INDUSTRIAL TRAINING REPORT

on

ELECTRIC TRACTION SYSTEM

by

Arpit Bubna(1403221024)

Submitted to the Department of Electrical and Electronics Engineering

In partial fulfilment of the requirements
for the degree of
Bachelor of Technology
in
Electrical and Electronics Engineering

ABES Engineering College, Ghaziabad

Dr. A.P.J Abdul Kalam Technical University, Uttar Pradesh, Lucknow

August, 2017

i
 ACKNOWLEDGEMENT

“An engineer with only theoretical knowledge is not a complete engineer. Practical
knowledge is very important to develop and apply engineering skills”. It gives me a
greatpleasure to have an opportunity to acknowledge and to express gratitude to those
who were associated with me during my training at DMRC. Special thanks to Mr Ishrak sir
for providing me with an opportunity to undergo training under his able guidance. I
express my sincere thanks and gratitude to DMRC authorities for allowing me to undergo
the training in this prestigious organization. I will always remain indebted to them for
their constant interest and excellent guidance in my training work, more over for providing
me with an opportunity to work and gain experience in the practical field of electrical
engineering.

ii
 ABSTRACT

The railway is one of the largest and oldest methods of the transportation in our country
serving many people in many ways Traction system is basically of two types’ electrical
traction and non-electric traction. Electric traction is most advantageous and economical
with less maintenance when compared to other. The metros work on the above principle. In
1984, the Delhi Development Authority and the Urban Arts Commission came up with a
proposal for developing a multi-modal transport system, which would consist of
constructing three underground mass rapid transit corridors as well augmenting the city's
existing suburban railway and road transport networks. The system include three major
sector which are PSI,OHE,SCADA and each system interact with each other in order to
provide proper power supply to metro rails.PSI department deals with high voltage
equipment ,OHE department deal with over head equipment and SCADA department deals
with communication of equipments. Each department is further divided into smaller section
in order to prevent fault.DMRC is one of the largest network of India which works at an
efficiency of more than 95%. It also adopts various other measures to reduce carbon
emission and to make life of Delhi people easy.

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 TABLE OF CONTENTS

ACKNOWLEDGEMENT ii
ABSTRACT iii
TABLE OF CONTENTS iv
LIST OF FIGURES vi
CHAPTER 1INTRODUCTION 1
1.1 OVERVIEW 1

1.2 BACKGROUND 1

1.3 BENEFITS 2

CHAPTER 2 POWER SUPPLY ARRANGEMENT 3

2.1 BRIEF 3

2.2 POWER SUPPLY ARRANGEMENT 3

2.3 TYPES 4
2.4 COMPONENTS 6
CHAPTER 3 RSS 10
3.1 IP RSS(SPECIFICATIONS) 10
3.2 IP RSS (POWER FLOW) 11
3.3 BOTANICAL RSS (SPECIFICATIONS) 12
3.4 BOTANICAL RSS (POWER FLOW) 13
CHAPTER 4 OVER HEAD ELECTRIFICATION 15
4.1 INTRODUCTION 15
4.2 TERMINOLOGIES 15
4.3 EQUIPMENT USED 16
4.3.1 CANTILEVER ASSEMBLY 16
4.3.2 AUTOMATIC TENSION DEVICE(ATD) 17
4.3.3 OVERLAPS 18
4.3.4 SECTION INSULATOR 19
4.3.5 NEUTRAL SECTION 20
4.3.6 JUMPERS 20

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CHAPTER 5 SCADA 21

5.1 INTRODUCTION 21
5.2 MAIN TASKS OF SCADA SYSTEM : 21
5.3 SCADA SYSTEM COMPONENTS 21
5.3.1 REMOTE TERMINAL UNIT 22
5.3.2 COMMUNICATION NETWORK OF THE SYSTEM 25
5.3.3 SOFTWARE 27
CONCLUSION 29

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 LIST OF FIGURES
Figure2.1 GIS system 4

Figure2.2 Practical GIS system 5

AIS system 5
Figure2.3

Figure2.4 AIS system 6

Figure2.5 Isolator 7
Figure2.6 Neutral Grounding 8
Resistor
8
Figure2.7 Bus Coupler

