CONTENTS

1. THE LUCKNOW METRO

2. PROJECT TIMELINE
3. OVERVIEW OF ROLLING STOCKS
4. SUB SYSTEM OF ROLLING STOCKS
5. PROPULSION SYSTEM
6. TRAIN SYSTEMS
7. TRAIN CHARACTERSTICS
8. INTERFACE ELECTRICAL
9. MAIN COMPONENTS
10. TRACTION MOTORS
11. BRAKING SYSTEM
12. PANTOGRAPH
13. RECEIVING SUB STATION (RSS)
14. THE TYPICAL SALIENT FEATURES ARE AS UNDER
15. GROUNDING OF NEUTRALS OF AUXILIARY MAIN TRANSFORMERS
16. PROTECTIVE DEVICES
1. THE LUCKNOW METRO:

Lucknow Metro is a rapid transit system serving the city of Lucknow in the Indian state
of Uttar Pradesh.[6][7] Construction of the line begun on 27 September 2014 with the
8.5 km (5.3 mi) stretch from Transport Nagar to Charbagh Railway Station which began
its commercial operation on 5 September 2017, making it the fastest built metro rail
system in the country. Full operation on Red Line stretch from Chaudhary Charan Singh
International Airport metro station to Munshi Pulia metro station began operation on
9 March 2019.
The Lucknow metro cover a distance of 22.87 km with 22 stations. It is the seventh
longest operational metro network in India after the Delhi Metro, Hyderabad
Metro , Chennai Metro, Namma Metro , Noida Metro and Kolkata Metro.
The Lucknow Metro Rail Corporation (LMRC) has hired 35 customer relation assistants to
assist commuters, especially senior citizens in getting tickets. LMRC has also provided
free RO drinking water, toilets, escalators and lifts at all the stations.
The Lucknow metro project is the most expensive transport system in Uttar Pradesh to
date with an estimated total cost for Phase 1A (Red Line) and 1B (Blue Line) of about
$2 billion, of which ₹6,928 crore (US$1.0 billion) is being spent on phase
1A.[8] The Lucknow Metro Rail Corporation, a 50:50 joint venture between
the Government of India and the Government of Uttar Pradesh, was established to build
and operate the metro.[9]
Once completed, the Lucknow Metro will have 2 Lines (1A & 1B), the longer Red (North-
South) line, running from Chaudhary Charan Singh International Airport to Munshi Pulia
chauraha with a total length of 22.87 km (14.21 mi), and the Blue (East-West) line,
running from Charbagh Railway Station to Vasant Kunj. Charbagh Railway Station will
serve as the junction station between the two lines. Further, Metro Phase 2 & 3 will
consist of 6 lines of 74 km. Phase 2 will be of 3 lines from IIM Lucknow to Rajajipuram,
Indira Nagar to CG City and CG City to CCS International Airport. Phase 3 will be of 3 lines
from Munshipulia to Jankipuram, Charbagh to SGPGI and Sachivalaya to CG City. Phase 4
will further see metro expanding to outer areas and to satellite towns.
The current phase that is completed is between Munshi Pulia and Chaudhary Charan
Singh International Airport. The time that it takes to go from one end to another is
approximately 50 Minutes with a maximum fare of ₹ 60
2. PROJECT TIMELINE

 October 2008: The project is cleared by Lucknow Development Authority (LDA).

