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DELHI METRO RAIL CORPORATION LTD

(A JOINT VENTURE OF GOVT. OF INDIA & GOVT. OF NCT OF DELHI)

AC – TRACTION MANUAL
Volume – 3
May 2015
AC Traction Manual
for
Delhi Metro Rail Corporation Limited
(Volume 3)

Chapter Page
Subject
Number No.
00 Abbreviations
Principles for Layout Plans and Sectioning for 25 kV
01 01
AC Traction

Guidelines for Relay Settings for


02 31
RSS/TSS/AMS/ASS
Code of Practice for Earthing of Power Supply
03 Installations for Traction and Auxiliary Power 46
Supply System

Regulations for Power Line Crossings of Delhi


04 64
Metro Rail Corporation Tracks

05 Catenary Maintenance Vehicles 91


DELHI METRO RAIL CORPORATION LIMITED

ABBREVIATIONS
AC Alternating Current
ACA Anti Creep Anchor
ACC Anti Creep Centre
AFC Automatic Fare Collection
AFP Active Fire Protection
AIS Air Insulated Substation
AMS Auxiliary Main Station
ANSI American National Standards Institute
AQL Acceptable Quality Level
ASS Auxiliary Sub Station
AT Auxiliary Transformer
ATCB Auxiliary Transformer Circuit Breaker
ATD Automatic Tensioning Device
ATO Automatic Train Operation
ATP Automatic Train Protection
BC Bus Coupler
BCU Bay Control Unit
BDV Breakdown Voltage
BEC Buried Earth Conductor
BFB Broad Flange Beam
BFR Bogie Flat Rail Carrying Wagon
BG Broad Gauge
BIS Bureau of Indian Standards
BIT Bridging Interrupter
BLS Blue Light Station
BM Main Line Interrupter
BS Siding/Yard Interrupter
BRPL BSES Rajdhani Power Limited
BT Booster Transformer/ Bracket Tube
BWA Balance Weight Assembly
BYPL BSES Yamuna Power Limited
C&M Control & Monitoring
CAD Computer Aided Design
CB Circuit Breaker
CBCT Core Balance Current Transformer
CBTC Communication Based Train Control
CCITT The International Telegraph and Telephone Consultative
Committee
CCV Catenary Continuous Vulcanization
CEA Central Electricity Authority
CFL Compact Fluorescent Lamp

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

CFR Constant Flux Regulation


CHC Chief Controller
CLS Colour Light Signal
CMV Catenary Maintenance Vehicle
CPRI Central Power Research Institute
CR Conductor Rail
CSS Communication Systems Supervisor
CT Current Transformer
CTPC Chief Traction Power Controller
DC Direct Current
DCP Dry Chemical Powder
DERC Delhi Electricity Regulatory Commission
DFCB Depot Feeder Circuit Breaker
DG Diesel Generator
DGA Dissolved Gas Analysis
DHBVN Dakshin Haryana Bijli Vitran Nigam
DLP Defect Liability Period/ Digital Light Processing
DMRC Delhi Metro Rail Corporation
DM Double Pole Motorised Isolator
DMT Definite Minimum Time
DN Down
DOT Department Of Telecommunication
DP Double Pole
DPR Detailed Project Report/Distance Protection Relay
E&M Electrical And Mechanical
ECS Environment Control System
EFR Earth Fault Relay
EHS Environment Health Safety
EHV Extra High Voltage
EIG Electrical Inspector to the Government
EMC Electro Magnetic Compatibility
EMI Electro Magnetic Interference/Electro Magnetic Induction
EN European Norm
EPDM Ethylene Propylene Diene Monomer
EPIC Engineering Possession In-charge
EPP Emergency Power Panel
ETS Emergency Trip Switch
ETU Emergency Train Unit
EVA Ethylene Vinyl Acetate
FACP Fire Alarm Control Panel
FMC Fault Management Controller
F-MECA Failure Mode Effect And Criticality Analysis

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

FOB Foot Over Bridge


FOCS Flexible Overhead Catenary System
FP Feeding Post
FRACAS Failure Reporting And Corrective Action System
FRG Failure Review Group
FRP Fire Resistance Period/ Fibre Glass Reinforced Plastic
FT Fixed Terminal
FTA Fixed Termination Assembly
FTL Fluorescent Tube Light
GCC Ground Continuity Conductor/General Condition of Contract
GI Galvanized Iron
GIS Gas Insulated Switchgear
GPR Ground Potential Rise/Ground Penetration Radar
GR General Rules
GSS Grid Substation
GTKM Gross Tonne Kilometer
GWP Global Warming Potential
HDD Horizontal Directional Drilling
HERC Haryana Electricity Regulatory Commission
HPMV High Pressure Mercury Vapor
HT High Tension
HV High Voltage
HVPNL Haryana Vidyut Prasaran Nigam Limited
IB Integrated Block
IDMT Inverse Definite Minimum Time
IE Indian Electricity
IEC International Electrotechnical Commission
IEEE Institute Of Electrical And Electronic Engineers
IOL Insulated Over Lap
IR Insulation Resistance/Indian Railway
IS Indian Standard
ISO International Organization for Standardization
ITL Integral Transversal Link
ITU-T International Telecommunication Union- Telecom
KVAH Kilo Volt Ampere Hour
KWH Kilo Watt Hour
LA Lightning Arrestor
LBCB Lighting Bridge Circuit Breaker
LED Light Emitting Diode
LFCB Lighting Future Circuit Breaker
LOP Lay Out Plan
LPG Liquefied Petroleum Gas

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

LPM Litre Per Minute


LT Low Tension
LTPD Lot Tolerance Percent Defective
LV Low Voltage
LVATCB Low Voltage Auxiliary Transformer Circuit Breaker
LVS Large Video Screen
LVSB Low Voltage Switch Board
M&P Machinery & Plant
MB Metro Bhawan
MCP Manual Call Points
MD Maximum Demand
MDB Main Distribution Board
MOV Motor Operated Valve/ Metal Oxide Varistor
MRTS Mass Rapid Transit System
MTBF Mean Time Between Failure
MTTF Mean Time To Failure
MTTR Mean Time To Repair
MV Medium Voltage
MW Messenger Wire
NDMC New Delhi Municipal Corporation
NFPA National Fire Protection Association
NGR Neutral Grounding Resistor
NS Neutral Section
NSCZ Neutral Section Clearance Zone
O&M Operation And Maintenance
O&S Operations And Systems
OCC Operation Control Centre
OCM Operation Control Manager
OCR Over Current Relay
OCS Overhead Catenary System
ODP Ozone Depletion Potential
OEM Original Equipment Manufacturer
OFC Optical Fiber Cable
OHE Over Head Equipment
OJT On Job Training
OLTC On Load Tap Changer
OMV Overhead Maintenance Vehicle
ONAN Oil Natural Air Natural
ONAF Oil Natural Air Forced
OPC Overhead Protection Cable
OTI Oil Temperature Indicator
PVVNL Paschimanchal Vidyut Vitran Nigam Limited

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

PABX Private Automatic Branch Exchange


PB Property Business
PD Partial Discharge/Property Development
PFP Passive Fire Protection
PG Clamp Parallel Groove Clamp
PIT Paralleling Interrupter
PLC Programmable Logic Controller
PME Periodic Medical Examination
POH Periodic Over Hauling
PPE Personnel Protective Equipments
PPIO Progressive Planning and Investigation Office
PSI Power Supply Installation
PSTN Public Switched Telephone Network
PT Potential Transformer
PTCC Power & Tele-Communication Co-ordination Committee
PTFE Poly Tetra Fluro Ethylene
PTW Permit to Work
PVC Poly Vinyl Chloride
RC Remote Control/Return Conductor/Rail Corridor
RCCB Rail Corridor Circuit Breaker/Residual Current Circuit Breaker
RDSO Research Designs & Standards Organization
REF Restricted Earth Fault
RKM Route Kilometer
RMOLMV Rail Mounted Overhead Line Maintenance Vehicle
RM Route Marker
RMS Root Mean Square
ROB Road Over Bridge
ROCS Rigid Overhead Catenary System
RQL Rejectable Quality Level
RRV Rail Road Vehicle
RT Registration Tube
RS Rolling Stock
RSJ Rolled Steel Joist
RSS Receiving Sub Station
RTU Remote Terminal Unit
S&T Signaling And Telecom
SA Steady Arm
SCADA Supervisory Control And Data Acquisition
SCR Station Control Room
SDTC Smart way Digital Tack Circuit
SEC Specific Energy Consumption
SED Structure Erection Drawing