Figure2.8 Weight Monitoring 9

System
Figure2.9 9
Transformer
10
Figure.3.1 IP RSS
12
Figure.3.2 Botanical RSS
16
Figure.4.1 Cantilever Assembly
17
Figure.4.2 Gas ATD
18
Figure.4.3 Pulley ATD
19
Figure.4.4 Section Insulator
20
Figure.4.5 Neutral Section
Figure5 .1 22
SCADA System
Figure5 .2 22
RTU
23
Figure 5.3 Digital Input
23
Figure 5.4 Digital Output
24
Figure 5.5 Analog Input
24
Figure 5.6 CPU
25
Figure 5.7 Power Card

vi
 CHAPTER 1
INTRODUCTION

1.1 Overview
The Delhi Metros is a Mass Rapid Transit System serving New Delhi and its satellite cities
of Gurgaon, Noida, Faridabad and Ghaziabad of the National Capital Region in India.
Delhi Metro has been ranked second among 18 international Metro systems in terms of
overall customer satisfaction in an online customer survey. Delhi Metro is also the world's
13th largest metro system in terms of length and 15th largest in terms of number of
stations. Delhi Metro is India's third urban mass rapid transport system (after the Kolkata
Metro and Chennai MRTS) and the first modern rapid transit system. As of July 2015, the
network consists of five colour-coded regular lines (Red, Blue, Green, Yellow, Violet), and
a sixth line, the Airport Express, with a total length of 194 kilometres (121 mi), serving
142 stations (with 6 more Airport Express stations), of which 38 are underground, five are
at-grade, and the rest are elevated.
Delhi Metro Rail Corporation Limited (DMRC), a state-owned company with equal equity
participation from Government of India and Government of National Capital Territory of
Delhi built and operates the Delhi Metro. However, the organisation is under
administrative control of Ministry of Urban Development, Government of India. Besides
construction and operation of Delhi Metro, DMRC is also involved in the planning and
implementation of metro rail, monorail and high-speed rail projects in India and providing
consultancy services to other metro projects in the country as well as abroad.
The Delhi Metro Rail Corporation has been certified by the United Nations as the first
metro rail and rail-based system in the world to get "carbon credits for reducing
greenhouse gas emissions" and helping in reducing pollution levels in the city by 630,000
tonnes every year.

1.2 Background
The concept of a mass rapid transit for New Delhi first emerged from a traffic and travel
characteristics study which was carried out in the city in 1969. Over the next several years,
many official committees by a variety of government departments were commissioned to
examine issues related to technology, route alignment, and governmental jurisdiction. In
1984, the Delhi Development Authority and the Urban Arts Commission came up with a
proposal for developing a multi-modal transport system, which would consist of
1
constructing three underground mass rapid transit corridors as well augmenting the city's
existing suburban railway and road transport networks.
While extensive technical studies and the raising of finance for the project were in
progress, the city expanded significantly resulting in a twofold rise in population and a
fivefold rise in the number of vehicles between 1981 and 1998. Consequently, traffic
congestion and pollution soared, as an increasing number of commuters took to private
vehicles with the existing bus system unable to bear the load. An attempt at privatizing the
bus transport system in 1992 merely compounded the problem, with inexperienced
operators plying poorly maintained, noisy and polluting buses on lengthy routes, resulting
in long waiting times, unreliable service, extreme overcrowding, unqualified drivers,
speeding and reckless driving. To rectify the situation, the Government of India and the
Government of Delhi jointly set up a company called the Delhi Metro Rail Corporation
(DMRC) on 3 May 1995, with E. Sreedharan as the managing director.

1.3 Benefits
The Delhi MRTS is essentially a "social" sector project, whose benefits will pervade wide
sections of economy.
a) Time saving for commuters
b) Reliable and safe journey
c) Reduction in atmospheric pollution
d) Reduction in accident
e) Reduced fuel consumption
f) Reduced vehicle operating costs
g) Increase in the average speed of road vehicles
h) Improvement in the quality of life
i) More attractive city for economic investment and growth

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 CHAPTER 2
POWER SYSTEM INSTALLATION (PSI)

2.1 Brief
Electric traction is an environmental friendly, pollution-free and energy efficient mode of
transport and offers an excellent alternative to fossil fuels as a source of energy. Electric
traction reduced nation’s dependence on largely imported diesel oil as it is capable of using
indigenously available alternative sources of primary energies, like coal of any grade,
hydro power, surplus petroleum gas, nuclear power etc.Now a day’s ac 25kv 50hz.1-ph
system is universally adopted for traction movement. Power comes from OHE equipment
via pantograph to the transformer then to the rectifier where it is converted to dc to feed the
traction motor finally the track provides the return path of the current. Thus traction system
works.
Electric traction system used in DMRC has three parts:

a) PSI It deals with the High Voltage Equipment’s for distribution of energy to meet
Auxiliary & Traction requirement.

b) OHE It deals with the Over Head Equipment are located overhead above the track to
supply power for train operation.

