage.

ii. Proposed Transformer Substation (TSS) location
iii. Proposed Sub Section and paralleling Post (SSP)
iv. Catenary current
v. Transformer ratings in the sub stations
vi. All relevant electrical diagrams
vii. Track circuit locations and technology of the track circuits.
viii. Existing block circuit if they are on lease from BSNL/MTNL or any other
operator
ix. Location and length to tunnels, if any , planned in the section
x. Slope of the section , if any gradient in level of the track
xi. Any other item as asked by the DOT officer in prescribed Proforma

209-04 Organization for Inspection and Taking Over
The organization on the following lines should be set up:
i. Create and fill up in advance all the posts of officers and staff in
accordance with the norms of DMRC.
ii. Recruit maintenance and operating staff and train them to man the
services, so as to position adequate number of trained staff in time to take
over the services.
iii. Position the supervisory cadre to ensure compliance with the laid down
requirements station by station.
iv. Expedite the completion of facilities for setting up OHE and PSI depot and
arrange to equip the emergency vans, OHE Inspection Cars and other
maintenance vehicles to undertake the maintenance and operation.
209-05 Duties of Dy. HOD/Traction (O&M)
i. He shall be responsible for overall maintenance of the Traction system after

the sanction of CMRS is received and regular commercial services start.
ii. Assisted by Asst Managers/Managers/Traction, he will follow up to ensure
that the following works are ready well before the date of commissioning:-
a. Depots with necessary facilities.
b. Full stock of spare parts, tools and plant, testing equipment, lifting tackle,
emergency vans, etc. required for operation and maintenance.
c. Installation of emergency power arrangements at the OCC.
iii. He will make a detailed study of tariff for power supply and get acquainted
with officers of the power supply authorities.
iv. Takeover sufficient number of copies of all specifications and manufacturer's
instruction booklets from the Project wing for distribution to maintenance Staff
and their training.
209-06 Notification regarding Energisation of OHE
A notification indicating the intention to energize completed section(s) of OHE,

should be published in leading newspapers in English, Hindi and local languages
for one day at least a week in advance of the approximate date on which the line
is expected to be energised. The notification shall be issued in the Proforma 9-
01 appended. A copy of the notification should be sent to the following:-
i. The Press
ii. The Commissioner Metro Railway Safety
iii. The Chief Electrical Inspector/Electrical Inspector
iv. CPMs & Other HODs of DMRC concerned with the line to be charged.
v. Power Supply Authorities as applicable
vi. DOT ( Railway Electrification unit)/PTCC authority as applicable
vii. Contractors of all departments engaged in the project through concerned
HODs
viii. Chief Security Commissioner, DMRC

ix. DRM of Railway Division, in case a Railway Crossing is involved

x. Concerned authority of utilities like Piped Natural Gas, Power
Transmission/Distribution, Telecom, Water, Sewer etc that are found to be
crossing DMRC cables in ground or found to be running in very close
vicinity of DMRC cables in ground and wherever overhead utility lines are
found to be crossing DMRC OHE or found to be running in very close
vicinity of DMRC OHE.
209-07 Display of Caution Boards and Notices
As provided in Rule 38 of Opening of Metro Railways for Public Carriage of

Passengers, 2013, following caution boards and notices of standard sizes written
in English, Hindi and local language shall be displayed at various locations
indicated below:-
i. Treatment for Electric shock boards giving instructions for treatment of

electric shock at all metro railway station control rooms, car depots, sub
stations, switching stations, offices of maintenance engineers for works,
signals, electrical traction equipment and rolling stock etc.
ii. General “caution notices” regarding danger of high voltage traction
equipment for public at various entrances to metro railway stations and for
staff at prominent places;
iii. “25 KV AC caution boards” as applicable shall be affixed at conspicuous
locations on foot over and road over bridges, sub-stations, switching
stations and track cabins.
iv. Caution boards at such posts (for signal and telecommunication staff)
where protective screening has not been provided;
v. “Caution-Unwired turn-out” boards ahead of all unwired turnouts or cross
over taking off from wired tracks;
vi. “Warning” boards for neutral sections;
vii. Board for “Switching on” and “Switching Off” of power at neutral sections;
viii. Restricted clearance boards at such identified locations;
ix. Power Block limit boards; and
x. Stop boards at termination of over-head electrical equipment in the
sections to be energized.
Wherever Height Gauges are provided for road users crossing tracks to be
energised (in depot etc), warning boards at approach should be provided to
indicate about danger of 25kV electricity in OHE.
209-08 Sanction of Electrical Inspector to the Metro Railway
i. Application to the designated Electrical Inspector (EIG) to the Metro Railway

shall be submitted before Energisation of HT/Traction installation for approval
for Energisation of HT installation/Traction installation as applicable.
ii. Following documents should accompany application for EIG‟s sanction for
RSS/AMS/TSS/ASS:
a. Schematic drawings and equipment details of installation.