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

SER Signaling Equipment Room


SF6 Sulphur Hexafluoride
SG Standard Gauge
SI Section Insulator
SIR Silicon Insulating Rubber
SLD Single Line Diagram
SLDC State Load Dispatch Centre
SM Single Pole Motorized Isolator/Station Manager
SC Station Controller
SOD Schedule Of Dimensions
SP Sectioning And Paralleling Post/ Single Pole Isolator
ST Stay Tube
SS Sub Sectioning
SSIT Sub Sectioning Interrupter
SSP Sub Sectioning and Paralleling Post
SUI Sub-station User Interface
SVL Sheath Voltage Limiter
SWO Station Working Order
T&P Tool & Plant
TC Traffic Control
TCPMM Track Coil for Protecting Metallic Masses
TEM Telecom Engineering Manual
TER Telecom Equipment Room
TEW Tunnel Earth Wire
TPC Traction Power Controller
TPDDL Tata Power Delhi Distribution Limited
TR Traction
TSS Traction Sub Station
TT Traction Transformer
TTCB Traction Transformer Circuit Breaker
TVS Tunnel Ventilation System
UG Under Ground
UIOL Un Insulated Over Lap
UP Up
UPERC Uttar Pradesh Electricity Regulatory Commission
UPPCL Uttar Pradesh Power Corporation Limited
UPS Un-interrupted Power Supply
UV Ultra Violet/Under Voltage
VAC Ventilation and Air Conditioning
VCB Vacuum Circuit Breaker
VCV Vertical Continuous Vulcanization
VRPP Valve Regulated Pocket Plate

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

WTI Winding Temperature Indicator


WPR Wrong Phase Coupling Relay
XLPE Cross Linked Poly Ethylene

AC Traction Manual Abbreviations


DELHI METRO RAIL CORPORATION LIMITED

APPENDIX – I

PRINCIPLES FOR LAYOUT PLANS AND SECTIONING


FOR 25 kV AC TRACTION

1. Introduction
2. Special Features of Flexible OHE System
3. Definitions Used in Flexible OHE
4. Electrical Clearances
5. Wind Pressure
6. Temperature in NCR Region
7. Humidity
8. Spans
9. Masts, Portals and Foundations in Flexible OHE
10. Contact Wire Height
11. Stagger
12. Encumbrance in Flexible OHE
13. Droppers in Flexible OHE
14. Section Insulators
15. Arrangement of Jumpers
16. Tension Lengths
17. Location of overlap
18. Neutral Sections
19. Points and Crossings
20. Arrangement of Masts
21. Setting of masts
22. Tramway type overhead equipment
23. Booster Transformers
24. Return Conductors
25. Sectioning Arrangement
26. Numbering of OHE Masts
27. Numbering of Equipment
28. Introduction to Rigid OCS
29. Description of Rigid OCS
30. Electrical Clearances for Rigid OCS
31. Basic Design Consideration for Rigid OCS

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DELHI METRO RAIL CORPORATION LIMITED

APPENDIX - I

PRINCIPLES FOR LAYOUT PLANS AND SECTIONING


FOR 25 kV AC TRACTION

1. Introduction

1.1 These principles for preparation, checking and finalization of overhead


equipment lay out plans have been framed for standardization and
guidance. In some cases, the principles are obligatory and should be
followed. In other cases, principles have been evolved to standardize
designs and to speed up the work. With constant technological
improvements and to meet the stringent challenges posed in construction
of OHE in metro corridors in densely populated areas, principles could be
relaxed in special cases, after studying individually the implications to
arrive at the best solution both from economical and technical points of
view.

1.2 The fundamental aim of design of overhead equipment is to install all the
contact wire at the requisite height and to keep it within the working range
of the pantograph under all circumstances.

1.3 In this chapter, the basic design principles for both flexible OHE & Rigid
OCS have been briefly touched.

2. Special Features of Flexible OHE System

Flexible OHE system followed at DMRC is broadly similar to that of Indian


Railways. However, certain improvements have been made for better
performance and to meet special requirements of OHE on viaduct. These are
listed below:

2.1 Conductor Tension


As against conductor tension of 1000 kgf adopted on Indian Railways,
tension adopted in DMRC OHE with 150 mm2 contact and 65 mm2
catenary wires is 1200 kgf each. However, contact wire of 107 mm2 &
tension of 1000 kgf is also used as per requirements on some lines. This
gives a better current collection performance.

2.2 Synthetic insulators


Synthetic insulators consisting of FRP core rods and polymer sheds have
been used on main lines instead of ceramic insulators. These are
lightweight, pollution resistant, impact resistant and having lower leakage
current.

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DELHI METRO RAIL CORPORATION LIMITED

2.3 Type of articulated assemblies


In DMRC both “Hook & Eye” & “Axle & Cardan” type of cantilever
assemblies are used.

2.4 Steady arms


In initial phase of DMRC, lightweight (approx. 1.4 kg) aluminium alloy
tubes, bent at 22⁰, were used. However, with the experience gained BFB
type of steady arm is also being used.

2.5 Anti-wind droppers


Anti-wind droppers made of 4 mm stainless steel wires are used in “push-
off” locations. These have better physical properties and are not
susceptible to breakage.

2.6 Inclined Dropper


Flexible stainless steel wire of 19.6 mm2 cross-section with crimped
ending eyes and fixing parts on either end is used as register arm dropper
which is also called inclined dropper.

2.7 Droppers
Droppers made of 12 mm2 tin bronze flexible cables with crimped
terminals are used instead of eye and loop arrangement of Indian
Railways. These give better current collection with precise pre-sag
adjustment and reduced risk of breakage.

2.8 Auto Tensioning Devices (ATDs)


With fully regulated OHE, 4 types of ATDs are used:

i. 5 pulley blocks: Maximum permissible half tension length for OHE on


viaduct is 570 m with this type of pulley arrangement. With evolution
of compact counter weight, half tension length of 650 m is also
possible.
ii. 3 pulley blocks: Maximum permissible length of OHE on viaduct has
been kept as 650 m. This is suitable for multiple cantilever
assemblies.
iii. Gas type ATDs: filled with pressurised Nitrogen gas to maintain
required OHE tension.
iv. Spring type ATDs: There are two types of Spring ATD viz. - Helical
and Spiral springs.
Both gas & spring type ATDs are suitable for locations where there
are space restrictions and full movement of counter weight of pulley
type ATD is not possible.

2.9 Jumpers
Copper cable jumpers with crimped connections are used.

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DELHI METRO RAIL CORPORATION LIMITED

2.10 Section Insulators


Due to closely located passenger stations on metro corridors, adequate
space may not be available at viaduct to locate insulated overlaps for
sectioning. Lightweight high performance section insulators are provided
at such locations.

2.11 Bonding
Due to erection of OHE on viaduct, elaborate bonding & earthing system
different from Indian Railways System is being followed.

3. Definitions Used in Flexible OHE

The technical and other terms used in this book, shall have the same meaning as
defined in General Rules, 2013, unless, there is anything repugnant to the
subject or context:

3.1 Bond
‘Bond’ means an electrical connection between two or more conductors of
non-current carrying metallic parts of traction masts or structures or
supports and rails.

3.2 Buried Earth Conductor (BEC)


It is a common grounding conductors in Rail corridor section with which all
the metallic reinforcement steel bars of via duct, piers and parapet are
connected to maintain continuity. Two BEC conductors run on viaduct
along the Up and Dn track.

3.3 Continuity Jumper


It is a jumper inter-connecting two track plinths. The each end of deck is
connected with the BEC.

3.4 Cross bond


It is a bond between two rails of a track or two rails of adjacent tracks. It is
also called a transverse bond.

3.5 Earth
It is a connection to the general mass of earth by means of an earth
electrode. An object is said to be ‘earthed’ when it is electrically
connected to an earth electrode, and the object is said to be ‘solidly
earthed’ when it is electrically connected to an earth electrode without
intentional addition of resistance or impedance in the earth connection.
The resistance of the earth electrode shall not exceed 10 Ohm.

3.6 Earth electrode


It is a metal plate or pipe or any other conductor electrically connected to
the general mass of the earth.

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3.7 Impedance-bond
It is a bond, installed by the Signal and Telecommunication Department,
which provides a low impedance path for the traction return current and a
relatively high impedance path for track circuit current.

3.8 Integral Transversal Link (ITL)


It is an interconnection of Down line OPC, BEC and Up line OPC, BEC.
This shall be provided at an interval of 1 Km and less. ITL is adopted
wherever Impedance Bond is not provided and has been provided in line
3, 4 & Airport line.

3.9 Main Earth Terminal (MET)


It is an interconnection of OPC, TEW, RC and other metallic parts in the
Tunnel. In the Station area, the MET is bonded with Station Earth mat.

3.10 Overhead Protection Conductor (OPC)


It is an aerial earth conductor, which runs on top of traction masts or
structures or supports and clamped to their metallic parts/supports, and
connected to earth (i.e. BEC or rail) at regular intervals, provides earthing
to mast/support.

