An

Industrial Training Report

On

EMBEDDED SYSTEM
At

MANSAROVER JAIPUR
Submitted in partial fulfilment of the requirements for the award of the degree of

Bachelor of Technology
in

Electrical Engineering

(Session 2024-25)

Submitted to Submitted by-

Dr. Gaurav Gain Yogesh Kumawat
Associate Professor, Electrical Engineering, PCE Reg. No.- PCE22EE017
 DEPARTMENT OF ELECTRICAL ENGINEERING
POORNIMA COLLEGE OF ENGINEERING, JAIPUR
RAJASTHAN TECHNICAL UNIVERSITY, KOTA
September, 2024
DECLARATION

I hereby declare that the work which is being presented in the Industrial Training report titled
“EMBEDDED SYSTEM” in partial fulfilment for the award of the Degree of Bachelor of
Technology in Electrical Engineering and submitted to the Department of Electrical
Engineering, Poornima College of Engineering, Jaipur, is an authentic record of my own
work carried out at
MANSAROVAR, JAIPUR, RAJASTHAN” during the session 2024-25(Odd semester). I
have not submitted the matter presented in this report anywhere for the award of any other
Degree.

Priyanshu Sharma
(PCE21EE015)
Place: Jaipur Date:
Enclosed: Training Certificate from Company

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 TRAINING CERTIFICATE

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 CERTIFICATE

This is to certify that Industrial Training report titled Traction/E&M has been submitted by
Priyanshu Sharma, registration number PCE21EE015 in partial fulfilment for the award of
the Degree of Bachelor of Technology in Electrical Engineering during the session 2024-25,
Odd Semester. The industrial training work is found satisfactory and approved for submission.

Dr. Vikas Kumar Sharma Dr. Gaurav Jain

Faculty Coordinator ITPS Professor and Head, Electrical Engineering, PCE

Date:
Place: Jaipur

SUPERVISOR’S CERTIFICATE
This is to certify that the above statement made by the candidate is correct to the best of my knowledge.
Dated:

Mr. Vineet Sharma Assistant Professor, Electrical Engineering, PCE

Place: Jaipur

ACKNOWLEDGEMENT

I would like to send my deep sense of appreciation to Dr. Gaurav Jain, Electrical
Engineering Department of the Poornima College of Engineering, for his extreme concern,

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attention, valuable leadership, guidance, and encouragement. I am also grateful to Dr. Mahesh
Bundele, Principal and Director of Poornima College of Engineering, for his support and
interest in completing this training in proper time.

I send my sincere thanks to all instructors who stretched out their participation to direct the
theme towards its effective finish. I am additionally appreciative to the non-training staff to the
office to help in the planning of training work.

My special heartfelt gratitude goes to Dr. Gaurav Jain, HOD, Electrical Department, Dr.
Vikas Kumar Sharma, Training Coordinator, Electrical Engineering Department,
Poornima College of Engineering, for unvarying support, guidance, and motivation during
the course of this research.

I would like to express my deep sense of gratitude towards management of Poornima College
of Engineering including Dr. S, M. Seth, Chairman Emeritus, Poornima Group, and
former Director NIH, Roorkee, Shri Shashikant Singhi, Chairman, Poornima Group, Mr.
M. K. M. Shah, Director Admin & Finance, Poornima Group and Ar. Rahul Singhi,
Director of Poornima Group for establishment of institute and providing facilities for my
studies.

Thank you to all faculty members of the department for their kind assistance, technical help, and
inspiration during the course.

I am very grateful for the blessings and inspiration of my parents and all other family members.
I want to thank God, who allowed me to finish my training on time.

.
Priyanshu Sharma
PCE21EE015

TABLE OF CONTENTS
CHAPTER PARTICULARS PAGE
NO. NO.
Title Page i

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 Declaration ii
Certificate of all trainings undergone iii
Certificate by the department iv
Acknowledgement v
Table of Contents vi
List of Figures xi
Abstract 1
1 Introduction 2
1.1 Goal of Jaipur Metro 2

1.2 Introduction of Jaipur Metro Rail Corporation 2

1.3 Salient Features of Phase 1 of Jaipur Metro 3

1.4 Benefits of using Metro System 3

1.5 Infrastructure of JMRC 4

1.6 Need of Electrical Power 4

2 Power Supply Installation 5
2.1 High Voltage RSS (Receiving Substation) 5

2.2 Equipments Used in Electrical Substation 6

2.2.1 Instrument Transformer 7

2.2.2 Bus Bar 8

2.2.3 Lightning Arrester 8

2.2.4 Circuit Breaker 9

2.2.5 Isolator 9

2.2.6 Relay 10

2.2.7 Batteries 10

2.2.8 Interrupter 11

2.2.9 Insulator 11

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 2.2.10 Neutral Grounding Resistor 12
2.3 Gas Insulated Substation (GIS) 13
2.3.1 GIS Specification 13
2.3.2 Transformer 14
2.3.3 Auxiliary Transformer Specification 15
2.3.4 Traction Transformer Specification 15
2.3.5 Auxiliary Main Substation 16
2.3.6 Traction Substation 16
2.3.7 Sub-station Transformer 16
2.4 Auxiliary Substation (ASS) 16
2.4.1 Introduction of Auxiliary Substation 16
2.4.2 ASS of Depot 17
2.4.3 Dry Type Transformer 18
2.4.4 Circuit Breaker 18

2.4.5 Remote Terminal Unit (RTU) 18

3 Overhead Equipment (OHE) 19
3.1 Introduction of Overhead Equipment (OHE) 19
3.2 Cantilever Rail Corridor Assembly 19
3.3 Above Roof Equipment or Overhead Equipment 20
3.4 Features of the Conductor 21
3.5 Subterranean (Underground) OHE 21
3.6 Length of Supporting Structures/Masts 21
3.7 Jumper 22
3.8 Stagger 22
3.9 Portal 22
3.10 Automatic Tension Device (ATD) 23
3.10.1 Pulley Type ATD 23
3.10.2 Gas Type ATD 23
3.11 Switching Stations 24
3.12 Interrupter 24

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 3.13 Insulator 24

3.14 Discharge Rod 25

3.15 Post of Supply Control 25
26
3.16 Isolator
4 SCADA And RTU (Remote Terminal Unit) 27
4.1 Control & Observation of Facilities 27
4.2 SCADA (Supervisory Control & Data Acquisition) 27
4.2.1 Introduction 27
4.2.2 Functions of SCADA 28
4.2.3 Advantages of SCADA 28
4.2.4 SCADA for Process Management 29
4.2.5 Applications of SCADA 29
4.3 Remote Terminal Unit (RTU) 30
4.3.1 Introduction 30
4.3.2 Hardware of RTU 31
4.3.3 Communication Ports for RTU 31
4.3.4 Remote SCADA 31
5 Lift & Escalator 32
5.1 Introduction of Lift 32
5.2 Components Used in Lifts 32
5.2.1 Sheave 33
5.2.2 Motor 33
5.2.3 Release of Emergency Brakes 34
5.2.4 Brake 34
5.2.5 Buffer 34
5.2.6 Rope Guard 35
5.2.7 Counterweight 35
5.2.8 SMPS 36
5.2.9 Rescue Box 36
5.3 Specifications in Lift 36

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 5.4 Rescue 37
37
5.4.1 Rescue through shaft door opening

5.4.2 Rescue using the brake lever 37

5.4.3 Rescue by Means of Power Mode 38
5.4.4 Rescue using ARD Mode 38
5.5 Fire Man Switch (FMS) 38
5.6 Elevator Safeties 39
5.7 Introduction of Escalator 40
5.8 Components of Escalator 41
5.8.1 Handrail Shaft 41
5.8.2 Main Driving Shaft 41
5.8.3 Step Chain Contacts 42
5.8.4 Comb Plate Contacts 42
5.8.5 Emergency Stop Button 43
5.8.6 Safety Brake 43
5.8.7 Motor Brake System 44

5.9 Specifications of Escalators 45

5.10 Modes of Operation 45

5.11 Operation of Rescue 45

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 6 Electrical And Mechanical Systems 46
6.1 Ventilation & Air Conditioning (VAC) System for 46
Jaipur Metro Underground System 46
6.1.1 Introduction of VAC System 46
6.1.2 Requirement of Ventilation & Air Conditioning 47
6.1.3 Underground Station’s Internal Design 47
6.1.4 VAC System Design 47
6.1.5 Ancillary Space Ventilation & HVAC Systems 48
6.1.6 Station Smoke Management System 49
6.1.7 Components of VAC Systems 49
6.1.8 VAC System Space Requirements 49
6.2 Tunnel Ventilation System 49
6.2.1 Introduction 50
6.2.2 Concepts of Design for TVS
6.2.3 Tunnel Ventilation Fan (TVF) 51
6.3 Fire Detection and Suppression Systems 51
6.3.1 Fire Detection System 52
6.3.2 Fire Suppression System 52
6.4 Fire Alarm Systems 53
6.4.1 Manual Call Point (MCP) 53
6.4.2 Hooter 53
7 Conclusion 54
7.1 Conclusion of Jaipur Metro 54

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 LIST OF FIGURES

FIGURE TITLE PAGE

NO. NO.

2.1 132KV Kiran Path Receiving Substation 6

2.2 Current Transformer 7
2.3 Potential Transformer 7
2.4 Bus Bar 8
2.5 Lightning Arrester 8
2.6 Circuit Breaker 9
2.7 Isolator 9
2.8 Relay 10
2.9 Batteries 10
2.10 Interrupter 11
2.11 Insulator 11
2.12 Neutral Grounding Resistor 12
2.13 132KV GIS, Kiran Path 13
2.14 Transformer 14
2.15 Components of Auxiliary Substation 17
3.1 Catenary Arrangement of Overhead Equipment 20

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 3.2 Diagram Showing Stagger 22
3.3 Pulley Type Automatic Tension Device 23
3.4 Discharge Rod 25
3.5 Isolator in Overhead Equipment Catenary System 26
4.1 SCADA 28
4.2 Remote Terminal Unit 30
5.1 Image of Lift 32
5.2 Sheave 33
5.3 Motor 33
5.4 Buffer 34

5.5 Rope Guard 35

5.6 Counterweight 35
5.7 Fire Man Switch (FMS) 39
5.8 Image of Escalator 40
5.9 Handrail Shaft 41
5.10 Main Driving Shaft 41
5.11 Step Chain Contacts 42
5.12 Comb Plate Contacts 42
5.13 Emergency Stop Button 43
5.14 Safety Brake 43
5.15 Flywheel Based Motor Brake System 44
6.1 Station Smoke Management System 48
6.2 Tunnel Ventilation System 50
6.3 Fire Extinguisher 52
6.4 Manual Call Point 53