 February 2009: An agreement is signed between DMRC and LDA.
 June 2009: A Bangalore-based company hired by DMRC studies traffic pattern of
Lucknow.
 July 2009: Geotechnical survey initiated by DMRC.
 April 2010: Traffic and transportation report is submitted by DMRC.
 May 2010: DMRC and a committee headed by the Government of Uttar Pradesh chief
secretary start consultation process related to traffic issues.
 June 2010: DMRC submits the route alignment plan. The Lucknow divisional
commissioner is asked to coordinate with the concerned departments.
 August 2010: DMRC presents detailed route plan.
 September 2010: The committee headed by the divisional commissioner consults DMRC
on the route once again.
 July 2011: A Detailed Project Report (DPR) is submitted.
 June 2013: The state cabinet headed by chief minister Akhilesh Yadav gives clearance for
the metro rail network. The state cabinet also gave approval for the creation of Lucknow
Metro Rail Corporation.
 August 2013: Government of Uttar Pradesh approves the revised Detailed Project Report
(DPR) submitted by DMRC.
 October 2013: LMRC, a special purpose vehicle (SPV) is formed by the Government of
Uttar Pradesh to build and operate the Lucknow Metro. The SPV is incorporated under
the Companies Act, 1956on 25 November 2013. Construction Phase to begin in
December.
 November 2013: DMRC submits tender for Lucknow Metro work, promises to complete
the first phase by Feb 2017.
 December 2013: Government of India, in principle, approves the project.
 February 2014: E. Sreedharan appointed as the principal advisor of Lucknow metro.
 March 2014: Foundation stone laid for Lucknow Metro project.
 10 July 2014: ₹100 crore (equivalent to ₹119 crore or US$17 million in 2018) set aside for
Lucknow Metro in the union budget, by Minister of Finance, Arun Jaitley.
 27 September 2014: Construction begins on the Lucknow Metro.
 6 August 2015: Lucknow Metro receives clearance from Public Investment Board (PIB)
of Government of India.
 22 December 2015: Union Cabinet approves construction of Rail Project Phase - 1A.
 30 March 2016: To speed up clearance processes for Lucknow Metro, LMRC becomes a
50:50 joint venture between the Government of India and the Government of Uttar
 Pradesh. As a result, the LMRC board is reconstituted with five nominee directors being
nominated by both Government of India and Government of Uttar Pradesh each, apart
from the three full-time directors. Additionally, the Chief Secretary of Uttar Pradesh is
replaced by the Union Urban Development Secretary as the ex-officio chairman of LMRC.
 18 September 2016: 90% of the work completed in the construction of Rail Project Phase
- 1A.
 20 October 2016: Lucknow metro begins work on Faizabad Road, does Bhoomi puja for
Phase 1A Extension.
 1 December 2016: The Uttar Pradesh chief minister Akhilesh Yadav and Samajwadi
Party chief Mulayam Singh flagged off the train at the Transport Nagar depot on a trial
run on priority section till the Alambagh Station. The inaugural ride was piloted by two
women.
 20 June 2017: Fifth metro train set arrives at Transport Nagar depot.
 8 July 2017: Sixth and final metro train set arrives for first phase requirement.
 27–28 July 2017: The Commissioner of Railway Safety (CMRS) performs on-site
inspection to confirm readiness of the Metro for service.
 29 August 2017: Inauguration ceremony, on 5 September 2017, confirmed.
Announcement that metro trains will run between Transport Nagar and Charbagh.
 5 September 2017: Minister of Home Affairs and member of
parliament for Lucknow, Rajnath Singh and chief minister, Yogi Adityanath inaugurate
Lucknow metro for service between Transport Nagar and Charbagh Railway Station.
 23 February 2019: Work on whole of North-South Corridor (Red Line) completed, CMRS
approves for commercial run. Full line to be inaugurated on 8 March 2019.
 8 March 2019: Prime Minister Narendra Modi inaugurates full stretch of Red Line of
Lucknow Metro.
 3. OVERVIEW OF ROLLING STOCKS

Definition

The term rolling stock in rail transport industry originally referred to any vehicles that move
on a railway. It has since expanded to include the wheeled vehicles used by businesses on
roadways. It usually includes both powered and unpowered vehicles, for example
locomotives, railroad cars, coaches, and wagons.

At LMRC

Lucknow metro train is a 4 car configuration (DMC - TC - TC - DMC). A Driver Motor Car
(DMC) is provided at both ends of the train and in the middle with two Trailer Cars (TC).
DM cars are motorized by means of 2 motor bogies, while T car is equipped with 2 trailer
bogies, which are non-motorized.
Two HVAC units are mounted on the saloon roof of each DMC and TC cars. Pantograph is
mounted on the roof of each TC car and all other major equipment are underframe
mounted.