3.11 Rail length


It is a continuous length of rail with or without welded joints but with no
fish plate joints.

3.12 Short direct connection


It is a connection for electrical continuity, which shall be of the shortest
possible length with minimum bends.

3.13 Signal bond


It is an electrical connection across a rail joint, provided by the Signalling
& Telecommunication Department, to facilitate flow of track circuit current.

3.14 Structure bond


It is a bond connecting for non-current carrying metallic parts of a traction
mast or structure or support to the rail.

3.15 Smart way Digital Track Circuit (SDTC)


It is a joint less track and the typical boundary is realised by means of an
electric joint. In case of some special configuration as end of track,
boundary with another type track circuit of track without track circuit
location where enough room is not there for an electric joint boundary can
be equipped with insulated rail joints.

3.16 S bond
It allows separating two adjacent track circuits and is arranged in two
symmetric equivalent configurations.

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DELHI METRO RAIL CORPORATION LIMITED

3.17 Terminal Bond


It allows delimiting the track circuit at a boundary with an insulated Rail
joints.

3.18 Tunnel Earth Wire (TEW)


It is a common grounding conductors in tunnel section (similar to BEC in
RC section), with which all the metallic reinforcement steel bars of cut &
cover tunnel, track bed, system services like walkway, hydrant pipes etc
are connected to maintain continuity. Two TEW conductors run along the
corridor for UP & DN lines respectively.

3.19 Welded bond


It is a bond, which is made of standard copper conductor with M.S.
ferrules at either end, pressed on the conductor and bent to shape.

3.20 Clean Earth


It is a system comprising of clean earth network for the use of particular
systems which is not subjected to electrical interference from other
systems. It is separate from Main Earth System.

3.21 Cantilever assembly


It is an insulated swivelling type structural member, comprising of different
sizes of steel/aluminium alloy tubes, to support and to keep the overhead
catenary system in position so as to facilitate current collection by the
pantograph at all speeds without infringing the structural members. It
consists of the following structural members:

i. Adjustable Stay tube with an adjuster at the end to keep the Bracket
tube in position. It is insulated from mast by stay arm insulator.
ii. Bracket tube is insulated by bracket insulator. Catenary is supported
from this member by catenary suspension clamp.
iii. Register Arm tube is used to register the contact wire in the desired
position with the help of steady arm.
iv. Steady arm tube is used to register the contact wire to the required
stagger and to take the push up of contact wire. It is always in tension.

3.22 Crossings
It is electrically live member/conductor passing over another electrically
live member/conductor, without physical contact.

i. Power line crossing: An electrical overhead transmission or


distribution line or underground cable placed across railway track(s)
whether electrified or not for transmission of electrical energy.
ii. OHE Crossing: Crossing of two conductors of OHE without physical
contact.

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DELHI METRO RAIL CORPORATION LIMITED

3.23 In Span Dropper


Fittings used in overhead equipment construction for supporting the
contact wire from catenary.

3.24 Electrical Clearance


It is a distance in air between live equipment and the nearest earthed part.

3.25 Encumbrance
It is an axial distance on vertical plane between the catenary and the
contact wire at support.

3.26 Height of contact wire


It is the distance from rail level to the bottom of contact wire.

3.27 Feeder
It is a conductor connecting substation with feeding post or feeding post
with the OHE.

3.28 Interrupter (BM)


It is single phase vacuum/SF6 circuit breaker used as load switch to
close/open the circuit but does not trip on fault. It is operated either
remotely or manually at site. Different methods of connection of
interrupters are:

i. Bridging Interrupter: An interrupter which is provided at the neutral


section to extend the feed from one substation to the overhead
equipment normally fed by the other substation in emergencies or
when the latter is out of use. This normally remains in the open
position.
ii. Sectioning Interrupter: An interrupter which connects adjacent sub-
sectors together to maintain continuity of supply. This normally
remains in closed position.
iii. Paralleling Interrupter: An interrupter which connects overhead
equipment of two different tracks. This normally remains in closed
position to reduce the voltage difference between power supplies on
the two adjacent OHE (UP & DN).

3.29 Jumper
It is a conductor or an arrangement of conductors for electrical continuity
not under tension, which forms electrical connection between two
conductors or equipment.

3.30 Mast
A single vertical post embedded in the foundation/bolted on the
foundation base or otherwise rigidly fixed in vertical position to support the
overhead equipment with cantilever assembly. It may be made of rolled
section or fabricated. The uprights of portals and TTCs are also called
mast.

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DELHI METRO RAIL CORPORATION LIMITED

3.31 Catenary Wire


Cadmium-copper alloy stranded wire, having total cross section of 65
mm2 used to support and hold contact wire at required height and pre-
sag. It is also called ‘Messenger wire’.

3.32 Neutral Section


It is a short section of insulated dead overhead equipment which
separates the sectors fed by two adjacent substations which are normally
connected to different phases.

3.33 Overhead Equipment (OHE)


It is the electrical conductors over the track together with their associated
fittings, insulators and other attachments by means of which they are
suspended and registered in position. All overhead electrical equipment,
distribution lines, transmission lines, and feeder may be collectively
referred to as overhead lines.

3.34 Overlap
An arrangement of overhead equipment over a track where two sets of
traction conductors run parallel to each other for short distance over
span(s) providing a smooth passage for the pantograph of an electric
rolling stock. In the un-insulated overlaps two sets of conductors are
separated by 200 mm and connected by a jumper. In insulated overlaps
the two sets of conductors are separated by 500 mm in air. Electrical
continuity is provided by an Interrupter or booster transformer or both.

3.35 Over line structures


It is any fixed structure provided over the track. The prescribed clearance
is normally provided as laid down in the Schedule of Dimensions for
unrestricted movement of rolling stock.

3.36 Pantograph
A collapsible device mounted on insulators at the roof of an electric
engine or Metro coach for collecting current from the overhead
equipment.

3.37 Return Conductor


It is a conductor which carries current from the tracks to the sub-station.
This is provided with/without Booster Transformer.

3.38 Regulating Equipment


It is a device for maintaining the tension of OHE conductors constant
under all ambient temperature conditions.

3.39 Setting Distance (Implantation)


It is the horizontal distance from the nearest face of traction mast to the
centre line of the track.

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3.40 Suspension Distance


It is the horizontal distance from the centre of the eye of catenary
suspension bracket to the face of the mast for a single cantilever
assembly or to the face of cross arm channel in case of multiple cantilever
assembly.
3.41 Span
It is the distance between the centre lines of the adjacent supporting
masts for overhead equipment/lines. ‘Clear span’ in case of portal
structure, is the distance between the inner faces of portal uprights.

3.42 Stagger
Stagger of the contact wire is the horizontal distance of the contact wire
from the vertical plane through the centre of pantograph plan at the
contact surface. At supports, stagger of catenary wire is kept same as that
of contact wire.

3.43 Section Insulator (SI)


It is a device installed in the contact wire for insulating two elementary
electrical sections from each other while providing a continuous path for
the pantograph without break of current. Whenever SI is used, catenary
wire is also electrically insulated by providing a cut-in insulator.

3.44 Switching Post


It is a general term which refers to an outdoor assembly of control gear,
such as interrupters, isolators, potential transformers etc. including remote
control equipment installed in a cubicle, for controlling power supply to
overhead equipment.
i. Feeding Post (FP): A supply post where the incoming 25 kV feeder
lines from the substation are terminated, and connected to the
overhead equipment through interrupters/isolators.
ii. Sectioning and Paralleling Post (SP): A supply control post situated
between two feeding posts at the neutral section and provided with
bridging and paralleling interrupters.
iii. Sub-sectioning and paralleling post (SSP): A supply control post
where sectioning and paralleling interrupters are provided.
iv. Sub-sectioning Post (SS): A supply control post where sectioning
interrupters are provided.

3.45 Sectors and elementary sections

Sector: A section of overhead equipment of a track which can be


energized by closing a feeder circuit breaker at the substation.

Sub-sector/Elementary section: The smallest section of overhead


equipment which can be isolated remotely by opening of interrupters. In
DMRC, the smallest section of overhead equipment, which can be
isolated from the rest of the system by operation of interrupter or isolator
is also called Elementary Section.

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3.46 Tension Length


It is a length of conductor which is stretched between the two anchor
points.

3.47 Versine
The versine is the maximum offset of the rail on which spans have been
measured of the curved track from the chord connecting two points, each
opposite adjacent masts.