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 ABSTRACT
Jaipur sometimes known as the “symphony in pink,” is a place of extremes, combining rich
artistic and cultural traditions with spectacular natural beauty. Even though the city has
developed into a bustling commercial hub and modern metropolis, it still welcomes tourists &
meet their needs for all types of travel, including historical, cultural, adventurous, sporting, etc.
As per the Indian Census of 2011, Jaipur’s total urban population was 34,71,847. The number
of registered private and government buses which are the primary form of public
transportation, continues to rise in tandem with population growth, according to statistics from
the Transport Department for year 2007 to 2017. A thorough analysis of transportation needs
indicates that a public mass transit system is necessary. To solve this problem, Jaipur Metro
was started, so that it can provide a comfortable transport facility for the people.
In my internship training of Jaipur Metro, I learned about the installation from where the
supply of 33KV & 25KV are coming for the auxiliary requirement of electrical appliances and
for traction of metro in respective manner. In PSI (Power system Installation), I came to know
about Traction Transformer, Auxiliary Transformer, relays, circuit breakers, isolators, batteries,
meter panel, instrument transformers and GIS (Gas Insulated Substation). During my training
in OHE (Overhead Equipment), I came to know that how 25KV of power supply is provided
for the traction of metro train & how the components used in the catenary system plays an
important role in OHE. IN the training of electrical & mechanical systems I was taught about
ECS (Environmental Control System), fire detection, alarm & suppression systems and TVS
(Tunnel Ventilation System). In addition to this, construction and working of lift, escalator was
also taught to me, in which I saw the components that are used in lifts & escalators. In the
training, basics of SCADA are taught to me in which the information regarding RTU (Remote
Terminal Unit) was also given. So, at the end, I would to express my gratitude to all the
trainers because without their help, I was not able to complete my training of internship.

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 CHAPTER 1
INTRODUCTION
Urban Development Minister laid the foundation of stone for the phase 1A of Jaipur Metro Rail
project. Prime Minister Manmohan Singh laid the foundation stone for phase 1B. Starting of
Phase 1B began on 13th November 2010 and on April 2015, it was completed. Once,
Commissioner of Metro Rail Safety ( CMRS) gave the safety clearance in May 2015, the
commercial service between Chandpole and Mansarovar was started by Jaipur Metro on June
2015. India’s sixth metro rail system after Delhi NCR, Mumbai, Kolkata, Bangalore, and
Gurgaon is Jaipur metro rail system. On 1st January 2010, the Jaipur Metro Rail Corporation
Limited was created with Nihal. Vasundhara Raje, the Chief Minister of Rajasthan opened the
first line of Jaipur metro to the public on 3rd June 2015.

1.1 Goal of Jaipur Metro

The first point regarding the goal of making Jaipur Metro is to provide Mass Rapid Transit
System (MRTS) in the city of Jaipur by way of metro rail network. Another point is about
making of Jaipur metro of world class standards regarding reliability, safety, punctuality, user
satisfaction and comfort. And the third point about the mission is that the metro should operate
on sound ethical standards.

1.2 Introduction of Jaipur Metro Rail Corporation

The consumption of fuel can be reduced by reducing the number of private vehicles like buses,
cars, scooters etc. and by doing this, operating cost of vehicles and the time for costumer’s
travelling can also be reduced. Two corridors were planned for the project of Jaipur metro
among which the first one is from Mansarovar to Badi Chaupar, which is east-west corridor
and other is the Bertoth Garrider route which is north-south corridor and it is from Ambabari to
Sitapura. The total length of east to west corridor is 12.067 kms and that of second corridor is
32.099 kms. Among the two corridors, the first one is taken as phase 1st of metro project for
Jaipur and the other one is considered as the phase 2nd. Jaipur Metro is among the fastest build
metro rail network system to operate on double storey elevated road and track. The “Jaipur
Metro Rail
Corporation Limited” was set up the Government of Rajasthan as a State Government’s wholly
owned company so that the implementation of Jaipur Metro can be useful. Also, the metro rail

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provides better facilities in the of influence by good accessibility and because of this, the
overall mobility in the field of transportation can be increased and, in this way, the image of the
transportation in the city can be improved. Metro also provides up-gradation and better
planning for influence areas.

1.3 Salient Features of Phase 1 of Jaipur Metro

The salient features of metro are as follows: -
1. The nominal gauge is 1435 mm in length and the distance between the tracks is five
feet.
2. Total length of the route of Jaipur metro from Mansarovar to Badi Chaupar is 12.067
km in which elevated route length is 9.278 km and the underground route length is
2.789 km.
3. There are eight elevated and three underground stations.
4. The designed and scheduled speeds of metro are 80 kmph and 32 kmph respectively.
5. Voltage which is required for the traction of metro is 25KV.
6. The modern rolling stock is 2.90 m wide and it is made of stainless. Seatings
arrangements in the metro are longitudinal.
7. There are four coaches in each train and their capacity is of 1034 passengers.
8. Total metro trains in this route are ten as well as all the coaches in the metro are air
conditioned.
9. Except for railway station, the length of each elevated station is 140 m and that of each
underground station is 232.6 m
10. Four levels of underground stations are employed in this phase of metro project which
are classified as ground level, concourse level, platform level and craft level.

1.4 Benefits of using Metro System

Benefits of using metro as a means of transport facility can be explained with the help of
following points: -
1. In comparison to road transport system, it requires 1/5th energy per passenger kilometer.
2. As the metro runs by taking electricity from overhead contact wires, so it does not
cause any pollution in the air of city.

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 3. For the propulsion of metro train, powerful three phase traction motors are used and
there is no engine unit due to which the noise in this means of transport is very less.
4. No space of road is occupied by the metro in case of underground route and for
elevated route, it occupies only about 2 meters of road space.
5. This transportation facility is more safe, comfortable, reliable and time saving in
comparison to road transportation.
6. Time of journey in the metro can be reduced from 50% to 75% which depends on the
conditions of the road path.

1.5 Infrastructure of JMRC

In the infrastructure of Jaipur Metro Rail Corporation, there are four main directorates which
are classified as Traction and EM department, Rolling Stock department, Signal & Telecom
department, and project. The corporation department of metro in jaipur is JMRC which is
developed recently. On 3rd June 2015, to provide a facility of train from Mansarovar to
Chandpole, JMRC was started. At Mansarovar, the depot of metro train is located. System of
traction for metro, electromechanical machines (lift, escalators & elevator) and supply of
current belong to the Traction & EM directorate. The work of maintenance and fitness testing
of metro (train) are performed by the Rolling Stock directorate. As the signals and the control
systems are necessary for controlling the operations of the metro in suitable manner as per the
requirement, so department of S & T directorate covers the task of controlling the signals and
systems. System of signaling and telecommunication belong to this department. And, all the
works regarding the structure is related to the department of Project Directorate. There are two
phases of Jaipur Metro in which one is Phase 1 and the second is Phase 2. Jaipur metro will run
from Mansarovar to Badi Chaupar through civil lines and Chandpole and at Mansarovar, the
depot of metro is located. Sitapura Industrial Area (in south) and Ambabari (in north) will be
connected by the second route of the metro of JMRC.

1.6 Need of Electrical Power

In the total annual working cost, electricity cost plays a significant role in maintenance and
operational changes in the systems of Metro and it constitutes 25 to 35% in it and due to this,
in the financial visibility of project, cost of electricity is an important element. To handle
20,035 passengers per direction in the hours of peak operations, a proposed section of the

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metro in Pune is designed, when the time for the running of metro will be at 3.5 intervals in
2031. Congestion can be caused at stations except the running of metro (trains) due to the
incidences of interruption in the electrical power which are caused due to the faults in the
power network.

CHAPTER 2 POWER SUPPLY

INSTALLATION
The electrical power supply which is required for the traction purpose is 25KV single phase
and to obtain this, at the RSS (Receiving Sub-station) of the Jaipur metro, 132 kilo-volts power
supply is stepped down to 1-phase 25 kilo-volts with the help of 132/25KV step-down
transformers. After this, OHE (Over Head Equipment) get 25kv power supply for traction
through cable feeders at the viaduct. Along with the traction power supply, it is also important
to power the auxiliary loads and these loads need 33 kilo-volts of supply for working. For this,
132/33kv transformers for used to step down 132kv power supply to 33 Kilo-volts supply,
which is received. Now, through this 33 kilo-volts supply is availed in direct manner and
through the ring main cable network of 33 Kilo-volts, this supply is distributed along the
alignments. Along with viaduct tunnel walls, these cables are laid in the dedicated ducts.
Electric power supply is fed to jaipur metro electric network from the two receiving sub-
stations (RSS), so that if one of them fails due to the failure of power or fault, then needs of
electric power supply can be fulfilled and at least, the services of the train can be maintained.
Now if total failure of the power on grid occurs, then all metro trains may come in the
condition of halt but in this situation also, it is essential to provide the power of electricity for
the lights of stations as well as for other services which are important, so to solve this issue,
stand-by DG (Diesel Generator) Sets are used.

2.1 High Voltage RSS (Receiving Sub-station)

From Rajasthan Rajya Vidyut Prasaran Nigam Limited (RVPNL) grid sub-stations, cables of
132 kilo-volts are laid via public pathways to the receiving sub-station of metro authority. Two
nos. (in which one is stand-by) are provided in the RSS at Mansarovar Depot and near Sindhi
for East-West corridor of Jaipur Metro, among which the first one is 132/33KV, 30MVA
3phase transformer is used to provide power supply to the auxiliary loads and other one is
132/25 Kilo-volt, 15MVA 1-phase transformer, which is used to provide electric power for the

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traction of metro train. If any kind of failure occurs in two Receiving Substations of any one
corridor, then to fulfil the energy requirements of Sindhi Camp, an interconnection is provided
at the levels of 25 kilovolts and 33 kilo-volts of electric power. During the time of detail
designing, transformer’s capacity is reviewed by taking into consideration, the distribution, or
requirements of the loads of both the corridors. Land required by 132 kilo-volt conventional
outdoor type switchgear which is proposed for the RSS is 8000 square meter land plot because
there may not be any constraint of land availability in the areas of depot. Now, for the
receiving substation which is located near the metro station of Sindhi Camp, to prevent the
problem of land acquisition, a Gas Insulated Substation (GIS) is planned as the requirement of
land space by GIS is much less than the normal Sub-stations. In Traction Substation (TSS),
220/132/110KV lines get terminated and after which, they are connected to a step-down
transformer which step down the above voltages to 25 kilo-volt electric power, so that it can be
given for traction. Whereas in Auxiliary substations, 220/132/110 KV supply is transformed to
33kv with the help of step-down transformer, after which, the supply at this voltage is
transformed in which it is again stepped down by transformer to generally 415 volts, so that it
can be utilized by the auxiliary loads.

