Prepared By :

SOURAV PAL

Dept-Electrical Engineering
Jalpaiguri Govt. Engg College
Jalpaiguri-735102
 ACKNOWLEDGEMENT

It is with a deepest sense of gratitude , that I wish to

recollect the times and experience I had , while doing the Vocational
Training at Metro Railway, Kolkata.

It is my greatest pleasure to take this opportunity to extend

my sincere thanks and best compliments to Mr. Avijit Ray (Chief
instructor) & Mr. Sumesh Kumar (instructor) without their deep
concern , profound knowledge and able guidance the completion of
the Vocational Training would be nearly impossible. Their active
contribution has enhanced the scope to go deep into the subject and
has made this Vocational Training program perfect.

This joint endeavor in absolute harmony will surely leave

memories to be cheerised in the days to come and will leave me
nostalgic forever.
Thanking you All,

Toufique Rahman

SK Mesbahul Alam

B.TECH 7TH SEMESTER

ELECTRICAL ENGINEERING
JALPAIGURI GOVT. ENGG COLLEGE
 INDEX
Sl. No. Items Page no.

01. Introduction 01

02. Present scenario 02

03. Types of coach at Metro Railway, Kolkata & 03

features

04. Power system structure of Metro Rail at 08

Kolkata

05. Ventilation & Air conditioning system 12

06. Maintenance scheme 19

07. Mode of operation 21

08. Control mechanism 26

09. Conclusion 30
 01

INTRODUCTION

Indian Railways are the largest Rail network in Asia and the world s second largest
under one management. Criss- crossing the country’s vast geographical spread, Indian Railways
are a multi gauge, multi Traction system covering over 1 lakh track kilometer, 300 yards, 2300
goods sheds and 700 repair shops. Its Rolling stock fleets includes 8300 locomotives, 39000
coaching vehicles and 3.5 lakh freight wagons 7133 Railway stations. Its work force is 1.65 million
and it runs some 11000 trains every day including 7000 passenger trains. Amusing the potential of
vast and wise pried assets to meet the growing traffic needs of developing economy is so easy
task and manes (IR)a complex cybernetic system. Over the years, Railways have built up an
elaborate and well established manual information system to help them monitoring their moving
assets. Supported by a dedicated voice communications network, it collects and transmits
information from the remotest corners of the country to control centers at the highest level.

With a view to finding out an alternative solution to alleviate the suffering of the
Calcutta’s the Metropolitan transport project (Rlys) was set up in 1969. After detailed studies the
MTP(Rlys) came to the conclusion that there was no other alternative but to construct a Mass
Rapid Transit system. The MTP (Rlys) had prepared a master plan in 1971 envisaging construction
of five rapid transit lines for the city of Kolkata, a totaling to route length of 97.5 km. of these, the
highest priority was given to the busy North-south axis between Dum-Dum and Tollygunge over a
length of 16.45 km and the work on this project was sanctioned on 1.6.72. the foundation stone of
the project was laind by Smt. Indira Gandhi, the then prime minister of India on December
29,1972 and the construction work started in 1973-74.

Overcoming innumerable hurdles and crossing all barriers of disbelief, Calcutta

Metro, India’s first and Asia’s fifth became a reality on OCTOBER, 24, 1984 with the
commissioning of partial commercial service covering a distance of 3.40 km with five stations
between Esplanade and Bhowanipur. This was quickly followed commuter services on another
2.15 km stretch in the north between Dumdum and Belgachia on NOVEMBER 12, 1984. The
commuter service was extended up to Tollygunge on APRIL.29, 1986 covering a further distance of
4.24 km making the service available over an overall distance of 9.79 km and covering 11 stations.
However, the services on the north section were suspended w.e.f. 26.10.92 as this isolated small
section was not attractive to commuters. After a gap of over eight years, the 1.62 km Belgachia-
Shyambazar section, along with DumDum-Belgachia stretch, was opened on AUGUST 13, 1994.
Another 0.71 km stretch from Esplanade to Chandni Chowk was commissioned shortly thereafter,
on OCTOBER 2, 1994. The Shyambazar, sovabazer, girish Park (1.93 km) and chandni chowk-
Central (0.60 km) sections were opened on FEBRUARY 19, 1995. Services on the entire stretch of
Metro were introduced from September 27, 1995 by bridging the vital gap of 1.80 km in the
middle. A dream thus came true.
 02

PRESENT SCENARIO
At present Kolkata Metro is the best passenger communicating medium with high
degree of punctuality which is more than 99%.Three minute or above late from schedule time is
considered as lost of punctuality. Now Kolkata Metro Railway is extended from Dumdum to
Tollyjang. In between Dumdum to Tollygung there is 15 Nos. under ground stations, one on the
floor and one on the elevated floor. Total distance between Dumdum to Tollygung is 16.45 Km.
and stations are separated by distance of 0.6 Km. to 2.2 Km. All the stations and tunnel are well
ventilated and air conditioned. Total seventeen Nos. out of eighteen Nos. of train always remains
in service according to the requirement and one train remains under POH by rotation after
completion of three lakh Kms. run or after every five years of service which is earlier.

Metro Rail, Kolkata introduced Automatic Fare Collection (AFC) system in

August/September’94 With magnetically coded tickets and Passenger Control(PC)system and this
has now been extended to all stations from Tollygung to DumDum. From Ticket Machine you will
get magnetic ticket. Insert the ticket into automatic fare-collection gate to get entry into the
stations platform. This magnetic ticket is available in six different types.

TOM (Ticket Office Machine) is a machine available at all booking counters from
where magnetic tickets are issued. This ticket when inserted into automatic fare collection gate
will give you the permission to enter into the platform.

NEW TECHNOGY USED : -

Metro construction is of a very complex nature requiring application of several new
technologies in the fields of civil, electrical, signaling and telecommunication engineering. Indian
engineers, backed by their own experience and supplemented by their own studies abroad,
adopted advanced technologies in the following fields for the first time in India.

Cut and cover method of construction using diaphragm walls and sheet piles.

Use of extensive decking to keep the traffic flowing over the cut while
construction is in progress underneath.

Shield tunneling using compressed air and airlocks.

Ballast less track using elastic fastenings,rubber pads,epoxy mortar and nylon
inserts.

Air-conditioning and ventilation system for environmental control of stations
and tunnels.

