Noida Metro Rail Corporation Summer Tanning/Internship(Anand Mohan )

SUMMER INTERNSHIP REPORT
SUBMITTED TO: - MRS. NAMRATA CHANDRA
LLOYD INSTITUTE OF ENGINEERING
& TECHNOLGY GREATER NOIDA, U.P
DEPARTMENT OF ELECTRICAL & ELECTRONICS ENGINEERING
SUBMITTED BY: - ANAND MOHAN
ROLL NO.: - 2001530219002
COURSE: - B. TECH, SEM/YEAR: - 7th/4th
SESSION- 2022

Anand Mohan (Lloyd Institute of Engineering and Technology Greater Noida, Uttar Pradesh)
Preface
This report documents the work done during the summer training
at the Training Institute, Noida Metro Rail Corporation Limited, Noida
under the guidance of Mrs. Namrata Chandra. The report first shall
give an overview of tasks performed during the period of training.
The report shall also elaborate on the working of NMRC.
I have tried my best to keep the report simple yet technically
correct. I hope I succeed in my attempt.
Anand Mohan
Roll No.:- 2001530219002
Electrical & Electronics Engineering
(7th
Sem/ 4th
Year)
Lloyd Institute of Engineering and Technology
Greater Noida, Uttar Pradesh.

ACKNOWLEDGEMENT
It is a great pleasure to present this report on Summer Training
about Noida Metro Rail Corporation Ltd. in partial fulfillment of B.Tech.
Program under Lloyd Institute of Engineering and Technology Greater
Noida, Uttar Pradesh India.
At the outset, I would like to express my immense gratitude to my
training guide, Mrs. Namrata Chandra, for providing me with the
opportunities to study, learn and gain practical experience in various
fields during the training period. Her invaluable suggestions not only
helped me to reach the successful completion of the tasks assigned
but also made me learn a lot. I am falling short of words to express
my feelings of gratitude towards her for extending her valuable guidance,
through critical reviews of the project and the report and above all the
moral support she provided me with during all stages of this training.
Anand Mohan
Roll No.:- 2001530219002
Electrical & Electronics Engineering
(7th
Sem/ 4th
Year)
Lloyd Institute of Engineering and Technology
Greater Noida, Uttar Pradesh.

CONTENTS
Sr. No. Topics Page
1. Abstract 1
2. Introduction of NMRC 2 to 3
3. Overview of a METRO 4
4. Structure 5 to 6
5. Cab Equipment 7 to 12
6. Introduction of the Electrical Department in NMRC 13 to 14
7. AC/DC Power Network 15 to 17
8. Battery Configuration 17 to 20
9. Flexible OHE System at NMRC 20 to 21
10. General Concept of 25KV OHE System 21 to 25
11. Arrangement oh OHE on Portal at Three TRACK 25 to 26
12. Wire 26 to 39
13. Overview of Train Configuration 39 to 44
14. Environmental Control System of Line-2 Stations 44
15. Design Criteria (ODC-Outline design criteria) 44 to46
16. Power Distribution System 46 to 47
17. Lt Panels 47 to 51
18. Interlocking Scheme 52
19. Cables 52 to 53
20. Ups System 53 to 54
21. Lighting 55 to 57
22. Solar Panels and Inverters 57
23. Diesel Generator Set 58 to 59
24. Earthing 59 to 61
25. HVAC System (Humidity, Ventilation, Airconditioning) 62 to 63
26. Fire Detection & Alarm System & Fire Pump 63 to 67
27. Earth Quake Warning System 67 to 68
28. Wind Speed Sensor 68 to 69
29. Lightning Protection System 70
30. Hydraulic System 71 to 72
31. AFC (Automatic Fare Collection Systems) 73 to 78
32. Escalators 79 to 88
33. Lift 89 to 98

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ABSTRACT
The Noida Metro Rail Corporation Ltd. is a metro system serving
Noida & Greater Noida. NMRC is a very vast and huge industry and
it has a large number of EE opportunities. Some of them are Metro
train HT system, Propulsion system, Auxiliary Power system, Train
HVAC, Door System, PA/PIS System, Depot M&P, Fire Protection
Arrangement, Lift & Escalators, Depot Traction Layout, Power Supply
Arrangement, etc.
Signaling is used to control the traffic on railway tracks and the
movement and speed of the metro trains on various lines. Many types
of signals used in NMRC convey different messages. The signaling
system is controlled and managed by the Operation Control Canter
(OCC) which is situated at 0 After that comes telecommunication. It is
the backbone of NMRC. If somehow the communication system fails all
the operations and movement of trains will be stopped immediately.
Telecommunication means the exchange of information and data
between two or more points.

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INTRODUCTION OF NMRC
Noida Metro Rail Corporation Limited (NMRC) is a company
incorporated under the provisions of the Companies Act 2013, having
its registered office at Block- III, 3rd Floor, Ganga Shopping Complex,
Sector 29 Noida 201301.
The Noida Metro is a rapid transit system connecting the twin
cities of Noida & Greater Noida in Gautam Buddha Nagar, Uttar
Pradesh, India.
NMRC is a Joint venture company of the Government of India and
the Government of Uttar Pradesh established for planning, building, and
establishing Mass transit and other urban transport and people mover
systems of all types and disciplines.
The NMRC has opened its corridor covering the length of 29.707
KM between Noida and Greater Noida and operational since 26th
January 2019. The stretch consists of 21 stations, of which 15 are in
Noida and 6 in Greater Noida. NMRC has received the "IGBC
PLATINUM" rating for all 21 elevated stations of NMRC from the IGBC
Green Rating system.
Noida Metro's Phase-1:-
The operated 29.7 kilometers (18.5mi) Aqua Line has 21 stations
and a Completion Cost – of INR 5,503 crore. The line starts from Noida
Sector 51 metro station and will run through sectors 50, 76, 101, 81,
NSEZ, 83, 137, 142, 143, 144, 145, 146, 147, and 148; after this, it
will enter Greater Noida and will go through Knowledge Park-II, Pari

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Chowk, Alpha-1, Delta-1 and GNIDA office before terminating in Depot
Station.
The entire route will be on Elevated Track. This line will have an
interchange station with the Delhi Metro at Noida Sector 52 Metro
Station. All stations are equipped with Platform Screen Doors.
The Greater Noida Industrial Development Authority (GNIDA) on 4
December 2018, approved the Noida Metro Phase 2 from Noida Sector
71 to Knowledge Park 5 in Greater Noida. The extension will cover
up to 15 km, comprising 9 stations, and cost Rs 2602 crores, officials
said.
The upcoming Matro in NMRC, from Sector 142 to Botanical
Garden (proposed). The extension will cover up to 11.56 km and
comprise 5 stations and Cost INR 1,794.31 crore (as per DPR at
November 2019 rates).
NMRC Phase-4 from Depot to Boraki (proposed). The extension
will cover up to 2.6 km and comprise 2 stations and Cost INR 416
Crore (As per DPR at April 2021 rates).
NMRC Phase-5 from Knowledge Park V to Depot (proposed). The
extension will cover up to 11.01 km (Approx.) and comprise 6 stations
and Cost INR 1795 Crore (Approx.)

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OVERVIEW OF A METRO
➢ The train is 4-car consist, including 2 motor cars & 2 trailer cars.
➢ If necessary, in the future, the train can be extended to a 6-car,
including 3 motor cars & 3 trailer cars.
DT M M DT
DT M M T M DT
TRAIN CONFIGURATION & LAYOUT:-
➢ 4-car train consist:- DT*M+M*DT
➢ 6-car train consist:- DT*M+M*T+M*DT
In which:-
➢ DT: is a trailer car with a Driver’s cab and pantograph.
➢ M: is a motor car.
➢ T: is a trailer car with a cab and pantograph.