DMC-----------------------------TC---------------------------TC------------------------DMC

Other type of configuration is the 6-car configuration (DMC – TC – TC – M – TC - DMC) which is

currently prevalent in Delhi Metro. This is configuration is later to be implemented at Lucknow
also.

. DMC------------TC------------------------TC--------------MC-------------------TC--------------DMC
 4. SUBSYSTEMS OF ROLLING STOCKS
The following are the subsystems of the rolling stock:

a. Brakes and Pneumatics

b. Door system
c. HVAC
d. Propulsion System
e. TCMS
f. PA PIS
g. Bogie

5. PROPULSION SYSTEM
Propulsion systems is what produces the force which moves the train forward. In this case the
propulsion systems consist various HV equipment which are listed below:

a. Pantograph
b. Traction Transformer
c. Traction Motor
d. Earthing switch
e. Surge arrestor
f. Traction Converter/Inverter module.
The OHE collects 25kv supply from the Receiving Substation which is collected by the
Pantograph attached to the two TCs.
The DMCs contain traction motors which are powered through a Converter/Inverter module.
The Main transformer here supplies the power to two bogies through 2 out 3 secondary
winding trappings. The third tapping goes to the Auxiliary Power Converter (APS).

The DMC is equipped with 2 bogies/car which contain 4 traction motors. Each bogie has 2
axles and 4 wheels. Here, the traction motors are placed diagonally on adjacent axles to
support mechanical equilibrium.
6. TRAIN SYSTEMS

Train integrated Management system:

The Train integrated Management (TIMS) provides a centralised function to monitor the
train borne system and devices. It also provides the operators interface via a video
Display Unit mounted on the operator desk. This display unit shows relevant
information to the operator about the status of On board equipment as well as
commanded functions.
The train information management System interfaces with the following systems
located throughout the train , these system are.
A. Traction Inverter (CI)
B. Auxiliary power supply (SIV)
C. Brake Electronic control Unit (Brake system)
D. Door control Units
E. Air conditioners
F. AVAS & PA
G. Train Radio
H. ATC System
The Train Integrated Management system also monitors train line status, switch and
circuit breaker positions. This monitoring and control is carried out via the parallel
input/output interface.

1. Operating Modes
The TIMS system has three basic operating modes;

I) Standby Mode
In this mode the TIMS system is active however, no information or diagnostic functions
are available. The TIMS system displays a logon screen and is waiting for an authorized
user to enter a staff ID code (and password for maintenance staff).

II) Operator Mode

This is the operating mode of the TIMS system for normal passenger service. In this mode
the driver can access information screens regarding train systems.
III) Maintenance Mode
This mode is an optional operating mode that must be selected from the Logon screen.
This mode is usually operated by maintenance staff and requires a password for access to
maintenance functions.

1.1 Fault Detection Levels

Fault detection is classified into five critically levels:

i) Level 1: Critical Fault

Faults that require the immediate action/attention of the train operator are classified
as critical fault.
ii) Level 2: Operating Event
An event which is triggered by the train operator

iii) Level 3: Maintenance Event

An event that requires the attention of maintenance staff, after the train has completed
the scheduled service operation.

iv) Level 4: Record

A maintenance record that requires the attention of the maintenance staff during
scheduled routine maintenance.

v) Level 5: Notice
Information or reminder to aid the train operator during normal service under
defined conditions.
7. TRAIN CHARACTERSTICS:

TRACTION REGENERATIVE BRAKING

Door system – description:

 Passenger Saloon Door is a major system of the Lucknow Metro.
 It is used extensively and, as it participates to passenger evacuation; it requires a high
reliability, availability and safety levels – SIL 2 Compliant
 Passenger Saloon Door System has got following major features –
o An external double sliding door,
o Electrically operated with a throughway of 1400mm width and 1900 mm height.
o Ethernet to support single point uploading/downloading of the software and faults
o Pushback of 15 mm/leaf (maximum)
o Emergency device –
 Manual Unlocking Lever available with each door.
 Egress Device for both doors adjacent to each DM car
 Access Device for doors in the middle of each car.