c) SCADA It controls all high & low voltage equipment’s remotely from OCC

2.2 Power Supply Arrangement

Power supply received at High Voltages (220KV/66KV) or (220KV/132KV) (i.e. in case
of power supply from UPPCL or GTPS) transformed into 25 KV for traction feed and 33
KV for the Auxiliary feed by means of power transformers. Then 25 KV power supply
distributed through adequate protecting and sectioning arrangements to Overhead catenary
system which feeds the Electrical Multiple Units.Duplicate 33kV three core cable feeders
are laid down along the rail route to feed power to the auxiliary substations at Rail Corridor
stations enroute. The entire Power Supply Network is monitored and controlled locally as
well as remotely from the OCC/TPC at Shastri Park and Metro Bhawan
Receiving Sub-Station (RSS): In it electricity is taken from the nearest grid and supply to
the following sub stations for their consumption of station supply and for running of the
metro. It consists of 2 sections:

3
a)Traction Sub-Station (TSS): Power supply fed for the operation of train. It uses a
transformer of 40 MVA since the load is high. It has a supply of 25kV (single phase AC).
b). Auxiliary Main Station (AMS): It is for the local supply of the substations. It uses a 15
MVA transformer and has a 3-∅ supply of 33 kV AC.

2.3 Types
a) Gas Insulated Substation (GIS)
In the GIS system, all the live components are enclosed in a grounded metal enclosure,
then the whole system housed in a chamber full of gas. Gas insulated substations (GIS)
primarily use sulphur hexafluoride gas as the primary insulator. SF6 is non-toxic, maintains
atomic and molecular properties even at high voltages, high cooling properties, and
superior arc quenching properties.
In addition, it is safe. SF6 has superior dielectric properties compared to other gases;
thereby provide favourable insulation for the phase to phase and phase to ground
moderation. In the substation setup, the gas is contained in a grounded metal enclosure
containing the conductors, current and voltage transformers, circuit breaker interrupters,
switches, and lightning arrestors.

Figure2.1 GIS system

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 Figure2.2PracticalGIS system

b) Air Insulated Substation (AIS)

The AIS uses air as the primary dielectric from phase to phase, and phase to ground insulation.
They have been in use for years before the introduction of GIS. Actually, most substations across
all regions are AIS. They are in extensive use in areas where space, weather conditions, seismic
occurrences, and environmental concerns are not an issue.

Figure2.3 AIS system

5
 Figure2.4 AIS system

2.4 Components
a) Circuit Breaker
A circuit breaker is an automatically operated electrical switch designed to protect an
electrical circuit from damage caused by excess current, typically resulting from an
overload or short circuit. Its basic function is to interrupt current flow after a fault is
detected. Unlike a fuse, which operates once and then must be replaced, a circuit breaker
can be reset (either manually or automatically) to resume normal operation.
b) Lightning Arrester
A lightning arrester is a device used on electrical power systems and telecommunications
systems to protect the insulation and conductors of the system from the damaging effects
of lightning. The typical lightning arrester has a high-voltage terminal and a ground
terminal. When a lightning surge (or switching surge, which is very similar) travels along
the power line to the arrester, the current from the surge is diverted through the arrestor, in
most cases to earth.
c) Instrument Transformer
Instrument Transformers are used in AC system for measurement of electrical quantities
i.e. voltage, current, power, energy, power factor, frequency. Instrument transformers are
also used with protective relays for protection of power system. Basic function of
Instrument transformers is to step down the AC System voltage and current. The voltage
and current level of power system is very high. It is very difficult and costly to design the
measuring instruments for measurement of such high level voltage and current. Generally
measuring instruments are designed for 5 A and 110 V.
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d) Isolator
Circuit breaker always trip the circuit but open contacts of breaker cannot be visible
physically from outside of the breaker and that is why it is recommended not to touch any
electrical circuit just by switching off the circuit breaker. So for better safety there must be
some arrangement so that one can see open condition of the section of the circuit before
touching it. Isolator is a mechanical switch which isolates a part of circuit from system as
when required. Electrical isolators separate a part of the system from rest for safe
maintenance works.

Figure2.5 Isolator

e) Neutral Grounding Resistors

NGRs or Neutral Grounding Resistors are used to limit the fault current in a generator or a
transformer during earth faults. In star connected 3 phase equipment such as a generator or
a transformer, the star point is grounded. In systems where the star point is directly
grounded, known as solid earthing, there is a chance of heavy currents in the windings
during an earth fault as the net resistance is only the soil resistance. This heavy current, in
the order of hundreds of amperes, can damage the windings. Hence, a series resistance is
introduced in the star point. This increases the net resistance in the event of an earth fault
and limits the current. This resistor is known as the Neutral Grounding Resistor (NGR).

7
The current flowing in the Neutral Grounding resistor can be monitored. This can be used
to activate the Earth Fault Relay. It is generally mounted with a Current Transformer.

Figure2.6 Neutral Grounding Resistor

f) Bus Coupler
Bus coupler is a device which is used to couple one bus to the other without any
interruption in power supply and without creating hazardous arcs. Bus coupler is a breaker
used to couple two bus bars in order to perform maintenance on other circuit breakers
associated with that bus bar. It is achieved with the help of a circuit breaker and isolators.