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STRUCTURE

Page | 6

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CAB EQUIPMENT
Drive Desk:-
The driver’s desk is set to the left of the Cab. The material of the
shell of the driving desk is FRP. FRP is easy to form in an irregular
shape.
❖ Panel 1 is used to indicate information such as status mileage
voltage and air pressure:-
Panel 1

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Sr. No. Abbreviation Function
1. ABAI All Service Brake Apply Indicator
2. ABRI All Service Brake Release Indicator
3. CBTCI CBTC Mode Indicator
4. SCSI Safety Cut-out Switch Indicator
5. NSLI Neutral Section Led Indicator
❖ Panel 2 is used to indicate and train control or operate:-
Panel 2

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Sr. No. Abbreviation Function
1. STPB Start Push Button
2. ROSPB ROS Mode Push Button
3. ATBPB Automatic Turn Back Push Button
4. DCPB1 L Doors Close Push Button Number 1 side Left
5. DOPB1 L Doors Open Push Button Number 1 side Left
6. DOPB1 R Doors Open Push Button Number 1 side Right
7. REBPB Reset Emergency Brake Latch Push Button
8. EMPB Emergency Brake Push-button
9. PBAPB Emergency Brake Apply Push-Button
10. PBRPB Parking Brake Release Push-Button
11. VCBCPB VCB Close Push-Button
12. VCBOPB VCB Open Push-Button
13. TAS Train Active Switch
14. EWS Electric control whistle switch
15. WCCS1 Windshield Cleaning Control Switch 1
16. HLCS Head Light Control Switch
17. COLS Call On Light Switch
18. PLCS Passenger Light Control Switch
19. DCPB1 R Doors Close Push Button Number 1 side Right
20. DOPB1 R Doors Open Push Button Number 1 side Right
21. CVS Cab Ventilation Switch
22. DCAPS Door Close Announcement Pushbutton
23. EBRI Emergency Brake Apply Indicator

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➢ A storage box is set on the right side of the Cab.
➢ This box is made of aluminum alloy.
➢ Some buttons and switches are set on it.
Sr.No. Abbreviation Function
1. PCS Pantograph Control Switch
2. UNPB Uncouple Push Button
3. EMPB Emergency Brake Push-button
4. CLS Cab Light Switch
5. WCCS2 Windshield Cleaning Control Switch 2
Panel 3
Panel 4

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Sr.No. Abbreviation Function
1. DCPB2 L Doors Close Push Button Number 2 side Left
2. DCPB2 R Doors Close Push Button Number 2 side Right
3. DOPB2 L1 Doors Open Push Button Number 2 side Left 1
4. DOPB2 R1 Doors Open Push Button Number 2 side Right 1
5. DOPB2 L2 Doors Open Push Button Number 2 side Left 2
6. DOPB2 R2 Doors Open Push Button Number 2 side Right 2
Fig.:- Inner Door
Fig.:- CAB Side

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Fig.:- CAB System Layout.
Fig.:- Emergency Evacuation System.

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INTRODUCTION OF THE ELECTRICAL
DEPARTMENT IN NMRC
A.ROLLING STOCK DEPARTMENT:-
The metro uses lightweight rakes made of stainless steel and
aluminum, manufactured by China's CRRC Corporation. Each train has
a seating capacity of 186 and a standing capacity of 848, with a total
capacity of 1,034 passengers. Nineteen rakes with four coaches each,
a total of 76 coaches, will operate on the Aqua Line. The cost of each
coach is 4 crore (US$580,000). Trains are equipped with a passenger
information system, a public address system, and an emergency
announcement system from the operation control canter.
The rolling stock department is the backbone of any urban
transport system. In this department major function
• First line inspection (Inspection of Trains).
• Second line inspection (Overhauling sections).
• Maintenance of trains.
The term rolling stock in rail transport and metro industry refers
to any vehicles that move on a railway. It usually includes both powered
and unpowered vehicles, for example, locomotives, railroad cars,
coaches, and wagons. In the US, the definition has been expanded to
include the wheeled vehicles used by businesses on roadways. To
promote comfortable and accurately operating railway transportation,
Toshiba has worked to develop the various systems and devices
installed in railway rolling stock from the propulsion system to the Train
Safety System. Recently, we are not only meeting the need for

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performance and function in things such as speed and reliability but
also working to reduce environmental impact when we develop rolling
stock systems. We offer diverse products that aim to advance
environmental performance in Japan and overseas.
B. POWER SYSTEM (TRACTION):-
The primary function of the auxiliary power system is to transform
the AC373V power from the main transformer to AC415V 50Hz, AC230V
50Hz, and DC110V. The converted power is used to supply the air-
conditioner, air compressor, oil pump of the main transformer, lighting
system, TCMS, signal system, an d control circuit.
The power supply network of the auxiliary system includes:-
1. Auxiliary converter outputs alternating current of 3-phrase 415V
single-phrase 230V, 50HZ
2. The battery charger outputs 110VDC
3. Medium voltage bus (3-phrase 415V, AC, 50Hz)
4. Bus line isolation contactor- It will be opened when there is a
short circuit in a medium-voltage bus
5. Battery, 260Ah, Ni-cd battery
6. Workshop Power Supply
7. Low voltage bus (110V DC)
8. Low voltage box.

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❖AC Power Network:-
S/V
Cab
Ventilation
HVAC
1
Oil
pump
for
MTr
Air
compressor
Socket
HVAC
1
HVAC
2
HVAC
2
Socket
S/V
Cab
Ventilation
Oil
pump
for
MTr
Air
compressor
Socket
HVAC
1
Socket
HVAC
1
HVAC
2
HVAC
2
DT
M
M
DT
Fig.:- AC Power Network

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The two auxiliary inverters (SIV) on the whole train can provide
the power (AC415V, AC230V) with a parallel power supply applied
between unit trains and each SIV has two ways of outputting the three-
phase AC415V, 50Hz AC power through the whole train, and the single-
phase AC230V, 50Hz AC power through the half train.
❖DC Power Network:-
BCG
DC 110V Prepared bus
LOAD
DT M
LOAD
LOAD
LOAD
PRVF
PRVMF
TSK
LVB
BAT
PRVF
BAMF 1
BAMF 2
DC 110V Premanent bus
B-
BCG
DC 110V Prepared bus
LOAD
DT
M
LOAD
LOAD
LOAD
PRVF
PRVMF
TSK
LVB
BAT
PRVF
BAMF 1
BAMF 2
DC 110V Premanent bus
B-
Fig.:- DC Power Network
Battery chargers (BCG) on the whole train will provide the power
(DC110V) with a parallel power supply applied between unit trains and
there are three bus lines (permanent bus, prepared bus, and negative
bus).
The permanent bus is supplied by:-
➢ Battery, when the vehicle is sleeping or awake with pantograph at
a standby position.
➢ BCG, when the vehicle is awake with pantograph at working
position. The prepared bus is supplied by.