Third rail current collection system for traction.

Underground substations with dry type transformers and SF-6 circuit
breakers.

Continuous automatic train control system.

Tunnel-Train VHF-radio communication system.

Micro processor based train control and supervisory remote control system
for substations.

Automatic ticket vending and checking system.
 03

TYPES OF RAKE AT KOLKATA

METRO RAILWAY
There are two types of rakes in Kolkata Metro railway viz.

BHEL (Bharat Heavy Electricals Ltd.)

NGEF (New Government Electrical Factory)

BHEL (Bharat Heavy Electricals Ltd.):

Ltd.): -

BHEL is basically designed by SIMENS. Out of total eighteen nos. of rake nine nos. are BHEL make.
The rake formation of BHEL make coaches is shown bellow.

DMI end TOL end

DMC TC NDMC NDMC NDMC TC NDMC DMC

(MC) (MA) (MA) (MC)

1002 1602 1402 1202 1201 1601 1401 1001

Rake No. applicable for BHEL make are B1 to B9.

NGEF (New Government Electrical Factory):

Factory): -

NGEF is basically designed by AEG, Germany. Out of total eighteen nos. of rake nine nos. are NGEF
make. The rake formation of NGEF make coaches is shown bellow.

DMI end TOL end

DMC TC NDMC NDMC NDMC TC NDMC DMC

(MC) (MA) (MA) (MC)

2002 2602 2402 2202 2201 2601 2401 2001

Rake No. applicable for NGEF make are:

N 01/14, N 02/12, N 03/04, N 05/15, N 06/08, N 09/16, N 10/11, N 13/17, N 07/18.

Numbering has been done with meaning that for rake no. N 01/14, 01 and 14 refers to the DMC
01 and DMC 14 respectively.
 04

RAKE FORMATION OF METRO COACHES

TOL END DMI END

BHEL/NGEF 1401/2401 1601/2601 1201/2201 1202/2202 1402/2402 1602/2602 1002/2002

1001/2001
DMC NDMC TC NDMC NDMC NDMC TC DMC
Driver motor Non-Driving Trailer coach, Non-driving Non-driving Non-driving Trailor coach, Driving motor
coach, Motor coach, Motor motor coach, motor coach, motor coach, motor coach, MA-1,
M A set, Motor compressor Motor MA, HSCB-1 motor compressor, HSCB-1,TRCC-4,
Master Compressor set, set,TRCC-4 alternator set, Nos.,TRCC-4 compressor, TRCC-4, EP TM-4, Battery
controller-1 HSCB-1 Nos., EP Unit-1 HSCB-1 Nos., Battery HSCB -1, TM-4, Unit-1, Brake set-1, Cam shaft
Nos., Nos.,TRCC-4 Nos., Brake Nos.,TRCC- 4 set -1 Set, Cam Cam shaft cylinder. controller-1,
HSCB-1 Nos., TM-4 cylinder-4 Nos. Nos., Traction shaft controller-1, SBR-
Nos.,TRCC-4 Nos., Cam shaft Motor-1 Nos., controller—1 SBR-3( BHEL) 3(BHEL)5(NGEF)
Nos., TM- 4 controller-1 Battery set -1 Nos., SBR- 5(NGEF) Frames, EP
Nos., MA-1 Nos., Nos., Cam shaft 3(BHEL)5(NGEF) frames, EP Unit- Unit-1, Brake
Nos., Battery SBR-3 Frames, controller-1 frames, EP unit- 1, Brake cylinder.
set-1 Nos.,Cam EP Unit -1Nos., Nos., SBR-3 1 Nos., Brake cylinder.
shaft controller- Brake cylinder- (BHEL) 5(NGEF) cylinder-8.
1 Nos.,SBR- 8 Nos. frames, EP Unit-
3(BHEL)- 1 Nos., Brake
5(NGEF) Nos., cylinder-8 Nos.
EP unit-1 Nos.

MA- motor alternator, HSCB- high speed circuit breaker, TRCC- third rail current collector, SBR- starting and breaking resistance, ED-electro dynamic,
EP- electro pneumatic, NGEF- (New Govt. Electrical Factory), BHEL- (Bharat Heavy Electrical Ltd.), TM- traction motor,
 05

Formation of Motor Coach:

Coach: -

Bull Gear
Traction motor
Axle

Including Driving Motor Coach (DMC) all the coaches are formed by two Nos. of bogies.
Each bogie consists of one pair of axle & two pair of wheel. In DMC and NDMC four Nos. of
traction motors placed over axle foundation. There is bull gear fixed with each axle is mechanically
coupled with pinion of each traction motor.

Traction Motor:-
DESCRIPTION: -
Type TM 3603 AZ traction motor is a Dc series wound 4 pole self ventilated
machine arranged for axle mounting on sleeve bearing and supported on the opposite side by
resilient suspension unit. The flanges of the axle suspension bearing limit transverse movement.

Bull Gear
L
O
TM A
D

CONSTRUCTION: -
The armature core is built from electrical quantity varnished sheet steel
laminations assembled with interference fit directly on to the armature shaft, which is machined
with ni-chromium molybdenum steel. The commutator is of arch bound construction. Steel V-
rings insulated with molded mica hold hard drawn silver bearing copper segment insulated with
macanite segments, together. The commutator is statically and dynamically seasoned with ensure
stability. The commutator outer V-rings is protected with anticrepage PTFE band.
The armature has a 4-circuit equalized, lap winding, with silicon based class H
insulation. The armature and equalizing coil leads are TIG welded to commutator rises. The coils
are d down in the core slots by epoxy glass wedges and RCS-1-glass band secure the end winding.
The wound armature is vacuum and pressure impregnated. The completed armature is
dynamically balanced.
 06

The high permeability cast and fabricated steel magnet is accurately machine to
ensure alignment of end shields, pole bores and axle way bores. They are built from steel
lamination riveted together.
Main pole and compole coils after winding on formers are insulated with mica-
glass based H insulation and are vacuum and pressure impregnated with silicon varnish.
The brush holder is an integral casting having a single adjustable spring for each
brush to provide the correct brush pressure.

IMPORTANT FEATURES

A smaller wheel diameter of 860 mm has been adopted for, so as to keep the tunneling
cost to the minimum. Due to the height for mounting the equipment on the under frame
has been limited to 700 mm.