b. Factory and Site Test Reports.

c. Clearance Certificate from Dy. HOD/Project and Dy. HOD/O&M
(Proforma 9-09 )
d. Clearance Certificate from RSS/ASS Contractor (Proforma 9-10).
e. Any other information as required by EIG.
iii. The following documents shall accompany the application for ElG sanction for
OHE and switching stations, BT‟s etc:-
a. Copies of Press cuttings of the Public notification as mentioned in
paragraph 209-05.
b. Clearance Certificate regarding OHE (Proforma 9-02).
c. Certificate regarding bonding and earthing (Proforma 9-03).
d. Certificate regarding safety instructions and precautionary measures
(Proforma 9-04).
e. Certificate regarding safety precautions (Proforma 9-05).
f. Copies of insulation resistance & continuity test results of OHE: Insulation
resistance and continuity tests of OHE may be conducted prior to
energisation and report submitted to EIG.
g. Test reports for equipment in switching stations and their safety
certificates, as applicable.
h. Clearance certificate from Department of Telecommunications (Railway
Electrification unit) for 25 kV AC system and PTCC clearance certificate
from PTCC authority for other HV systems.
i. Any other data, test results and certificates required by the Electrical
inspector.
j. Drawings of the installation duly approved
k. Details of Power lines crossing and clearances from traction installation.
209-09 Commissioning of RSS and TSS
i. Energisation of RSS and TSS is the first step towards commissioning of

electric traction and auxiliary supplies. This can be done subject to:
a. Power Supply Authorities being ready to give power supply;
b. Detailed inspection of the substations, protective equipment and
connected Remote control equipment having been completed and test
being satisfactory; In case Remote Control (SCADA systems) is not ready
the arrangement for manual operation has to be in place till SCADA
system is ready.
c. Full communication facilities being available;
d. Permission for Energisation of the substation having been received from
Electrical Inspector to the Metro Railway.
ii. Normally all sub-stations should be commissioned well before the date fixed
for Energisation of OHE. With the sanction of Electrical Inspector, trial runs
could be undertaken after the sub-station is commissioned.
iii. On the appointed day, necessary clearance certificates should be obtained
from the Contractors, Asst Manager-PSI, Officers of the Supply Authority and
others who were working at the substation during the construction period
mentioning that their staffs have been withdrawn and the substation may be
energized. Readings of the tariff metering equipment should be recorded and

the meters jointly sealed by the Manager-Traction and the Officers of the
Supply Authority. After final meggering of the whole installation, all circuit
breakers and isolators are kept in the open position and the 'remote/local'
switch put in the 'local' position.
Power supply may then be switched on step by step to the incomer cables,
transformers and bus bars and the indications on the control panel checked.
iv. The two transformers may then be kept energized continuously. An
experienced supervisory official should be deputed to keep a close watch on
the equipment for the first three days, followed by a detailed inspection after a
week and then after fortnight.
v. Should a circuit breaker trip during this period; the cause should be carefully
investigated. The annunciator panel should be checked to ascertain which of
the relays have operated. Occasionally the Buchholz relay may operate. A
probable cause for this is when a transformer is energized for the first time air
bubbles which may have been entrapped between the windings when oil is
filled into the transformer tank, may get released when the transformer oil and
winding gets warmed up and may cause operation of the Buchholz relay.
However, a careful check is still necessary to ascertain the cause of every
tripping.
vi. 25 kV power supply may be extended up to the feeding posts if all work on 25
kV feeders and the feeding posts has been completed in all respects, after
taking the usual safety precautions.
vii. If the OHE is ready, Earth fault test for tripping of relays in RSS should be
conducted by connecting OHE to rail clamped with discharge rod.
viii. Proper record for all these tests and fault tripping should be maintained right
from day one.
Commissioning of Auxiliary Main Substations & Auxiliary Substations

Similar procedure except earth fault test as that of TSS will be followed for AMS and
ASS.
209-10 Procedure for Energisation of OHE
The entire Energisation operation shall be carried out under HOD/ Traction
(Project) or his senior authorized DMRC representative nominated for the
purpose.
i. Wide publicity through the Press, posters and announcements given

earlier would keep the public and all persons working in the section fully
informed about the proposal to electrify the lines and warned to the
dangers of live OHE.
ii. Copies of EIG sanction and sectioning & OHE layout plan drawings will be
submitted to TPC and HOD/Dy. HOD - Traction/ O&M.
iii. On the appointed day and hour, all concerned will assemble either at a
designated location with some members of the team at OCC and at
different parts along the line as per requirement. The officer in charge of
Energisation will first collect the following Clearance Certificates: -