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➢ Battery, when the vehicle is awake with pantograph at a standby
position.
➢ BCG, when the vehicle is awake with pantograph at working
position. The negative bus is used for the DC system to reflow.
❖ Battery Configuration:-
There is one group of batteries on each M car. Every group of
batteries has 90 cells combined with 80 real cells and 10 false cells
(only cell box, upside down installation, not connected to battery circuit
and water filling system). Arrangement of half group of battery as
follows.
Fig.:- Battery Configuration
5 False Cells, only cell box
55
40 real Cells
55

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❖ Battery box structure:-
The battery box consists of a battery box (Main part) and a battery
control box.
Fig.:- Battery Box Structure

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❖ Battery control box:-
Battery fuses and BIS (battery isolation switch) is fitted in the
battery control box.
Fig.:- Battery Control Box And Fuses

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❖ Configuration of workshop power supply:-
The workshop power supply includes AC 415V power supply
socket and an AC 230V onboard outlet socket. In the case of vehicle
maintenance, if there is no AC 25KV high voltage power supply, it can
still maintain the vehicle.
Item DT M M DT
AC 415V Workshop power supply socket 2 0 0 2
AC 230V outlet socket 4 3 3 4
USB 3 2 2 3
When the AC 25KV high voltage is not available, the maintenance
personnel can provide the power to the auxiliary electrical equipment in
a unit (DT*M) by the AC 415V power supply socket.
When the high voltage is not available, but AC 415V is available,
the maintenance staff can provide power for single phase load by the
AC 230V socket, single phase load mainly including cleaning equipment,
mobile phones, and laptops. When the train has AC 25KV high voltage,
the AC 230V socket can also be used. USB is also provided to meet
the needs of passengers to charge their phones.
a) FLEXIBLE OHE SYSTEM AT NMRC:-
Three-phase Power supply is received from discoms at
220/132/110/66 kV. Stepped down to 25 kV single phase at Receiving
substations. Fed to Feeding Posts located at viaducts through cables.
Feeding posts are generally spaced at 10-15 km. Feed from adjacent

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RSS is isolated with the neutral section at Sectioning Posts for phase
separation.
ROLLING
STOCK
BURRIED RAIL
NEAR TRANSFORMER
BEC
SUBSTATION
FLEXIBLEOHE
NEAREST LOCATION
OF TRACK FROM
THE SUB STATION
RC
TRACK(RAILS)
OPC
Fig.:- Traction Return Scheme

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GENERAL CONCEPT OF 25KV
OHE SYSTEM
❖ Sectioning:-
➢ The overhead equipment is divided electrically into sections using
neutral sections, insulated overlaps, and section insulators.
➢ Under normal working conditions, electrical continuity is maintained
by bridging the insulated overlaps using interrupters or isolators.
➢ Isolation of small sections of OHE for maintenance and repairs is
possible.
➢ Overlaps: overlapping portion between two tension lengths.
a) Insulated overlaps
b) Un-insulated overlap
SSP
Sub Sector
Sector
Sub Sector
SP
Feeding Post
Fig.:- Sectioning

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❖ Switching Stations (SP):-
➢ At the Neutral section, a Sectioning and Paralleling post (SP) is
created.
➢ Under any emergency requirement, the power supply of the
adjacent substation may have to be drawn to the other (substation)
section. This is done through Bridging.
➢ Bridge Interrupters normally have to be OPEN.
➢ Sectioning & Paralleling Interrupters are normally kept close.
➢ Depending on the distance between an FP and SP (Feeding post
to a Neutral section) 2 or 3 Sub sectioning and Paralleling posts
are created.
➢ Paralleling interrupters are provided at SSP and SP to parallel the
Up & Down track OHE, to reduce the voltage, drop, and facilitate
movement of traffic in case one subsector or one or more
elementary section is faulty or taken up for maintenance.
❖ Neutral Section:-
To segregate the power supply of feed from two different
Substations having phase and voltage differences, neutral sections are
provided in OHE in between two substations.
Fig.:- Neutral Section

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❖ COMPONENT OF OHE:-
➢ Mast/Structure
➢ Cantilever Assembly
➢ Wires
➢ Section Insulators
➢ Automatic Tensioning Devices (ATDs)
Fig.:- Normal Mast
Fig.:- Tubular Poles

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Fig.:- Two Track Cantilever Mast
ARRANGEMENT OF OHE ON PORTAL
AT THREE TRACK
END PIECE CENTRAL PIECE END PIECE
5.80
CL OF TRACK
RL
ROD LACING
SETTING DISTANCE
CL OF TRACK
CL OF TRACK
1.40
2.00
2.00
Fig.:- Three Track Portal Arrangement

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❖ The contact and messenger wires are run in support of Cantilever
assemblies. These cantilevers are properly insulated from the Steel mast
by means of Insulators.
The cantilever assembly mainly consists of –
1) Stay Tube
2) Bracket Tube
3) Register tube
4) Steady Arm
WIRE
❖ Messenger Wire:-
➢ Stranded alloyed copper wire having a cross-section of 65 sq. mm.
➢ 19 strands each of dia 2.10mm with an overall dia of 10.50mm
from which the contact wire is supported.
➢ Messenger wire is used to support contact wire mechanically.
➢ Copper alloyed with 0.7-1.0% cadmium for mechanical strength.
➢ In DMRC phase-III (Line 7), Copper alloyed with 0.5% Magnesium
has been used due to its better characteristics and environmental
friendliness.
❖ CONTACT Wire:-
➢ Elevated Corridors - Round Bottom of 107 mm2
in Standard Gauge.
❖ RETURN CONDUCTOR:-
➢ All Aluminium Conductor (SPIDER) consisting of 19 strands each
of 3.99 mm diameter, with a nominal cross section of 233 sq.
mm. They permit to force the return current to flow through a
cable specially installed for this purpose.

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❖ OVERHEAD PROTECTION CONDUCTOR (OPC) –
➢ ACSR conductor consists of 7 steel wires and 12 aluminium wires
each 2.5 mm dia with cross sectional area is 93.3 sq mm and
overall diameter is 12.5mm.
➢ JUMPERS:-
➢ 95 sq. mm jumper, 65 sq mm jumper, 105 sq mm jumper – in
depot.
➢ Dropper: –
➢ Span Droppers -10 sq. mm and the dia 5mm.
➢ Inclined Dropper – 19.6 mm2
cross-section.
➢ Anti-Wind Droppers - 4 mm stainless steel wires.
➢ Rigid Droppers - 107 sq.mm.

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➢ MESSENGER WIRE:-
➢ The Messenger wire shall be of Cu-Mg, diameter 10.5 mm,
consisting of 19 strands, each of 2.1 mm diameter. The nominal
cross section of the Messenger wire is 65 sq. mm. Magnesium is
mixed to improve tensile strength of Messenger Wire.
➢ SALIENT FEATURES OF THE MESSENGER WIRE:-
• Tensile Strength (min) 61.18 kg/sq.mm
• Coefficient of linear Expansion (α) 17 x 10-6 degree C
• Weight 597.3 kg/km (+/- 2%)
• Conductivity 81%
• Resistance (max) 0.2986 ohm/km
Fig.:- Messenger Wire

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➢ Contact Wire 107 mm2
:-
➢ The contact wire shall be of 107 sq. mm hard drawn grooved
copper conductor, diameter 12.24 mm. The contact wire should be
drawn out of continuous cast rods of minimum diameter of 21mm.
The contact wire shall conform to latest RDSO specification.
Fig.:- Contact Wire
r
r
C
r
a
b
d
Fig.:- Contact Wire Round Bottom