The equipment has been designed to fully compatible for accepting signal for continuous &
automatic train protection (CATP) & automatic train operation (ATO) CATP &ATO
equipment is however arranged by railways separately driver can choose anyone.

An auto load –weighing device has been installed on each coach. This device enables
marinating constant acceleration or deceleration for the entire train regardless weight of a
particular coach.

Both electrical and electro pneumatic brakes are used such as;
 From 80 km-65 km: all motor coaches& trailer coaches will have EP brakes.
 From 65 km- 15 km motor coaches will have ED brakes & trailer coaches will
have EP brakes.
 From 15 km-0 km: all coaches will have EP brakes. 5 different braking rates
by the movement of master controller handler can be obtained.

For auxiliary supply such as fan, lights, traction control and battery charging etc. brushless
motor, alternator set instead of conventional DC motor-generator set.

The traction motor has been designed such that the temperature rise of the
winding at the continuous rating does not exceed 400C limit.
Pneumatically operated double leave door are provided on each coach. Provision
has been made such that the movement is not possible unless the entire door in the train have
been closed.
 07

SALIENT FEATURES

Total Route Length 16.45 kilometers

Stations 17 (15 Nos. under ground,1 no

surface and 1 No. elevated )

Coaches per train 8

Maximum permissible speed 80 km/h

Average speed 30 km/h

Voltage 750 Volt D.C

Method of current collection Third Rail

Travel Time 31 min

( DumDum to Tollygung )

Each coach can carry 278 standing, 48 sitting.

Each train carry 2558 passengers ( approx )

Interval between trains 06-08 minutes in peak hours &

10-15 minutes at other times.

Environment control Forced ventilation with filtered

and cooled air.
 08

POWER SYSTEM STRUCTURE OF

METRO RAIL AT KOLKATA

As mentioned earlier Metro Railway, Kolkata uses 750 V DC power for its power
circuit & 110 V DC for its control circuit. For BHEL make rake maximum permissible current 800 A
for motoring & 600 A for braking whereas minimum current is 50 A. In case of NGEF make rake
maximum permissible current 900 A for motoring & 700 A for braking whereas minimum current
is 100 A.
The source of power mainly in Metro Railway, Kolkata is C.E.S.C. which is drawn
from C.E.S.C, Kolkata in 33 KV in 4 different places; these are at Central, Jatindas Park, Rabindra
Sadan & Shyambazar.

Receiving sub-station: -
In these four places the 33 KV voltage level is stepped down in to 11 KV voltage
level by using 33/11 KV; 16 MVA power transformer, which is termed as receiving sub-station.

From these receiving sub-station the 11 KV output power is fed into two different
types of sub-stations called Auxiliary sub-station & traction sub-station respectively.

Auxiliary sub-station: -
Auxiliary sub-station (ASS) is the step down sub-station which converts the
pressure level of received 11 KV pressure from receiving sub-station into 415 V by using step
down transformer of rating 11 KV/415 V, 1 MVA. There is total 41 nos. of auxiliary sub-station
available in Kolkata Metro System in different places as per requirement. The output power from
these sub-stations are utilized for general lighting purpose, to drive the

various electrical machines used for ventilation, cooling system, escalators & for various pumps
used for water suction from underground Metro stations & tunnels etc.
 09

TYTYETW W W.
SOURCE OF POWER
C.E.S.C

CENTRAL JATIN DAS PARK RABINDRA SADAN SHYAMBAZAR

RECEIVING RECEIVING RECEIVING RECEIVING
SUBSTATION SUBSTATION SUBSTATION SUBSTATION
33/11 KV 33/11 KV 33/11 KV 33/11 KV
TRACTION SUB-STATION

TRACTION SUBS-TATION
11KV/604V, a.c. 11KV/604V, a.c.

RECTIFIER UNIT ….....………….TOTAL 11 NUMBERS………………………….. RECTIFIER UNIT

AUXILIARY AUXILIARY
SUB -STATION SUB -STATION
11KV/415V, a.c. 11KV/415V, a.c.
………………………….TOTAL 41 NUMBERS………………………………………….
 10

SUPPLY FROM C.E.S.C

 11

Traction sub-station: -

Traction sub-station is the specialized sub-station used in Metro Railway system

which firstly generates 604 V AC pressure level powers from 11KV pressure. Input feds to traction
sub-station from receiving sub-station in 11 KV voltage level. Then generated 604 V AC pressure is
applied into a rectification unit which converts alternating current into direct current in the
pressure level of 750 V DC. The power output from traction sub-station is utilized to drive the
traction motor used in DMC of Metro Railway. It is so called traction sub-station. There is total 11
nos. of traction sub-station available in the system.

The 750 V DC power is connected with third rail system available with the running
rails. Third Rail Current Collector (TRCC) connected with current collection unit of motor coaches
which remains in touch with third rail physically & collects required current from third rail & feds
to the power circuit of the motor coach. This 750 V DC power in 675 A in case of NGEF & in 338A
in case of BHEL is utilized to drive traction motors of the rake. The electrical circuit is being
completed connecting the running rail as negative path. The running rails are not in touch with
the earth since they are placed over rubber insulation material. After certain distance for safety
measure neon earthing is provided with relay switch which occasionally permits passage of
electricity from running rail to ground if running rail voltage exceeds beyond safe voltage level i.e.
90 V DC.

The third rail is not continuous at all rather after certain distance air gap is
provided. The air gap should have value more than the gap between TRCC of particular coach i.e.
greater than 13515 mm. This safe distance of air gap is maintained in order to avoid supply of
power from different sub-stations via different portion of third rail into single coach.

Colors of Cable: -

Various insulation colour are used to distinguish voltage level barred by different
cables. These are as below:
Cable used for 33 KV voltage rating is orange, Cable used for 11 KV voltage rating is
green, Cable used for 750 V (DC) voltage rating is red, and Cable used for 415 V voltage rating is
brown. Cable used for negative 750 V (DC) voltage rating is black.
 12

VENTILATION SYSTEM
Ventilation system of Metro Railway, Kolkata is a special air blowing system used in
different section of tunnel & stations with various air pressures by the air blowers of different
capacity. The ventilation system is the extension of the air-conditioning unit such that the cold
water in the cooling coils can come in contact in the air intake. A simplified diagram is depicted
here to describe the basic system of ventilation used in Metro Railway, Kolkata.