a. Certificate from Contractors working on OHE, switching stations,

booster transformer stations, remote control and also from other
agencies whose staff were engaged on construction works, to the
effect that their men have been withdrawn from work, that they have
been warned that installations would be energized and that no work
be done thereafter without obtaining a permit-to-work. (Proforma 9-
08)
b. Certificate from Dy. HOD(Traction/O&M) and Dy.
HOD(Traction/Project) stating that they have withdrawn their staff and
warned them as above and that the installation has been jointly
inspected and is fit for Energisation and also those due precautions
have been taken to protect contiguous sections where men may be
working. (Proforma 9-02).
c. Certificates issued by S&T Officers that their work has been
completed and the OHE can be charged at 25 kV AC. (Performa 9-06
and 9-07).
d. Certificate of the Electrical Inspector of the Metro Railway permitting
Energisation.
iv. Insulation resistance and continuity tests shall be performed before
energisation of OHE.
v. The Officer in-charge of the Energisation programme will supervise the
detailed sequence of operations to switch on 25 kV supply progressively,
step by step, starting with 25 kV feeders from the sub-station to the
feeding post, bus bars of the feeding post, followed by one sub-sector
after another until the whole section is energized. It is best to start by
keeping all circuit breakers and interrupters in the open position so that
one after the other may be switched on according to a prearranged
programme. Before commencing Energisation, certain essential staff
should be kept ready at strategic locations en-route to rectify any faults
which may be detected,
vi. A short time after the Energisation of OHE, confirmatory tests for proper
operation of the protective relays shall be carried out. Short circuit test is
done to check the tripping of the designated relays to clear fault.
vii. Joint Energisation report mentioning date and time of Energisation shall
be prepared by Contractor‟s and Delhi Metro‟s representatives of Project
and O&M wings
viii. Compliance to EIG observations and Energisation report shall be
submitted to the EIG by the HOD/Traction.
ix. Upon Energisation, the OHE Fitness certificate for train running shall be
issued by the contractor‟s authorised Project Manager/ Chief Project
Manager and DMRC Manager/ Dy. HOD-Traction mentioning the
permissible speed so that Train trials may commence subject to track
fitness as per speed permitted.
x. It is desirable to check the performance of the Rolling Stock and OHE for
spark-less current collection at different speeds during night time. These
tests may be conducted jointly by traction offices of Project and O&M
wing.

209-11 Precautions to be taken for Progressive Energisation of OHE
Sometime it may not be possible to energize the entire length between two
neutral sections served by a sub-station, but it is still desirable to resort to
progressive Energisation of one sub-sector after another as an anti-theft measure
keeping pace with the completion of work by the Contractors. In such cases of
partial Energisation, it is essential to take special precautions to protect men who
may be working on the OHE on sections adjacent to the energized and the live
OHE. The disconnection may be either an insulated overlap or an isolator or two
section insulators in series on the contact wires with corresponding isolation of
the Messenger Wire so as to ensure buffer section.
The double protection is necessary to provide for the possibility, however remote,
of an overlap span becoming short-circuited because of a stray fault. The action
to be taken is illustrated in Figure 209-01, which shows a single-track section but
the method applies equally to a double track section.
E A B C
Existing To be Buffer section Work to be

energised energised done in this
Fig. 209-01 section
In the figure–
E - Is the section which has already been energized?

A - Is the section which to be energized.
B - Represent at least one adjacent OHE section on which the entire work of
adjustment, Inspection and testing has been completed and is ready for
energisation. The section should be solidly earthed at minimum two locations by
a jumper between the OHE and one of the supporting structures solidly bonded
to the OPC.
C - Is the section beyond B on which work may go on freely even after A is
energized, since section „C‟ is fully protected by two air gaps A-B and B-C and
two independent earths as shown. Section C should also be earthed at two
locations.
209-12 Anti-theft Energisation
To overcome the problem of copper wire thefts, it may sometimes be necessary

to charge the conductors at 2.2 kV. This may be done only if circumstances so
require and only after sanction of Electrical Inspector. This is generally not
required in Metro application.

209-13 Application to Commissioner Metro Railway Safety (CMRS)
Sanction is required from the Commissioner Metro Railway Safety in respect of

Opening of the Metro Railway for carriage of passengers. The following
certificates and documents shall be submitted to the Commissioner Metro
Railway Safety as per Opening of Metro Railways for Public Carriage of
Passengers Rules, 2013.
i. Brief particulars of Traction Installation as specified in Form IX

ii. Power supply installation abstract as specified in Form X
iii. Restricted OHE clearances abstract as specified in Form XI
iv. Electrical Crossings over Metro Railway tracks as specified in Form XII
v. Traction maintenance depot abstract as specified in Form XIII
vi. Ventilation, Smoke Management and Fire Safety Measures in tunnels and
stations as specified in Form XIV.
vii. Infringement of moving and fixed dimensions as specified in form – XVII
viii. Joint Safety Certificate as specified in form - XIX
ix. Technical specifications and standards approved by Central Government
(Ministry of Railway) as per Rule 2 (1) (b)
x. Implantation diagrams of overhead equipment masts / overhead current
collection system as per Rule 5 (2) (e).
xi. Metro Railway AC Traction Manuals as per Rule 41 (3)
xii. Assurance register signed by various metro railway staff of their
knowledge of working in electrified traction area as per Rule 15 (1) (e) (iv)
xiii. Sanction of energisation of power supply and traction system works by
Electrical Inspector, DMRC as per Rule 4 (1) (f)
xiv. NOC from Director ( RE), DOT
xv. PTCC Clearance
All information submitted to CMRS should be precise and exactly as per