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➢ SALIENT FEATURES OF 107 SQ.MM CONTACT WIRE:-
• Linear weight 0.9512 kg/ meter
• Breaking load 3905 kgf
• Coefficient of linear Expansion (α) 17 x 10-6degree C
• Elongation factor (λ) 91 x 10-6
• Resistivity 1.777 microohm Cm
❖ RETURN CONDUCTOR:-
➢ All aluminium conductor (SPIDER) consisting of 19 strands each
of 3.99 mm diameter, with a nominal cross section of 233 sq.mm
and a copper equivalent of 140 sq.mm is used as Return
Conductors.
➢ The overall diameter of conductor is 19.9 mm. The SPIDER
conductor shall conform to Bureau of Indian Standards,
specification IS:398(Part I)-Latest Revision.
➢ SALIENT FEATURES OF SPIDER RETURN CONDUCTOR:-
• Linear weight 0.652 kg/ meter
• Breaking load 3736 kgf
• Coefficient of linear Expansion (α) 23 x 10-6degree C
• Resistivity 2.8356 microohm Cm

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❖ Return Conductor (RC):-
➢ Tominimize Electromagnetic induction on nearby telecom
utilities BT/RC system is used. A return conductor is run parallel
to OHE. Return conductor of 233 sqmm All Aluminium conductor
is used for return current conductor.
Fig.:- Booster Transformer(BT)
BT

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❖ OVERHEAD PROTECTION CABLE:-
➢ An ACSR conductor, consisting of 7 Steel wires each of 2.5mm
diameter and 12 m Aluminium wires also of 2.5mm diameter
each, with a nominal cross section of 93.3 Sq.mm is used as
OPC. The overall diameter of the conductor is 12.5mm. The
ACSR conductor shall conform to Bureau of Indian Standard
Specification IS:398 (Part-II) – Latest Revision.
➢ SALIENT FEATURES OF OVERHEAD PROTECTION CABLE:-
• Linear weight 0.437 kg/meter
• Breaking Load 4610 kgf
• Coefficient of linear Expansion (α) 18 x 10-6
degree C
• Elongation factor (λ) 132 x 10-6
• Conductivity 61% of aluminum
• Resistivity 2.8264 microhms.cm
❖ BURIED EARTH CONDUCTOR:-
➢ Same conductor as used in OPC.
Fig.:-Buried Earth Conductor

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Fig.:- Buried Earth Conductor

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❖ BRIDLE WIRE:-
➢ Bridle wire shall be of cadmium copper, consisting of 37 strands
each of 1.1mm diameter with a nominal cross section of 35 sq.
mm and overall diameter of 7.7 mm. The Bridle Wire shall conform
to Indian Railway's RDSO specification ETI/OHE/50, Latest version,
for cadmium copper conductor.
➢ USAGE:-
• Tramway OHE
Bridle Wire

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❖ Automatic Tensioning Device:-
➢ Regulating equipment (RE), also named Auto- tensioning
Device (ATD), a device for giving constant tension to Over Head
Equipment (OHE) conductor irrespective of expansion and contraction
due to variation in temperature.
➢ Principle of Regulating Equipment Auto-Tensioning Device
Ratio of regulating equipment = Total Tension in OHE conductor (T1 +
T2) in kgf Counterweight (kg)
Where,
T1 = Tension in Contact wire
T2 = Tension in Catenary wire
Since the counterweight is always one-fifth, (depending upon
ratio or 5:1 ration ATD) of total tension in OHE conductors, the tension
in OHE conductors will remain constant at all temperatures.
Types of ATD used:-
1. 5-Pulley ATD
2. Spring Type ATD
5-Pulley ATD:-
It has a mechanical advantage of 5. In OHE the tension required is
2000kgf (contact wire=1000kgf+catenary wire=1000kgf). Hence, the
counter weight required is 2000/5=400kg.

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➢ Insulators:-
➢ Polymer composite type Insulators are used in place of ceramic
insulators.
➢ Typically Composed of a central rod made of fiber reinforced
plastic and an outer shed made from silicon rubber.
➢ Less costly, lighter in weight, and better hydrophobic capability.
➢ Delhi being in the most polluted zones, the creepage distance of
insulators has been increased from 1050 mm to 1600 mm.
Fig.:- Insulators
❖ Automatic Tensioning Device:-
These are provided to keep the tension in OHE conductors constant
irrespective of expansion/contraction with temperatures. Installed at the
termination of OHE conductors for each tension length. In DMRC
Following types of ATDs are used:-
➢ BWA type
➢ Gas
➢ Spring Type
• Helical Spring Type
• Spiral Spring Type

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Fig.:- Automatic Tensioning Device
OVERVIEW OF TRAIN CONFIGURATION
Equipment Location
Quantity
DT M M DT
Pantograph (PAN) Roof 1 / / 1
Lightning arrester (LA) Roof 2 / / 2
Potential transformer (PT) Roof 1 / / 1
Vacuum circuit breaker (VCB) Roof 1 / / 1
Earthing Switch (EGS) Roof 1 / / 1
Current transformer (CT) Underframe 1 / / 1

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❖ Pantograph: -
Fig.:- Pantograph
❖ The pantograph system includes a mechanical structure,
➢ Frame
➢ Hinged system (Lower arm, Upper arm, Lower rod, Adjusting rod)
➢ Balancing system
➢ Collector’s head
➢ Pneumatic control unit.

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Fig.:- pantograph system includes a mechanical structure.
❖ Lightening Arrester:-
Fig.:- Lightening Arrester

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➢ A lightning arrester (alternative spelling lightning arrestor) (also called lightning
diverter) is a device used on electric power systems and telecommunication
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 an aground
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 arrester, in most cases to earth.
❖ Potential Transformer:-
Fig.:- Potential Transformer
The potential transformer is a voltage step-down transformer that reduces the
voltage of a high voltage circuit to a lower level for the purpose of measurement.
These are connected across or parallel to the line which is to be monitored.
❖ Vacuum Circuit Breaker:-
Fig.:- Vacuum Circuit Breaker

Page | 43
A vacuum circuit breaker is a kind of circuit breaker where the
arc quenching takes place in a vacuum medium. The operation of
switching on and closing current-carrying contacts and interrelated
interruption takes place in a vacuum chamber in the breaker which is
called a vacuum interrupter.
❖ Earthing Switch:-
Earthing switches are safety devices that are integral parts of
circuit breakers. When a circuit breaker is removed and racked out, the
sections of the bus bar adjacent to the circuit breaker are automatically
earthed by means of these switches.
❖ Current Transformer:-
Fig.:- Current Transformer

Page | 44
A current transformer is an instrument transformer, used along with
measuring or protective devices, in which the secondary current is
proportional to the primary current (under normal conditions of operation)
and differs from it by an angle that is approximately zero.
ENVIRONMENTAL CONTROL
SYSTEM OF LINE-2 STATIONS
❖ OBJECTIVE:-
➢ To Maintain the station temp below 29˚C in the Public Area.
➢ To Provide necessary oxygen levels for the comfort of technical
people in the plant rooms.
➢ To provide design temperature on the various equipment rooms
for their efficient operation.
DESIGN CRITERIA (ODC-OUTLINE
DESIGN CRITERIA)
❖ External Design Conditions:-
➢ Summer 43˚C
➢ Monsoon 35˚C
➢ Winter 07˚C
❖ Internal Design Conditions:-
➢ Platforms 29˚C/65%RH
➢ Concourse 29˚C/65%RH

