A Summer Training Presentation on

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


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


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

676 mm (5 ft 6 in) BROAD GUAGE 1. New Delhi 4 to 6 coaches 110 kilometers 1. 50 Hz AC through overhead catenary .COMPANY PROFILE : Delhi Metro Rail Corporation Ltd. Barakhamba Road. Sreedharan Metro Bhawan.435 mm (4 ft 81 2 in) STANDARD GUAGE 25 kV. Locale Transit type Number of lines Number of stations Daily ridership Chief executive Headquarters Train length System length Track guage Electrification New Delhi Rapid Transit 4 97 1 million E.

Anand Vihar)  Green Line (Inderlok .Central Secretariat)  Blue Line (Noida City Centre ² Dwarka Sector 9) (Yamuna Bank .Rithala)  Yellow Line (Jahangirpuri .75 to 80km/hr] ------------------------------------------------------------------------  Routes Under construction : Violet Line (Delhi Metro) Airport Express (Reliance)* (New Delhi Metro Station² IGI Airport) [* Speed Limit² 120km/hr] .ROUTES : Current Routes :  Red Line (Dilshad Garden .Mundka) [Speed Limit.


Central Secretriate to Malviya Nagar) ______________________________________________ ´ (2)Under VAC-I : Training in under construction metro station of Malviya Nagar Activity was to perform live testing of various feedback panels used in VAC purpose and overview of entire air conditioning and ventilation system and the components used for it.e. ______________________________________________ .TRAINING : 36 DAYS (12/05/2010 TO 18/06/2010) ´ (1) Under ED/Elect: Overview about utilization of Electrical Power and Emergency feedback in concourse and platform area of the DMRC section Line-6 (Blue Line i.

ELECTRICAL SCOPE Transformer ´ Main LT Switch Board ´ Power Factor Correction ´ D G System ´ UPS ´ .

LIGHTNING SYSTEM Undercroft ´ Platform ´ Ancillary Building ´ Tunnels ´ .

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

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

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

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

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

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

C ´ Normal .B ´ Semi Essential .D1 & D2 ´ .POWER SUPPLY CLASSIFICATION Emergency-A ´ Essential .

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

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

FACTORS EFFECTING VAC External Environment Conditions and Weather data ´ Sub Soil Temperature ´ Internal Design conditions in Underground Stations ´ .

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

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

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

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

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

platform Airhandling Unit .CONTINUE«.


moderate or cold conditions ´ Congested Mode Operation. hot conditions ´ Emergency Mode Operation ´ .MODES OF OPERATION IN TVS Normal Operation. Hot or cold conditions: ´ Congested Mode Operation. moderate conditions ´ Normal Operations.

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

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

I developed a vast knowledge on working of the VAC system. The best part of the training was the testing of the systems in under construction metro sites.CONCLUSION 5 During the training. This helped me to develop an understanding of the team work. coordination with everyone for working in the DMRC . 5 5 .

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