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 Figure No. 2.1 132 KV Kiran Path Receiving Substation

2.2 Equipments Used in Electrical Substation

The equipments which are used in a substation are power transformer, circuit breaker, lightning
arrester, current transformer, potential transformers, batteries, control panel, relay, bus-bars,
isolator, insulators, wave trap etc. These components are explained in the detail in the
following manner.

2.2.1 Instrument Transformer

A standard instrument can measure a safe and practical value that can be reached by reducing
high voltages and currents to an instrument transformer. Typically, the instrument transformer
range is 110 volts for voltage and 1A or 5A for current. By delivering current and voltage
through a current and potential transformer, it can also be used to activate an AC type
protective relay. There are two types of instrument transformers used in the substation among
them, one is current transformer and other is voltage transformer.

Figure No. 2.2 Current Transformer

A device that converts current from greater value to a lower value is called a current
transformer. To prevent the meter or instrument coil from conveniently having insufficient
current carrying capability, it is employed in parallel with AC instruments, meters, or control
devices.

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 Figure No. 2.3 Potential Transformer

An instrument transformer for converting voltage from a higher value to a lower value is
known as a voltage transformer. It is mainly classified as potential transformer and capacitive
voltage transformer.

2.2.2 Bus Bar

Figure No. 2.4 Bus Bar

In a power substation of electricity, it is among the most crucial equipments. There are
numerous connections to be made to this kind of conductor, which carries an electric current. A
bus bar is a kind of electric connection, to put it simply, where electrical current enters and
exits. To prevent harm to the installation from heating-related issues, all circuit equipment
linked to that section must be tripped out when a problem in the bus bar arises. It will provide a
total isolation in as less time as feasible.

2.2.3 Lightning Arrester

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 Figure No. 2.5 Lightning Arrester

The initial component of the electrical substation is the lightning arrester. It restricts the length
and amplitude of the flow of current in addition to shielding the substation equipment from
brief high voltage. The lightning arrester is attached in parallel to the substation’s protected
equipment between line and earth. By directing the surge current to the earth, lightning arrester
prevents damage to the system’s conductor and insulation. There are various kinds of lightning
arresters, and they are categorized as per the requirements.

2.2.4 Circuit Breaker

Figure No. 2.6 Circuit Breaker

A sort of electrical switch which is called circuit breaker is used to open or close electrical
circuits when system failure arises. It is made up of two movable contacts that are often closed.
When a systemic fault arises, the relay transmits a tripping signal to the circuit breaker so that
it can open its contact to separate the faulty part from the healthier portion of substation. 2.2.5
Isolator

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 Figure No. 2.7 Isolator

This sort of switch is only used to isolate a circuit in which the current has only been
momentarily stopped. When there is no load, the isolator-also known as unconnected switches-
operates. They have no arc-quenching mechanisms installed. They lack a stated capacity for
either producing or breaking current. It can be operated manually only.

2.2.6 Relay

Figure No. 2.8 Relay

The relay is a sensing device that first detects the defect, then locates it, and lastly instructs the
circuit to trip. It shields the power system component against anomalous circumstances like
malfunctions. Following instruction from the relay, the circuit breaker disconnects the
malfunctioning part. Relays guard against damage to the equipment and consequent risks like
as fire.

2.2.7 Batteries

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 Figure No. 2.9 Batteries

Station batteries power the automatic control circuits, emergency lightning circuits, protective
relay system, and operation of electric power plants and large capacity substations. Station
batteries are made up of a specific number of accumulator cells based on the DC circuit’s
operating voltage. Two types of storage batteries are lead acid and acid alkaline. Most of the
lead acid batteries are found in power plants and substations due to their high voltage and
extremely low voltage. Nickel Cadmium is used to make batteries for substations in general
manner.
Number of cells used in it are 152*(2) and the rated voltage is 182 volts.
2.2.8 Interrupter

Figure No. 2.10 Interrupter

It is a single-phase vaccum SF6 / air circuit breaker which is used as a load switch to shut off
the circuit when something goes wrong, but it does not open. It can be manually operated on
site or remotely.

2.2.9 Insulator

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 Figure No. 2.11 Insulator

It is used to repair and insulate the bus bar systems in generating stations and substations. They
can be further separated into bushing type and post type. Cast iron has a porcelain body. Bus
bar clamps are used to bolt it directly to the busbars. A bushing or through insulator is made
comprised of an upper and lower porcelain shell body.

2.2.10 Neutral Grounding Resistor

Figure No. 2.12 Neutral Grounding Resistor

By placing a resistor between the system neutral and ground, neutral grounding resistors, or
NGRS, are used to ground power systems. By doing this, the potential ground fault current is

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reduced to a fixed amount. A Neutral Grounding Resistor system that is well designed has
advantages over both ungrounded and firmly grounded systems. If NGR is grounded, then it
prevents transient over voltages and permits ground fault current to flow, enabling
measurement and detection of the fault. Furthermore, the very large and damaging ground fault
currents of solidly grounded systems are absent since the system is grounded via an NGR.
The purposes of using neutral grounding resistor are: -
1. NGR’s primary goal is to limit the fault current. It functions merely as a regulator of
fault current. The resistance is constantly in opposition to the electron flow, or current.
The conductor may sustain damage in the event of a high fault current flowing from the
winding since protection relays must have the least amount of time to isolate the power
supply.
2. It checks the fault current passing via the neutral grounding transformers.
3. It provides the protection against the sudden over voltages.
4. Lessen the risk of arc faults resulting from phase-to-ground faults.
5. NGR could keep operating with a ground fault.
2.3 Gas Insulated Substations (GIS)

Figure No. 2.13 132KV GIS, Kiran Path

A gas insulated substation (GIS) is a type of high voltage substation where the insulating
medium is sulfur hexafluoride gas and the main structures are enclosed in a sealed
environment. The development of technology to create substations that were as compact as

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feasible was a major necessity in Japan, where GIS technology first emerged. Phase to phase
and phase to ground clearance requirements for all equipment are substantially less than those
in air insulated substation. Gas insulated substations not only require less space, but they also
provide additional benefits.
A GIS is less susceptible to disruptions because the substation is housed inside a structure. The
benefits of gas insulated technology increase with voltage. The massive footprint of a standard
765KV substation can be significantly reduced. Installations using GIS technology are possible
in locations where aesthetic appeal or real estate costs are important factors. Although, it is
typically impractical to put an air insulated substation indoors, a gas insulated substation may
be installed within buildings with ease.

2.3.1 GIS Specification

Manufacturer Alstom T& D India Ltd.
Rated (Max. operating) voltage 145KV
System voltage 132KV
Rated Normal Current
1. Line Bay 1250A 2000A
2. Bus Bar 1250A
3. Transformer Bay 2000A
4. Bus Coupler
Rated Frequency 50Hz
Insulating Medium 1 SF6
Conductor Material Aluminium 1
Alarm 5.8 bar
Trip 5.3 bar
Rated Gas Pressure 6.3 bar
The above table shows the specifications of Gas Insulated Substation.

2.3.2 Transformer

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 Figure No. 2.14 Transformer

A static electrical device called a transformer is used to transform electrical energy between
two or more circuits. One transformer coil’s fluctuating current causes a fluctuating magnetic
flux, which in turn causes a second coil coiled around the same core to experience a fluctuating
electromotive force. Without a metallic link between the two circuits, electrical energy can
flow between the two coils. In 1831, the discovery of Faraday’s law of induction explained
how changes in the magnetic flux surrounding a coil can create a voltage effect. Transformers
are used to change the alternating voltage in an electric power system. Two types of
transformers are used in RSS among them one is Traction Transformer and the other is
Auxiliary Transformer.

2.3.3 Auxiliary Transformer Specification

Manufacturer Kanohar Electricals Ltd.
Rated Frequency 50Hz
Type YNynO
Cooling Mode Oil Natural Air Natural
Rated Secondary Power 30MVA
Primary Rated Operating Voltage 132KV
Primary Rated Insulation Voltage 145KV
Secondary Rated Operating Voltage 33KV
(under no load)
Secondary Rated Insulation Voltage 36KV
Insulation Class A
Oil Quantity 16750 litres (approx.)

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 Normal Current
i) At Low Voltage ii) 524.86A 131.22A
At High Voltage

Phase Three
Tappings +10% to -15% in steps of 1.6666%
Copper loss at 100% Secondary Load 105.5KW (approx.)
The specifications of auxiliary transformer are shown in the above table.

Pressure release valve (PRV), oil surge relay, winding temperature indicator, Buchholz relay
and oil temperature indicator are the devices which are used to protect auxiliary transformer.

2.3.4 Traction Transformer Specification

Manufacturer ABB Ltd. India
Rated Secondary Power 21.6 MVA
Rated Frequency 50Hz
Type Outdoor
Cooling Mode Oil Natural Air Natural
Primary Rated Operation Voltage 132KV
Secondary Rated Operation Voltage 27.5KV
(under load)
Primary Rated Insulation Voltage 145KV
Oil Quantity 41200 litres (approx.)
Phases Two (RY)/(RB)
Copper losses at 100% Secondary 73.5KW
Load
Insulation Class A
The specifications of traction transformer are shown in the above table.

2.3.5 Auxiliary Main Substation

There are nine outgoing feeders, such as Depot Feeder Circuit (DFCB), and two incoming
feeders, AT-1 & AT-2. 1 & 2: Rail Corridor Circuit Breaker (RCCB) to Mansarovar Depot 1 &
2 – Lightning Future Circuit Breaker (LFCB) to Mansarovar Station Auxiliary Transformer

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circuit breaker (LVATCB), spare, low voltage. 1 and 2: Lightning Bridge Coupling circuit
breaker (LBCCB) for Receiving Substation (RSS) supply.

2.3.6 Traction Substation

Traction Substations are the electrical substations that transform electricity from the form
supplied by the electrical power industry for public utility service into the proper voltage,
current type, and frequency to supply traction current to trolley-buses, streetcars, and railroads.
There are five outgoing feeders, including Depot Feeder, Badi Chaupar UP, Badi Chaupar
DOWN, Mansarovar UP, and two entering feeders, TT-1 & TT-2.

2.3.7 Sub-station Transformer

Two substation transformers are used in RSS and in the specifications, the manufacturer is
Electro-Mechanics India Pvt. Ltd. and the type used in this is dry type cast iron. Power rating
on which substation transformer works is 200 KVA & the vector group is Dyn11. The working
of substation transformer is at 50Hz & the type of cooling used is air natural. The rated voltage
on high voltage side and low voltage side are 33KV and 415V respectively.