Page | 45
❖ LAYOUT OF TRACTION / PROPULSION EQUIPMENT FOR 750V DC
THIRD RAIL:-
❖ LAYOUT OF TRACTION / PROPULSION EQUIPMENT FOR 25kV AC
TRACTION SYSTEM:-
❖ VOLTAGE LEVELS OF TRACTION SYSTEM IN NMRC:-
➢ Incoming : 132 KV AC
➢ For Traction : 25 KV AC
➢ For Auxiliary loop : 33 KV AC
➢ For Station Utilization : 415 V AC
RSS Power
Transformer
66kV /33kV
Traction
Motor
180 KW
Rectifier
AC to DC
750V DC
Rectifier
Transformer
33 kV / 292V
Inverter
3phase, VVVF
V,0-500 F,
0-137Hz
RSS TSS
RSS/TSS Located Near Station Area App. Area
2000Sq Meter
Propulsion Equipment’s
located Inside Train Area
RSS Power
Transformer
132/25kV
Traction
Motor
220 KW
Converter
Unit AC to
DC 1900V
DC
Main Transf.
Ac to DC
25kv/1058V
Inverter
3phase, VVVF
V,0-1400 F,
0-137Hz
RSS/ TSS TSS
RSS/TSS Located
Near Station
Area App. Area
2000Sq Meter
Propulsion Equipment’s located Inside Train Area

Page | 46
POWER DISTRIBUTION SYSTEM
RSS
I/C Supply
132 KV AC
O/G 25KV AC Station ASS
Traction Supply O/G 33 kV Auxiliary Loop
LT Supply for
Auxiliary Loads
33 kV/415V
Transformer
HT Panel 33KV
To Next Station
Transformer 1
(Delta Star)
33KV/415 V
MDB (Main
Distribution Board)
At 415 V
RSS1 or
RSS2
Transformer 1
(Delta Star)
33KV/415 V
From here the
scope of E & M i.e
LV system begins

Page | 47
LOADCLASSIFICATION
❖ Power Supply to various systems and sub system discussed is
classified as:-
➢ Emergency:– A type load (Loads with UPS, DG & ASS Backup
Supply).
➢ Essential:- B type load (Loads with DG & ASS Backup Supply).
➢ Semi Essential:– C type load (Loads with Only ASS Backup).
➢ Normal:- D type load (Normal Loads).
LT PANELS
❖ LT panels are systematic arrangement of switchgears and other
electrical equipment’s in a manner so as to control, regulate and
monitor distribution of electricity in a particular system with required
protection and safety.
❖ The major parts of a LV panel are:-
➢ Enclosure
➢ Compartments
➢ Switchgear
➢ Main bus bar
➢ Measuring and indicating equipment’s
➢ Push button and control switches
➢ Internal wiring

Page | 48
Fig.:- LT Panels
MAINDISTRIBUTIONBOARD
➢ Elevated stations have only one ASS and one MDB.
➢ It receives two inputs I/C-I & I/C-II of 3 phase, 50Hz, 415 V supply.
➢ These two inputs feed the bus bar of MDB through ACB-I (for I/C-
I) & ACB-II (For I/C-II) and are separated by a bus coupler ACB.
➢ ACB-I (I/C-1), ACB-II (I/C-II) & B/C ACB are interlocked electrically
& mechanically i.e. during normal operation only two of the three
remain in ‘ON’ condition. This avoids the possibility of dead short
circuit of the two incomers.

Page | 49
MAINDISTRIBUTIONSYSTEM
Fig.:- MDB (Main Distribution Board)
MDB (2/3 Logic)
LVCB1 LVCB2
BC
WPP FPP ESPP EPP MLP ACPP PAP S&T UPS PSG UPS

Page | 50
EPP (ESSENTIAL POWER PANEL)
EMLP (EMERGENCY LIGHTING PANEL)
EPP
(Essential Power
Panel)
DG AMF PANEL
MDB LVCB1 MDB LVCB2
AC / DC DB PSI
DEPARTMENT
PSG UPS
X-RAY MACHINE
& DFMD
S & T UPS
LIFT
S
EMLP
(Emergency Lighting
Panel)
Isolation Transformer
1:1 Delta Star
UPS of S & T
department
Escalator RMS
panel in SCR
FACP (At all 21
stations) & wind
Sensor (only at 5
Stations)
LIFT RMS
panel in SCR
Type 2 DBs
Emergency feeder

Page | 51
OTHER PANELS
➢ ESPP- Escalator Power Panel (ASS)
➢ MLP – Main Lighting Panel (ASS)
➢ ACPP- AC Power Panel (ASS)
➢ PAP- Public Amenities Panel (ASS)
➢ FPP – Fire Pump panel (Pump room)
➢ AMF- Auto Mains failure (DG Room)

Page | 52
INTERLOCKINGSCHEME
I/C-1 I/C-2 B/C Remark
ON OFF ON
In normal condition, I/C-1 has been given
priority.
OFF ON ON
In case of failure of I/C-1, I/C-2 has been given
2nd priority.
ON ON OFF Can be achieved to service the B/C ACB.
CABLES
❖Types of cables:-
➢ FRLS:-
Fire Retardant Low Smoke (FRLS) cables are used for elevated
stations. The properties of these cables are:-
• These are flame retardants and do not propagate fire.
• These emit low smoke during the fire as compared to
ordinary cables.
• For these cables, during fire maximum halogen gas emitted
should be 20% by weight of non-metallic material.
➢ CWZ explained:-
• Category C in CWZ indicates that cable should be able to maintain
circuit integrity against fire at 950o
C for 180 minutes.

Page | 53
• Category W in CWZ indicates that cable should be able to
maintain circuit integrity against fire at 650o
C for 15 minutes and
then against fire with water spray at 650o
C for 15 minutes.
• Category Z in CWZ indicates that cable should be able to maintain
circuit integrity against fire with mechanical shock at 950o
C for 15
minutes.
UPS SYSTEM
❖ UPS Operation:-
➢ 2 nos. UPS of 30/60 KVA are provided for station.
➢ When the mains supply gets failed, load gets shifted to batteries
without any interruption.
➢ Both UPS share load equally in normal operation.
➢ In case one UPS gets switched OFF, load gets transferred to
second UPS.
Cable
Construction

Page | 54
Fig.:- Single Line Diagram of a UPS System
AC
DC AC
DC
Battery
To Load
Maintenance Bypass
Static Bypass
Mains
Rectifier Inverter

Page | 55
LIGHTING
❖Passenger Areas:-
➢ Circulating and Parking area:-
This is the interface between the municipality and the metro
area and illumination level of metro system shall be uniformly
matched and not be less than that of the municipal area. The
minimum average illumination defined for this utility is 30 Lux.
➢ Entrance/Exit/Stairs/Escalators/Customer Care/Ticketing:-
A passenger encounters this utility area for entry, exit, purchase
of ticket and use of lift/escalator/stairs to transfer to concourse and
platform. A uniform standard of average 250 Lux is maintained in
this area.
➢ Concourse/Corridors/Passages/Platform/Toilet:-
A standard of 200 Lux is prescribed for this area.
➢ Platform Edges:-
A standard of 250 Lux is fixed for platform edges.
❖Operation Areas:-
➢ Equipment Room at station:-
There are many equipment rooms at a Metro station for Traction
and Auxiliary Sub Station, DG Room, Panel room, Signal Equipment
Room, Telecommunication Equipment Room, UPS cum Battery room
etc. An average Lux level of 200 is standardized for the purpose.