4. Electrical Clearances

4.1 Clearance
The clearance between 25 kV live parts and earthed parts of fixed
structures or moving loads shall be as large as possible. The electrical
clearances to be maintained under the worst conditions of temperature,
wind etc. are given below:

i. Minimum vertical distance between any live bare conductor (overhead


equipment or pantograph) and any earthed structure of other bodies
(rolling stock, over bridges, signal gantries etc.) shall be:
Long duration (Static) 320 mm
Short duration (Dynamic) 270 mm

Note: A minimum vertical distance of 340 mm shall normally be provided


between rolling stock and contact wire to allow for a 20 mm temporary
raising of the tracks during maintenance. Wherever the allowance
required for track maintenance exceeds 20 mm the vertical distance
between rolling stock and contact wire shall correspondingly be
increased.

ii. Minimum lateral distance between any live bare conductor (overhead
equipment or pantograph) and any earthed structure or other bodies
(rolling stock, over bridges, signal gantries etc.)
Long duration (Static) 320 mm
Short duration (Dynamic) 220 mm

Note: In exceptional cases these clearances as given in i & ii above may


be reduced by approval of Electrical Inspector to DMRC.

4.2 Working clearance


Minimum clearance between live conductor/equipment and such earthed
structure/live parts of different elementary sections where men are
required to work shall be 2 m. Where the clearance is not obtained the
structure shall be protected by earthed metallic screens or prescribed
warning boards.

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5. Wind Pressure

Wind pressures for design of all masts and determination of spans are based on
IS: 875-1997 – “Code of Practice for Structural Safety of Buildings – Loading
Standards”. For determination of applicable wind speeds, latest wind map of the
region must be referred to while designing the OHE. As per the latest wind map,
NCR region falls in green zone with wind velocity of 47 m/s and corresponding
wind pressure of 155 kg/m2.

6. Temperature in NCR Region

i. Minimum temperature (ambient) 0 ⁰C


ii. Mean temperature 35 ⁰C
iii. Max temperature 50 ⁰C

7. Humidity

i. Maximum relative humidity 100%


ii. Minimum relative humidity 10%

8. Spans

8.1 Measurement
Spans shall be accurately measured by means of a tape. On curves,
these measurements shall be taken on the outer rail of the middle track in
the case of an odd number of tracks and in the case of an even number of
tracks on the inner rail of the first outside track (from the centre of the
formation). On single track, measurements shall be made on the outer
rail.

8.2 The spans shall be as large as practicable, but should enable the contact
wire to be erected with permissible stagger and with contact wire height
within permissible limit at the mid-span location. For a stipulated
maximum stagger, the length of the span is governed by curvature, blow
off of overhead equipment, sway of pantograph and deflection of the mast
under wind condition.

8.3 Maximum span length is normally kept at 58.5 meters. This is governed
by restriction of load on parapets of viaduct and wind conditions.

8.4 Due to constraints of placement of OHE masts on viaduct, civil


engineering construction and locations of drop arms at station trusses, it
is usually not feasible to maintain standard predefined span lengths.

8.5 Due to presence of very sharp curves (up to 120 meters radius), span
lengths up to 15 meters may have to be adopted.

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8.6 At Mid span stagger:


Where the two adjacent spans are located on curves of different radius or
when the two versine are in opposite directions, the spans shall be
determined so as to keep the mid span stagger in the two spans within
the limit given in the span and stagger chart, taking into account the
stagger at the common support and the stagger at the extreme supports.

8.7 On main tracks, the lengths of two consecutive spans shall not normally
differ by more than 18 m.

8.8 Spans in the vicinity of over line structures with restricted head room shall
be determined with reference to the electrical clearances available.

8.9 At Overlaps:
Normally 4 span overlaps (both insulated and uninsulated) are provided.
However, at sharp curves, overlaps with 6 spans may have to be
provided. The intermediate spans on overlaps should be kept equal in
length as far as possible.

9. Masts, Portals and Foundations in Flexible OHE

9.1 Types of masts


On viaduct, normally 200 x 200 (8”x8”) BFB masts are used. B series
masts are used on overlaps and switching stations. Booster Transformers
are normally supported on 200 x 150 (8”x6”) RSJ masts.

9.2 Two Track Cantilevers (TTCs)


In the yards and depots when the mast cannot be erected near the track
to be equipped, it may be erected spanning one or two tracks using a two
track cantilever. This is generally used for supporting OHE near turnouts
and crossovers. This arrangement should not be used for supporting OHE
of two main lines. The OHE can be supported upto a distance of 10.5 m
from the upright with this arrangement.

9.3 Portals
On multiple track sections, where adequate track centres are not
available, portals are used. Each portal consists of two fabricated uprights
and one fabricated boom consisting of two end pieces with or without one
central piece.
i. For depots, three types of portals have been standardized. “N”
type portal is used for clear spans of 10m-20m (4 tracks
maximum), “O” type portal is for clear span of 20m-30m (for 6
tracks maximum) and ‘R’ type portal with span of 30m-40m (for 8
tracks maximum).
ii. On viaduct, portals are provided with BFB and fabricated uprights.
Boom lengths cannot usually be standardised due to limitation of
availability of clear span on viaduct. Centre pieces are fixed in

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multiples of 1.5 m up to 9 m, with end piece lengths decided on


availability of balance clear span length.
iii. The cantilevers for the extreme track are provided on the uprights
of the portals. The cantilevers for the intermediate tracks are
provided on the drop arms suspended from the boom.

9.4 Foundations
OHE masts provided at grade in depots/yards are erected on foundations,
while on the viaduct section, the mast/upright with flange at base are fixed
on the parapet. These are fixed with the help of nuts on the studs
especially casted while casting the parapet.

i. Volume charts: The Foundation Bending Moment (FBM) codes


for each location are obtained from the mast employment
schedules or by actual calculation. Bearing capacity of the soil is
determined at the outer toe of the bottom of foundation at a
representative number of locations. Where foundations are placed
on the slope of banks due to increase in setting distance, the
bearing capacity of the soil should be determined on the slope.
Bearing capacities determined thus would be considerably less
than those determined on the top of formation.

Selection of the type and size of foundation is done from the


volume chart. On the basis of FBM code, type and bearing
capacity of soil/shoulder width and the extent of projection above
ground level.

ii. Type of foundations: The following types of foundations are used


for OHE mast and portals:

a. For Masts:
Side bearing RDSO Drg. No.
1 (a)
(Type B) ETI/C/0058 Sh. 1
Side gravity
1 (b) -do-
(Type BG)
Pure gravity
1 (c) -do-
(Type G)
Pure Gravity
1 (d) For black cotton soil -do-
(Type WBC)
RDSO Drg. No.
2 New Pure Gravity(Type NG)
ETI/C/0058 Sh. 2A
NBC type foundation for dry
black cotton soil
3 -do- Sh. 3A
(16500 & 11000 Kgf/m2
3.0 m depth)
4 New pure gravity for -do- Sheet 4

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different soil and site


conditions
(500 mm exposed)
(Type: NG or SPL)
New pure gravity for black
cotton soil
(for 8000
5 2 -do- Sheet 5
kgf/m soil pressure, 2.5 m
depth)
(Type : NBC)
Foundations in soft rock
RDSO Drg No.
6 (bearing capacity 45000
ETI/C/0059
Kgf/m2)
Foundations in hard rock
RDSO Drg. No.
7 (bearing capacity 90,000
ETI/C/0060
kg/m2)

b. For portals:
1 In ordinary soil RDSO Drg. No. ETI/C/0005/68
2 In dry black cotton soil RDSO Drg. No. ETI/C/0063

iii. Selection of foundations: Side bearing foundations are used for


masts where the soil bearing capacity is 11,000 or 21,500 Kgf/m2
and 300 mm wide shoulder is available on the bank. However for
overlap inter masts and masts on the inside of curves, 550 mm
wide shoulder is necessary (Drg. No. ETI/C/0023).
a. New pure gravity foundations may be used for masts where
soil bearing capacity is 5500, 8000 and 11000 Kgf/m2 or where
adequate shoulder width as mentioned in para 6.5.3 is not
available. In such cases, it should be ensured that foundation
is not exposed.
b. Side gravity foundations may be used for masts where soil
bearing capacity is 8000 and 11000 Kgf/m2 or adequate
shoulder width is not available. No portion of the foundation
should be exposed.
c. Pure gravity foundations (type G) are used for independent
masts where soil surrounding the foundations is loose and
cannot exert passive pressure on the foundations. G type
foundations have been designed for soil bearing capacity of
5500, 8000 and 11000 Kgf/m2. Pure gravity foundations (Type
P) are used for portals and are designed for soil bearing
capacity of 8250 and 11000 Kgf/m2.
d. Where foundations are constructed on the slope of banks, the
foundations should be so located that generally no part of it is
exposed. The top of foundation may then be brought to the
desired level (rail level- 500 mm) by providing a super block of

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length and breadth equal to the top dimension of foundations.