Air Blowing towards Platform: -

Intake air is supplied towards underground platform by the use of air blowers from
two ends of over ground i.e. some additional arrangement available on the over ground for
filtration & circulation of atmospheric air than the fresh air is actually circulated towards the
platform. Volume of air is circulated 110 m3/sec. This air is splitted into three different units of 30
m3/sec, 30 m3/sec & 50 m3/sec by the use of three sets of blower in both the ends. So fresh air
from outside is available inside the underground platform & tunnel associated with the platform.
 13
VENTILATION SYSTEM OF METRO RAILWAY STATION, KOLKATA
25 m3/sec 25 m3/sec
INTAKE INTAKE
3
110 m /sec 110 m3/sec

30 m3/sec 30 m3/sec
3
50 m /sec

50 m3/sec

160 m3/sec
30 m3/sec 160 m3/sec
30 m3/sec
80 80 80 80
m3 m3 m3 m
3

/s /s /s /s

PLATFORM

UNDER PLATFORM EXHAUST

MID POINT MID POINT

EXHAUST EXHAUST
 14

Under Platform exhaust: -

There is two units available for exhaust of hot un fresh air from underground
platform. Here two blowers placed on either sides of underground platform & continuously
operating to cleaning out the unhygienic air from underground station to outside world with
volume 25 m3/sec in the both ends.

Mid-Point exhaust: -
In between two stations usually at mid-point of two underground stations one air
exhaust unit is provided which picks up the hot unhygienic air available inside the tunnel &
directed towards outside world with volume of 160 m3/sec. The exhaust unit consists of two
separate air blower having air thrusting capacity 18 m3/sec each.

Artificial ventilation: -
If we think the tunnel as cylinder, then the train like a piston .By this the leakage air
flow at the opening of the platform is around at the rate of 5 m3/sec. Thus the entering air and
leaving air is balance .hence we get an artificial air flow in the tunnel and platforms

The same air pressure inside the platforms & tunnel is maintained by using desired
capacity air blower in different places.

AIR CONDITIONING SYSTEM

The Metro Railway, Kolkata has large air-conditioning system which produces &
distributes cooled air into various Metro Railway Stations. The total air-conditioning system is
described here with the help of schematic block diagram.
Air-conditioning At first the water comes to the cooling tower where a fan rotates
by a motor on the top side of the cooling tower. The tank water is spreaded by a number of
nozzles and is passing through a number of fins. In this process, the temperature of the tank water
gets reduced by a few degrees centigrade.
The tank/raw water is softened in the water treatment plant, where in several
tanks iron, acid particles and many other impurities are removed by applying sand, resin, clorine,
stone.
The soft water is stored in the water up tank, from there it goes to the cooling tank
and finally to the condenser.
Gas gets condensed there at a high pressure and the temperature is reduced. Then
it goes to the chiller via evaporator at a low pressure. The water flows through a number copper
tubes surrounded by R22 (Monochloro di fluromethane) gas in the chiller. Here the cold water
absorbs the heat load on the chiller and absorbing the latent heat it becomes steam. The function
of the compressor is to increase the pressure of evaporator so that chiller-vapour would be able
to dissipate its latent heat to the atmosphere. The high temperature and pressure (180 TRN)
leaves compressors and enter into the oil separator where the oil extracted from the hot gas and
the pure gas is sent to the condenser. So the gas cycle is completed.
 15

MAKE UP WATER
COOLING TOWER

BLOCK REPRESENTATION OF AIR CONDITIONING PLANT OF

TANK

P1

CONDENSER

PUMP IRON WATER

METRO RAILWAY, KOLKATA

2 REMOVER SOFTNER
EXPANSION COMPRESSOR
VALVE

EVAPORATOR
P3

CHILLED WARM
AIR SUCK WATER WATER
TANK TANK
COOLING COIL

P4

CHILLED AIR

Dry Filter
 16

The chilled water is then stored in the chilled water tank. And using secondary
chiller pump it is sent to the cooling coils. Hot water from the cooling coils comes into hot water
tank and from there using primary chiller pump it is sent again into the chiller completing its cycle.
Air conditioning means the maintenance of air conditions inside the building in
such a way that it conduce most human comfort. It involves
i) Supply of sufficient quantity if fresh air continual after filtering it make a
dust free, to keep body odours, smoke and carbon dioxide, within low limit.
ii) Cooling the air in hot weather and heating it in winter to maintain the inside
temperature at the right value
iii) Humidifying or de- humidifying the air so as to keep the relative humidity
of the atmosphere inside at required level.
iv) Securing sufficient air movement without producing draught

The air condition in system is mainly controlled by refrigeration cycle. The main
purpose of the chiller unit is to cool the hot water by conduction with gas. The cooled water is
send through the cooling coils in the cold sump.
On the other hand heated gas sent to the compressor to produce high-pressure
gas. This is passed through the condenser unit .The condenser liquefies the heated gas by
extracting heat from it with the help of the cold water. Thus we obtain high-pressure cold liquid.

Refrigerant:
Ammonia,
Carbon dioxide,
Sulphur dioxide,
Methyle chloride,
Freon,
R11-Tricloro monochloro methane (CHCl 3F),
R-12 (CCI-2F-2) Diachloro dia fluromethane
R-22 (CHCIF-2) Monochloro dia fluoromethane,
R-717
Water, (This could be used a refrigerant, but it has unsuitable temperature and
pressure characteristic, and the volume of vapors per lbs is very large, which makes it
uneconomical and impractical.
Air condition: The air conditioning and ventilation unit of metro is mainly utilized in
maintaining the comfort conditions in coaches and tunnels of the railways. The general comfort
condition can be maintained at 230 C.
Ton: “Ton of refrigeration” This legacy (old system/heritage”) when in past ice was
being used for cooling.’ Ton’ refers here to the latent heat required to melt a ton of ice at 320F in
24 hours. The unit employed is an American ton.
Which weighs 2000 lbs. (Also 1 tone =2240 lbs, 1 ton = 1000 kg) as the latent heat
of fusion is 144 Btu/per lb
1 ton of refrigeration = 2000x144=288000 in 24 hours
= 12000 Btu/ hour
=200 Btu /minute
Thumb Rule 100(10X10) sq meter or 1200 M3 (10x10x12) require 1 TON
refrigerator
There are three types of Starters for AC squirrel cage induction motor.
 17