Page | 56
EMERGENCY LIGHTING
LIGHTDISTRIBUTIONSYSTEM
❖ Two types of Supply is available for lighting at stations:-
• Normal Supply (from MLP)
• Emergency Supply (from EMLP)
➢ From MLP & EMLP supply goes to Type 1 & Type 2 DB (Distribution
boards).
➢ 3 types of DBs currently available at stations namely Type 1, Type 2,
Time 5.
➢ Type 5 DB gets supply from PAP. (For non-essential works).
Normal Lighting, fed from
one source with manual
backup from other source
Lighting at Metro
Station
Emergency Lighting,
Backup from both sources
as well as from DG & UPS
75%
25%

Page | 57
Fig.:- Light Distribution Panel
SOLAR PANEL AND INVERTERS
➢ Total of 10003 kw of solar plant is installed on NMRC network.
➢ Solar modules are installed at roof level of stations, parking area
at sec 51, RS depot.
➢ Solar inverters are installed at Mumty level of Stations.
➢ Solar Panel is available in ASS of stations.
➢ Solar energy is utilised at station and remaining is Fed back to
the grid through transformer.

Page | 58
AREA WISE LUX LEVEL AS PER
NMRC ILLUMINATION MANUAL
Utility (Public/
BOH area)
Area Location
Min. lux level requirement as
per NMRC Illumination Manual
Public
Platform
Platform Edge 250
Platform General 200
Concourse
Concourse General 200
Staircases from PF to CC 250
Entrances
Entry/Exits 250
Subways 200
Circulating & Parking Area 30
BOH
Station Control Room 250
Ticket Offices 250
Plant Rooms like ASS, TER etc. 200
DIESEL GENERATOR SET
❖ Provides back up to essential loads like Fire pumps, PSG, X ray,
Lifts etc.
➢ 125 KVA DG sets are installed at all stations except Sec 51, sec
142, Sec 144 and Depot Station.

Page | 59
➢ These 4 stations (Sec 51, sec 142, Sec 144 and Depot Station)
have 160 KVA DG sets.
➢ RS depot has 2 no. Of 750 KVA DG sets.
➢ The backup is automated i.e., as soon as both the supplies fail,
DG gets an ON command & supplies power to essential loads.
➢ At stations DG also provides back up to Fire Pump Panel.
EARTHING
➢ Earthing is used to protect human being from an electric shock. It
does this by providing a path (a protective conductor) for a fault
current to flow to earth.
➢ One earth mat is provided for a station below each ASS room.
➢ WHY EARTHING IS IMPORTANT?
• Protect Human Lives
• Protect Equipment’s
➢ The Main Earth Mat is a mesh of MS metal made below the base
slab of the station using GI Flat Strips conductors of 50 X 6 MM
and having electrodes and earth risers.
DG set AMF Panel
EPP
In ASS Room
FPP
In Pump Room
2 Sensing cables
coming from EPP

Page | 60
➢ Earth Mat consists of 20-25 earth electrodes and same number of
earth risers. The electrodes are 25 mm dia 3 m long rods buried
in the earth and connected to the mesh.
➢ The risers are then connected to GI earth strips which are then
connected to a MET (Main Earth Terminal).
Fig.:- Electrical Without Earthing
Fig.:- Electrical Without Earthing
One Phase
Second Distribution
of Transformer
Electrical
Equipment
Live Wire
Neutral Wire
Fault Current
Fault Current
Passes Through
the Human Body
One Phase
Second Distribution
of Transformer
Electrical
Equipment
Live Wire
Neutral Wire
Fault Current
Fault Current
Passes Through
the Human Body

Page | 61
❖ Main Earth Terminal (MET):-
➢ Similarly, the Clean Earth Mat is a also mesh made below the
base slab of station using cylindrical copper conductors of 13 mm
dia and having electrodes and earth risers.

Page | 62
HVACSYSTEM(HUMIDITY,
VENTILATION, AIRCONDITIONING)
HVACCNTDITION
➢ VRF units are installed at stations for Maintaining the temperature
of technical rooms and equipment.
➢ R- 410 is used as a refrigerant in these equipment’s.
➢ Three no. Of 18 HP ODU are installed at each station.
Each ODU has 5 IDU present in different room connected to it.
➢ Every IDU has it’s individual remote.
➢ The whole VRF system of one station can be controlled By CRC
(Centralised Remote control) present in SCR.
➢ Two 12 HP ODU are present at Sec 51 station for Crew Control
area & at RS Depot for IBL Building.

Page | 63
FIREDETECTION&ALARMSYSTEM
➢ Smoke Detector: TECHNICAL Rooms- Below False Floor, Above &
Below False Ceiling, Equipment Room.
➢ Heat Detector (Dg Room).
➢ Monitor Module (Equipment Gas Flooding System).
➢ Sprinkler System (For Pd Area).
➢ MCP (Manual Call Point).
➢ FACP (Fire Alarm Control Panel).
➢ Repeater Panel.
Fig.:- Sprinkler System
(For Pd Area)
Fig.:- MCP (Manual
Call Point)
IDU Remote OUT DOOR UNIT

Page | 64
FIREFIGHTINGSYSTEM
Fig.:- Fire Hose Cabinet (FHC)

Page | 65
Fig.:- Fire Extinguishers (CO2 type, Water CO2 Type, Foam Type)
FIREFIGHTINGSYSTEMCNTD
➢ Sand Buckets Placed in ASS, DG room, Pump room, Mummty
level.

Page | 66
FIREPUMPS(JOCKEY, MAIN, STANDBY)
FIREPUMPSDETAILS
Fire
pumps
ON OFF
Start
Pressure
(kg/cm2)
Stop
Pressure
(kg/cm2)
Rating
(HP)
Jockey
Auto
ON
Auto OFF 5 7 7.5
Main
Auto
ON
Manual
OFF
4 NA 50
Standby
Auto
ON
Manual
OFF
3 NA 50

Page | 67
➢ All the fire pumps get supply from FPP which also has DG Back-
up.
➢ However, RS Depot also has a standby firefighting Diesel Pump.
The Diesel Engine’s Capacity is 153bhp.
EARTHQUAKEWARNINGSYSTEM
Fig.:- Earthquake Warning System

Page | 68
➢ Earthquake Sensors are installed at RSS sec 83, RSS Sec 153,
RS Depot.
➢ They send data to the dedicated computer system installed in
OCC.
➢ Fortis: 3 Axis, strong Motion, force feedback accelerometer.
➢ Minimus : The Guralp Minimus is a 24 bit digitiser.
➢ There is an 110V DC to 24 V DC Converter which supplies power
to minimum.
➢ There’s also provision of I/O expander relay box.
➢ 3 such units are installed at RSS sec 83, RSS Sec 153, RS Depot
are connected through a WAN to NAM (Network Acquisition
Module) server and to windows server in OCC.
WINDSPEEDSENSOR
❖ Installed at Depot Station, Knowledge Park 2, Sec 144, NSEZ &
Sec 51 Station.
❖ Sensor is installed at mummty level of stations.
❖ Monitoring panel is installed in SCR.
❖ Speed restrictions:-
➢ If wind speed is between 70-80 KMPH:-
• Trains will move at speed ≤ 40 kmph until the wind speed
decreases below 70 kmph.
➢ If wind speed is above 90 KMPH:-
• Trains at PF will stay still at PF.

Page | 69
• Trains approaching PF will move at speed ≤ 15 kmph Until the
wind speed decreases continuously below 90 kmph.
Fig.:- Wind Speed sensor

Page | 70
LIGHTNING PROTECTION SYSTEM
➢ 12 No. Of Lightening Arrestors are installed on top most level of
stations.
➢ 12 Strips are brought down from roof tops to ground level into
the earthing pits where plate earthing has been done.
➢ Earthing value is measured and marked annually.
➢ Mixture of salt & water is poured into pits and nearby area if
resistance value doesn’t come within specified limits.
➢ Permitted values of earthing.
➢ 1. Individual Pit ≤ 10 ohm.
➢ 2. MET ≤ 1 ohm.