2.4 Auxiliary Substation (ASS)

2.4.1 Introduction of Auxiliary Substation

Through a 33KV/415V distribution transformer and 415-volt protection, auxiliary substations

(ASS) are responsible for ensuring that power is transformed from 33 KV to 415-volt. They are
found in every passenger terminal. ASSs are supplied by two cables that are in cutoff mode
from the AMS to achieve the desired reliability for the rail corridor. These cables are mostly
made up of a 33 KV switchgear with transformer protection and 33 kilo-volt cable cut-off
capability. There is one Low Voltage Switch Board (LVSB) for general protection and 415
volts power transformers with two 33000V/415V power transformer which are marked as T1
and T2. Two cables, sized according to the load, will feed the building’s Main Distribution
Board (MDB) from this auxiliary sub-station. The ASS’s specified battery and battery
capacities must be sufficient to meet the D.C. power supply requirement.

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 Figure No. 2.15 Components of Auxiliary Substation

2.4.2 ASS of Depot

With some exceptions, Depot ASS and Station ASS are similar in certain ways: ASS receives
two feeders from RSS via DFCBs, namely DFCB1 and DFCB2. They are 3C*150 sq. mm and
occur through three copper wires for R-Y-B phase. Since both MVCBs provide protection, no
interrupter is used. There is extra protection for the feeder. Rating of transformer is 2.5MVA
and battery nominal voltage is 204 volts. Bus couplers and bus risers are also utilized. The
variety of panels used in auxiliary substation are for 1 PDMVCB (Property Development
Medium Voltage Circuit Breaker), two incomers (IT 11 & IT 12), two transformers (MVCB1 &
MVCB2), two outgoing (towards New Atish Market) and two future extensions (IT 13 & IT
23).

2.4.3 Dry Type Transformer

Dry type transformers provide a long lifespan of dependable, trouble-free operation and require
little maintenance. Under normal operating conditions, a dry type transformer is a totally static
solid-state device with no moving parts, which often ensures a long and trouble-free life. Dry
type units only use high temperature insulation techniques that are by the CSA and UL as safe
& environmentally safe, in contrast to liquid fill transformers, which use oil or fire-resistant
liquid dielectric to cool down. Dry type transformers offer a dependable and secure power
source which eliminates the need for poisonous gas venting, catch basins, or vaults that are
resistant to fire. These transformers can be installed within buildings near to the load. These

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crucial safety considerations, which enhance system control overall and lower the expense of
secondary line losses.

2.4.4 Circuit Breaker

The purpose of vaccum circuit breakers is to safeguard medium and high voltage circuits
against hazardous electrical conditions. They interrupt the circuit, preventing energy from
passing through it. Two electrical contacts-one fixed and the other movable-are encased in a
vaccum in a VCB. The movable contact moves away from the fixed contact to stop current
when the circuit breaker detects a risky scenario. This keeps the circuit open since the current
in the vaccum between the contacts is muted.

2.4.5 Remote Terminal Unit (RTU)

An RTU sends data to a SCADA Master Station while keeping an eye on the field’s digital and
analog characteristics. To create connections protocols, connect data input streams to data
output streams, and troubleshoot installation issues in the field, it runs setup software. Remote
Terminal Unit can be made up of one intricate circuit card with all the parts required to
perform a certain function, or it can be made up of multiple circuit cards containing a CPU or
other processing unit, a communications interface, or interfaces, and one or more of the
following components: Digital (status) input (DI), analog input (AI), digital (or control relay)
output (DO/CO), or analog output card (AO). It could even be a small process control unit that
performs some BASIC operations in addition to PID, alarming, filtering, trending, and other
functions with the help of a small database. RTU’s must be able to work in harsh environments
so that it can provide effective communication of remote devices to the central station without
any problem.

CHAPTER 3 OVERHEAD
EQUIPMENT (OHE)
3.1 Introduction of Overhead Equipment (OHE)
Overhead conductors are the electrical conductors that are above the track, together with any
related fittings, insulators, and other attachments that help to hang and hold them in place.
There are two varieties of it: 1) ROCS (Rigid overhead catenary system, which is utilized in
metro corridors and underground stations) & 2) FOCS (the rail corridor’s flexible overhead

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catenary system). Based on wire, OHE is categorized as follows: Trackway OHE (single wire
system, meaning it only has 150 sq. mm of grooved hard drawn copper wire), Traditional OHE
or two wire setup Regulated OHE (These OHES are equipped with a mechanism that keeps the
OHE conductor’s tension constant in all environmental circumstances) and Unregulated OHE
in which there is no correction for temperature changes because the conductors are terminated
on both ends.

3.2 Cantilever Rail Corridor Assembly

The overhead catenary system is supported and maintained in place by an insulated, swiveling
structural element, which is made up of various sized steel tubes and allows the pantograph to
gather electricity at any speed. The following structural components make up this system: Stay
Arm: - It is made up of GI hollow tube with a seamless construction, a diameter of 38 mm,
thickness of 4 mm, and an adjuster at the end to hold the bracket tube in place. An insulator
called a stay arm separates it from the mast.
Steady Arm: - An aluminium alloy portion of the BFB (Depot line) that registers the contact
wire to the necessary stagger.
Register Arm: - Using a steady arm, this 38 mm diameter tube registers the contact wire in the
proper location.
Bracket Tube: - It is made of seamless GI hollow tube with a diameter of 49 mm and a
thickness of 4.5 mm, or it is made of seamless GI hollow tube with a diameter of 38 mm
(standard), and it is insulated with bracket insulator.
Special Steady Arm: - On mainline, a 36 mm diameter, special bent type aluminium alloy
stabilizing arm with a hot dip galvanized rod is utilized.

With the help of these components, cantilever rail corridor assembly is formed.

3.3 Above-Roof Equipment or Overhead Equipment

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 Figure No. 3.1 Catenary Arrangement of Overhead Equipment

The following are the components of the overhead apparatus above the tracks:
Contact Wire: - It is 13.8 mm in diameter and has cross section of 150 sq. mm It is hard drawn,
grooved, cast, and flattened type of copper. Droppers are used to suspend contact wire from the
catenary wire. The standard contact wire height for regulated OHE is 5.00 m above rail level.
The height may be as low as 4.38 m in some circumstances, such as beneath over-line
constructions.
Catenary Wire: - It has 19 strands of bare copper cadmium alloy wire, each with a diameter of
2.1sq. mm and a total cross section of around 65 mm. Catenary wire has an overall diameter of
10.5 mm and a tension of 1200 Kg, which is used to lessen contact wire sag.
OPC: - Overhead protection cable is what OPC stands for. With a 93.5 sq. mm cross section,
overhead protection cable, or OPC, provides surge and lightning protection. Also, it provides
400 Kg-f of tension.
Dropper Wire: - Tin bronze multistrands with a 0.5 mm diameter for each, a 5mm overall
diameter, and a 12 sq. mm cross section are used to suspend the contact wire from the catenary
wire. The ends of the strands are fitted with crimped catenary/contact clips. Distance of 1.25
meters separates the first dropper from the support.
Return Conductor: - It has 19 strands of conductor, and the area of cross section is 233 sq. mm.
The tension applied on it is 500 Kg-f at 35 degrees Celsius & the length of tapping is 9 meters.

RC wire taps into the BT secondary winding to carry a current equal to the OHE and
counteract the induced induction effect in OHE.

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3.4 Features of the conductor
Specifications Contact Wire Messenger Wire
Number of Strands One 19
Material Hard Drawn Copper Cadmium Copper
Cross Sectional Area 150 sq. mm 64.48 sq. mm
Normal Tension 1200Kg 1200Kg
Diameter of each Strand 13.8 mm 2.1 mm
Weight 1.340Kg/m 0.5973Kg/m
Safety Factor 2.3 3
Breaking Load 3950Kg 3920Kg
Maximum Safe Working 1708Kg 1307Kg
The above table shows the features of the conductor.

3.5 Subterranean (Underground) OHE

The following are the underground OHE specifications:
1. It makes use of the rigid Overhead Catenary System, or ROCS.
2. It lacks a catenary wire and contact wire.
3. The solid rail is 4.3 meters above the track.
4. The solid aluminium rail is free of sag and requires no maintenance.
5. Dropper arms are also used.
The above points show the features of underground Overhead Equipment.

3.6 Length of Supporting Structures/Masts

The overhead lines of trains, trolley buses, metro, and trams are supported by catenary masts.
For the overhead lines to remain in place, the masts need to be strong enough to resist
significant tractive forces. When using the cantilever type bracket assembly to support the
OHE from masts or structures, the span typically ranges from a maximum of 30 m on straight
track to 27 m on curved track, depending on the degree of curvature. The cantilever-type arms
attached to the galvanized broad flange or I section steel masts or prefabricated steel structures
provide normal support for the catenary system on straight lines at maximum intervals of 54
meters. The centennial is supported at closer intervals on curves.

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3.7 Jumper
To create electrical continuity and establish an electrical connection between two conductors or
pieces of equipment, jumpers are an arrangement of conductors using multistrand copper wire
measuring 26 sq. mm, 75 sq. mm, and 164 sq. mm is utilized as jumper wire in this part.
Additionally, it serves as a link to keep power flowing at crossings, turnouts, and overlaps.
Jumpers are typically made of copper conductors. As a possible equalizer, it is also employed.
Types of jumpers which are used in the traction of metro are G & continuity jumper, F jumper
and C jumper.

3.8 Stagger

Figure No. 3.2 Diagram showing Stagger

The staggered contact wire allows the pantograph to glide over its current collecting strips,
sweeping up to 200 mm on either side of the center line for straight runs and 300 mm on one
side for curves. This guarantees that the pantograph’s existing collecting strips will wear
evenly.

3.9 Portal
When sufficient track centers are not available, they are utilized on various track sections. It is
made up of one manufactured boom with two end and one middle component, as well as two
artificial upright, which means that its single horizontal beam which crosses the railway is
supported by two vertical masts. Categories of portals: i) 450 mm N Type: used for clear spans
between 10 and 20 meters, ii) R-Type (600 mm): utilized for a maximum of eight tracks over a
span of 30 to 40 m. & iii) O Type (550 mm): Used for a max. of 6 tracks across a 20-30 m
span.

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3.10 Automatic Tension Device (ATD)
One of the essential parts of the railroad’s overhead contact lines is the auto-tensioning device
(ATD). It provides a mechanism for the automatic tensioning of the contact lines in addition to
acting as a termination. It is installed at both ends of the traction overhead line or OHE and it
makes possible to maintain a constant tension regardless of temperature variations in the OHE,
facilitating smooth current collection by pantographs. The issue of sag in the summer and hog
in the winter is resolved with ATD. Two types of ATD are used which are pulley type and gas
type.

3.10.1 Pulley Type ATD

Figure No. 3.3 Pulley Type Automatic Tension Device

This ATD uses bricks as weight to hold things in place. Pulley type rating: weighted (bricks
used as weight) and the number of pulleys utilized (5) amount of bricks / weight of bricks
(6*40-240 Kg) >. The counterweight shifts in both directions, & pulleys self-adjust based on
tension; some pulleys are fixed and some are movable.