Figure2.7 Bus Coupler

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g) Weight Monitoring System
Weight monitoring system is used for fire protection of the equipment. It contains CO2 and
Nitrogen gas separated by a tube which is supposed to break when temperature rises or any
spark occurs inside the equipment

Figure2.8 Weight Monitoring System

h) Transformers
1. Auxiliary transformerit is a three phase 15 MVA oil type transformer. Auxiliary
transformer is used to supply low voltage for AC power system inside substation
such as lighting, air conditioners and other
2. Traction Transformer (Tt) it is a single phase 40 MVA oil type transformer. It is
used to convert the high power supply into the 25 KVA. It is used to provide the
step down supply to the network from which the train

Figure2.9 Transformer

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 CHAPTER 3
RSS

3.1 IP RSS (Specifications)

Figure.3.1 IP RSS

a) Incomer
Incomer-1 from NDRSS
Incomer-2 from GTPS
b) Transformer Yard
It consists of two Traction Transformer (TT) and two Auxiliary Transformer (AT).
Traction Transformer (TT):Make- ABB66KV/27.5KV40 MVA
Auxiliary Transformer (AT) Make- Crompton Greaves66KV/33KV 15MVA
c) . AMS room
 FB-315 & FB-316: Outputs of Auxiliary Transformer 1 & 2 connect to feeder buses
FB-315 & FB-316 respectively.
 FB-319 & FB-320: These feeder buses are left as spares.
 IPFBC: This is the bus coupler used for coupling supplies coming from two incomers.
 FB-317 & FB-318: These are the rail corridor feeder buses.
 AB-307 &AB-308: These buses are used to provide 33 KV input to local transformers
(33KV/415 V, 200KVA).
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d) Battery Room:
Battery Bank-1 & 2Ni-Cd BatteryVRPP 357357AH/1.2V
Battery Bank-3:Ni-Cd BatteryVRPP 164164AH/1.2V
e) Lv Switchgear Room:
FCBC-1 & 2: Supply comes from local transformer (200 KVA) connects to charger
FCBC Standby: FCBC works as coupler for FCBC-1 & 2.
DCDB: It receives supply from charger. This supply is used for protection devices.

f) Control Room:
The room behaves as control centre for various operations. Its includes monitoring data
which is show on computer screen and time to time analysis is done .Various modules are
present in control room for different types of protection
 66kV incomer protection:
REL 670: Line distance protection relay
REX 521: Feeder protection relay
 66/33 kV transformer protection:
SPAD 346C: Stabilized Differential Relay
SPAJ 140C: Overcurrent and Earth Fault relay
SPAJ 140C: Overcurrent and Earth Fault relay
SPAJ 115C: Restricted earth fault and residual earth fault relay
 66 kV bus coupler protection
SPAJ 140 C:Overcurrent and Earth Fault Relay
 66/25 kV Transformer Protection
SPAD 346 C3: Differential Protection Relay
SPAJ 140C: Overcurrent and Earth Fault Protection Relay
 25 kV incomer protection
SIPROTEC 7SJ62: Line protection with earth grounded
SPAJ 140C:Overcurrent and Earth Fault Protection Relay

3.2IP RSS (Power Flow)

The power flow in IP RSS starts from the two incomer taken from GTPS at 66KV in which
one is directly connected to IP RSS and the other one is indirectlyconnected to IP RSS
through NDRSS. The incomer from the GTPS is connected to GIS system. The supply to
GIS is taken from one incomer only and other incomer remains in standby position. The
supply from GIS system is then connected to traction transformer and auxiliary
11
transformer. There are two traction and auxiliary transformer .At the time of operation
only one auxiliary and one traction transformer is operated whereas the other transformer
remain in standby position .Switching between the transformer takes place periodically.
Then the traction transformer convert the 66 KV supply into 25 KV and auxiliary
transformer convert the supply into 33 KV. The 25 KV supply is then moved to feeder
section. The 33 KV supply move to AMSroom. TheAMS room contains two systems
which are identical to each other. The 33 KV supply is given to feeder bus then to
Indraprastha feeder bus coupler which is then passed to different station for lighting
purpose through feeder bus. The auxiliarybus is connected to 200 KV
auxiliarytransformers which convert the 33 KV supply to 415 V. This supply is then fed to
ac distribution board. The ac distribution board consist of 2 LVCB and a bus coupler in
between. The ac distribution board move the supply to online charger which is used to
charge battery and to convert ac to dc. Thesupply then moves to dc distribution board. The
dc supply then is used to operate relay modules...