The increase in bending moment due to increased setting
distance should be calculated and the designation of
foundation to allow for this BM should be selected.
e. The top of foundation should be 50-100 mm above the
surrounding ground level. The length of mast below rail level
should be minimum 1850 mm for regulated OHE and 1750 mm
for un-regulated OHE. A 1350 mm embedment of mast in
concrete is necessary. Concrete cushion of 150 mm below the
bottom of mast is also necessary. Wherever necessary, these
may be achieved by providing a super block of length and
width equal to the top dimension of foundation.
However, portion of existing pure gravity foundations to Drg.
No. ETI/C/0058 Sheet-1 corresponding to a depth of 500 mm
of embankment having slope of 1:2 may be exposed.
f. Giving due consideration to the above, the most economical
type of foundation should be adopted.

10. Contact Wire Height

10.1 Standard height


Normally the height of contact wire (under side surface) above the track
shall be in conformity to Schedule of Dimension as follows:
Height of contact wire:
Minimum height from rail level to the under-side of live Conductor wire:
Under bridges and in tunnels 4.80m
In the open 5.00m
At level crossings 5.50m
At ramp area 4.318m to 5.000m
In running and car sheds wherever staff are
expected to work on the roof of rolling stock 5.20m

Note: On curves, all vertical distances shall be measured above level of


the inner rail, increased by half the super-elevation.

10.2 Erection tolerance


A tolerance of ± 20 mm is permissible on the height of contact wire as
measured at a point of support. But the difference between the heights of
contact wire at two adjacent supports shall not exceed 20 mm. In spans
with gradient of contact wire, this difference of 20 mm is measured over
and above the approved gradient.

10.3 Contact wire gradient


Any change in the height of the contact wire should be made gradually
and the slope should not normally exceed 3 mm/m on main lines and 10
mm/m on sidings. In no case shall the relative gradient of the contact wire
in two adjacent spans be greater and 1.5 mm/m on main lines and 5
mm/m on sidings.

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11. Stagger

11.1 Tangent track


On tangent track, the contact wire is normally given a stagger of 200 mm
at each support alternately on either side of the centre of the track.

11.2 Curved track


On curves, the stagger of the contact wire at supports should not exceed
350 mm.

11.3 Turnouts and crossings


At turnouts, the stagger of the contact wire on the main running line shall
not exceed 200 mm. The stagger of contact wire of the branching line
shall not exceed 300 mm at any point in the span. This is achieved by
selecting a suitable location for the mast near the centre of the turnout in
the case of overlap type equipment.

11.4 Insulated overlaps


The stagger of the in-running contact wire does not exceed 200 mm on
tangent track and 300 mm on curved track at any support, at which only
one contact wire is in-running. The two contact wires run parallel to each
other between the intermediate supports at a distance of 500 mm from
each other.

ANCHOR INTERMEDIATE AXLE INTERMEDIATE ANCHOR

Usual Way for 0.50m


Running Trains
Common Zone

Anchor Raising
Span Span
Fig.301-02: Insulated overlap

11.5 Uninsulated overlaps


The stagger of the in-running contact wire does not exceed 200 mm on
tangent track and 300 mm on curved track at any support, at which only
one contact wire is in-running. The two contact wires run parallel to each
other between the intermediate supports at a distance of 200 mm from
each other.

11.6 Neutral Sections


Poly-Tetra-Fluoro-Ethylene (PTFE) type neutral section shall be erected
on tangent track only. The stagger shall be ± 50 mm at the support.

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12. Encumbrance in Flexible OHE

12.1 Normally, encumbrance shall be 900 mm. Maximum encumbrance is kept


at 1300 mm.

12.2 Minimum Encumbrance


Normally, the axial distance between the catenary and the contact wire at
the smallest dropper should not be less than 150 mm. Keeping this in
view, minimum encumbrance of 300 mm can be adopted for erection of
OHE under overline structures etc.

13. Droppers in Flexible OHE

13.1 Arrangement of dropper distribution is made as per span length available


and as per dropper schedule.

13.2 Rigid dropper


Adoption of rigid dropper (made of contact wire only) should be avoided
as far as practicable. However, on very sharp curves and turnouts it may
become necessary to maintain contact wire height with the help of rigid
droppers.

14. Section Insulators

14.1 Due to non-availability of sufficient space to create insulated overlaps,


light weight section insulators are provided to achieve necessary
sectioning.

14.2 Location: Section insulators should be so located that the following


conditions are fulfilled:
i. At location of section insulator, the axial distance between the
catenary and contact wire shall not be less than 450 mm.
ii. The section insulator is to be located beyond the point where the
centre distance between the two tracks is equal to or more than
1.65m.
iii. The stagger of the contact wire at the location of the section insulator
should normally be zero, but in no case it should be beyond ± 100
mm.
iv. The preferred location of section insulator on main running track is 2
to 10 m from the support in the direction of traffic.

15.0 Arrangement of Jumpers

15.1 Continuity Jumpers (‘G’ Jumper):


Annealed copper wire of 164 mm2 cross section clamped with 2 numbers
75 mm2 cross section annealed cooper wires is provided at uninsulated
overlaps and turnouts. The Jumper is connected from the contact wire of

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the raised OHE, to the catenary wire of the raised OHE, to the catenary of
in-running OHE, and thereafter splits into 2 x 75.mm2 and is connected to
contact wire of the in-running OHE at two points on either side of the
cantilever steady arm registration point. In addition, RDSO type of
jumpers is also used.

15.2 Feeding Jumper


Annealed copper wire jumper of 164 mm2 cross section is provided to
feed OHE at isolators, interrupter and BT’s.

15.3 In-span jumpers (‘h’ jumper/‘C’ Jumper)


‘h’ jumpers is used as in-span jumpers made of 26 mm2 cross section
between contact and catenary wires at suitable equidistant intervals
(usually 200 meters). Minimum 3 jumpers are provided in every tension
length. ‘C’ jumpers of 65 mm2 catenary wire are also used.

15.4 Equalising jumpers (‘F’ jumper)


26mm2 cross section jumpers are provided as potential equalising
jumpers at out-of-run portion of insulated overlaps.

16. Tension Lengths

16.1 Regulated equipment


With regulated overhead equipment every tension length is equipped with
an automatic tensioning device at each end and an anticreep located
approximately midway between the tensioning devices. The distance
between the anticreep and the anchor mast/structures on either side
should not exceed 750 m as per availability of suitable ATD.

16.2 Half tension lengths


Half tension lengths of regulated overhead equipment, not greater than
750 m between anchorages, may be adopted where necessary. The
equipment is fixed at one end and provided with an automatic tensioning
device at the other, the fixed end being determined to suit convenience of
erection.

16.3 Wherever balance weight ATDs with 5-pulley block are provided, the
vertical free travel of counter weights in section on viaduct is limited by
parapet height. Due to this, half tension length of OHE with BWA
termination on viaduct typically should not exceed 570 meters. However,
with introduction of compact weight, this limit has been extended to 650m.
No such limitation exists with Gas type or spring type ATDs.

17. Location of overlap

17.1 Location of insulated and uninsulated overlaps should be decided in such


way that the maximum span can be adopted to achieve parallel path of
not less than 2 m for smooth change over by the pantograph.

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18. Neutral Sections

Neutral section shall be located away from stop signals and shall be on tangent
track and on level to the possible extent.

19. Points and Crossings

19.1 General arrangement


The equipment at points and crossings should preferably be of overlap
type. In unavoidable circumstances it may be of crossed type.

19.2 Overlap type


In the case of turnouts for high-speed running a mast is located near the
centre of the turnout and the contact wire of the secondary track is raised
in one or more spans (exclusive of the anchor span) after the centre of the
turnouts, before it is anchored. A cross over is equipped in the same
manner as two ordinary turnouts.

20. Arrangement of Masts

20.1 Location of masts


Masts should generally be arranged as far as possible in the same line
parallel to the track and in the same line transverse to the track.

20.2 No masts shall be located beyond a signal post at a distance less than 10
m. In case the OHE mast is located in the front of the signal the distance
between the OHE mast and signal post should not be less than 30 m.

20.3 Suspension from Station Roof


In covered station areas it is not possible to provide individual masts or
portals due to obstructions in free movement of passengers on side
platforms.

OHE is supported from roof structures through drop arms. Similarly in


inspection bay and in other covered sheds of depot area, the OHE is hung
from the truss bar of roof structure.

21. Setting of masts

21.1 Minimum setting distance (implantation) of masts on tangent track is 2150


mm. For curves, curve allowance may be added to the tangent track
values.

22.2 The setting on grade has been generally kept at 3.60 m. In depot tangent
tracks, it is normally kept at 2.5 m as per track separation availability. On
viaducts the same has been generally kept at about 2.87 m. However,

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these values will vary as per availability of space and design of parapet
structure.