3.10.2 Gas Type ATD

Cylindrical structures function like gas-filled pistons. The main line uses these structures. The
cylinders are often delivered fully retracted and empty. The ambient temperature affects the
charging pressure. Nitrogen is the gas used to charge the tensioner. In type of gas rating, the
moving component is cylinder & total stroke is of 900 mm with four leakage points in the gas
ATD. The range of temperatures is -40 to 190 degrees Celsius.

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3.11 Switching Stations
A switching station, sometimes referred to as a switchyard, is typically found next to or next to
a power plant. In this instance, the power plant’s generators provide the yard’s generator bus on
one side, while the transmission lines obtain their electricity from a feeder bus on the opposite
side. An SP or Sectioning & Paralleling post, is established at the neutral section. The other
(substation) segment may need to draw power from the neighboring substation in the event of
an emergency. Bridging is used for this and interrupts must be opened.

3.12 Interrupter
When there is a fault, a single phase vaccum SF6/Oil circuit breaker is employed as a load
switch to close the circuit but does not open. Its operation can be manual as well as automatic.
There are three types of interrupts which are classified as bridging, sectioning, and paralleling.
These types are explained below.
Sectioning Interrupter: - To ensure supply continuity, sectioning interrupter joins neighboring
sub-sectors. This is usually left in the closed position.
Paralleling Interrupter: - An interrupter that joins the overhead apparatus of two distinct tracks
is called paralleling interrupter. To minimize the voltage-drop, this is typically kept closed.
Bridging Interrupter: - In an emergency or when the other substation is not functioning
properly, an interrupter that is installed at the neutral section can be used to extend the feed
from one substation to the above equipment.

3.13 Insulator
An insulator is a substance that opposes the passage of electric current. The electrons in the
insulator’s atoms are firmly bonded and difficult to migrate. There is no such thing as a perfect
insulator since even insulators have a tiny number of mobile charges or charge carriers, that
can carry current. Additionally, when an adequate voltage is provided so that the electric field
tears electrons from atoms, all insulators became electrically conductive. This is referred to as
electrical breakdown. The characteristics that set an insulator apart is its resistivity, which is
higher in insulators than in semiconductors or conductors. In power system, the insulators
which are used have large size. The material consists of composite polymer (a synthetic
insulator) and porcelain. Type of insulators which are used for 25KV traction are classified as

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bracket tube, stay arm insulator, operating rod, sectioning insulator, post insulator, 9 ton and
polluted zone insulator.

3.14 Discharge Rod

Figure No. 3.4 Discharge Rod

Before performing maintenance on disconnected circuits, the WDL capacitor discharge rods
are used to eliminate electrostatic charge. The line still has a voltage of between 200 and 500
volts to discharge the contact wires or perform maintenance such as removing or opening the
isolator.
Thus, the discharge rod has two connections: one to the contact wire and the other to the rail.
The neutral section is classified as PTFE type, insulated overlap type, & section insulator type.

3.15 Post of Supply Control

It is broad word for an outside assembly of control equipment, including a remote-control unit
placed in a cubicle to regulate the power supply to overhead equipment, as well as interrupts,
isolators, potential transformers, and other components.
Sectioning and Paralleling Post: - This supply control post, which has paralleling and bridging
interrupts, is located halfway between two feeding post at the neutral section. It is also referred
to as between neutral section.

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Sub-sectioning Post: - This is a supply control post equipped with a sectioning interrupter. It is
located at Sindhi Camp and Mansarovar.
Sub-sectioning & Paralleling Post: - There are sectioning and paralleling interrupters available
at this supply control post. It is situated between Shyam Nagar & Vivek Vihar.

Feeding Post: - The incoming 25KV feeder cables from the substation are terminated at this
supply post and connected to the overhead equipment through interrupters. Two feeders
provide the supply & the rated voltage of BM at the feeding post is 27.5KV, 25KV in area.
Although the supply to the traction and feeding post are interlocked, they are distinct. The 10-
cable feed to the feeding post is 240 sq. mm. Depot feeding post & traction receive separate
supplies to prevent any negative effects on one another. The supply comes from the feeding
post separately for train movement and all other train related activities in the depot. The
feeding post has seven outgoing feeders which are IBL (Inspection Bay Line), Entry Line, Exit
Line, cover stabling line, cover & open stabling line, Test track and Pit wheel lathe.

3.16 Isolator

Figure No. 3.5 Isolator in Overhead Equipment Catenary System

When there is no load, an isolation switch (mechanical switch) can create or break an electrical
circuit. It has a limited duration that it can tolerate short circuit current. The single pole isolator
between contact distance is 50 cm. Two different kinds of isolators exist among which one is
motor operated and the other is self-operated. Motor operated isolators are classified as single
pole motor operated, double pole motor operated, single pole manually operated & double pole

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manually operated. It serves as a safeguard to make sure that an electric circuit is turned off for
repairs or maintenance. They are only meant for safety isolation and should not be used for
regular circuit control. Both manual and automatic operations are possible. Since they are
offloading devices, opening them should only occur after the interruption of current by some
other device.

CHAPTER 4 SCADA AND RTU

(REMOTE TERMINAL UNIT)
4.1 Control & Observation of Facilities
Station Control Room (SCR) is where station services and systems, including lighting,
pumping systems, lifts & escalators, ventilation to plants rooms, air conditioning, and more,
are controlled and monitored for underground stations. On the other hand, OCC is typically in
charge of operating & controlling the smoke management system and tunnel ventilation. These
systems must all can operate in manual, local, remote, and automated modes. These systems
and services will be watched by an Auxiliary Power Controller at OCC. The OCC will start the
command signals, which will then be transmitted to the appropriate equipment use. Whether
the command is carried out or not, SCADA receives the feedback signal. Typically, “Mode
Tables” for every system are used to carry out OCC control. According to the event, this table
specifies the order on which appropriate equipment must be used. Various components would
detect abnormal conditions like train congestion, an emergency, or a fire in the subway, and the
emergency reaction would be activated in accordance with the mode tables.
There must be a sophisticated SCADA system with intelligent remote terminal units (RTUs).
The SCADA system use optical fiber that has been provided for telecommunication as a
communication carrier. The proposed Digital Protection Control System (DPCS) provide data
processing, interlocking, intertripping, monitoring, and acquisition of data for the entire power
supply system, which consists of transformers, 254-volt A.C. switchgear, & related electrical
equipment. Fast acting numerical relays based on microprocessors and Programmable Logic
Controllers (PLCA) with appropriate SCADA system interfaces are used by OPCS.

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4.2 SCADA (Supervisory Control and Data Acquisition)
4.2.1 Introduction

SCADA stands for Supervisory Control & Data Acquisition. It is a control system architecture
that interfaces to the process plant or machinery using Programmable Logic Controllers and
other peripheral devices. A SCADA system is a collection of remote terminal units (RTUs)
which are connected through a communications system back to a master station for the purpose
of gathering field data. In addition to displaying the collected data, the master station gives the
operator the ability to control devices remotely.

Figure No. 4.1 SCADA

4.2.2 Functions of SCADA

Functions which are performed by SCADA are given as follows: -

1. Information Gathering
2. Information Showcase
3. Control by Supervisors
4. Processing of Alarms
5. Reports and Image Storage
6. Order of Event Recognition
7. Calculating Data
6. Unique Management / Processing
The above points show the functions of SCADA.

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4.2.3 Advantages of SCADA

The following roles can be used to address the significant advantages of an EMS: -
1. Ongoing process observation
2. Control in real time
3. Protection & Automation
4. Remote management & functioning
Above mentioned points tell us about the advantages of using SCADA.
4.2.4 SCADA for Process Management

Two categories of process-control systems are being considered which are SCADA and
Distributed Control Systems (DCS). DCS are often utilized in a restricted geographic area &
are employed for single-point processing. On the other hand, SCADA systems are frequently
spread geographically and are utilized for large scale, distributed management of critical
infrastructure systems. For instance, in a power utility, DCS might be utilized for power
generation & SCADA for power transmission and distribution. A supervisory control station
and several local or distant controller stations make up the fundamental SCADA architecture.

4.2.5 Applications of SCADA

SCADA is an application type rather than a particular technology. Supervisory Control & Data
Acquisition is any application which collects information about a system and uses it to control
it. A SCADA application consists of two parts among them the first one is that the system or
procedure that requires oversight and management & the second one is that a network of clever
gadgets which communicates with the primary system via control outputs & sensors. Certain
components of the first system can be measured and controlled by this network, which is the
SCADA system. This system can be implemented with a variety of technologies and protocols
and it can be used to control any machinery.
SCADA systems are commonly employed in the following domains for control: -
Water & Sewer: - SCADA is used by state and local water utilities to track and manage various
parameters such as pipe pressure, reservoir levels, and water flow.
Manufacturing: - SCADA systems oversee process and quality control, control industrial
automation & robotics, and manage component inventories for just in-time manufacturing.
Electric power generation, transmission, and distribution: - SCADA systems are used by

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electric utilities to monitor circuit breaker functionality, detect current flow & line voltage, and
bring portions of the power grid online or offline.
Mass transit: - SCADA is used by transit authorities to control the electricity supplied to trams,
subways etc.
Traffic signals: - Supervisory Control and Data Acquisition manages traffic signals, directs
traffic, and identifies out of order situations.
Buildings, facilities & surroundings: - SCADA is used by facility managers to regulate lights,
entrance systems, HVAC, and refrigeration equipment.

4.3 Remote Terminal Unit (RTU)

4.3.1 Introduction

Figure No. 4.2 Remote Terminal Unit

As implied by the title, an RTU, also known as a remote terminal unit, is a stand-alone data
acquisition and control unit that is typically microprocessor based & that monitors and operates
equipment at a remote location from the central station. Controlling and gathering of data from
remote process equipment and transferring it is its man responsibility. Additionally, a local
configuration feature through an RTU programming unit is available. Even while the RTU
normally communicates back to a central station, peer to peer communication is also feasible
with other RTUs. Also, the RTU can serve as a relay station to another RTU that might not be
reachable from the central station. Each remote site’s field analog and digital sensors have an

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interface that is provided by the RTU. The master station & the remote locations can
communicate with each other. There are several options for this communication system,
including cable, fiber optic, radio, phone line, microwave, and maybe even satellite. There are
error detection theories and process in place. The master station, or sub-master, collect data
from the different RTUs and typically offer an operator interface for controlling the remote
locations & displaying information. Sub-master sites collect data from distant sites and relay it
back to the control master station in large telemetry systems. Medium sized RTUs have 100
digital and 30 to 40 analog inputs, whereas small remote terminal units typically have less than
10 to 20 analog and digital signals.