3.3 Botanical RSS (Specifications)

Figure.3.2 Botanical RSS

a) Incomer
Incomer-1 from UPPCL (132KV)
Incomer-2 from UPPCL (132 KV)
b) Transformer Yard
Traction Transformer (TT):Make- EMCO 132KV/27.5KV 30 MVA

12
Auxiliary Transformer (AT): Make- Transformers and Rectifiers India Ltd 132KV/33KV
c) AMS Room:
LBCB-1 & LBCB-2:Outputs of Auxiliary Transformer 1 & 2 connect to LBCB-1 & 2.
LVATCB-1 & LVATCB-2: These are the low voltage auxiliary transformer circuit
breakers used for 200 KVA transformers.
RCCB-1 & RCCB-2: These are the rail corridor circuit breakers.
LFCB-1 & LFCB-2 are circuit breakers left as spares.
LBCCB: This is the bus coupler used for coupling supplies coming from two incomers.

3.4 Botanical RSS (Power Flow)

The power flow in BOTANICAL RSS starts from the two incomer taken from UPPCL at
132KVin which both are directly connected to BOTANICALRSS. The incomer from the
UPPCL is connected to AIS system. The supply to AIS is taken from one incomer only and
other incomer remains in standby position. The AIS system formation is as follows:
The 3 phase supply from UPPCL acts as incomer. The incomer is the connected with
prefistor joint .The connection is then supported with the help of supporting insulator. The
insulator is followed up by VT (determines line voltage). The connection further gets
connected with 3 pole isolator and then 3 pole circuit breaker. Then cables are drawn to 3
parallel bus bar. The connection of circuit breaker with bus bar energises the bus bar. From
the bus bar line are divided into two sections. In first section two lines are drawn and in the
second section three lines are drawn. In the first section line drawn is used by traction
transformer whereas in the second section lines are used by auxiliary transformer. . The
first section line follow the connection with two pole isolator and two pole circuit breaker
whereas the second section line follow the connection with three pole isolator and three
pole circuit breaker. These sections are then connected to traction transformer and
auxiliary transformer respectively. In case of traction transformer only single phase supply
is considered so one of the two wires in first section gets grounded and in case of auxiliary
3 phases supply is needed
In AIS systemThere are two traction and auxiliary transformer .At the time of operation
only one auxiliary and one traction transformer is operated whereas the other transformer
remain in standby position .Switching between the transformer takes place periodically.
The traction transformer convert the 132 KV supply into 25 KV and auxiliary transformer
convert the supply into 33 KV. The 25 KV supply is then moved to feeder section.in feeder
section arrangement of isolator, lightening arrestor and circuit breaker is present. The

13
feeder section supplies the 25 KV to up and down line of metro. The 33 KV supply move
to AMS room. The AMS room contains two systems which are identical to each other. The
33 KV supply is given to LBCB and LVATCB which is then passed to different station by
the help of RCCB for lighting purpose the supply from LVATCB is then moved to SST of
200 KV which convert the 33 KV supply to 415 V. This supply is then fed to ac
distribution board. The ac distribution board consist of 2 LVCB and a bus coupler in
between. The ac distribution board move the supply to online charger which is used to
charge battery and to convert ac to dc. The supply then moves to dc distribution board. The
dc supply then is used to operate relay modules. All the relay work on 110 dc supply. At
the time of fault or lack of ac supply the online charger come into action, it moves the
supply from battery to the dc distribution board and further to relay modules.

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 CHAPTER 4
OVER HEAD ELECTRIFICATION

4.1 Introduction

OHE or Over Head Electrification is a major and an important system used to provide
electricity to several transport systems such as metros and railways. It consists of masts,
catenary, droppers and many other components. Delhi Metro uses 25 kV, ac, 50 Hz single
phase power supply for electric traction. Metro trains have a device mounted on them
called the pantograph which collects current from overhead lines. In order for the
pantograph of the metro to have good current collection, it is necessary to keep the contact
wire steady. There are generally two types of OHE
Regulated OHE: When a conductor is strung between two supports Sag is produced.
Spark less current collection by Pantograph under high speeds requires that the contact
wire should not only remain horizontal at the time of stringing but should remain so under
all conditions of wind pressure and temperatures likely to encounter in service. Both
Contact and Catenaries together are regulated by Provision of Auto Tensioning Devices.
The tension in conductors is suitably compensated for any temperature variations by the
Auto Tensioning devices.
Unregulated OHE: The conductors are terminated as fixed terminations on either end.
There is no compensation for temperature variations. OHE sags in summer months and
hogs in winter season. This type of Unregulated OHE is not suitable for current collection
at High Speeds as encountered on main lines because tension varies inversely as
temperature which affects the stiffness of the line and its dynamic behaviour. Re-
tensioning of the unregulated OHE is done periodically.