SYSTEM DESCRIPTION:

Passenger door
Passenger Access Door
Layout of Emergency Devices (for illustration only)
8. INTERFACE – ELECTRICAL
Safety measure:
As door opening/closing are safety functions, the command/authorization is operated
through a train line. An Electronic Door central unit (EDCU) controls the motors during
door opening, door closing operations. The train can run only if all the doors are closed
and locked. To ensure this function, two door safety loops are implemented (one on each
side of the train). These train lines passed by all the door lock switches (DLS) of each door
of the side. If the door safety loop is still open, that means that one or some doors are not
locked.
In the case of isolation, the lock-out switch (LOS) bypasses the DLS of the door concerned.

EDCU
 9. MAIN COMPONANTS

Operator:
Operator Composition:
→ Motor
→ Coupling
→ Driving screw
→ Locking device
→ Manual unlocking
→ Switches
Door motor:
It is a DC motor, powered with110VDC.
It drives the driving screw rotating by the coupling.

Traction system:
Main transformer:

TRACTION TRANSFORMER
 The transformer operates under 25kVac.
 The main transformer system consists of a tank that includes the active parts (winding
and magnetic core) and the accessories that allow the functions of the active parts
(cooling devices, protection sensors, connections.
 The complete system is installed in the under frame. To avoid transmission of vibrations
from the transformer to the body shell the fixation system includes silent blocks.
 The main transformer is cooled by circulating silicon or ester oil. The oil serves to
insulate the active parts of the transformer and to remove the heat produced from
power losses in the windings and the core.
 The oil circulation is forced by an electrical pump that push it to the heat exchangers.
 The heat exchanger includes 2 fans that blow the air into the radiator.
 To limit the noise the fans can rotate at 2 different speed.
 Fans run at half speed when the train is in the station, and the full speed is activated
when the train reach 20 kmph

Rated power
Loco trains 4-10 MVA
EMU trains 0.6-4 MVA
 Rated Voltage (AC):25kV /15kV – 1-Phase
 Rated Frequency:50Hz / 16.67Hz
 Cooling type – Oil – Air: Mineral/Ester/Silicone
 Specific Design features
 Compact design – Space constraints
 High Impedance design
 Withstand high vibrations
  High temperature class insulation for longer life
 Mounting - Under frame or roof mounted types
 Water ingress protection > IPx5
 Reliability

Surge arrester:

 Function: Primary protection for the power circuit from the effects of voltage surges on
the overhead power supply
 Technology: Gapless metal-oxide resistor with silicon rubber case.
 Rated voltage: 41.25kV
 Continuous operating voltage: 33 kV
 Rated discharge current (8/20 μs) : 10 kA
 Creepage length: > 1000 mm
Vacuum Circuit Breaker and Earthing Switch:

Function:

The role of the circuit breaker is to protect

the
downstream power circuits. The earthing
switch is used to protect train operators
against injuries and it is equipped with keys.
 Technology: Vacuum switch technology
 Nominal rated voltage: 25 kV
 Maximum voltage: 30 kV
 System frequency: 50 Hz
 Rated current: 1000 A (at 25°C)
 Short circuit power: 400MVA for 3s over the whole operating voltage range.

Line voltage sensor:

Fig-circuit of line voltage sensor

 Function:
1-Detect line voltage for traction and auxiliary converters
2-The component is designed to pass test of ferromagnetic resonance.
3-The component is explosion proofed, i.e. the active part is embedded in a silicone
compound insulator with a spring load pressure relief cover that can release gas but
contain pieces.
 Technology: Inductive voltage transformer
 Voltage ratio: 25000/100 V
 Accuracy: class 0.5
  Rated output: 20 VA
 Power frequency withstand test: 70 kV
 Light pulse test: 170 kV
 Creepage distance :900 mm

Line current sensor:

 Function:
Detection of line current for protection of electrical equipment
 Technology: split core Inductive Current transformer without primary winding. The
transformer is applied on a 25 kV insulated cable.
 Current ratio : 100/1 A
 Accuracy: class 1
 Rated output: 10 VA
Vacuum Circuit Breaker:

 Dielectric strength between poles: 75 kV rms / 1mn / 50Hz (wet & dry)
 Dielectric strength between input and earth: 75 kV rms / 1mn / 50Hz (wet & dry)
 Shock wave 1.2/50 μs between poles: 170 kV (contacts open with one of them
connected to the earth)
 Shock wave 1.2/50 μs between input and earth: 170 kV(closed contacts)

10. TRACTION MOTORS:

• The traction motor is a three-phase squirrel cage asynchronous, four-pole, open double
flow motor and self-ventilated machine.
• The motor is air cooled by a fan mounted externally to the motor frame at the non-drive
end.
• Air flow is mainly ducted to the heat exchange channels at the external periphery of the
magnetic stack, and one part is duct inside the motor, with a filtering effect.
• The fan is designed for low noise without pure tone.
Parameters

 Voltage: 810V/1402 V
 Stator Frequency: 85 Hz
 Shaft power in traction (max): 260 kW
 Shaft power in braking (max): 550 kW
 Phase current in traction (max): 233 A
 Phase current in braking (max): 245 A
 RPM at 80kph (half worn wheel) :3210 rpm
 Torque in traction (in AW3): 2234 Nm
 Torque in braking (in AW3): 1819 Nm
 Power factor: .89
 Efficiency: 94 %
Technology used:
 The rotor cage is made by allied copper bar i.e. an alloy of copper and chromium and
zirconium to improve mechanical characteristics.
 The motor rotor is mounted on 2 insulated bearings to limit the effect of parasite
currents, i.e. the leakage currents that can flow through the bearings (due to dv/dt
mainly) and damage them.

Traction motor characteristics:

TRACTION BRAKING
 Traction motor noise:

Parameters

Traction motor noise power is 104 dB(A)

 Traction motor admissible noise is defined in fig C1 of IEC 60349-2
 Considering that the maximum motor speed (medium wear wheel) will be 3210 rpm the
admissible sound power level is 111.7 Db.
Traction motor maintenance:
 Traction motor bearings have been dimensioned for an overhaul of
1000000 km. with a lubrication interval of 100000 km
 The design life of the bearing is > 2.1 million of kilometers
 The bearing are mounted with systems that allows the lubrication

11. BRAKING SYSTEM:

 Brake System for Lucknow Metro is designed based on and conforms to

EN 13452
 Maximum Operating speed – 80 Kmph, Design Speed – 90 Kmph & Max.
Gradient – 4% Brake Control is based on the Twin Pipe architecture
(both MRP & BP exist and run through the train length)
 Each car has 2 Brake Control Electronics (BCEs) controlling each one
Bogies – Bogie
Control
 Each car has 1 Brake Control Unit, with two set of EP valves, each set
controlling one of the Bogies – Bogie Control
 The BCEs are built with the redundancy feature to ensure the Brake
functions are controlled by the other BCE of that particular car, when
one of BCEs of that car is failed. The Emergency Brake is De-energised to
apply philosophy & is equipped with 2 Safety loops.
 The Spring Controlled Parking Brake is De-energised to apply philosophy
.
 Each car has one WSP Electronics, integrated as part of one of the BCEs
with a dedicated power supply – WSP Electronics is per car basis.
 Mechanical WSP detection & Correction are provided at Axle level.
 Pure Pneumatic Back-up Brake is available in the event of complete
electronic failure, based on classic Pneumatic Brake philosophy
 Isolation of a particular section of the Pneumatic circuit is possible by
means of Isolation

Cocks/Valves.

• Each train has two set of air supply system.