4.3.2 Hardware of RTU

An RTU sends data to a SCADA Master Station while keeping an eye on the field’s digital and
analog characteristics. To create connection protocols, connect data input streams to data
output streams, and troubleshoot installation issues in the field, it runs setup software. A set of
inputs, outputs, memory, and communications make up the RTU hardware. These are further
divided into contributions. Inputs are classified as A. Digital inputs (DI); B. Counter inputs
(CI); C. Analog Inputs (AI); and the outputs are A. Digital Outputs (DO) and B. Analog
Outputs (AO). The memory is classified into two types among which, one is static memory and
the other is dynamic memory.

4.3.3 Communication Ports for RTU

Multiple independent master stations (SCADA system), maintenance, and configuration

terminals (Laptop PC) shall be supported for simultaneous communications using the RTUs.
The following communication ports must be present on the RTUs: -
1. Two RS232 ports are used for IEC60870-5-101 master station connection.
2. The local data monitoring system (LDMS) requires a minimum of two ports.
3. The RTU maintenance and configuration terminal uses one port.
4. The minimal required number of RS 485 ports needed to poll multi-functional
transducers.
5. Three Ethernet ports to connect to relays on IEC 61850 and Master Stations on IEC
60870-5-101.
These above points tell us about the communications ports required for RTU.

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4.3.4 Remote SCADA

The field intelligence provided by the SCADA RTU, a small rugged computer, enables
communication between the field instruments and the central SCADA master. It is an
independent data gathering & control device. Its duties include operating process equipment at
the distant location, gathering data from the apparatus, & returning data to the main SCADA
system. RTUs come in two basic varieties. The modular RTU, which has a separate CPU
module
and can have additional modules added, typically by hooking into a shared “backplane” and the
single board RTU, which is tiny & has all VO on a single board. If more cards are needed in
the future for communication, it will be able to expand the communication port count of RTU.

CHAPTER 5 LIFT &

ESCALATOR
5.1 Introduction of Lift

Figure No. 5.1 Image of Lift

A lift is a kind of vertical transportation device that effectively transfers cargo or persons
between building level. It consists of a traction machine in the head room that drives the car
and counterweight, which are suspended by steel ropes which go through the traction
machine’s sheaves. The principle of operation of electric elevators is comparable to that of the

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pulley system. A sturdy metal rope is attached to a metal box in an elevator. This metal rope in
the elevator’s engine room goes via a sheave. Like a wheel in a pulley system in this sheave, it
is employed to grasp the metal rope firmly. It is possible to use a motor to operate the confined
system. The electric motor powers the lift when it moves up, down, or pauses when the switch
is turned on.

5.2 Components Used in Lifts

The main components which are used in lifts are motor, sheave, brake, emergency brake
release, machine, buffer, counterweight, rope guard, SMPS, rescue etc. Along with these
systems, fireman switch and rescue systems are also provided in a lift.

5.2.1 Sheave

Figure No. 5.2 Sheave

The device in a traction system of elevator that keeps the belts or ropes in place is called a
sheave.
The elevator’s hoist ropes cross the sheave and move the cab with the help of the machine. As
a component of the pulley system, the sheave is a grooved wheel that is bearing mounted on
the sheave shaft. For the ropes to fit inside the grooves safely & provide the best possible
amount of traction, the sheave must be carefully built. Above the hoistway, the drive sheave is
installed. The sheave will start to show wear and tear after prolonged use. To ensure that the
sheave operates safely & effectively, regular inspections & maintenance are required. 5.2.2
Motor

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 Figure No. 5.3 Motor

High performance and high efficiency motor drives are commonly equipped with permanent
magnet synchronous motors (PMSM). Smooth operation across the motor’s speed range,
complete torque control at zero speed, & quick acceleration and deceleration are the hallmarks
of high-performance motor control. AC PMSM with class F insulated is provided in the lifts of
Jaipur metro. Vehicle intended to handle 180 starters per hour & 110% of the rated load.

5.2.3 Release of Emergency Brakes

In the event of an emergency, a manual brake release mechanism that may be used from
outside the lift shift is included. The maintenance access panel (MAP) has a brake release
device. Guard on a rope to stop the ropes from slipping out of the groove & to stop foreign
objects from falling into the groove, rope guards are supplied. Additionally, this offers
protection for maintenance. When overspeed is detected, a mechanical safety device beneath
the elevator cab wedges itself onto the rail, activating the emergency brake. An elevator cab’s
brake activates & safely if it starts to move too swiftly up or down the hoistway.

5.2.4 Brake

One of the essential components of the elevator is the brakes which consists of brake arms &
brake coil. The spring applies the brake, which releases electrically. The brake can stop a full
loaded car and is intended to hold a vehicle at 125% of its rated weight. When the elevator
brake is electrified, it produces a two-way electromagnetic thrust, separating the brake
mechanism from the motor’s rotational portion. The electromagnetic force vanishes when the
electricity is switched off. The friction type brake of electric loss brake is created by the
applied brake spring pressure.

5.2.5 Buffer

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 Figure No. 5.4 Buffer

It functions as the last emergency safety measure when the car overshoots the terminal floors
and lessens the possible impact if the CAR or CWT overtravels. Usually, the buffer is found at
the bottom of the elevator shaft.

5.2.6 Rope Guard

Figure No. 5.5 Rope Guard

To stop foreign objects from falling into the groove and to stop the ropes from slipping out of
it, rope guards are installed. Additionally, it offers maintenance protection.

5.2.7 Counterweight

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 Figure No. 5.6 Counterweight

A counterweight is an additional weight that balances the elevator system & facilitates cab
rising & lowering, hence lowering the lifting machine’s effort requirements. Whether a traction
has a machine room or not, counterweights are necessary for it to operate (MRL). The car’s
weight is resisted. When in motion, the car is balanced using CWT, whether there are
passengers inside. The traction sheave experiences friction as a result. Weight of
Counterweight = weight of the empty car + 1/2*(ppc).

5.2.8 SMPS

Electromechanical relays & processors require a steady supply voltage, which is supplied by
SMPS. The car & counterweight OSG are tripped using the OSG trip switch. When the OSG is
tripped, the car’s OSG reset switch resets and counterweight OSG. There are four types of
modes in which SMPS works, which are as follows: -
Normal Mode (NOR): - It is used for ordinary passenger use.
Maintenance Mode (INS): - Maintenance mode is used for servicing.
LAN ON: - In this, the lift will answer for landing calls only if they are ON.
LAN OFF: - In Landing OFF, lift will not respond for landing calls if ON.
The master processor oversees all aspects of the lifts & give appropriate commands to other
external interfaces, such as drives, automobile processors etc.

5.2.9 Rescue Box

The people who are stuck in the elevators can be rescued by using the normal/rescue box.
Components which are used for the rescue of the people are explained as follows: - Run
LED: - This LED will blink to the signal that rescue operation is underway.
Level LED: - This light will indicate if elevator is at the floor level.

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Rescue Up/ Rescue Down LED: - The LED for Rescue Up/Rescue Down will flash when RES.
UP/DN. button is touched.
ALM.RST Button: - The alarm will be reset by pressing this button.
Rescue Up/Rescue Down Button: - These buttons allow us to move the lift up or down during
an emergency electrical outage.
These points tell us the details of the components used in rescue box.

5.3 Specifications in Lift

Make JOHNSON
Rated Load 13 Passenger – 1000Kgs
20 Passenger – 1500Kgs at Civil Lines
Inspection Speed Drive 0.3 m/s
Leveling Accuracy +/- 5 mm
Maximum starts/hour 180
Voltage Supply 415 Volts, +/- 10%
Motor Type Permanent Magnet Synchronous Traction Machine
OSG Rope 6 mm diameter
Suspension Rope 5 no. of diameter of 10 mm
Motor Wattage 7.5 KW/9.4 KW except civil lines
The above table tell us about the specifications of the lift.

5.4 Rescue
We were assured that a person would be rescued in a matter of minutes when we receive a call
from the elevator stating that someone was stuck. One can use the subsequent process: -
1. By unlocking the shaft door if there is a lift on the floor.
2. By ARD mode (when lift indicates no problem).
3. When power is available, then by utilizing emergency power mode.
4. Using the brake lever mode.
The above points tell us about the methods of rescuing a person in case of lift emergency.

5.4.1 Rescue through the shaft door opening

This rescue method can be explained by the points given below: - 1.

Firstly, we must reach to Maintenance Access Panel (MAP).

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 2. Then, start the MAP.
3. Issue the landing call when the level LED glows.
4. Then, lift will automatically open at level if it moves.
Above points show the procedure of rescue though shaft door opening.

5.4.2 Rescue using the brake lever

Rescue by using the lever brakes can be explained by using the following points: -
1. If a vehicle gets stopped between two floors, then let the traveller know that you are
going to release them.
2. Discontinue the MAP delivery. Adjust the “NOR-OFF-RES” switch to the OFF
position.
3. Press the brake lever. The lift will now proceed to the closest floor. The level LED
indicates the floor level. The movement at which the level led illuminates, release the
brake lever.
4. Try opening the landing door by hand after the rescue is complete, avoiding the use of
emergency door key. Proceed to the next landing & attempt to open the landing door
manually if you are still unable to do so. Doors might be manually opened in one of the
landings while the elevator is at level.
5. Release the passenger by opening the door.
Procedure of rescue by using the brake level is explained by the above points.

5.4.3 Rescue by means of Power Mode

We use emergency power mode to save the passenger when there is a power supply. The
procedure for this rescue method is explained below: -
1. Let the passenger know that you are about to release them & they should not attempt to
do anything on their own.
2. Slide the “NOR-OFF-RES” switch into RES position.
3. To move the lift upward, press the Rescue Up Button. The lift’s movement is indicated
by the flashing of the Run LED. If the Run Led is not flashing, press the RES DN
Button to switch the direction to down.
4. The Level Led indicates the floor level. And the appropriate button should be released
as the level led glows.

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These points indicate about the procedure for rescue operation by means of power mode.

5.4.4 Rescue using ARD Mode

Procedure of rescue operation by using ARD mode is explained as follows: - 1.

In case of a power supply failure, operation of lift will be in ARD mode.
2. Contact the passenger in the elevator through the intercom & reassure them that they
are receiving attention and that they should not try anything on their own until that
time.
3. If the lift begins to move in ARD mode & the floor indicator indicates a rescue
operation, then wait for 30 seconds.
4. Hold until the lift car’s door opens and it reaches the floor.
Rescue procedure using ARD mode is shown by the above points.

5.5 Fire Man Switch (FMS)

Fire Man Switch is an important component in elevator. The functioning of elevator is shown
below: -
1. All vehicle and landing calls will be terminated upon activation.
2. The message “FIRE” will appear in the automobile & hall position display.
3. The fireman’s lift will travel to the floor designated for fire evacuation, keeping the
doors open.
4. Alarm bell, intercom, & door open buttons on the COP must all continue to work. The
automobile will begin to close its doors and move to answer the call if the car call
button is hit.
5. If multiple calls are recorded, only the call that is closest to the receiver is taken into
consideration, & other calls are cancelled.
6. Elevator resumes regular operation when it is in the evacuation floor and fireman
switch is OFF.
Functioning of fireman switch is explained with the help of above points.