4.2 Terminologies
a) Tension Length: It is the length of conductors stretched between two anchor points.
b) Feeding Post: It is the supply post where the incoming 25kV Feeder Lines from
substation are terminated and connected to OHE through circuit breakers and
interrupters.
c) Sectioning & Paralleling Post (SP): It is the supply control post situated midway
between feeding posts & neutral sections and provided with bridging and paralleling
interrupters. There are 4 interrupters (itp): 2 for bridging and 2 for paralleling. Main

15
 function of Bridging itp is feed extension & that of paralleling itp is paralleling of Up
&Dn OHE.
d) Sub-Sectioning & Paralleling Post (SSP): It is a control post. 3 itp are provided at
each SSP i.e. 2 for bridging and one for paralleling.
e) Sector (FP-SP): The section of OHE which can be energized by closing of feeder
CB’S at the substation.
f) Sub-Sector: The smallest section of OHE which can be isolated remotely by opening
or closing itp (BM to BM).
g) Neutral Section (NS): It is provided with insulated OHE which separates the sectors
by 2 adjacent sub-stations which are normally connected to different phases.

4.3Equipment Used
4.3.1 Cantilever Assembly
It is an insulated swivelling type structural member, comprising of different sizes of steel
tubes, to support and to keep the overhead catenary system in position so as to facilitate
current collection by the pantograph at all speed without infringing the structural members.
It consists of the following structural members:-

Figure.4.1 Cantilever Assembly

a) Stay Arm: It comprises of dial 28.4/33/7 mm (Small) size tube and an adjuster at the
end to keep the bracket tube in position. It is insulated from the mast by stay arm
insulator.

16
b) Bracket Tube: It comprises of dial 40/49 mm (Small) or dia. 30/38 mm (standard)
bracket tube and insulated by bracket insulator. Catenary is supported from this
member by catenary suspension brackets and catenary suspension clamp.
c) Register Arm: It comprises of dial 28.4×33.7 mm tube to register the contract wire in
the desired position with the help of steady arm.
d) Steady Arm: It is 32 x 31 mm BFB section made of aluminium alloy to register the
contact wire to the required stagger and to take the push up of contact wire. It is
always in tension.

4.3.2Automatic Tension Device (ATD)

In DMRC the 1200kgf tension is required in the contact and messenger wires, so that the
pantograph constantly maintains contact with OHE. To maintain this tension, Automatic
Tension Device (ATD) is used. When the tension length of OHE is less than 700m, only
one end is attached to ATD and the other end is fixed.
Two types of ATD’s are used in DMRC:
a) Gas type ATD– This ATD is filled with nitrogen gas. When there is change in
atmospheric temperature, the gas also gets affected (contracts or expands) and hence
the tension is regulated in OHE.

Figure.4.2 Gas ATD

b) 5 pulley block type ATD (Counter weight ATD) – This uses a five pulley
arrangement. It has a mechanical advantage of 5. In OHE the tension required is
2400kgf (contact wire=1200kgf+catenary wire=1200kgf). Hence the counter weight
17
 required is 2400/5=480kg. 12 weight blocks of 40 kg each are used to provide this
tension.

Figure.4.3 Pulley ATD

4.3.3 Overlaps
In electrical circuit, the series and parallel connections are made using junction box,
twisted of cables together, soldering, brazing, etc. This is not possible in case of
overhead contact and catenary wire. Similar purpose in OHE is achieved through
overlaps. Overlap is defined as an arrangement where two set of contact wire runs together
in parallel for a short distance without any mechanical or electrical connectivity but
facilitating smooth movement of pantograph over it. The two contact wires are either
connected firmly by a jumper or an isolator/ interrupter. It is called un-insulated overlap
when connected firmly and insulated when connected through a switch like isolator or
interrupter. The need for the overlaps arises because of
a) Restriction on the length of the conductor due to handling of weight, drum size, tension
to restrict the sag and elongation due to temperature variation depends on length.
b) Maintenance management of higher length is difficult for schedule replacement, kink
attention etc.

18
c) Segregation of section to minimize the faulty section to minimize the impact of fault on
the running of trains.

4.3.4 Section Insulator

Section Insulator is a device installed along with the contact wire for insulating two
elementary sections where the pantograph of the locomotive negotiates smoothly and
maintaining the current continuity. It is used in crossover, turnouts, maintenance pits and
yard line, etc. During movement of locomotive pantograph, it first passes over the runner
and smoothly glides to the contact wire on the other side without the break of continuity.
Section insulator restricts the speed to 70 Mphtherefore; its usage is limited on slow speed
lines and avoided on the mainline.
Section insulator is used to isolate an elementary section requiring maintenance,
breakdown attention, etc. and maintaining the OHE supply to other line for smooth flow of
traffic. In order to avoid accidental movement of locomotive bridging the section insulator
and charging the elementary section, OHE block in the elementary section is taken with
traffic block as well.