Performa specified in the Rules for Opening of Metro Railways for Public
Carriage of Passengers Rules, 2013.
209-14 Final Inspection by Commissioner Metro Railway Safety for the

Introduction of Commercial Services
i. The inspection of the entire section will be carried out by Commissioner Metro
Railway Safety accompanied by concerned officers. All necessary
documents, manuals, tools and tackles for measurements concerning the
traction installation must be kept ready.
ii. During this inspection, particular attention is paid to the safety and operational
aspects of the train movements and that staff are in possession of statutory
rule books, Instructions Book, Registers, forms etc. and that Operations,
Electrical, P-Way and S&T staff are fully acquainted with their duties and test
the knowledge of the staff such as engineering gangs, substation staff,
transportation staff at stations etc.
iii. A special train shall be kept ready at an appropriate location to take
Commissioner Metro Railway Safety, along with concerned officers for a final

inspection as per a prearranged programme. The officers on the special train

shall furnish whatever information / clarification as sought by Commissioner
Metro Railway Safety.
209-15 Sanction of Commissioner Metro Railway Safety
Subject to the inspection of CMRS being satisfactory, an "all concerned

message" may be issued by the Commissioner Metro Railway Safety
communicating his sanction for the introduction of commercial services.
After the receipt of Commissioner Metro Railway Safety's sanction, commercial
services may be commenced either immediately or subsequently.
The Station Controllers should, nevertheless, advise and warn all passengers of
the danger of 25 kV OHE and not allow them to ride on the roofs of coaches. All
train operators should also be advised during training that they should, under no
circumstances, climb over roof of the coaches when they are under the OHE, as
they will endanger their lives by coming close to the live OHE.
209-16 Responsibility for Maintenance and Provisional Acceptance

Certificate
i. When a long section is under electrification, shorter sub-sections are often

energized.
ii. With the energisation of the OHE and Commissioner Metro Railway Safety's
sanction and introduction of commercial services, all electrical equipment
including sub-stations and all other connected equipment are deemed as
having been taken over by the Metro Railway and thereafter the responsibility
for operation and maintenance shall devolve on the O&M Officers concerned
of Delhi Metro Railway.
iii. Should the test results for any particular equipment or Installation be
unsatisfactory, an extension may be given to the Contractor to have the
defects set right and to hand over the installation in good condition. When this
has been done, a separate letter of acceptance shall be issued in respect of
such equipment.
iv. The provisional acceptance certificate shall be signed by the concerned
Manager-Traction (Project)
209-17 Contractor's Responsibility during DLP / Guarantee Period
i. This is defined by the terms of the contract. Normally, the Contractor of a

"supply and erection" contract guarantees the satisfactory operation of all
equipment and Installations for a period given in the contract from the date of
issue of "provisional acceptance certificate". The contractor provides the
services of an experienced Engineer to maintain liaison with Officers of the
Delhi Metro Rail and help in rectification of defects observed and investigation
of serious breakdowns of equipment, and advice on the maintenance
procedures. The contractor is expected to bear the cost of all modifications,
additions and substitutions, which may be considered necessary due to faulty

materials, design, or workmanship of the installations for which he is

responsible.
ii. In Delhi Metro the DLP is generally 2 years which may however vary from one
contract to another. For specific equipments, warrantee period may be
beyond DLP.
iii. It is essential for the Electrical Officers and Supervisors concerned to make a
careful study of the contract documents so that appropriate action may be
taken as circumstances dictate. In regard to the defects noticed during the
DLP / guarantee period, the procedure to be followed for reporting and
investigation are described in the next Para.
209-18 Failure of Equipment during the DLP / Guarantee Period
Although during this period the equipment is operated and maintained by the
Delhi Metro Railway, the procedure described below should invariably be
followed to ensure that defects noticed during the DLP / guarantee period are
rectified by contractor / Manufacturers under contractor‟s responsibility under the
DLP / Guarantee Clause.
i. Instructions issued by the manufacturers for operation and maintenance