1. Direct -on starter.

2. Star-delta starter
3. Auto transformer starter.
The principal purpose of a starter is to limit the starting current, the type of starter
to be used depend to a great extent upon the size distribution system in which the motor works.
In a large workshop of 1500 or 2000 KW capacity, sudden loads of 100 amps are of no
consequence what so ever. Therefore it would be quite possible to use on direct –on” starter for
motors up to 20 hp.
Direct -on starter the full voltage supply voltage is switched on directly to the
motor winding either by a triple switch or by a push button operated contactor
A Star-delta starter can be used only where the motor has been designed for
operation with delta connection across the mains, and which both the ends of the 3-phase
windings are brought out and terminated on the terminal board.
Compressor:-
i) It has two fold functions: it extracts R12 gas from the cooling coil as fast as it is formed and
maintains a low pressure of about 35 lbs/sq. in above the liquid.
ii) It compresses and delivers the gas to the condenser at a pressure of about 136 lbs/sq.in.
Because of rapid compression the gas becomes hot.

Condenser:-
It is intended for cooling the hot gas and liquefying it under pressure. It may be
water cooled or air cooled. The condenser receives the refrigerant gas a high temperature and
pressure, and delivers it in liquid form at a much lower temperature into a vessel called liquid –
receiver, which in turn feeds the expansion valve. The primary purpose of the condenser is to take
away the heat produced by the compression and to cool the gas sufficiently, until it becomes
saturated and can condense and liquefy. The temperature at which a gas becomes a liquid or a
liquid vaporizes, is directly related to the pressure.

Expansion valve:-
Its function is to control and regulate the rate of flow of liquid R12 gas under high
pressure and allow it into evaporator under low pressure. The primary function of expansion valve
is to control the quantity of liquid refrigerant admitted into the cooling coils of the evaporator
.The heat load on an evaporator varies over a wide range from time to time depending upon the
gain within the air-conditioned space. The quantity of the refrigerant vaporized, its pressure and
temperature, also vary likewise. The expansion valve admits more refrigerant when the air
conditioning load is high, and reduce it to the minimum when the loads low. All these
accomplished automatically. The expansion valve comprises a spring loaded valve pin which bears
against a sealed diaphragm. The space above the diaphragm is connected through a capillary tube
to a temperature sensitive thermal bulb which is kept clamped in intimate contact with the
suction line to the compressor. The thermal bulb and the capillary are changed with a volatile
fluid, which often is the same refrigerant used on the system When the temperature of the
compressor suction line is rises ,due to the higher air conditioning load ,the thermal bulb gets
heated up ,which in turn causes a rise in pressure in the space above the diaphragm due to the
greater evaporation of the fluid inside .This forces the valve pin downwards and increases the
opening to admit a greater amount of refrigerant into the evaporator. Conversely, if the air-
conditioning load is decreases, the expansion valve opening gets automatically reduced. The
 18

thermal bulb, the capillary and the diaphragm thus make the expansion valve responsive to
changes in the temperature of the gas emerging out of the evaporator
When the refrigerant enters the evaporator at ‘A’ it is wholly in liquid form. As it
passes down the coil more and more of it gets vaporized until at point ‘B’ nearly two-thirds the
way down, the whole of it is in gaseous form. From point ‘B’ to ‘C’ in the last one -third part of the
cooling coils, the refrigerant vapour gets superheated. This superheat is absolutely essential to
ensure that the refrigerant may never reach the compressor in liquid form. Quite often, expansion
valves are provided with an adjustable superheat setting by variation of the spring tension .The
minimum setting of should be 260F, but if the air condition load varies greatly, it may be set
between 100 to 150F.

It should be noted that the refrigerant from the expansion valve is always admitted
at the top of the evaporator to ensure that the lubricating oil which collects at the bottom of it is
carried forward to the compressor.

Evaporator:-
This constitutes the cooling unit, in which the liquid R12 under a low pressure of
about 35 lbs /sq. in evaporates, and in doing so it takes away its quota of latent heat, there by
cooling the medium surrounding the cooling coil.
In addition a number of ancillary equipments will be require d like blower fans,
water pump, liquid receiver, de-hydrator, low and high pressure contacts, thermostat etc.
The evaporator is a heat exchanger in which the air is cooled and the heat
transferred to the refrigerant.
In chilled water system water is cooled in the evaporator instead of air. The
evaporator resemble a condenser in construction but is opposite in function; the refrigerant gains
heat when passing through it instead of loosing heat as in condenser.

Cooling Tower:-
The simplest method of cooling tower is to spray the hot water from the condenser
,over and outdoor pond to be cooled by natural streams of air .If the cooling pond is sufficiently
large and exposed the water drawn from it for admission into the condenser will be 30 -40 F above
WB.
Where sufficient space for large cooling pond is not available, it will be necessary to
erect a cooling tower, as high as possible, such as on a top of the terrace or other exposed
situation, where there is free movement of air.
 19

MAINTENANCE SCHEME
Maintenance program of Metro railway, Kolkata is split into several classes.
Regular, periodical & break down maintenance is done in Metro railway system very
sophisticatedly. Specialized sections are available which looks after particular parts or equipments
for particular reason of failure or routine check-up. Total maintenance is comprised of mainly two
broad category, these are general maintenance & rolling stock. The total electrical maintenance
structure is shown below in simplified manner.

Electrical maintenance
structure

General Maintenance Rolling Stock

Pump Power supply &

distribution

Others Air ventilation Operation & Periodical Over -

& Air maintenance Hauling
Conditioning

General Maintenance: -
General maintenance consists of various sections as shown above. Here power
supply & distribution section, air-conditioning system, pumps are maintained by different
respective sections & others i.e., general lighting, fans, lifts, escalators etc are maintained by
separate sections.

Rolling Stock: -
Rolling stock is classified into two categories. These are operation & Maintenance
and Periodical Over-hauling. The divisions of these two sub categories are discussed below.
 20

Operation & Maintenance: -

This section consists of various subsections. These are shown below:-

Planning & Progress Office (PPO)

Shift

Control gear section

Rotating Machine section

Mechanical section

Electrical section

Heavy repair section

Auxiliary section

Store

Pneumatic section
 Brake
 Door
Operation and maintenance section also looks after scheduled and unscheduled
inspections .