Figure.4.4 Section Insulator

4.3.5. Neutral Section

Electrical power is generated in three phases with each phase having a phase shift of 1200.
The utility power supply system also expects equal loading on all phases. Traction power
system works on single phase 25kV traction system. It now becomes important to use all
the three phases equally and convert them into one phase traction supply. This is achieved
by feeding single phase supply to the adjacent traction substation which is separated by a
neutral section. Each feed covers a distance of about 30-40Km feeding all the trains in that
zone.

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 Figure.4.5 Neutral Section

Neutral Section is defined as short insulated dead overhead equipment separating

sectors fed by two adjacent substations which are normally connected to different phases.

4.3.6 Jumpers
Three types of jumpers are used:
a) H jumper-distributes current to contact wire
b) C jumper-functions as potential equalizer
c) G jumper-used in un insulated overlap (UIOL)

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 CHAPTER 5

SUPERVISORY CONTROL AND DATA ACQUISITION

5.1 Introduction
Supervision:Supervision of the traction and auxiliary power system interactively with
schematic pictures which illustrate the real time status of CB, Isolators, PT etc. and direct
the operator to make correct decisions.
Control: The operator performs control operations like open or closes the CB, isolators,
interrupters etc.
Data acquisition: Process information is stored on a process database and a report database
in the form of event list, energy reports and graphs.

5.2 Main TasksofSCADASystem:

a) Remote Monitoring (RM).The status of various equipment’s such as circuit breaker,
isolatoretc.of all sub-stations can be monitored will be shown to the operator in the
mimic diagram of the Operator station.
b) Remote Control (RC).TPC can open or close the CB, Interrupters, isolators and tap
changers. This function is needed while giving power block, supplychange-over or
isolation of faulty equipment and sections and may return them back to service on the
establishment of normalcy.
c) Tele Measuring.Analog measurements like voltage, Current, Energyconsumption, MD
etc. can be monitored by the SCADA software.

5.3 SCADA System Components

A SCADA system usually consists of the following subsystems:
a) Field Equipment
b) Remote Terminal unit
c) Communication Network of the System
d) The software/hardware part at OCC

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 Figure5 1 SCADA System

5.3.1 Remote Terminal Unit

The RTU connects to physical equipment. Typically, a RTU interfaces objects in the
physical world to a DCS (Distributed Control System). It converts the electrical signals (in
the analog form) from the equipment to digital values such as the open/closed status from a
switch or a valve, or measurements such as pressure, flow, voltage or current. By
converting and sending these electrical signals out to equipment the RTU can control
equipment, such as opening or closing a switch or a valve, or setting the speed of a pump.
The RTU hardware consists of the following parts:

Figure5.2 RTU

a) Digital Input Card23BE21

• This card is used to collect the status of the sub-station equipment’s e.g. close/open
status, SF6 gas status, Local/Remote status, Protection relay status etc.
• The binary input board 23BE21 is used for the isolated input of up to 16 binary
process signals.
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 • Scanning and processing of the inputs are executed with the high time resolution of
1 ms.
• Works at a supply voltage of 48V DC

Figure 5.3 Digital Input

b) Digital Output Card

• This card is used to execute close/open command to the circuit breakers, isolators
etc.
• Total 16 Nos. Command can be executed from one card.
• ST : common malfunction information of the board
• PST : command output fault condition display the monitoring system responds
• CO: Command output display during output time.

Figure 5.4 Digital Output

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c) Analog Input Card
• This card is used to measure voltage, current, frequency.
• Analog input card buffer larger quantities via transducers to convert and isolate real
world quantities from sensitive input levels.
• The input to the transducer is taken through the Current Transformer (CT) or
Potential Transformer (PT) which provides an input voltage of 110 V DC.
• An AI Card can measure up to 8 signals. It consists of LED’s for indicating the
errors.

Figure 5.5 Analog Input

d) CPU Card
 It is also known as the Brain Card. It is the Central Control Unit of the RTU. It also
contains two laptop ports and a port for obtaining the print out of the data
 Running Configuration Simulation Management main SCADA functions
 Control of system clock and synchronization of the I/O boards
 Software RTU file is uploaded in the CPU Card
 Communication with different baud rates for transmitter and receiver

Figure 5.6 CPU

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e) Power Supply Unit
 The power supply unit generates the two supply voltages (5V DC and 24 V DC) for
the RTU boards.
 Cooling by natural convection.
 Electronic power limitation
 Short-circuit proof
 Over-voltage protection
 Controlled load balancing
 Power on/off switch on the front panel.