should be strictly followed by the Delhi Metro Railway. If any modification
is required, approval of the Manufacturers should first be obtained. The
standard Guarantee Clause provides that the equipment shall be free
from defects in material and workmanship during manufacture. The
liability of the supplier in this respect is normally limited to the supply and
installation of replacement parts, free of charge, and repair of defective
parts noticed during normal usage of the equipment as also those,
attributed to faulty design of the equipment. If the equipment becomes
irreparable the supplier will have to replace the same in its entirety.
ii. It is essential that any defect noticed be brought to the attention of the
supplier/contractor without delay. A clear record of defects and
deficiencies noticed shall be entered in a register by the Delhi Metro
Railway Officer and the date of intimation to supplier/contractor recorded
against each item.
iii. When any equipment fails, the Manager-Traction shall first make an
inspection of the equipment on the spot with the least possible delay
along-with the representative of the Contractor. The presence of the
Manufacturer's or Contractor's representative is essential and should be
ensured during the joint inspection to avoid disputes later on. The
defective equipment shall not be dismantled or disturbed except with the
approval of, or in the presence of the representative of the
supplier/contractor, to avoid obliteration of any important evidence, which
could help in investigation of the defect. After the inspection, a joint report
shall be prepared recording the relevant data such as-
a. Full particulars of the equipment - date received and date
commissioned.
b. Full circumstances in which failure occurred.
c. Observations and tests made

d. Probable cause that could lead to the failure.

e. Recommendations, long term and short term, for preventing such
failures in future.
iv. Should there be repeated failures of the same type, the cause of failure
should be investigated intensively, taking all connected factors into
account such as switching operations carried out, maintenance work done
etc. These factors should be statistically analysed. A report on the failure
of the equipment should be sent promptly to the supplier of the equipment
endorsing a copy to the concerned officers.
v. According to the provision of the contract, in the event of design defects,
the contractor's liability is not only limited to repair/replacement of the
components/equipment affected; but also to all other components in
similar situation/ condition, even though they may not have failed in
service, have to be replaced or modified by the supplier.
209-19 History Sheet
Maintenance of a History Sheet for each major equipments is very important as

this will give a connected account of all features of the equipment and particulars
of repairs carried out and will be of great help in investigating recurring failure.
209-20 Final Acceptance
Immediately after the completion of the DLP / guarantee period, a „final

acceptance Certificate‟ shall be jointly signed by the Manager-Traction of the
concerned Delhi Metro and contractor‟s representative and issued to the
Contractor, provided that the terms of the DLP / Guarantee Clause have been
fulfilled. With the issue of the final acceptance certificates, the responsibility of the
Contractor or Supplier ceases, but their advice may still be sought where it may
be considered necessary.
210-21 Standard Forms
Typical forms for issue of notifications and certificates mentioned below are
appended at the end of this chapter.
S. No. Particulars Proforma

1. Public notification regarding Energisation (Proforma 9-01)
2. Joint clearance Certificate for OHE by
Dy. HOD/Project and Dy. HOD/O&M (Proforma 9-02)
3. Joint Certificate regarding Bonding and Earthing (Proforma 9-03)
4. Joint Certificate regarding Safety Instructions
and Precautionary Measures (Proforma 9-04)
5. Clearance Certificate regarding Safety Precautions
by Director(Operation) (Proforma 9-05)
6. Clearance Certificate for Signalling works (Proforma 9-06)
7. Clearance Certificate for Telecom works (Proforma 9-07)
8. Clearance by Contractor for Energisation of OHE (Proforma 9-08)

9. Clearance Certificate for RSS/TSS/AMS/ASS

by Dy. HOD/Project and Dy. HOD/O&M (Proforma 9-09)
10. Clearance by Contractor for Energisation of
RSS/TSS/AMS/ASS (Proforma 9-10)

Proforma 9-01
Delhi Metro Rail Corporation Ltd
“PUBLIC NOTIFICATION"
Notice is hereby given to all users of Delhi Metro Railway lines and premises situated on
the completed section of the under- noted section of the Delhi Metro Railway that the
25000 Volt, 50 Hz., AC overhead traction wires will be energized on or after the date
specified against the section. On and from the same date the Overhead Traction Line
shall be treated as live at all times and no unauthorized person shall approach or work in
the proximity of the said overhead line.
Sl. No. Section Line Date

1
2
3
4
HOD
(Traction/Project)
(To be published in all the leading Newspapers in English, Hindi and local language for
one day at least a week in advance before the date of commissioning.
Copy forwarded for information to:-

i. The Secretary, Ministry of Urban Development, Govt. of India, New Delhi
ii. The Secretary (Railway Electrification), Railway Board, N Delhi
iii. The Chief Secretary, GNCTD, N Delhi
iv. The Commissioner of Metro Railway Safety, N Delhi.
v. The Director (RE),DOT, N Delhi
vi. The Chief Engineer, Power Supply Authority (DTL/UPPCL/HVVNL etc as
applicable.
vii. DRM of the Railway division in case a Railway Crossing is involved
viii. Concerned authority of utilities like Piped Natural Gas, Power Transmission/
Distribution, Telecom, Water, Sewer etc that are found to be crossing DMRC
cables in ground or found to be running in very close vicinity of DMRC cables in
ground and wherever overhead utility lines are found to be crossing DMRC OHE
or found to be running in very close vicinity of DMRC OHE.
ix. Chief Security Commissioner/ DMRC
x. The Chief Electrical Inspector/ Electrical Inspector ( Concerned ), DMRC
xi. CPMs/ Other Heads of Departments, DMRC.
xii. Contractors engaged in the project (Through concerned CPMs/HODs, DMRC).
xiii. All Directors/DMRC
xiv. OSD to MD/ DMRC
xv. ED/CC ( PR Department)/DMRC for issuing of press note