Page | 71
HYDRAULIC SYSTEM
➢ For handling the water requirements of Stations.
➢ Completely automatic system working according to water level
sensors.
➢ At each Non-PD station there are 4 Tanks : Either at UG level or
Ground level each of capacity 25000 litre which are filled by a
bore well.
➢ At each PD station (Sec 51, Sec 101, Sec 81, Sec 83, sec 137)
Total UG Fire Tanks capacity is 200 Kilo litre.
➢ Apart from this, 2 tanks (Domestic, Flushing) are at mumty level
above PF2 and 3 tanks (Fire tank1, Fire tank2, Flushing tank)
each of capacity 5000 litre are above PF1 at mumty level.
Bore
well
FT 1 FT 2 Flushing
Tank
Domestic
Tank
Flushing
Pumps-
main &
standby
Domestic
Pumps-
Main &
Standby

Page | 72
❖ Domestic & Flushing Pumps:-
➢ They supply water from the ground tanks to Overhead tanks at
mumty level.
➢ All Pumps gets supply from WPP (Water Pump Panel).
Fig.:- Domestic & Flushing Pumps

Page | 73
AFC (AUTOMATIC FARE COLLECTION SYSTEMS)
➢ It is a system that supports the Fare Collection Service of the
Passenger Transport Business.
➢ It is a service that obtains the compensation from passengers for
over travel, without ticket and other penalties by reaching them
through system.
❖ Benefits of AFC System:-
➢ AFC system Increase in fare collection revenue.
➢ Better planning & optimization of services.
➢ Flexible pricing schemes.
➢ Customer convenience.
➢ Easy collection of usage data by automatically logging transactions.
➢ Less possibility of leakage of revenue due to automatic check by
control gates.
➢ Efficient & easy to operate, faster evacuation both in normal &
emergency.
Fig.:- Movement of the Passenger (Comparing the Railways and the AFC System)

Page | 74
Fig.:- Movement of the Passenger (Comparing the Railways and the AFC System)
AFCSYSTEMAPPLICATION
➢ Access control.
➢ Ticket reading/writing.
➢ Revenue transaction collection and reports.
➢ Equipment supervision.
➢ To make it easy for the staff to monitor the sales data.
STATION LEVEL EQUIPMENTS IN AFC SYSTEM
➢ TOM:– Ticket Office Machine.
➢ EFO / CCC:– Excess Fare Office or Customer care Office.
➢ AG:– Automatic Gates.
➢ TVM:– Ticket Vending Machine.
➢ TR:– Ticket Reader.
➢ ETIM Parking Machine.

Page | 75
PAS
QR Printer Cash Drawer
CCS
Receipt Printer
POS
Card
Reader
Fig.:- TOM/EFO
Fig.:- AFC Gate external view

Page | 76
Fig.:- Entry Only Fig.:- Exit Only
Fig.:- Wide Gate Fig.:- TR (Ticket Reader)

Page | 77
➢ ELECTRONIC TICKET SYSTEM IN NMRC:-
Fig:- EMV Card(contactless cards/SBI Fig.:- QR Code
➢ Type of QR tickets:-
➢ SJT:- single journey ticket.
➢ RJT:- Return journey ticket.
➢ Group ticket.
➢ Free exit (if the ticket or card get validated but the flap does not
open).
➢ Paid exit (in case of penalties).
AFC SYSTEM NETWORK (CLOSED LOOP & OPEN LOOP)
➢ Closed loop system:-
➢ In this architecture, All AFC station-level equipment communicate
between each other and with central server at the same time for
transaction.

Page | 78
➢ No outside Server can access the CC and there is no
communication with the outside system of any company or
organization for further validation.
❖ Open Loop system:-
➢ Unlike the Closed loop system, this architecture explores the
multiple options for various services which can be enabled in our
EMV SBI City One card.
➢ Other than data is shared with CC, different type of data shared
with remote servers and firewall for transaction at acquirer end.
➢ With addition of open loop system we can achieve one nation
one card platform.

Page | 79
ESCALATORS
❖Technical Basic:-
❖Specification:-
➢ Step width : 1000 mm
➢ Step band speed : 0.65 m/s or 0.5 m/s
➢ Incline : 30 degrees
➢ Balustrade : Glass, Steel
➢ Motor : IP55, dynamic braking, Induction Motor
(11,15 & 22 KW) V3F drive (15,22 & 30 KW)

Page | 80
❖ Specification:-
➢ Handrail:- Black, fire-resistant synthetic rubber.
➢ Step chains:- Hardened and tempered material.
➢ Steps:- Die cast of high-strength aluminum alloy.
❖ Escalator Terminology:-
➢ Duty Cycle:- Typical daily usage of the escalator.
➢ Vertical Rise (H):- Difference between the floor levels at each
escalator landing.
➢ Incline:- Angle of the inclined section of the truss in relation to
the horizontal 30 degrees.
➢ Step Width (W):- Nominal width of the step treads between the
skirts is 1000mm.
➢ Step Band Speed:- The traveling speed of steps is 0.65m/s or
0.5m/s.
➢ Theoretical Capacity:- Number of persons that can be carried
theoretically by the escalator in 1 hour.
➢ Drive Station (D):- The drive unit consists of an electric motor,
service brake, gearbox & drive wheels for the step chain, and the
handrails.
➢ Tensioning/Return Sation (R):- Located at the bottom end of the
escalators where the step chain is adjusted.
➢ Riser Height:- The vertical height difference between adjacent
steps is 200mm.
➢ Truss Support (S):- Escalator is supported at each end by
mounting angles which sit on support beams within the building
structure.

Page | 81
➢ Handrail Clearance:- The clearance between the side wall and
the handrail.
➢ PIT (P):- The area meant for accommodating the horizontal truss
portion is called Pit.
DO’S AND DON'TS IN ESCALATORS
❖ Do’s:-
➢ Do switch the OFF/ON the Escalator only when the passengers
are not there.
➢ Hold the handrail while traveling.
➢ Face forward on the center of the step with feet slightly apart and
without touching the stationary sides.
➢ Watch your step when entering and leaving the Escalator.
➢ If your hands are full with packages or luggage, do not use
Escalator, Balancing packages on the steps or on the handrail
may cause injury to you or others.
➢ Recognize your limitations, if you feel uncomfortable riding or
experience difficulty in boarding or exiting an Escalator, use the
elevator or stairs instead.
❖Don'ts:-
➢ Do not bypass any safety instructions while during maintenance
➢ Don’t operate the Escalator if any malfunction is observed after
maintenance.
➢ Don't switch OFF/ON the Escalator while passengers are traveling.
➢ Never ride on Escalator barefoot.

Page | 82
➢ Don’t use an inoperative Escalator as a stairway.
➢ Don’t place items on the handrails or steps.
➢ Don’t run on the Escalators.
SAFETY IN ESCALATORS
❖More Safeties Compare To Commercial Escalators:-
NMRC COMMERCIAL
No. Of Emergency Stop 3 2
No. Of Flat Steps 4 1 or 2
Type Of Drive VVVF Star Delta
No. Of Skirt Contact 6 or 10 4
❖Safe Shut Down Of Escalator:-
➢ Safe Shutdown:-
• Stop Escalator by the key switch by rotate the key in reverse
traveling direction or by pressing stop button.
• Escalator shall only be stopped when no person is on the
Escalator.
➢ Main Power Supply Shut Down:-
• Shut down the main power only when necessary.
• Shut down the main power from Escalator control panel after
revenue hours.