22. Tramway type overhead equipment

In tramway type equipment only contact wire is provided and is auto-tensioned at


the anchor by ATD. The contact wire is supported by swivelling type of brackets
on individual masts. Generally the principles applicable to normal overhead
equipment are also applicable to regulated tramway equipment. Tramway type
OHE is provided in depots and yards only.

23. Booster Transformers

23.1 150 kVA/280 KVA Booster Transformer may be provided separately for
each running tracks wherever necessary for suppression of inductive
interference of P&T communication lines running in close vicinity and
parallel to 25 kV OHE. The primary winding of the booster transformer is
connected in series with the OHE at insulated overlaps.

23.2 The Booster Transformers are located at an approximate spacing of 2.66


km between each other.

23.3 The booster transformer should not be located in the vicinity of the stop
signals to avoid bridging of insulated overlap by pantograph.

23.4 Booster Transformers contribute to increase in OHE impedance resulting


in increased voltage drop and energy losses. They also create a potential
hazard of contact wire parting if a train halts with its pantograph bridging
the BT overlap. Therefore, Booster transformers may be provided only
where necessary in line with the Department of Telecommunications
guidelines on Electromagnetic compatibility and after conducting joint
surveys of telecom assets along the line by Department of
Telecommunications with telecom service providers.

24. Return Conductors

24.1 Route
In deciding the route of return conductors the obstructions en-route should
be taken into consideration. Besides, adequate physical and electrical
clearances should be maintained from fixed structures. The general
objectives are to run the return conductor as close as possible to the
associated overhead equipment. Subsidiary lines such as sidings, loops
etc. are not provided with return conductors.
The return conductor will be normally run on the traction masts on the
same side as the overhead equipment. The clearance between the return
conductor and the overhead equipment should not be less than 400 mm
under the worst conditions.

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24.2 Clearance
The static and dynamic clearance to any part of the return conductor from
an earthed structure should be 150 mm and 80 mm respectively, when
provided with BT. Without BT, the return conductors are kept at ground
potential.

24.3 Tension lengths of return conductors


Return conductors are normally terminated at the masts where the return
conductors are connected to the rail. They may be anchored back-to-back
at such masts.

24.4 Connections to booster transformers.


At all booster stations, the return conductors for each track should be
provided with a cut-in-insulator. The return conductor is connected in
series with the secondary winding of the booster transformer.

25. Sectioning Arrangement

25.1 Necessity of sectioning


OHE is divided into electrically isolated sections by provision of
interrupters or isolators at overlaps and with section-insulators at turnouts.
Sectioning is provided to permit isolation of OHE in small sections for
maintenance or to isolate damaged OHE in case of breakdown/Accident
and to permit diversion of trains from up line to down line and vice-versa.
However, the sectioning should be kept to the minimum consistent with
operational requirement.

Feed from the substations is directly provided from the CBs. Interrupters
provided along the line separate elementary sections. No isolators are
provided on main line except at Feeding posts. Isolators are provided in
yards, sidings for separation purposes.

25.2 Protection of Isolated Section


Since most of the maintenance activities will be carried out during non-
traffic hours the supply can be switched off from the substation feeder CB
itself. However, during emergency blocks supply to individual elementary
section need to be switched off. Unlike Indian Railways, in Delhi Metro rail
Cab signals have been provided and ‘fixed signals’ are being provided at
interlocked stations only. Hence, it is not possible to protect each overlap
by a stop signal. Therefore, precaution is to be taken by the traffic
controller/TPC and rolling stock controllers to keep the train operator
informed and train should not be permitted to enter in the isolated section.

25.3 Depot area


The depot area is separately being fed normally through a feeder from a
separate CB from the sub-station itself in addition to feed from UP and DN
lines OHE (mainline).

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26. Numbering of OHE Masts

26.1 The mast number is used for identification of the section (Km) of overhead
equipment. There are normally 55 to 70masts in one track-kilometre and
each mast is given a number in serial order starting from the km post. The
number is scribed in two parts, the Km being shown above the line and
the mast serial number below the line. Numbering is done progressively in
the direction of increase of kilometres. The masts of DN track are given
even numbers and for up line these are indicated by odd numbers.

26.2 Numbering of masts of loops and Depot


i. Individual masts: Single cantilever and double cantilever mast
supporting OHEs of tracks on either side (umbrella type) for depot
shall bear the serial number in one thousands series (1000). In the
order of progressive chainage, irrespective of the number of loops and
the masts on the DN loops and sidings on the DN line side shall be
given even numbers 1002, 1004, 1006 etc.

ii. In case several independent cantilever masts for different loops are
located at the same chainage, loop mast nearest to the main track
should bear the lowest number in the series. This system of
numbering is applied from one end of a yard in the kilometreage of the
starting point and progressively higher numbers is given in the
direction of increase in chainage whether it is UP or DN yard. The
numbering does not indicate the kilometerage.

iii. In case a portal is covering both UP and DN main lines as well as


loops and siding, the numbering shall be as for the main line tracks,
irrespective of the fact that it also covers loops.

26.3 Switching station masts


Mast at the switching station are numbered with the station code of the
switching station for example KG/1 which means Kashmere gate
Switching Station, mast No. 1.

27. Numbering of Equipment

27.1 Abbreviation of equipment’s


To identify the location of the equipment covering OHE and switching
stations a code for identifying the type of equipment followed by a S. No.
is given.

BT Booster Transformers

BM Interrupter for main lines

BS Interrupter for Depot /yard lines

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BC Bus coupler Isolator

CB Circuit Breakers

CT Current Transformers

DP Double pole isolator

LA Lightning arrestor

PT Potential transformer

SF Single pole isolator at Switching Station

SP Single pole isolator at sub-station

SM Isolator for main lines

SS Isolator for secondary lines loops and yards

TR Power transformer

27.2 Numbering circuit breakers

Each power transformer, current transformer, potential transformer is


given a serial number starting from 01 except 25 kV circuit breakers.

i. High voltage (220/132/66 kV) circuit breakers are given two digit
numbers progressively increasing in the direction of increasing
kilometerage starting from 01. For example, the first high voltage
circuit breaker will be numbered as CB/01, 02, 03.
ii. 25 kV transformer circuit breakers are given three digit numbers -
even nos. E.g. CB/100, 102, etc. and for feeder breakers, odd nos.
CB/101,103,105 etc. Are given.
iii. The serial number of transformers and circuit breakers also follow
geographical sequence within a substation/feeding post. Lower
number is given for the equipment connecting at less kilometerage
and higher number of for the equipment connected to higher
kilometerage.

27.3 Interrupters
i. The main line 25 kV interrupters numbered serial wise
progressively increasing from a datum point (11) on Delhi Metro
Railway. E.g. BM/11, 12, 13 etc.
ii. Yard interrupters: The yard line interrupters are numbered serial
wise i.e., BS 01, 02, 03 etc.
iii. The first digit of BM/CB no shall normally correspond to Line
number.

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27.4 Other equipment


The number of other equipment is serial wise progressively increasing
irrespective of up or down line on according to increasing chainage.

27.5 Numbering of elementary section


Elementary section numbers are given following the number of
CB/interrupters. Interrupter numbers are two digit numbers whereas CB
numbers are 3 digit numbers as indicated above.

i. The first two/three digits of the number for an elementary section


indicate the governing interrupter and CB respectively. The last
two digit indicate the progressive serial numbers. The progressive
serial number for Up line are odd number starting with 01 for
example 10301, 10701, 1901 etc. and even number for Down line
starting with 02 such as 10102, 1802 etc.

ii. Yard elementary sections: The elementary section number of


yard lines shall be provided with the number of the motorised
isolator which controls the feed of the line(s) with a prefix ‘X’ for
example, if an isolator, no. SS-01 controls the feed of the lines of
the Shahadara yard the elementary section number of the lines is
X -01.
iii. Elementary section for two sides: If the line(s) are fed by an
inter-locked isolator numbering of the elementary section should
corresponds to the isolator number which normally feeds the
line(s).

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RIGID OCS

28. Introduction to Rigid OCS

25kV, Single Phase, 50 Hz AC has been adopted for the traction system in
DMRC. Since generally there is ample space in the elevated corridor for
maintaining the required clearances, flexible OHE has been adopted for traction
supply in elevated/at grade corridor.

However, in the underground section, the finished tunnel for single track after as-
built tolerances is of typically 5600 mm internal diameter from the design axis of
the tunnel. In order to accommodate the required electrical clearances as per IEC
60913, Rigid OCS has been adopted for traction supply in the underground
corridor.