Proforma 9-02
CLEARANCE CERTIFICATE FOR 25 kV OHE, FEEDER LINE WORKS*, BOOSTER

TRANSFORMER* AND SWITCHING STATIONS
Energisation of 25kV Flexible/Rigid Over Head Equipment
To
HOD (Traction or any other as applicable/Project)
Sub: Energisation of the OHE in the

Line: .......... Section: ..............
(CH......./Loc no.......) to (CH......./Loc no.......) Down/Up Line
25kV OHE, Booster Transformer* and Switching stations Works
It is hereby certified that:
i. The OHE in the above-mentioned section has been erected as per approved and
standard specifications and there are no infringements to the Schedule of
Dimensions (including the Rules applicable for 25 kV AC traction) except when
approval of competent authority has been obtained. The OHE has been
inspected and found to comply with the above requirements.
ii. The above Overhead Equipment have been jointly checked for completeness,
electrical clearances and tested for insulation and continuity, electrical
independence of different elementary sections as also bonding and earthing etc.
and found to be in order.
iii. The above Booster Transformer*, Feeder Lines* and Switching stations have
been jointly checked and tested for completeness, correct electrical connections
including cross-feeder connections, electrical clearances, insulation resistance,
earthing and bonding etc. and found to be in order. Test reports are separately
submitted.
iv. The work has been completed in accordance with the latest approved Generally
Power Supply diagram and sectioning diagrams etc. and complies in all respects
with the requirements of "Manual of AC Traction Maintenance and Operation" /
Standard specification and approved design/drawings/special instructions on the
subject and CEA (Measures relating to Safety & Electric Supply) Regulations,
2010.
v. All our staff have been withdrawn and warned that the line will be charged at 25
kV AC immediately. Clearance Certificates to the same effect have been obtained
from all the Contractors working on the above section. No work on the above
section will be taken up hereafter without obtaining a power block from an official
authorized by Dy. HOD (Traction/O&M).
vi. All safety precautions necessary have been taken in accordance with "Manual for
AC Traction Maintenance and Operation" / standard specification and approved

design/drawing. Sections mentioned above have also been adjusted, checked

and made ready for energisation. Solid earths have also been provided on
contiguous sections.
The overhead equipment*, switching stations* and booster transformer stations* referred
to above are now clear and fit for energisation and may be energized at 25 kV AC with
effect from................................
Dy. HOD (Traction/O&M) Dy. HOD (Traction/Project)
* - Strike out wherever not applicable
Place ........................
Date ..........................

Proforma 9-03
JOINT CERTIFICATE REGARDING BONDING AND EARTHING
i. Description of the section to be energized
DMRC Line: .......... Section: ..............

ii. Certified that bonding and earthing of the section have been carried out as per
the "Bonding & Earthing Code" and as per approved drawings.
Dy. HOD Dy. HOD Dy. HOD

(Signalling) (Traction/O&M)
(Traction/Project)
Place ........................
Date ..........................

Proforma 9-04
JOINT CERTIFICATE REGARDING SAFETY INSTRUCTIONS AND

PRECAUTIONARY
MEASURES
i. Description of the section to be energized

ii. Certified that requisite instructions in connection with working on tracks and areas
equipped with 25kV AC traction have been issued to all categories of staff of
various departments working on and required to work on the section.
Further, it is certified that all staff have been made fully conversant with the safety and
precautionary measures to be taken when working in the electrified areas.
HOD/Electrical (O&M) HOD/Civil

(O&M)
HOD/RS (O&M) HOD/S&T

(O&M)
Countersigned
Director (Operation)

Proforma 9-05
CERTIFICATE REGARDING SAFETY PRECAUTIONS

I do hereby certify that:-

i. Stations on the above electrified sections have been supplied with a copy of
General Rules for 25 kV AC electric traction.
ii. Station working rules for 25 kV AC electric traction has been issued and supplied
to all stations and cabins on the electrified sections.
iii. The staffs have been advised of the necessary safety procedures and
precautions as laid down in General Rules and Manual for AC Traction
Maintenance.
iv. All the sectional running and maintenance staff has also been duly instructed in
safety procedure and precautions for 25 kV AC electric traction.
v. The assurance of the station, running and maintenance staff regarding their
knowledge of safety procedures and special working rules has been obtained in
writing and a register maintained for the same.
Director (Operation)