• They are located under the frame in each DMC.
• At start of train all compressors are activated to fill the air to 8.5 to 10
bar in main reservoir.
• An air dryer unit dries the air to supply clean & dry air to brake and other
auxiliary systems.
• Each train has one main reservoir in each car & one brake reservoir in
each bogie.
 12. PANTOGRAPH

Main components:

Insulators, Frame, Lower arm, Lower rod, Balancing system, Upper arm,
Anti balancing rod, Pan head, ADD system and MED system.
Pantograph main characteristics:
 Weight (Global): 150 kg
 Voltage: 25kV AC
 Current: 300A/80A standstill
 Action: Pneumatic raising with air bellow/ Gravity lowering
 Standards: EN50206‐2 (IEC 60494‐2)
 Static force: 70N(nominal)
 Inlet pipe: Insulated
 Min. working height: 150 mm
 Max. working height: Upto1800 mm
 Raising time: <10s
 Lowering time: <10s
 Carbon strips: Metallised (Impregnated Copper)
 Safety features: Maximum Extension detection (MED) and Auto drop
Detection (ADD).
General description:

• The LX 1800 pantograph is specially designed for metro applications

• It is a single arm design, with a suspension supported panhead,
capable of stable
bi‐directional operation at all specified vehicle speeds
• The pantograph is suitable for both flexible and rigid catenary system
• Air bellow actuated for smoother operation
• Carbon strips are in continuous contact with the contact wire to collect
current
Its main advantages are :
• Robust design
• Low maintenance concept
• Compact when folded
• Fitted with safety features

Pneumatic schemes:
Maximum extension detection feature:
Description :

This device allows the pantograph to automatically lower in case of

maximum extension detection.
It is based on a pneumatic valve (mechanically operated by a lever on a
lower arm), that is
adjustable in order to achieve desired height.

Functional Principle:

• The valve is normally closed.

• When the pantograph reaches maximum extension, lever actuates the
valve releasing the pressure.
• The pressurized air is released to atmosphere which decreases the
pressure in the bellows. This lowers the pantograph automatically.
• Indication is sent to the driver that the pantograph is lowered
• Pantograph can be raised again upon manual resetting of the MED
valve on the roof (on pantograph) after reaching the depot/isolation of
power line

Auto‐drop device (ADD):

Description:
This Auto‐drop device allows the pantograph to lower automatically and
quickly when the carbon strip is damaged. After the incident, it prevents
pantograph raising if the Carbon strip is not replaced. It is based on a
pneumatic proportional valve mounted on the pantograph frame and
operated by the air pipe/channel included inside the carbon strip.

Functional principle:
 In normal operating condition(without strip damage), the ADD
pneumatic valve is closed.

 In case of strip damage, the bleeding air flow causes the pneumatic valve
opening, releasing the air to the atmosphere. The pneumatic bellow
pressure falls down and the pantograph is lowered
Pneumatic control unit:

1)Test Point : To check the input air pressure

2)Air filter: To filter the Incoming air to desired level
3)Solenoid valve with Coil: To admit/discharge the air into the
Pantograph
4)Pressure Regulator: To regulate the air pressure to the desired value
and adjust static force
5)Pressure switch: To tap signal for TCMS and provide driver indication
 13. RECEIVING SUB STATION (RSS)

Introduction:

 Receiving Substation consists of :-

1. TRACTION SUB-STATION (TSS) for stepping down EHV supply to 25kV
to meet traction requirement of metro.
2. AUXILIARY MAIN SUB-STATION (AMS) for stepping down EHV supply
to 33kV to meet auxiliary requirement of Metro,
3. AUXILIARY SUB-STATION (ASS) for stepping down 33kV supply to
415V to meet station auxiliary requirement.

LMRC is constructing 220kV/132kV GIS Based RSS at Transport

Nagar(132kV) and Munshi Pulia (220kV).

General arrangement of RSS:

(220/132 kV) Receiving

RSS

(220, 132 kV) / 33 kV (220, 132 kV) / 25 kV

AMS TSS

TSS

Rail Corridor

SSP/SS SSP/SS

SSP

Traction Power
Supply
Stations
ASS

Auxiliary Power
Supply ASS

ASS ASS
  The rss feeds power to the traction overhead equipment, at 25 kv, 50 hz,
single phase ac, through tss.
 The rss also feeds auxiliary power at stations and en-route, through an
auxiliary main substation (ams), duplicate 33 kv cable network (in ring
formation) and auxiliary substations (ass) at each underground and
elevated station.
 The power received at ass is distributed to the auxiliary loads of the
stations through lv distribution system.