29. Description of Rigid OCS

The design of Rigid OCS is based on the latest IEC, EN and other international
standards of Underground Traction system. Description of Rigid OCS
components is as follows:

29.1 Brief Description of ROCS Supports


The supports used for the installation of the rigid catenary consist of the
following main components:

Supporting structure

Rear Bracket

Insulator Cantilever Arm

Stand Off Bracket

Swivel Head

Drop Tube Rear bracket Insulator Standoff Bracket

Conductor Rail Swivel head

Fig.301-02: Typical ROCS Gliding Type Support Arrangements

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i. The Rigid OCS is typically supported on drop down supports fixed to


tunnel roof by mechanical/chemical anchors. The support has a base
plate which is normally perpendicular to the vertical or support axis.
Supports are also fixed to the side walls in the cut & cover tunnel
portions depending on the height from the ceiling. The supporting
structure is made by means of square drop tubes which provides
adequate safety factor on mechanical requirement.

ii. Rear bracket is fixed to the drop tube. This can be rigid or hinged type
depending on the design to accommodate linear (also called
longitudinal) movement of the rigid conductor due to the expansion
and contraction caused by temperature variations.

iii. 25kV insulator is attached to the rear bracket through nut bolts.

iv. Standoff Bracket is attached to the insulator through nut bolts. It is


also known as cross arm. This has a long slot inside it which provides
the required stagger from the track centre axis.

v. Swivel head is placed in the slots provided in the standoff bracket and
can glide along these slots to achieve the required stagger. The main
role of the swivel head is to hold the conductor rail. It has a clamp
which holds the CR top surface and thus provides support for the
entire CR length. If the rear bracket is hinged, no movement is
required in swivel head. But if rear bracket is fixed, gliding
arrangement is made available in swivel head so that CR can freely
move due to temperature variations.

vi. The cantilever and its tie assemblies on the tunnel, permits the
regulation of the horizontal and vertical distance of the Rigid OCS
suspension assembly for maintaining the right height and position
(stagger) of the contact wire in respect of running rails plane and
adjusting the conductor rail to curves and gradients of the track.

29.2 Components of Conductor Rail

The conductor rail is an Aluminium alloy profile bar, joined by interlocking


joints, in which the contact wire is inserted. The conductor bars are joined
by means of interlocking joints/splices having same characteristics as the
conductor rail for electrical & mechanical continuity.

The rail has an opening at the bottom part for inserting the contact wire.
This opening is smaller than the size of the contact wire to allow enough
strength for grabbing the contact wire. The elastic behaviour of the
Aluminium profile provides sufficient clamp force to fix the copper contact
wire.

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Conductor Rail

Contact Wire

Fig.301-03: Typical Conductor Rail Fig.301-04: Typical Conductor Rail


Profile Interlocking Joint

30. Electrical Clearances for Rigid OCS

30.1 Height & Stagger


i. The normal height of the contact wire shall be minimum 4330 mm at
supports and shall not be less than 4318 mm at any point in the span
considering the maximum sag at mid-point. The normal stagger of
contact wire shall be limited to + 200 mm on straight lines and +300
mm on curves.
ii. These parameters are same as per SOD cleared by the Railway
Board.

30.2 Rigid OCS Expansion Joint (Un-insulated overlap)


To allow the expansion of the Rigid OCS, an expansion joint is installed at
suitable interval (typically the maximum interval is limited to 500 meters)
depending on site conditions. The electrical continuity at expansion joints
is provided by flexible jumpers. Electrical clearance between two
conductor rails is 200 mm.

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Fig. 301-05: Typical Un-insulated parallel section showing typical dimensions.

In order to avoid unwanted shifting of the Rigid OCS with passage of


pantograph, a fixed point is mounted in middle of each tension length of
conductor rail. Two fixed type supports are provided for this purpose in
the middle of each length (similar to anti-creep arrangement in flexible
catenary).

Fig.301-06: Typical Conductor Rail heavy duty anchorage arrangement in Circular


Tunnel

30.3 Air Gaps (Insulated Overlaps)


Air Gaps are required at feeding locations i.e. FP, SSP, SP etc. Air gaps
are same as expansion joints except that there are no continuity jumpers
and electrical clearance between two conductor rails is 400 mm.

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Fig. 301-07: Typical Insulated Overlap showing typical dimensions.

30.4 Clearances
The dynamic and static clearances used for ROCS are as follows. These
clearances have been cleared by railway board.

Table: Electrical Clearances for Rigid OCS

Item Minimum Air Clearances

25 kV Live Un-insulated Parts to bodies of


structures
Long Duration (Static) 270 mm
Short Duration (Dynamic) 170 mm*
*Absolute minimum 150 mm in
exceptional cases and considering
operating climatic conditions
25 kV Live metal to bodies of Vehicles
Long Duration (Static) 290 mm
Short Duration (Dynamic) 190 mm
Minimum distance between 25 kV live metal
and a human standing point are as follows:
Public Area 3500 mm
Restricted Area 2750 mm
The static and dynamic clearance for designing of ROCS is as per IEC standards
(IEC 60913).

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30.5 Span
The distance between two consecutive Rigid OCS support brackets is
known as span length. The maximum allowed span length in DMRC is 11
m which is suitable for speeds up to 95 km/hr.

31. Basic Design Consideration for Rigid OCS

To determine the construction of the supports and the arrangement of the


Conductor Rail in general, the following basic data should be typically known in
advance:

i. Tunnel Diameter/Dimensions and Cross section drawings with structure


of ceiling;
ii. Track layout plan featuring track lines, curve radii, geometry of turnouts,
gradients, super elevations, track levels;
iii. The height of rail level from the tunnel base;
iv. Required structure clearance;
v. Sectioning diagram;
vi. Maximum speed on the line;
vii. Cross section of the conductors to be used;
viii. Tensile forces in the conductors of the overhead line outside the
Conductor Rail;
ix. Rolling Stock profile including the Kinematic Envelope and pantograph
dimensions;
x. Location of walkways and signals inside the tunnel.

Once all the above data is available; the Rigid OCS engineering and designing
work consists of following activities:

i. Finalizing cantilever (Rigid OCS support bracket) structure and its


components;
ii. Preparing a detailed sectioning diagram showing location of overlaps,
tension lengths, elementary sections;
iii. Indicating the location of supports, location of overlaps, midpoint
anchors, insulated overlaps, section insulators.

In a tunnel, Rigid OCS helps to overcome restricted clearances requirement and


allows the possibility of having very small clearances.

Also dispensing with tensioning equipment such as balance weight assemblies or


hydraulic tensioning devices in Rigid OCS provides the designer with more
freedom to work around as compared to flexible OHE as the Rigid OCS system is
not mechanically tensioned.

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APPENDIX – II

GUIDELINES FOR RELAY SETTING FOR RSS/TSS/AMS/ASS

1. General Description
2. Terminology
3. Precautions to be taken during Relay Setting
4. Relay Setting Calculations

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APPENDIX – II

GUIDELINES FOR RELAY SETTING FOR RSS/TSS/AMS/ASS


1. General Description

1.1 Receiving-cum-Auxiliary-cum-Traction Sub-station (RSS) play vital role in the


MRTS network to feed 25 kV supply to Flexible/Rigid overhead equipment
and 33 kV supply to ASS of various metro stations to feed further power to all
electrical equipment. Distance between two RSS depends upon the traffic
density. The feed from the adjacent substation is extended in case one of the
substation goes out of service and in such condition adjacent substation feed
almost double the length of the normal section.

1.2 A normal section between adjacent sectioning and paralleling post (SP) is
designed as per number of trains required to run in the section. The feed
extension due to additional load of trains, which run in the extended section
cause overloading of the transformer sometimes. In other words, more
number of trains in supply zone leads to over loading of transformer. Traction
Transformer is designed to withstand 100% load continuously, 50% overload
for 15 minutes and 100% overload for 5 minutes. But if the overloading
continues unabated and above these pre-determined levels, the transformer
coil may be damaged due to overheating and therefore relay setting plays
vital role to protect the transformer from overheating.

1.3 Apart from this, the section is subjected to short circuit faults. Unless these
faults are cleared, the transformer will continue to feed the fault resulting in
melting of overhead wires endangering the safety. Therefore power
transformer should be protected from other types of transient faults also.

1.4 The most severe and common form of fault is the short circuit. The magnitude
of a short circuit depends upon the kind & character of short circuit and the
distance of the fault from the sub-station. These are called line faults or
feeder faults and should be cleared instantaneously by breakers with proper
relay setting.

1.5 In addition to feeder faults, the transformer is subjected to other faultsalso


viz. high oil temperature, high winding temperature and transformer internal
faults, which should be cleared instantaneously to protect the transformer
from severe damage.