Proforma 9-06
CLEARANCE CERTIFICATE FOR SIGNALLING WORKS
To
HOD (Traction/Project)

Signalling Works
It is hereby certified that:-
i. All signalling works have been carried out to make the installations suitable for
introduction of 25 kV AC traction.
ii. Signalling has been installed as per approved drawings and standard
specifications. Signalling has been installed as per approved drawings and
standard specifications under the relevant Rules applicable for opening of the
Metro Railways for Public Carriage of Passenger Rules, 2013; Metro Railways
General Rules, 2013, in-principle technical clearance given by Ministry of
Railways (Railway Board) for Signalling, Signal & Train Control Systems and
provision under 25 KV AC Traction Manual, Signal Engineering Manual and
Signal & Train Control Manuals for Delhi Metro.
iii. Signals have been erected without infringement to the „Schedule of Dimensions‟
except where approval of competent authority has been obtained. (Copy
attached)
iv. Necessary Rule books in connection with working in the section energized with
25 kV AC has been issued to the staff concerned. Specified tools suitable for
working in above 25KV single phase AC installation have been issued to the S&T
staff.
v. The signalling works mentioned above have been done according to the "Manual
of Instruction for Installation of S&T Equipment on 25 kV, 50 Hz AC Electrified
Sections".
vi. The undersigned has no objection to the energisation of the section mentioned
above on 25 kV AC with effect from.............
Dy. HOD (Signal/Project)

Proforma 9-07
CLEARANCE CERTIFICATE FOR TELECOM WORKS
To
HOD (Traction/Project)

Telecom Works
It is hereby certified that:-

i. Clearance has been obtained from the Department of Telecommunication,
Railway Electrification (DOT RE) unit that the overhead equipment, switching and
booster transformer stations on the above section may be energized at 25 kV AC.
(Copy of No objection Certificate from DOT RE unit is attached)
ii. All Telecom works have been completed in accordance with approved drawings
and instructions, and complies in all respects with requirements of "Manual for
AC Traction Maintenance and Operation" and special instructions.
iii. All our staff have been warned that the above section would be charged on 25 kV
AC immediately. No work on or within 2 m of the line OHE would be carried out
hereafter without obtaining a power block from an official authorized by Dy. HOD
(Traction/O&M).
iv. All safety precautions necessary have been taken, in accordance with "AC
Traction Manual".
The sections referred to above may now be energized on 25 kV AC with effect

from.............
Dy. HOD (Telecom/Project)

Place ........................
Date ..........................

Proforma 9-08
CLEARANCE BY CONTRACTOR FOR ENERGIZATION
To
Sub: Clearance Certificate by Contractor for Energisation of OHE, Switching

Stations and Booster Transformer stations with 25 kV AC in

FP at.....................
SP at.....................
SSP at..................
Dear Sir,
i. It is hereby certified that all our work on the above section has been completed.
ii. It is hereby certified that all our staff have been withdrawn and warned that the
above section would be energized on ................ and that no one may henceforth
carry out any work on the above section without obtaining a permit-to-work from
an official authorized by Dy. HOD (Traction/O&M).
iii. Adequate precautions will also be taken by our staff when working in areas
contiguous to the section electrified on ac 25 kV systems or on parallel lines.
iv. The dead overhead sections contiguous and adjacent to the electrified sections
have been and will be kept solidly earthed. The installations on the above section
are now ready and safe for Energisation. They may now be charged at 25 kV AC,
50 Hz, supply.
Date
Yours faithfully,
(Name)
For M/s.................
Contractor for OHE.

Proforma 9-09
CLEARANCE CERTIFICATE FOR RECEIVING SUBSTATION INCLUDING TRACTION

AND AUXILLARY MAIN SUBSTATION/AUXILIARY SUBSTATION*
Energisation of Receiving Substations/Auxiliary Sub Stations*
To
Sub: Receiving Substation Including Traction and Auxiliary Main Substation

(TSS and AMS) ASS Works
Details of the ………………………………………….. TSS/AMS/ASS* to be energized:
It is certified that:
i. The above RSS/TSS/AMS/ASS* have been jointly checked and tested for
completeness, correct electrical connections including cross-feeder connections,
electrical clearances, insulation resistance, earthing and bonding etc. and found
to be in order. Test reports are separately submitted.
ii. The works have been completed in accordance with approved drawings and
comply in all respects with the requirements as per the relevant Rules applicable
for 25 kV AC Traction System in opening of the Metro Railways for Public
Carriage of Passenger Rules, 2013; Metro Railways General Rules, 2013, in-
principle technical clearance given by Ministry of Railways (Railway Board) for
traction system & proviso under 25 kV AC Traction Manual for Delhi Metro/ the
Electricity Act, 2003 & its relevant Rules incl. procedures provided in Central
Electricity Authority (Measures relating to Safety & Electricity Supply) Regulation,
2010 and special instructions on the subject.
iii. All our staff have been withdrawn and warned that the TSS/AMS will be charged
at 220/132/66/33/25/0.415 kV* AC immediately. Clearance Certificate to the
same effect has been obtained from all the Contractors working on the above
section. No work on the above TSS/AMS will be taken up hereafter without
obtaining a power block from an official authorized by Dy. HOD (Traction/O&M)
iv. All other safety precautions necessary have been taken.
The ……TSS/AMS/ASS* referred to above are now clear and fit for energisation on
25/33 kV AC with effect from…………………
Dy. HOD (Traction/O&M) Dy. HOD (Traction/Project)
Place ........................
Date ..........................
* Strike out whichever not applicable.