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 Figure No. 5.7 Fire Man Switch (FMS)

5.6 Elevator Safeties

Terminal up limit switch, normal up limit switch, final slowing limit switch up, final slowing
limit switch bottom, counter OSG switch, car OSG switch, normal down limit switch, terminal
down limit switch, parking plate switch, safety gear switch, additional car stop switch, water
sensor, pit stop switch 1 & 2, car top stop switch, car OSG tension weight switch, landing gate
lock, rescue trap door switch, counter OSG tension weight switch, car gate lock etc are some of
the features which are employed for safeties in the elevator. To make sure that elevator’s safety
features are in good operating order, it is crucial to remember that routine maintenance,
inspections, and testing are required.

5.7 Introduction of Escalator

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 Figure No. 5.8 Image of Escalator

An escalator is a piece of equipment used to move people up an inclined plane: it is best suited
for structures with heavy traffic, such as airports, train stations, metro stations, etc. During rush
hour, the only efficient way to move people around is via an escalator. The capacity of an
escalator to move between 4000 and 9500 people per hour depends on the width, depth, &
speed of the steps. The width of the step & speed are the primary variables influencing the
theoretical transfer capacity. With two adult passengers being able to stand on each step, the
1000mm step width maximizes the transit capacity for high-traffic locations like major
department stores, shopping centres, airports, & train stations. Heavy duty and light duty
escalators are the two varieties available. Depending on the task, the escalator’s component
materials & designs will change. There are two types of escalators: indoor and outdoor,
depending on the location & whether the escalator is within a building. These two types will
determine the material utilized and the component’s protective class. The following formula
can be used to determine an escalator’s theoretical capacity. PTH = theoretical capacity per
hour (P*V*3600/T). P = number of people, varying with step width, V is the speed in meters
per second. An escalator’s rated speed is 0.65 m/s and 0.50 m/s with a 30-degree incline. The
most popular angle is 30 degrees because it provides a decent balance between escalator’s
overall length, comfort of passenger and safety.

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5.8 Components of Escalator
5.8.1 Handrail Shaft

Figure No. 5.9 Handrail Shaft

Handrail shaft is a cylindrical component often constructed of steel or another strong material.
It is attached to the motor & rotates when electricity is applied. The drive shaft is designed to
deliver torque from the motor to the sprocket efficiently. Friction wheel, handrail drive axle,
bearing and handrail axle chain wheel are the components of handrail drive shaft. 5.8.2 Main
Driving Shaft

Figure No. 5.10 Main Driving Shaft

The primary drive shaft, found in the drive station, is the mechanical movement system of an
escalator or moving walk. The main driving shaft is secured to the truss by ins & bolts on the
support plate and is made up of the main axle, driving sprocket, double roller driving wheel,
bearing, piston, etc.

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5.8.3 Step Chains Contacts

Figure No. 5.11 Step Chain Contacts

These contacts, which are housed in the lower step-reversing compartment, keep an eye on the
step chains to see if they are shortening, breaking, or elongating. A vital part that joins the
escalator’s steps & guarantees synchronized and seamless movement is the escalator step
chain. Because of their strength, dependability, and safety features, these chains are crucial to
the smooth running of escalators in public areas.

5.8.4 Comb Plate Contacts

Figure No. 5.12 Comb Plate Contacts

The pressing action that results from something being stuck between the comb plates & the
steps will drive one of the comb plates backward and activate a safety contact, turning off the
escalator. The comb plate is situated where moving steps meet the fixed landing piece at both
ends of an escalator or moving walk. The rounded teeth on the comb plate are positioned to
match the step’s indentation.

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5.8.5 Emergency Stop Button

Figure No. 5.13 Emergency Stop Button

The escalator’s upper & lower balustrade skirts are equipped with emergency stop buttons. The
emergency stop buttons can be used to manually turn off the escalator in an emergency or even
under regular circumstances, as the name of the button suggests. Only when the overspeed
safety switch is tripped, the halt button is pressed, or a barrier is met will escalators halt.
Escalators can only be reopened by a qualified specialist after they have been stopped.

5.8.6 Safety Brake

Figure No. 5.14 Safety Brake

\The auxiliary / safety brake on an escalator and automatic pedestrian route is made up of a
sliding block component, a connecting rod, a pawl, a ratchet wheel, and a travel switch that are
all linked onto a driving chain wheel.

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5.8.7 Motor Brake System

Figure No. 5.15 Flywheel Based Motor Brake System

A motor brake must stop all motion or oppose the force, as opposed to slowing down a rotating
shaft. This stops a motor more quickly & reliably than mechanical friction. In industrial &
manufacturing settings, brakes must cease almost immediately. In certain cases, this is done to
guard against accidents caused by the equipment continuing to operate. In others, it involves
stopping the motor & other parts so that repetitive operations can be completed. To move the
escalator in the correct direction during emergency, we first release the brake levers on both
motors & then turn the flywheel that is situated on the motor’s top. Electrically set brakes
actively apply a stopping force to the motor, but they only work while the motor is energized.
They are frequently seen in magnetically actuated motors, where the braking & motor are
powered by the same magnetic fields. The AC motor must disengage for the DC injection
braking to take place. Direct braking does not make use of alternating current. The power is
dualpurposed; it applies hold in addition to eliminating the current that was previously pushing
the rotor. Even at high torque, injection braking can stop quickly; nevertheless, it cannot resist
heavy loads.

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5.9 Specifications of Escalators
Incline 30 degrees
Balustrade Glass, Steel
Step width 1000 mm
Rise 4 to 8 m
Motor Start-VVVF Drive – single motor drive or
double motor drive

Power Less than equal to 37 KW

Safety Rating <= IP67
The above table shows the specification of Escalators

5.10 Modes of Operation

An electric motor drives a series of interlocking steps that make up an escalator. The stairs are
moved by two pairs of chains that are wound around two pairs of gears; the complete
mechanism to connect the floors is housed in a bigger metal structure known as truss.
Following that, the stairs travel in a conveyer belt-like manner. There are two modes of
operation among which one is continuous mode and the other is standby mode. In continuous
mode of operation, when the escalator is open, the step band operates continuously in the
operational direction that we choose (0.65 m/s or 0.5 m/s selectable). Whereas in standby
mode, when the escalator is turned on, the step band moves at about half is maximum speed of
0.2 meters per second. Only in the escalator’s running direction does the step band change
from standby speed to full travel speed when an escalator user goes through the light
barrier/photo cell at the top or bottom escalator entrance.

5.11 Operation of Rescue

The procedure of rescue operation is explained by the points given below.
1. Turn off the primary supply.
2. Open the top landing cover.
3. Manually release the brake levers on both motors.
4. Rotate the flywheel in the chosen direction. The flywheel escalator moves in very slow
manner.
Above statements in points explain the rescue operation procedure in escalators.

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 CHAPTER 6 ELECTRICAL
AND MECHANICAL SYSTEMS
6.1 Ventilation & Air-Conditioning System for Jaipur Metro Underground
System
6.1.1 Introduction of Ventilation & Air-Conditioning System

The specifications for the ventilation and air conditioning (VAC) systems in the subterranean
portions of the projected Jaipur Metro route. It consists of the subsequent items which are
tunnel ventilation system, station smoke management system, station air conditioning system,
station plant room (ancillary spaces) ventilation system. There are three underground stations
and a 2.789 km subterranean segment of the East-West Corridor. The center of the city is
traversed by the MRTS alignment. The east-west corrido’s subterranean segment begins in
Badi Chaupar and travels through the metro stations at Chand Pole & Choti Chaupar. The
distances between stations range from 786 meters to 1221 meters.

6.1.2 Requirement of Ventilation & Air Conditioning

The Metro Corridor’s subterranean stations are constructed in a small area. Particularly during
rush hours, a lot of people use the platforms & concourse spaces, and there is no natural
ventilation. So, there is a need of forced ventilation and air conditioning system to provide
fresh air for the passengers & authority staff’s physiological needs and remove body heat,
offensive odors, & dangerous gases like carbon dioxide exhaled during breathing. Large
amounts of heat released by train equipment such as traction motors, braking units,
compressors positioned beneath the underframe, lights & fans inside the coaches, AC units,
etc., must be removed. Other sources of heat include vapour & fumes from the battery and heat
released by light fixtures, water coolers, escalators, fare gates, and other station operations.
Normal ventilation is insufficient to remove the significant amount of heat produced in M.R.T.
subterranean stations. Thus, to eliminate the heat as much as feasible, mechanical cooling is
required. There is a good amount of comfort, barely past discomfort, because passengers only
spend brief times in the stations. The preservation of the Intended Air Quality in public areas
such as MRT stations is imperative. The air is discharged with a high concentration of
suspended particles, carbon monoxide, sulfur dioxide, & other pollutants from industries, and
other sources.

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6.1.3 Underground Station’s Internal Design

To provide a comfortable & pollution-free atmosphere, it is crucial to maintain the proper

conditions in the underground stations given Jaipur’s hot & humid summer and monsoon
months. Optimizing the plant capacity and VAC system design is necessary for the conditions
which are designed inside. The Indian Standards & Codes apply to commercial centers, office
buildings, & other buildings that provide public utilities. Since the heat load in underground
places is constantly increased by the train’s arrival, the building regulations do not immediately
apply to these areas. Costumers will spend far less time in these underground stations; their
comfort is based on how quickly their body heat dissipates, which is influenced by
temperature, humidity, and the movement of the air in touch with their body. The three
processes of evaporation, convection, and conduction release body heat. High temperatures
cause evaporation to predominate. Reduced air humidity encourages skin evaporation, which
dissipates a larger percentage of heat.

6.1.4 VAC (Ventilation and Air-Condition) System Design

There are number of technically workable VAC design concepts for subway systems that can
provide and maintain a suitable atmosphere for passengers under varying demands and
limitations. These include platform screen doors, closed & open types, and so forth. Jaipur
metro can benefit greatly from the experience gained from designing the VAC system for Delhi
metro.
Drawing from DMRC’s experience, it may be inferred that in an open shaft system, the piston
effects may be adequate to sustain suitable conditions within the tunnel-so lang as the ambient
temperature (DB) remains below 330-degree celsius. To stop air exchange with atmosphere
anymore, tunnel shafts should be closed when the outside temperature rises above 330 C. To
provide customers with a comfortable environment during the summer & monsoon, the station
premises may be fitted with separate air conditioning systems. Platform air can be recirculated
through the Trackway Exhaust System (TES), which must be provided. Significant heat
rejection occurs inside the subway train vehicles. There is an Over Trackway (OTE) exhaust
duct as well as the trackway exhaust system (TES). The TES makes the use of ducts that are
built over and beneath the platform.