Page | 83
❖Safety Check Before Starting In Morning:-
➢ Start the main switch from control panel.
➢ Check any damage of Escalator step and handrail.
➢ Start the Escalator towards observer
➢ Check all step and two teeth combs for damage
➢ Check any abnormal noise
➢ Ride Escalator and check for smooth operation of the step band
before returning Escalator to service.
❖Escalator Shall Be Stopped At Once:-
➢ If the handrail is not moving properly and with a speed not suitable
with that of the step band,
➢ If the step band moves with jerks,
➢ Unusual noise is generated during the run.
➢ If two combs’ teeth are damaged.
➢ If the Escalator had to be switched off due to one of the above
reasons, restart is permitted only upon inspection by a Escalator
team.
❖Operating Modes:-
➢ Continuous operation:- Open switching on the escalator the
step band runs permanently in the operational direction selected
by you (0.65 m/s or 0.5 m/s selectable).

Page | 84
❖Safeties In Escalator:-
1) Comb plate contact
2) Step chain contact
3) Handrail entry boot
4) Floor cover switch
5) Water level contact
6) Smoke detector
7) Handrail speed sensor
8) Handrail broken contact
9) Step up thrust contact
10)Missing step sensor
11)Step level/sag contact
12)Skirt contact
13)Drive chain contact
14)Reverse protection
15)Flywheel contact switch
16)Motor speed sensor
17)Service brake contact
18)Safety brake contact
19)Low lube oil
20)Earth leakage protection
21)Power / phase protection
22)Motor overheat protection

Page | 85
Fig:- Step chain protection
❖ Drive Chain contact:-
➢ Fault Code 54:-
Fig:- Drive chain protection

Page | 86
Tip: if this switch opens, E-brake will work to stop the escalator.
➢ Solution:-
1. check if S7, and S8 is activated.
2. check if the drive chain is loose or broken.
❖Transmission elements:-

Page | 87
❖Drive unit:-
❖Action In Case Of Faults:-
➢ Faults detected during start-up or operation of the
escalator can be due to:-
• Abnormal noises.
• Incorrect running of the step band (e.g. uneven running).
• Failure of a safety device.
• Two or more adjacent step comb teeth broken or damaged.
• Damaged glass panel.
• Increased gap between two steps.
• Increased gap between steps and balustrade skirting.
• The worn coating on balustrade skirting.
• Faults in the electrical system.

Page | 88
Note:-
➢ Total station:- 21
➢ Total number of Escalators:- 82
➢ Angle of inclination:- 30 Degree.
➢ Rated Speed:- .65 m/s or .5 m/s
➢ Maintenance speed :- .2 m/s approx.
➢ Make :- Schindler
➢ Type :- Stainless steel or Glass Balustrade

Page | 89
LIFT
❖Introduction to Elevator Technology:-
➢ Traction Type Elevators:-
• ‘Machine room less’ elevator.
• ‘Machine Room’ elevator (Staff quarters).
Note:- Johnson Machine Room less elevators are used in NMRC line.

Page | 90

Page | 91
❖Selection of an Elevator:-
➢ The selection of an elevator is based on many factors including
the following important ones.
• Application (passenger or good)
• Building Type (apartment, commercial,)
• Shaft Size
• Population of Building, floors
• Door Type
• Aesthetic, Features
• Safety requirement
• Levelling, Ride Comfort, Maintenance cost

Page | 92
• User comfort
• Reliability and safety
• Efficiency and speed
❖Elevator Terminologies:-
➢ Shaft height
(Travel + Headroom + Pit)
➢ Travel
➢ Headroom (H)
➢ Pit (I)
➢ Door height (G)
➢ Car height (F)
❖ Main Components Overview:-

Page | 93
❖Brake:-
➢ There is an independent
brake:- one brake is
capable of holding the
car in place with full
load. It meets the new
regulation on preventing
the car from free-falling.
❖Car:-
➢ Moving cabin.
➢ An important factor in ride comfort.
➢ Muffles noise and vibrations.
➢ Sealed during normal operation by doors.
❖Counterweight:-
➢ Resists the weight of the car.
➢ Generates friction on the traction
sheave.
➢ Saves the workload of the machinery.
➢ As many filler weights are added
depending upon the weight to be
added.

Page | 94
❖Hoisting system:-
➢ Ends of the ropes are fixed to
anchorage points in the shaft.
➢ All components fixed to the guide
rails.
❖Guide rails:-
➢ Fixed to shaft walls
through brackets.
➢ Keep the car and
counterweight traveling
in a straight line.
➢ Guide shoes attach the
car and counterweight to
the guide rails.
➢ Used for emergency
stops.
➢ Depending upon travel
as many guide rails are
installed one above the
other and they are
connected by means of
fish plate arrangement.

Page | 95
❖ghV3F Drive:-
➢ V3F inverter is fitted inside the shaft in
the wall.
➢ The input supply voltage is regulated
➢ Variable voltage/frequency o/p is fed to
the machine.
➢ Input AC supply is converted to DC and
DC supply is converted back to AC and
fed to the hoisting machine. (to remove
harmonics & ripple from the incoming
supply).
❖Car operating panel:-
➢ A Panel in the car.
➢ Meant for giving destination
calls.
➢ The Alarm, Intercom, and Fan
buttons are part of COP.
➢ Attendant switch / operation
facility.
➢ Braile notations in buttons (for
specially abled persons){(world
braille day ?)} .

Page | 96
❖Safety & Special Features:-
➢ FRD (Fireman Rescue Device).
➢ LIGHT CURTAIN, PHOTO CELL & CLOSE FORCE LIMITER.
➢ LOAD WEIGHING DEVICE.
➢ INTERCOM/ BMS.
➢ ALARM BUTTON.
➢ FINAL LIMIT SWITCH.
➢ OVER-SPEEDED GOVERNOR CONTACT SWITCH.
➢ CAR DOOR CONTACT SWITCH.
➢ SHAFT/LANDING DOOR CONTACT SWITCH.
➢ CAR TOP STOP SWITCH.
➢ BLOCKING (PARKING) SWITCH.
➢ PIT STOP SWITCH.
❖FRD (Fire Man Rescue drive):-
➢ When actuated all car calls and landing calls will be cancelled.
(By breaking the glass & operating the switch)
➢ FRD alarm will sound. In car and hall position display, FIRE’
message will be displayed.
➢ The Fireman lift will drive to the fire evacuation floor and keep
the doors open.
➢ The Alarm will be switched off.
➢ Now, The lift will respond to only car calls and not landing calls.
➢ If car call button(P or C or G) and door closing button both are
pressed, doors will start closing and will drive to answer the call.
➢ The lift returns to normal service when it is in evacuation floor
and Firemen switch is ‘OFF’.

Page | 97
❖Rescue operation:-
➢ Automatic Rescue device
(ARD).
➢ Electrical Rescue Device
(ERD).
➢ Manual Rescue.

Page | 98
❖Note:-
➢ Total station:- 21
➢ Total number of lifts:- 79 + 3
➢ 79 lifts are on line & 03 lifts are in Operation Control Centre
(OCC).
➢ Capacity used :- 1000 Kg & 77 Kg app.(per person) 13 Passenger
2000 Kg / 26 Passenger.
➢ Rated Speed:- 1 m/s
➢ maintenance speed :- .2 m/s
➢ Make :- Johnson
➢ Type :- Stainless steel.

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