Scheduled inspection consist of the following

Daily checking

Three days checking

45 days inspection

M 6 (six monthly) inspection

M 12 (yearly) inspection

IC0 inspection (for POH rake only)

Unscheduled inspection requires when sudden failure of any machine or equipment or

other parts occurs .

Periodical Overhauling: -
Periodical overhauling is being done after more than three lakhs kilometer run or
after five years of service which one is earlier. In this section whole rake, apparatus & equipments
are maintained properly by dismantling them and again they are re-assembled to form complete
rake. Re-assembled rake is tested properly and after successful trial run are employed to
commercial service again.
This section consists of various subsections. These are shown below:-

Control gear section

Pneumatic section

Commissioning & Cabling section

Rotating machine section

Super structure section

Bogie section

Stripping section

Wheel section

Mill-wright section (including welder, driver etc.)
 21

MODE OF OPERATION
The operation of metro railway can be classified as mainly two modes i.e. motoring and braking.

Motoring Mode: -
The motoring action consists of three basic modes which are as follows

SH (Shunt)

SE (Series)

PA (Parallel)
The motoring speed is directly proportional with the voltage drawn by the TRCC .
In different types of train’s i.e. for NGEF & BHEL the highest voltage drawn by the circuit is
different. For the NGEF the highest voltage obtained is equal to the voltage drawn by the TRCC,
but for BHEL it is only the half. That is why the BHEL engine’s motoring action is also called the half
voltage motoring. After the three basic mode of operations the weak field operation is been
performed for better speed improvement.

MOTOR RATING

Sl Equipment BHEL/NGEF
BHEL/NGEF Voltage in volt(in Curre Powe RPM Class of
no dc) nt r insulation
(in (in
Amp) KW)
1. NGEF 675 258 160 1375 F
Traction motor
BHEL 338 310 93 1080 H

2. NGEF 750+30%-331/3% 64 40 1500±5% F

Motor
Alternator BHEL 750+150 32 24 1500 H

3. Motor NGEF 675 9.7 9.3 1150 F

Compressor &
(KEC) BHEL
4. Motor BHEL 675 15.75 8.3 1150 H
Compressor
(WSF)
5. Motor NGEF 500/750/900 11.2 7.1 1640 F
Compressor (min)
(VV-160) 2000
(max)
6. Motor NGEF 750+20%-30% 10-2 6-5 1500 H
Compressor (min)
(VV-120) 2100
(max)
 22

SH (Shunt) & SE (Series) :-

Shunting: -
When the master controller moved to shunting notch, the power brake switch
(PBS) is thrown to the motoring position MB (M) & line breakers LB1 & LB2 close. All the four
traction motors are connected in series combination (4S) with no. of cam contacts. Shunting is
started in WF 3 condition of motor.

The circuit configuration is as follows:

TRCC,HSCB,CBR,LB1,TM1&TM2,REV-1,FF1&2,(Shunted by WF 13 cam
contact)mb2,(m),sd1,r1-r9,mb1,(m),rev2,ff3&4 (Shunted by wf23 cam contact,SD2,TM3&4,LB2 &
CBR.
The current passing through the traction motors is small (since all the R are in the
circuit ) & the tractive effort being low, the train makes a smooth start.

NGEF (2S + 2P)

BHEL (4S)
Series :
The master controller is moved to the series notch. The circuit remains in the same
configuration as of shunting except that WF13&WF23 cam contacts open and thus motors are
now operating in full field (FF) condition. The current in the power circuit is sensed by DCCT’s and
the cam contacts close in order given in the sequence chart under the current limit control and
jerk limitation(di/dt) incorporated in TCCU and thus cutting the series resistanceR1-R8 .After R8 is
cut the transition contact G1 close thus cutting the last resistor i.e. (R9 of series notch)
consequently the series running notch is achieved .The motors are running at half voltage
characteristic and condition is set for transition from series to parallel WF operation .
 23

PA (Parallel) :-

NGEF (4P)

BHEL (2S + 2P)

During parallel WF notch the circuit is arranged into two parallel paths. The
configuration of the two loops is
1st loop:
TRCC, HSCB, CRB,LBI,TMI&2,REVI, FFI&2,MB2(M),G2,RP21-RP27,MB3(M),LB2&CBR.
2nd loop:
TRCC, HSCB, CBR, LB1, RP11-RP17, G3, MB1 (M), REV2, FF3&4, SD2, TM3&4, LB2, CBR.
As in the combination the resistance (RP11-RP17) and (RP21-RP27) are cut
progressively by closing of the cam contactors in the proper sequence under the current limit
control and di/dt limit incorporated with TCCU.
For cutting the last resistance in each parallel loop, the powering/braking
contactors PB1 & PB2 are closed. Thus the parallel field notch is achieved. The motors are now
running are full voltage characteristic. Since no separate step is provided for weak field operation
in master controller the parallel operation is carried on to WF notches automatically by closing of
WF cam contactors under the current limit control of TCCU, 3 weak field
notches(70%FF,55%FF,&40%FF) have been provided to achieve the higher speeds and desired
performance. For this WF11&21&22and WF13&23 close in proper sequence.

Braking Mode: -
Braking is the system by which the rake may be controlled to reduce the speed or
to stop the rake as per necessity. So braking is the main control mechanism not only for Metro
railway, but also any vehicle.
 24
In Metro railway, different types of brakes are used to control the train these are
discussed below:-

Electro-dynamic Braking (ED):-

When the rake is moving with uniform velocity or accelerated motion, the traction
machine works as motor. But when it is needed to reduce the speed, the machine made to work
as generator, and the braking is activated. The power generated is dissipated in Starting Braking
Resistor (SBR).

Electro-pneumatic Braking (EP):-
If it is desired to stop the train immediately within a very short distance, then ED
Braking cannot serve the purpose. Then braking with pneumatic pressure having quick braking
feature is utilized. In this type of braking, not only electrical signal works rather the electrical
signal utilized to perform the operation to activate the air pressure which finally is responsible for
quick braking. This is actually done by opening of air pressure valve by electrical signal processed
by electrical circuitry of control unit.

Auto brake :-
It is fully pneumatic controlled braking system. So it has additional advantage that
without electrical supply brake can be activated automatically in case of electrical circuit failure.