Essential requirement:
 Since reliability of electric traction of Lucknow metro rail corporation
depends upon continuous availability of power supply, sub-stations and
switching stations have to be kept in proper working condition at all the
time.
 To ensure this, 25 KV feeder lines and traction transformers with
associated switchgears and control & relay panels are duplicated so that
if one unit fails, the standby unit can be brought into service to continue
power supply.
 Similarly power supply for other essential services is also required to be
maintained through auxiliary main substations. To ensure this, 33 kv
feeder lines, auxiliary transformers with associated switchgears and
control & relay panels are duplicated so that if one unit fails, the standby
unit can be brought into service to continue the auxiliary power supply.
 Dg sets are also provided at each station including depots to meet the
auxiliary power requirement in case of failure.
 All switching operations are also centralized and controlled through
scada by a single authority, namely traction power controller
Traction Substation (TSS):
 Voltage in the traction transformer is stepped down from 220/132kv to
25 kv in tss. The traction power is then supplied to the mainline ohe,
rigid ocs and depot etc.
 The tss is designed for remote operation. The facilities exist to change
over from one feeder to the other by means of interrupter with isolator
either side.
 One end of the secondary winding of the transformer is solidly earthed
at the receiving sub-station and is connected to track/return feeder
through buried rail.

Auxiliary Main Sub-Station (AMS):

Voltage in the auxiliary power transformer is stepped down from
220/132 KV to 33 KV in AMS. The auxiliary power is then distributed to
stations of rail corridors, underground and depot through auxiliary
transformers located in auxiliary substation at each station. There is one
ass in each elevated station and two ass in each underground station.
The typical schematic diagram is given below:
Local distribution :
In each ams, there are two numbers 3-ø, 200kva indoor type cast resin dry
type 33/0.415 kv transformers which feed the power supply to different
auxiliary loads of rss like:-
a. Battery chargers,
b. Lighting,
c. Air conditioning, ventilation and
d. Control and relay panels
d. Loads of other substation equipments etc.

As per energy conservation measure generally the load is fed from one
transformer and other is kept in hot standby mode. Provision is typically
made for automatic changeover also.

Auxiliary Sub-Station (ASS) at stations:

 Auxiliary sub-stations (ass) are located in each station which step down
33kv to 415v to supply distribution loads of the stations.
 33 KV supply is fed to the ass at the stations in ring formation. In rail
corridor both the 33 KV cables emanating from the AMS transformers
are terminated in a single ass since single ass is provided in the
rail/elevated corridor.
 In the ug stations there are typically two ass each of which is fed from
separate 33 KV cable emanating from AMS transformer.
  There is provision for coupling both the 33kv rings after 4-5 stations so
as to meet the emergency requirement in case of fault.

Traction and auxiliary transformer:

Traction transformer:
Two identical oil filled outdoor type traction transformers of suitable
capacity are installed in rss. The typical salient features are as under:

Characteristics:

• Two phase primary 220/132kV and single phase secondary 25 KV on load

tap changer on primary windings
• Cooling by natural ,oil circulation and banks of radiators mounted on
tank
• The vector group shall be typically used.

Rated power :

• The transformer is guaranteed so as to perform satisfactorily at rated

power capacity. The maximum temperature at nominal rating shall never
exceed:
• 50°c above ambient temperature for mineral oil
• 55°c above ambient temperature for the copper winding and the iron
core.

Overload capacity:

Traction transformers usually have the following overload capacity. After

constant operating at continuous full load, the transformer shall have a
guaranteed minimum overload capacity of:
 50% for a duration of 15 minutes .
 100% for a duration of 5 minutes
after overload the temperature rise shall not be more than.
 65°c above ambient temperature for oil.
 75°c above ambient temperature for windings.
Rated voltages :

• The primary winding voltage shall be 220/132kv rms at a power

frequency of 50 hz on the main tapping. Operating voltage may increase
to + 10% and drop to -15%.
• The primary winding is fitted with on-load tap changer with 16 steps.
• The secondary voltage shall be 27.5 kv at a power frequency of 50 hz,
one terminal
• Is connected to the earth and the other feeds the traction power

Short-circuit withstand capability:

Short-circuit on HV side:

• The transformer is designed and constructed so as to withstand without

damage, or impairment in its performances, any external short-circuit.
• The hv winding and hv bushings of the transformer shall be designed for
carrying the full symmetrical short circuit current typically for 3 sec.