Proforma 9-10
CLEARANCE BY CONTRACTOR FOR ENERGIZATION OF RSS/AMS/TSS/ASS
To
Sub: Clearance Certificate by Contractor for Energisation of Receiving

Substations (RSS) with Traction Substations (TSS) and Auxiliary Main
Substations (AMS)/Auxiliary Sub Stations (ASS)*
Dear Sir,
It is certified that all physical works have been completed on 220/132/66/33/ 25/0.415 *
kV TSS/ AMS/ASS at …... and that this TSS/ AMS/ASS* is fit to be charged on
220/132/66/ 33/ 25/0.415 kV AC, 50 Hz* with effect from................
All men, materials and temporary earths have been removed from the substation and
adjoining to OHE.
Place ........................
Date ..........................
Yours faithfully,
(Name)
For M/s .........................
Contractor for TSS/AMS
* Strike out whichever not applicable.

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DELHI METRO RAIL CORPORATION LTD

(A JOINT VENTURE OF GOVT. OF INDIA & GOVT. OF NCT OF DELHI)

AC Traction Manual Abbreviations

CFR Constant Flux Regulation

AC Traction Manual Abbreviations

FOB Foot Over Bridge

AC Traction Manual Abbreviations

LPM Litre Per Minute

AC Traction Manual Abbreviations

PABX Private Automatic Branch Exchange

AC Traction Manual Abbreviations

SER Signaling Equipment Room

AC Traction Manual Abbreviations

WTI Winding Temperature Indicator

AC Traction Manual Abbreviations

201-00 Supply System

AC Traction Manual Volume 2 Chapter 1 Page 1

POWER SUPPLY FOR TRACTION

201-00 Supply System

25 kV single phase 50 Hz power for the electric traction is generally obtained by

25 kV single-phase conventional systems, as adopted in DMRC, have been

AC Traction Manual Volume 2 Chapter 1 Page 2

AC Traction Manual Volume 2 Chapter 1 Page 3

201-01 Liaison with Power Supply Authorities

i. Important parameters needing a close watch are:

201-02 Terminology used in Traction Tariff

i. DERC/HERC/UPERC Contract Demand: Contract Demand means the

AC Traction Manual Volume 2 Chapter 1 Page 4

ii. DERC/HERC Maximum Demand: Maximum demand means the highest

vii. DERC/HERC/UPERC Demand Charges: Demand charges means the

201-03 Directions for Traction Officers in Traction Tariff

AC Traction Manual Volume 2 Chapter 1 Page 5

a. Maximum demand charge Rs/KVA/month: Billing demand in excess over

201-04 Metering and Billing

201-05 Scrutiny of Bills

i. If the minimum charges payable are consistently in excess of the amount

AC Traction Manual Volume 2 Chapter 1 Page 6

201-06 Power Factor Improvement

201-07 Shutdowns to be Pre-planned

In case of DMRC, there is redundancy in incoming HT power supply to RSS, Bays

AC Traction Manual Volume 2 Chapter 1 Page 7

Such shutdowns should be arranged in consultation with HOD (Electrical)/O&M who

201-08 Operating instructions for Grid Sub-stations, RSS

i. For carrying out switching operations at the sub-station.

201-08 Statistical Data Regarding Energy Consumption

In the office of Manager or Asst. Manager/Traction (O&M), a register should be

AC Traction Manual Volume 2 Chapter 1 Page 8

II GENERAL DESCRIPTION OF POWER SUPPLY SYSTEM

Part A Receiving Substation RSS (consisting of

Part B Gas Insulated Switchgears GIS used in TSS,

AC Traction Manual Volume 2 Chapter 2 Page 9

Part C Cables used in Power Supply Installations

III GUIDING NOTES ON MAINTENANCE

IV RECOMMENDED MAINTENANCE SCHEDULES

AC Traction Manual Volume 2 Chapter 2 Page 10

202-52 Auxiliary/Traction Transformers

AC Traction Manual Volume 2 Chapter 2 Page 11

SUBSTATIONS AND SWITCHING STATIONS

This Chapter is further divided into following 4 sections:

Section II General Description of Power Supply Systems

Section III Guiding Notes on Maintenance

Section IV Recommended Schedules of Maintenance

AC Traction Manual Volume 2 Chapter 2 Page 12