Emergency Brake :-
It is also fully pneumatic controlled braking system and activated during emergency
situations. As an example, dead man brake. A pressure of motorman on master controller is
necessary to keep the train in running condition when there is no motorman for pressing the
master controller a brake is activated to stop the train automatically.

POWER CIRCUIT : -

The power connection of a motor coach is as shown in figure 1. Current is collected

from the top of the third rail current collector shoe. From TRCC is taken to HSCB and one
bas bar of current balance relay. From CBR the supply is taken to the auxiliary circuit and
the line breaker LB/1 and LB/2. Line breakers connect the supply to the starting resister
and traction motor and disconnect it under the following condition.

a) Normal switch off to power.

b) There is not enough air press Available for controls.
c) If HSCB has tripped due to differential current fault or due to low voltage available for
closing solenoid of HSCB.
d) If wheel slip persists for more than the specified time limit.
e) If MCB in supply circuit of TCCU and thyristor power unit of CSC trips.
f) If current in the circuit is less than the maximum current relay setting in TCCU.
g) If master controller is in braking mode.

There are in all 4 traction motors on a coach. 2 traction motor (TM/1 &
TM/2),(TM/3 & TM/4 ) are permanently connected in series. In the shunting and series operation
all the 4 motors are connected in series combination (i.e. 4S)and in parallel weak field operation
motors are connected in 2 parallel circuit each with 2 motors in series (i.e. 2S-2P). For transition
from series to parallel weak field combination the bridge method of combination is employed.
 25

Two bus bar of current balance relay are connected in the circuit. One is just after
the HSCB and the other before the earth return brushes. The relay operation if the current passing
through one bus bar differs by 750V, 45A from the current passing through the second bus bar.
Two direct current current-transformers (DCCT) are connected in the sense the
current flowing in circuit. These DCCT’S send feedback to TCCU which in turn gives the
command/signal to CSC servomotor or to protect relay as the case may be. Combination
contactor G2 & G3 re-orient the power circuit for parallel weak field operation during motoring
and contactor G2 in dynamic brake mode. Transition contactors G1 is closed in the last but one
series notch and during the transition from series to parallel weak field mode. It ensures smooth
bridge transition.
Starting resistors limit the current following in the circuit during starting and also
ensure smooth acceleration. One bank of resistor is used for series operation and two different
bank of same value are used for parallel weak field operation. The resistor bank used in series
along with one bank used in parallel weak field and permanent resistor. RL is used during dynamic
braking operation.
The starting and braking resistances are cut in a proper notching sequence by the
CSC controller. The command to notch up is given by TCCU to the servomotor of CSC.
Weakening the field of traction motor provides the 3 further notches for speeds
higher than when running in the parallel combination. This is affected in 3 steps. First by closing
CSC cam contactor WF 11 and 21. Second by closing CSC cam contactor WF 12 and 22 and finally
by closing CSC cam contactor WF 13 and 23.Inductive shunt SH1 and SH2 are used in the field
system so as to have a good communication of the motor in the weak field operation of motors
and during transition/interruption.

Associated with each circuit are:-

1) A reverser (REV1 or REV2) to change polarity of the series field of traction
motor.
2) Parallel/braking contactor PB1 & PB2 which connect the circuit during
dynamic braking and complete the circuit for parallel weak field operation during motoring.
3) Power brake switches MB (M) or MB (B).

Earth brushes on the magnet frame of TM provide the return path for the current
in driving motor coach through axle and running rail. In trailer coaches return brushes are
mounted on axle end.
Two axle slip relays (WBR1 & WBR2) are provided one across each pair of motors
in order to detect the wheel slip. If wheel slip persists for more than a present time, line breaker
LB1 & LB2 open.
During the intimation of dynamic braking the fields of motor 1 & 2 are injected
with pre-excitation current to accelerate the dynamic brakes build up. The 400V 3phase AC supply
from MA set is stepped down & rectified by the bridge rectifier before feeding the fields of motor
1&2. Field injection contactor (FIC) provided in the circuit interrupt the field forcing current after
the dynamic braking current exceeds the present value. The stepped down transformer has 5
tapping to change the pre-excitation current to the field of the motor.
A series diode (SD1) has been provided in the circuit to prevent the reverse
current flow during the parallel weak field operation. Another diode (SD2) prevents the reverse
current flow during field injection of the dynamic braking.
 26

CONTROL MECHANISM
BHEL Electrical circuit: -
BHEL Electrical ckt. is consists of various blocks of components and equipments
connected together and function as a single unit. The block schematic diagram of BHEL Electrical 23 A
ckt. is given below. Here in succeeding stage function and operation of various blocks are
included.

BLOCK DIAGRAM OF BHEL ELECTRICAL UNIT

MASTER CONTROLLER
IN CAB

TRAIN LINE

TRAIN CONTROL

CAR CONTROL

COMMANDS
RELAY
PROTECTIONS/SIGNALLING FUNCTIONS ELECTRONICS
DRIVE/BREAK INTERFACE
COMMANDS
AUXILIARY SWITCH SIGNALS CONTROLLER

SERVOMOTOR PAY LOAD DATA

SERVO MOTOR CONTROL
Auto load
CAM SHAFT CONTROLLER THYRISTOR
weighing
POWER UNIT
device
750 V DC
CURRENT FEED BACK

SWITCHING TM1 TM2 TM3 TM4

SBR DCCT
EQUIPMENTS

0 V-
The traction current unit is connected by means of three 24-pole hurting plug connections,
which are mechanically provided measuring transducers for measurement of the load weight, and
of the traction motor branch currents are connected to plug 1 of the TCCU. The supply voltage to
the measuring transducers to feed from the TCCU by means of this plug and the measuring
transducers output currents are fed from the transducers to the actual value inputs to the traction
current control unit.

In addition to the operation voltage (110V) a number of binary signals (maximum

14) which are taken from externally installed command and signaling equipment, are fed to the
 27

TCCU by means of plug 2. The binary signals are generated by means of switch contacts and are
fed at a signal level of +110 V normal referred to –UB to the signal inputs of the TCCU.

The output signals generated in the TCCU are fed via plug no.3 to the external
switchgear and to the thyristor power units for servomotor control and to various contactors in
the car control unit. 110V signals are provided for the contactors of the car control unit whereas
24V signals are fed to the two-thyristor power units.