Short-circuit on LV side:

The maximum short circuit current at the output of feeding has to be

limited at 16 ka to comply with the breaking capacity of on board circuit
breakers of rolling stock.

On-load tap setting on traction transformers:

• As the rolling stock is designed to take voltage variation between 19 kv -

27.5 kv at a nominal voltage of 25 kv, the traction transformer is
provided with an on-load tap changer to compensate incoming ehv
voltage fluctuations for maintaining desired lt voltage range suitable for
rolling stock operations.

• In case of variation in incoming voltage, the traction transformer tap can

be changed on line without interrupting traction power supply. This
eliminates the possibility of interruption of passenger services in case of
incoming voltage variations.
 • The oil of the on-load tap changer units separated from the main
transformer tank and independent buchholz relay is connected on the oil
pipe between the on-load tap changer and the expansion vessel.

Auxiliary transformer:
Two identical oil filled outdoor type auxiliary transformers of
30mva capacity are installed in RSS.

14. THE TYPICAL SALIENT FEATURES ARE AS UNDER:

Characteristics:
• Primary - 3 phase. 220/132 kv and secondary - 3 phase 33 kv
• On load tap changer on primary windings,
• Cooling by natural air and radiators mounted on transformer.
• The vector group shall be typically yn yn0.

Rated power:

The transformer is guaranteed so as to perform satisfactorily over rated

power, measured across the secondary winding.
Overload capacity:

 The transformers is able to withstand an overload of 25% for duration of

2 hours, following continuous running at maximum continuous rated
load without exceeding the limits of temperature rise stipulated below:
1. 65°c above ambient temperature for oil
2. 75°c above ambient temperature for windings

Rated voltages:

• The primary winding voltage can be 220/132kv rms at a power frequency

of 50 hz on the main tapping. Operating voltage may increase to + 10%
and drop to -15%.
 • The primary winding is fitted with on-load tap changer with 16 steps.
• The secondary nominal voltage shall be 3 phase 33 kv at a power
frequency of 50hz.

Short-circuit withstand capability :

Short-circuit on hv side :
The transformer is designed and constructed so as to withstand without
damage, or impairment in its performances, any external short-circuit the
hv winding and hv bushings of the transformer shall be designed for
carrying the full symmetrical short circuit current typically for 3 sec.

Short-circuit on LV side:
The maximum short circuit current at the output of feeder station has to
be limited at 1 kamp.

On-load tap changer :

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

15. GROUNDING OF NEUTRALS OF AUXILIARY MAIN

TRANSFORMERS:

Auxiliary main transformer is a star-star connected transformer.

The hv side neutral is solidly earthed through an isolator and the lv side
neutral is earthed through a 20 ohm resistor (NGR) and isolator so as to
limit the fault current to 1 ka . Typical schematic arrangement is given
below:
 16. PROTECTIVE DEVICES

A number of protective devices are provided to ensure safe operation of

traction transformers, auxiliary mains transformers and other equipment
(under normal and extended feed condition with appropriate
adjustment of settings).
Alarm and trip circuit operations are tele-signaled and indicated at the
occ. The tpc shall advise in every such case to supervisor in charge of psi
of the respective line, so that he could arrange for the inspection of the
sub-station to investigate the cause and take necessary corrective action
and submit a detailed report to am or manager/ (traction/psi).
Control and protection for traction/ auxiliary main transformer:
Traction transformers:
Typically following protections are provided for traction transformers.
• Instantaneous over current protection
• Delayed over current protection
• Differential protection
• Tank earth fault
• Buchholz protection
• Pressure relief device (prd) protection
 • Winding temperature rise protection
• Oil temperature rise protection
• Wrong phase coupling protection

Auxiliary main substation transformers

Typically following protections are provided for auxiliary mains
transformers:
• Differential protection
• Instantaneous over current and earth fault protection
• Delayed over current and earth fault protection.