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6.1.5 Ancillary Space Ventilation & HVAC Systems

Auxiliary areas, such the staff room & equipment room, will have mechanical ventilation or air
conditioning based on the required humidity, temperature, and air change rate. All auxiliary
areas that need 240 hours of air conditioning will have air coolers, standby air conditioners,
VRV systems, and fan coil units (FCU) in addition to the main chilled water plant for use
during business hours. When fresh air is needed, it will be delivered to the interior unit through
a fresh air supply system, complete with filter, shared by several ancillary spaces. Return air
will be filtered by washable air filters.

6.1.6 Station Smoke Management System

Figure No. 6.1 Station Smoke Management System

For extracting smoke from public areas, trackway exhaust and concourse smoke extract fans
will be available. These fans will function in different modes according to the location of fire.
This system will provide fail-safe control in fire mode. Essential power supplies for these
exhaust fans will be installed, with an automated switchover in case of supply failure. To create
a smoke reservoir on the ceiling, down stand beams will be installed beneath the ceiling
surrounding floor openings for escalators and staircases. This reservoir’s ceiling will contain
the smoke, which will thereafter be released into the atmosphere. This kind of smoke control
makes it feasible to preserve the escape route & keep a comparatively clear layer of smoke
above human head height. One tactic that regulate smoke flow inside a facility is smoke

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management. Vents and other ventilation devices, which direct smoke out of the building &
away from inhabited areas, are used to do this. Controlling smoke is crucial because it can
lessen the number of harmful gases and particles in the air, making it safer for firefighters to
work within fire buildings.

6.1.7 Components of VAC System

The components which are used in ventilation and air-conditioning system are described as
follows: -
Concourse Air Handling Unit: - A specific amount of outside air is mixed with return air in
these air conditioning systems. Based on occupancy, each person must get a minimum of 5
liters of outside air per second or 10% of the volume of circulated air, whichever is higher.
Enthalpy sensors will be used to assess the advantages of using return air against the air which
is outside, and a straightforward two position economizer control system will be provided to
provide free cooling. To limit the enthalpy, decrease that the cooling coil must achieve, this
will not notify the control system to operate dampers between minimal and full fresh air. The
air combination from outside and return is filtered using appropriate filters, chilled by a
cooling coil, and then supplied to diffusers through a high-level insulated ductwork. This
regulated air discharge minimizes draughts by distributing the air into the serviced space.
Through the trackway exhaust system, return air to the platform areas is extracted and
depending on the situation, either exhausted or restored to the AHUs. Energy efficient water-
cooled chiller units with screw compressors should be installed at every station.
Station Air Conditioning: - Air handling units situated in Environmental Control system (ECS)
plant rooms across the station will provide air conditioning to the platform and concourse
sections. To guarantee coverage of every occurrence of sing, each platform will be handled by
a minimum of two distinct air handling units (AHUs), with the distribution systems coupled
along each platform.

6.1.8 VAC System Space Requirements

For the two-level stations, the plant rooms housing the station’s air conditioning apparatus are
typically found at each end of the concourse. At each end of the station, the air handling
equipment room would occupy about 800 sq. meters. At each end of the stations, there should
be supply and exhaust shafts that are roughly 10-meter square.

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6.2 Tunnel Ventilation System
6.2.1 Introduction

Every fan chamber near a vent shaft will have tunnel ventilation fans installed. In a fan room at
either end of the station, there will be two fans. Depending on the length and cross section of
the tunnel, the fan capacity can range from 60m/s to 100m/s, depending on the interstation
intervals. If necessary, nozzle-type structures made of steel or concrete may also built to
produce the required airflow & air velocity in the turn sections. The precise capacity will be
determined through simulation during the detailed design stage. To steer the flow in the
appropriate direction, booster fans, also known as jet fans, can be added. For each platform, the
trackway exhaust system will include three fans, each rated at 21 cum/sec. Shafts & tunnels
will be connected through damper services, which can be pneumatically or electrically
operated. The tunnel ventilation system will be operated and controlled by a comprehensive
remote control & monitoring system that will be installed. Through SCADA, the equipment’s
alarm and status signals will be sent to operations control centers (OCC). The controller will
start the activation command from OCC for a group of equipment. A mode table outlining the
equipment’s operating sequence for every event must exist.

6.2.2 Concepts of Design for TVS

Figure No. 6.2 Tunnel Ventilation System

The train piston movement would eliminate the train heat produced inside the tunnel portions
under normal train operation. It is anticipated that in typical operating conditions, forced

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ventilation with tunnel ventilation fans might not be required for the design outside condition.
At the end of each station, there would be two tunnel ventilation shafts available. In addition to
acting as blast relief shafts, these stations end shafts allow the piston pressure to be released
into the atmosphere prior to the train arriving at the station. Dampers connect each of these
shafts to the tunnels. When the atmosphere is allowed to exchange air, the dampers remain
open.

Typically, a fan room with two reversible tunnel ventilation fans (TVF) equipped with isolation
dampers is linked to each tunnel ventilation shaft. When the fan is not running, these dampers
are shut. To allow the air to bypass duct surrounding the fan chamber. This duct serves as a
pressure relief shaft when it is open under normal circumstances. In some operational
circumstances, dampers are also employed to seal off connections to nozzles & tunnels.
Computer simulations can be used to more accurately estimate the details for the shaft sizes.

6.2.3 Tunnel Ventilation Fan (TVF)

Tunnel Ventilation System operates in various modes which are explained as follows: - Normal
State: - When trains are running according to schedule across the system, with specified
headways & dwell periods, and within certain tolerances, this is referred to as normal
condition. Under typical circumstances, the movement of trains operating is the main source of
ventilation. The system will essentially operate with the station air conditioning on during the
summer and monsoon seasons. The tunnel heat caused by train movements will be eliminated.
The trackway exhaust system’s gathered platform air must be cooled and circulated throughout
the station. Station air conditioning will not be used in less serve environmental circumstances
or in case of an AC system failure. The closed system or open system mode may be employed
in cold weather, but no station air conditioning will be available. The train heat which is
released into the building provides system heating.
Emergency State: - When smoke is produced in the station trackway or tunnel, an emergency
occurs. When there is an emergency, the tunnel ventilation system is designed to regulate the
flow of smoke & create a smoke free corridor for passengers’ evacuation and firefighting
needs. Depending on where the fire is on the train, the ventilation system is configured in a
push-pull supply and exhaust mode, with jet fans or nozzles forcing tunnel flows to compel
smoke to travel in one direction. This permits evacuation in the other direction.

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Congested State: - The tunnel ventilation system is set up to allow for thermal stratification by
keeping the area around the automobile air conditioner condenser coils at a set temperature
during busy operations. The push-pull method of open system congestion ventilation calls for
the operation of tunnel vent fans in supply mode behind them. Nozzles or booster fans are

used. 6.3 Fire Detection and Suppression Systems

In the metro corridor, the systems which are used for fire detection and suppression are fire
detection system, inergen system, sprinkler system, fire extinguishers and fire hydrant system.

6.3.1 Fire Detection System

The purpose of the fire detection system is to keep an eye out for fires so that control measures
can be taken, either automatically or manually, to reduce the possibility of a fire spreading and
endangering people, as well as the likelihood that a fire will develop and become more
dangerous. It should be able to integrate a fire suppression system with multiple zone detection
& cross zone detection. The type of detectors that are utilized are heat detectors and smoke
detectors. In the station area and ancillary buildings, the task of monitoring is computerized
using addressable heat and smoke detectors.

6.3.2 Fire Suppression System

Figure No. 6.3 Fire Extinguisher

Systems for suppressing fires are used to put out, contain, or sometimes completely stop flames
before they start. There are currently many distinct types of suppression systems which are
taken into use. Fire suppression systems are mainly classified as wet main, inergen gas & gas

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agent fixed systems. In wet main system, water for fire protection must be supplied to the fire
hose valve by the fire main. Gas agent fixed systems employ a gaseous material to fight flames
in an automatic manner. When they detect smoke or fire, they can be activated either manually
or automatically. Systems of inergen gas, automatic sprinkler, fire trace tube, and portable fire
extinguishers are the components of gas agent fixed system. In inergen gas systems, each
component of the extinguishing agent is referred to as an inergen. Argon, nitrogen, and a trace
amount of carbon dioxide make up this mixture of inert gas. The percentage of argon,
carbondioxide & nitrogen are 40%, 8% and 52% respectively.

6.4 Fire Alarm Systems

A building system that detects and notifies emergency personnel of the presence of fire, smoke,
carbon-dioxide, or fire related emergencies is known as a fire alarm system. Alarm systems are
designed to safeguard people, buildings, and property from the destructive effects of fire. They
do this by identifying fires as soon as possible, promptly alerting the fire department, and
fighting them quickly & effectively, all of which help to save lives & reduce property damage.
Emergency invention forces, operator, technical tunnel equipment, automatic extinguishing
system and users are the interfaces of fire alarm system.

6.4.1 Manual Call Point (MCP)

Figure No. 6.4 Manual Call Point

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A push button is all that is needed to manually start audiovisual alerts at a manual call point.
The front is sealed with a breakable glass cover that is fastened so that the push button for
operation remains depressed while the glass is still intact and releases itself on its own.

6.4.2 Hooter

A fire alarm system’s hooter is a device that sounds a loud noise to warn the people of
impending danger. The control panel activates the hooter when a detector detects heat or
smoke. The hooter can assist people safely exit the building by waking them up with a loud
enough noise. In factories, warehouses, and commercial buildings, hooters are frequently
utilized when a loud alarm is required to trigger a timely evacuation. The ABS housing that
hooters can be manufactured of gives them strength and waterproofness.

CHAPTER 7
CONCLUSION
7.1 Conclusion of Jaipur Metro
We can learn about contemporary technologies by attending the training at the Jaipur Metro
Rail
Corporation, Jaipur. Our effective studies of electrical systems have been conducted in RSS,
ASS and E&M systems of JMRC. We can comprehend many technologies which are utilized
in this industry because we are a part of this organization during out training period. The length
of an engineering student’s training is crucial. A pre-professional work experience program
with defined tasks and responsibilities are offered by industrial training programs. The goal of
training is to familiarize students and equip them physically, cognitively, and emotionally for
the demands of working as executives in actual organizations after graduation. My technical
and interpersonal skills have improved at JMRC. I learned a great deal of practical knowledge
that will help me in the future with both my technical coursework & the workforce. Students
who wish to acquire a thorough understanding might benefit greatly from the JMRC
department. In the future, the importance of metro is going to get increased as with the growth
of population in the city of Jaipur, the probability of more travelling of the people can get
increased. Also, the benefit of travelling in metro is that by travelling in it, people do not face
the problems regarding traffic and environmental pollution.

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