The actual values (j1, j2 &load signals) inputted by plug 1 through the actual
value disconnector module are fed to the actual value converter module and to the blind plug in
module unit. The actual values, which are received in the form of current signals are converted
into corresponding voltage in the actual value converter module are fed to the following module
for further processing. The actual value fed to the blind plug in unit of utilized only when the blind
plug-in unit is replaced by the measuring plug-in unit of the test kit. By means of the instruments
provided in the test kit it is possible to check the motor current and the automatic load-weighing
device during normal operation.

The 13 binary input signals taken from plug 2 are fed to the input signal filter
module via. the input signal voltage limitation module. As a result the voltage of the input signal is
limited and interference voltages are removed and the logic conditions are detected by means of
Schmitt limiter. The Schmitt limiter also inverts the input signals in order to meet requirements of
the following functional groups, which employ LSL logic.

The motoring regulator module controls upward control of the camshaft

controller during by linking a number of command and actual value signals and by comparison of
actual values with reference values.

The control criteria are the actual/reference value ratio of current increase for
jerk limitation and the actual value/reference value ratio of the stepping current for acceleration.
The reference value generated in the modules is influenced to a certain degree by the loading
condition of the rail car. By means of a comparator circuit the highest value of the two actual
current values is employed for actual/reference value comparison. Control of the cam shaft
controller in steps during braking is performed in a similar manner by the braking actual/reference
value converter module and by the braking regulator module. The reference value is generated
and the actual values are conditioned in the braking actual/reference value converter module.
The actual/reference value comparison is affected and logical linking is performed in the braking
regulator module, which generates the output signals. The output signals of the motoring
regulators and the braking regulator are fed to the servomotor drive logic module which links
these signals with the position check back signals taken from the cam shaft controller and with the
motoring signals.

As a result the servomotor is controlled not only by the actual/reference value

ratio of the traction motor currents but also as a function of the position of the cam shaft
controller. That is, once the servomotor has been started as a result of the actual/reference value
ratio (when J actual < J ref) it is not stopped on disappearance of this control command (i.e. when J
actual< J ref ) but only in conjunction H/L transition of the position step contact signal ( 40 in advance
of each normal position ),which signals arrival within the permission halt position range for the
drum switch of the cam shaft controller.
 28
Other control signals can momentarily block movement of the cam shaft
controller, e.g. a slip/slide signal (s/s), which blocks control as a function of the actual/reference
value ratio for the duration of the slip/slide, or a stop signal, which compensates for contactor
switching delay times and blocks movement for approx. 100msec. Two further input signals “up”
and “back” are employed for return of drum switch to the normal position upon completion of a
starting or braking sequence. Return is effected when the CSC is in the series range after traction
or braking circuit reset. Forward control is effected when the CSC is in the parallel range (Position
12-22).

The control signals derived by the servomotor drive logic are also linked by
means of AND gates with the release signals from the reversing delay circuits from the step
transition time monitor. The reversing delay circuit ensures that when a specific control signal
exists (e.g. forward) the control channel for the opposite direction (backward) is blocked until the
control signal has disappeared and a defined delay time (approx. 50 m/sec) has elapsed. Thus on
receipt of a command to alter the direction of control a defined control signal delay is introduced
to reduce braking stress of the servomotor by preventing flow of reversal currents. Step transition
time monitoring monitors the period.

CURRENT CONTROL UNIT: -

Current unit controls all the operation. It operates on a voltage of 110 v D.C. The
control unit of BHEL rakes is called traction current control unit while that of NGEF is called ECCU.
The primary task of the traction current control unit is to control the current of the
4 traction motor of the railcar, so that the maximum acceleration is achieved during starting and
maximum deceleration during braking with optimum jerk limitation. As can be seen from the
above figure the actual value of the traction current control unit is provided by the two current
transformers (DCCT 1, 2) and from the automatic load-weighing device (ALWD). The command
signals are provided by the master controller and by the position signals from the cam shaft
controller (CSC). The output signals ‘CSC-UP’ and ‘CSC-BACK’ are derived from these input signals
in the TCCU by means of logic circuits which effect forward rotation, backward rotation or stop of
the servomotor (SM) by means of the thyristor power units (TPU) which are employed as
contactless circuit breakers. The resister R connected in the traction motor circuit is switched out
in steps by means of circuit breaker (double-cum switch) of the cam shaft controller (CSC)
controlled by the servo motor and thus leads to control of the traction motor currents.
In addition to this control function the TCCU monitors a number of different limit
values and signals exceeding of these limits by means of relay contacts to the railcar control circuit
for initiation of suitable countermeasures.
In below mentioned table, various cards of Electronic Current Control Unit (ECCU)
& Traction Current Control Unit (TCCU) are summarized.
 29

Electronic Current Control Unit Traction Current Control Unit

(ECCU) (TCCU)

Calcutta-1 card Input signal filter card

Measurement of Coach weight card Actual value converter card

Breaking effort card Motoring regulator card

Tractive effort regulator card Monitoring stage-1 card

Supervision of current card Monitoring stage-2 card

Switching amplifier card Braking actual reference converter card

Signal processing card (5 Nos.) Braking regulator card

Calcutta-2 card Servo drive logic card

Positioning Logic card Monitoring stage-3 card

Step control-01 card Pack amplifier card

Step control-02 card Output relay card

CSC regulator card Actual value disconnector card

Deserved value driving card Voltage limiter card

Speed limiter or door card RC card

Motor amplifier card Power supply-1 card

Power supply card (2 Nos.) Power supply-2card

 30

CONCLUSION
CONCLUSION
Metro Railway is the safe electricity driven passenger’s vehicle among the country.
In normal Indian Railway system, overhead electric conductor which is the source of power for
traction motor in order to drive the vehicle but in case of Metro it has been modified in such a
way there is no overhead electrical live conductor presents like spider net. Here we know power is
transmitted from substation to vehicle via a third rail system which eliminates the risk of fetal
accidents as well as reduces the chance of faulty or failure, consequently convenience to the
passengers.
Due to modernization & use of sophisticated electronic circuitry the Metro Railway
has become a reliable punctual one. Even now a day’s Kolkata Metro is maintaining punctuality
limiting time three minutes from its schedule time. Moreover due to underground travelling path
there is no problem of traffic jam happens. Therefore, Metro Railway has achieved the place of
most convenient surface communication in the Metro city Kolkata.