Figure 5.7 Power Card

5.3.2 Communication Network Of The System

The Communication Network refers to the communication equipment needed to transfer
data to and from different sites. The medium used can either be cable, telephone or radio.
There are two types of cable that are used to transfer data to and from different sites. These
two cables are as follows:
 Copper Cable – Copper Cable is used for short distance transmission of data to and
from different sites especially for small distances of 1 to 2 kms. For example,
transmission of data between RTU (Remote Terminal Unit) and
Telecommunication Room and transmission of data between OCC (Operations
Control Centre) - Telecommunication and the Server Room. It’s advantage is that it

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 is a low cost cable line which means that it is laid and maintained at a low cost. It’s
disadvantage is that there is intereference present in the cable from high voltage
 Optical Fibre Cable – Optical Fibre Cable is used for longer distance transmision
of data to and from different sites especially for distances greater than 1 to 2 kms
or larger distance. For example, transmission of data between Telecommunication
Room and OCC (Operations Control Centre) – Telecommunication and
transmission of data between OCC (Operations Control Centre) -
Telecommunication and the Server Room. It’s advantage is that there is no
intereference present in the cable. . It’s disadvantage is that it is a high cost cable
line which means that it is laid and maintained at a high cost.
The communication network of the system is comprising of the field equipment like circuit
breakers, isolators etc., which are taken to the RTU (Remote Terminal Unit) through
optical fibre cable. RTU transmits the data or information through copper cable in the
RS232 form to the Communication cubicle converter present in the SCADA server room
of the RTU. But the RS232 signal is having the distance limitation of 100m. The
Communication cubicle interface converter (RJ459) in the SCADA server room converts
the RS232 to RS485 form and then transmits the data local Telecommunications Room
present at each station through the copper cable network.For RS 485 the cable can be up to
1200 meters (4000 feet) long. This data is then transmitted to the OCC (Operations Control
Centre) Telecommunications Room where the data is received in the form RS485. This
received data is then transmitted to the server room at OCC (Operations Control Centre)
through copper cable network. There is also a Fall Back Card (FBC) that is present before
the interface converter. It is a card in which there is a single input and double output. In
this card 8 to 10 stations are assigned. The FBC is also known as MOCSA Switch. It also
acts as a link between the FEP’s and the rack in which the cards are placed.Therefore, the
data received from the server room at OCC is of the form – RS485 which is then
transmitted in the same form as RS485 from the server room at OCC to the
Communication cubicle interface converter (RJ459) in the SCADA server room of the
OCC. After the data is converted from RS485 to RS232 then the data is transferred from
the Communication cubicle interface converter (RJ459) in the SCADA server room of the
OCC to the Main server in the OCC. RS232 output of the convertor is terminated in to
multi port controller (TPC Controller – Traction Power Controller) of the server.In this
type, of controller it is a multiple input single output controller. There are inputs obtained

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in RS232 formthrogh a cable from various RTU’s through looping to the multi port
controller and the output is taken to the server.

Figure 5.8 Communication

5.3.4 Software
a) Man Machine Interface
Man Machine Interface (MMI) provides the basis for all interactions between the operator and the
SCADA system. It also provides features for altering the operator visually on occurrence of critical
alarms and events. Operator can take appropriate control actions from the MMI screens
b) Real time display and control
Full graphic coloured display of the full section withrelevant indication of devices can be
seen on the VDU screen of the work-station

 There will be a separate picture for all the substations showing the single line
diagram of that sub-station

 Open status of the breaker, equipment in open position and red.

 Close status of the breaker, equipment in closed position and in green.

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  Unknown input, (discrepancy state i.e. 00 or 11) equipment in magenta with uncertain
status (question mark).

c) Remote Control
For emergency or abnormal condition, the operator at the main station (ECC) will have the
control of the equipment from the main control room (ECC). He can undertake the
function of isolation of faulty equipment and sections and may return them back to service
on the establishment of normal configuration. For the control of the field equipment, the
commands from the Software will be sent to the field using the Digital Output Cards of the
RTU.

Figure 5.9 Remote Control

When the operator clicks open breaker then the below screen appears asking him to confirm his
action Once he confirms his action that particular breaker gets opened.

d) Alarm Management.
The alarm procedure on the occurrence of an alarm will draw the operator’s attention and
ensures that the information is taken into consideration. The alarm procedure includes the
visual display of the equipment and cause of the alarm on the alarm row on top of the
mimic diagram, an audible one provided by the system and the alarm unit provided will
also display the led with regard to the alarm class.

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 CONCLUSION

On completion of my training at DMRC Traction, I have come to know about how the
power is transferred to the metros. What all processes are needed to run the substation and
depot on a 24x7 basis?DMRC is an example in terms of working efficiency and
management of resources to all other metros in our country. Not only Delhi Metro's speeds
up the daily life but also use of metro have reduced pollution to larger extent. My training
include deep understanding of power supply arrangement and various protection method
adopted by DMRC to ensure safe and continuous supply. This training has showed me the
infinite possibility and various ways in which mobility of people can be increased.The
training gave me an opportunity to clear my concepts from practical point of view with the
availability of machinery of diverse ratingsI studied about the traction system in general
and its various parts. On the whole this report gives the clear picture of my experience in
Traction system during the time period of training in DMRC.

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