1.6 Feeder faults and transformer faults may be summarised as under:

i. Feeder Faults:
a. Short circuit (Phase to Earth Fault).
b. Over load current.
c. Fault on account of wrong phase coupling.

ii. Power Transformer faults:


a. Transformer internal fault.

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b. Fault causing gas evolution inside the Transformer.


c. Excessive oil temperature.
d. Excessive winding temperature etc.

1.7 25 kV Traction transformer incomer have IDMT over current and DMT voltage
dependent over current (VDOC) protection. VDOC is utilised to protect
traction transformer for low fault level current at the farthest end of line, when
feeder breaker fails to trip/isolate the fault. Its logic is simple and works on the
AND GATE principle of fault characteristics. In case ‘If’ is the fault current and
‘Vn’ is nominal line voltage, the tripping shall take place according to AND
GATE principle as given below:

If
Trip

%Vn

Set ‘If’ for farthest end fault level and %Vn<Vn, (say 75% as in case of fault ‘Vn’
reduces). If both ‘If’ and ‘%Vn’ are high, trip command is initiated. Care must
be taken to give sufficient time for feeder protection relay to isolate the fault
else VDOC will operate every time.

2. Terminology

2.1 Pick-up current


It is the minimum current in the relay coil at which the relay starts to operate.
When the current in the relay is less than the pick-up value the relay does not
operate and the breaker remains in the closed position, but when the relay
coil current becomes equal to or greater than the pickup value, the relay
operates to energies the trip coil that opens the circuit breaker.

2.2 Current setting


It is often desirable to adjust the pickup current to any value. This is usually
achieved by the use of tapping on the relay coil and same is called as current
setting. The taps are brought out to a plug bridge, which permits to alter the
number of turns on the relay coil and thus changes the torque on the disc.

Pickup current = (Rated secondary current of CT x Current setting)

2.3 Plug setting multiplier (P.S.M)


It is the ratio of fault current in the relay coil to the pickup current.

P.S.M. = Fault current in relay coil / Pick up current

= Fault current in relay coil / (Rated secondary current of


CT x current setting)

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2.4 Time-setting multiplier (T.S.M.)


A relay is generally provided with control to adjust the time of operation. This
adjustment is known as time setting multiplier. The multiplier is used to
convert the time derived from time/PSM curve into the actual operating time.
The actual time of operation is calculated by multiplying the time setting
multiplier with the time obtained from time/PSM curve of the relay.

2.5 Time V/s PSM


It is the curve between time of operation and plug setting multiplier of a relay.

3. Precautions to be taken during Relay Setting

3.1 The function of relay in the operation of a power system is to prevent damage
during faults and to minimise their effect on the remainder of the system. This
is achieved by dividing the system in to protective zones separated by circuit
breakers. During fault, the only affected zone is de-energised and
disconnected from the fault.

3.2 The relay operate from current and voltage derived from current and potential
transformers.

i. Current Transformers:
a. The Primary winding is connected in series with the load and
carries the load current to be measured whereas secondary
winding is connected to the measuring instrument or relay. The
measuring instrument impedance, the relay impedance, CT
winding impedance and the load resistance together constitute the
burden of CT. This is expressed in ‘VA’.
b. The Primary current in the CT contains two components viz
1) Secondary current which is transformed in the reverse
ratio of the turn ratio i.e. if turn ratio is N1/N2 then
primary current is

N2
Secondary current X -----------
N1
2) An exciting current which caters to
 The eddy and
 Hysteresis losses & magnetisation of the core.
The exciting current is not transformed and therefore, is the cause
of transformer error. Since certain amount of primary current is
consumed in the transformer as an excitation current so
secondary current does not contain any component of the exciting
current.

c. CT has primary terminals P1&P2 and secondary terminals S1&S2,


for proper protection the star point of secondary terminal of CT
should be earthed. The secondary star terminal should be earthed
towards object protected.
d. CT secondary terminal should never be kept open circuit, it should
always be in short circuit position.

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ii. Potential Transformers (PT):


a. Potential Transformer (PT) also sometimes known as Voltage
Transformer (VT) emulates the secondary (relay, instrument and
meter) circuit from the primary (power circuit). A protective
transformer varies in its role according to the type of protective
gear it serves. Failure of a protective system to perform its
function correctly is often due to incorrect applications of
transformers; hence potential transformers must be regarded as
important part of the protective system and carefully matched with
the relays to fulfil the essential requirement of the system. In
addition to 25 kV PT’s installed in Traction sub-Station, 25 kV PT’s
are also installed in the feeding post, sectioning & paralleling post
and sub-sectioning & paralleling post for catenary voltage
indications. Following three types of PT’s have been used: -
1) (220 kV, 132 kV, 66 kV)/√3 / 110/√3Volts in RSS as per
incoming voltage class
2) 25 kV/110 V PTs in all Traction Sub-Stations for
voltage measurement and protective relays.
3) 25 kV/110 V PTs in FP, SSP, SS and SP for catenary
voltage indication.
PT is a transformer, the primary of which is excited by constant
voltage and is rated in terms of Maximum burden (VA output). It is
designed to deliver its output without exceeding specified limits of
error. Ideally, PT’s should produce a secondary voltage, which is
exactly proportional to the primary voltage. The Ratio between the
primary and secondary voltages depends on the number of turns in
each winding. Further, primary and secondary voltage should be
exactly opposite in phase.

3.3 IDMT and DMT over current Relays: Numeric type relay used for protection
of various systems have two types of element like IDMT and DMT. Every
system is provided with main and backup protection, In case main feeder
relay does not trip, back up protection is required to isolate the faulty system.
A time lag between main and back up protection is essential to avoid tripping
of breaker through both relays simultaneously.

Transformer impedance is small compared to line impedance and there is an


appreciable difference between the current for a fault at the farthest end of
the section and the current for a fault at the nearest end. In such a case, the
IDMT relay operates earlier for a fault at the nearest end of the section (near
the transformer) as the time of operation is inversely proportional to the
current. In other words, the higher the current, the lesser is the time of
operation.

Certain advantage is gained by adding high set instantaneous relay which


makes it possible to reduce the tripping time under the maximum short circuit
current condition.

IDMT Relay is primarily used to protect the transformer, cable and OHE
against external short circuit fault and defined overloads. IDMT relay current

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setting must be above the permitted sustained overload allowance and below
short circuit current level to save the system from flowing of fault current for a
longer duration. DMT relay is used for protection against specified short
circuit fault current level with instantaneous tripping without any delay. DMT
relays may also be used to protect the transformers against the effect of the
defined overloads.

3.4 Grading of the Relays


In Delhi Metro, the grading of the relays in RSS is carried out so that the
Circuit Breaker in grid substation (Power Supply Authority end) does not trip
on account of fault. However, the fault between the sending end (Power
Supply Authority) and the receiving end of Delhi Metro substation is to be
cleared by sending end grid circuit breaker.

Similarly, a fault in 25 kV OHE should be cleared by feeder breaker, if not


cleared and then it should be cleared by 25 kV incomer breaker and so on by
other upstream breakers. Based on Network study, the short circuit level of
HT side is provided by Power Supply Authority. The fault at DMRC side
should first be cleared by receiving end CB of RSS and in case it fails to
operate, the grid substation CB should clear the fault. The time gradation is
adjusted accordingly.

4. Relay Setting Calculations

DMRC substations have following protection for all voltage class:-

i. 220/132/66 kV Cable Feeder Protection


a. Differential Protection/Distance Protection for cable
b. Backup Over Current and Earth Fault Protection

ii. Bus Bar Protection

iii. 220-132-66/33 kV Aux. Transformer Protection


a. Transformer Differential Protection-
b. Transformer Restricted Earth Fault on HV side (In case of
Star/Star Transformer)
c. Transformer Restricted Earth Fault Protection on LV side(In case
of Star/Star Transformer)
d. Back-up Over Current & Earth Fault Protection on HV Side
e. Transformer Standby Earth Fault Protection
f. Transformer Tank Earth Fault Protection

iv. 220/25 kV Traction Transformer Protection


a. Transformer Differential Protection-
b. Over Current and Earth Fault Protection on HV Side
c. Transformer Tank Earth Fault Protection

v. 25 kV Traction Protection

a. 25 kV Incomer Feeder
1) Over current and Earth Fault Protection.

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2) Voltage Dependant Over Current (VDOC) Protection.


3) Reverse Power Protection.
b. 25 kV Outgoing Feeder
1) Distance (Impedance) Protection.
2) Wrong Phase Coupling Protection.
3) Over Current Protection (Instantaneous and Definite time).
4) Panto flashover Protection.
5) Vectorial Delta-I Protection for detecting high resistive
faults.

vi. 33 kV Auxiliary Supply Protection


a. Over Current & Earth Fault Protection

Sample Relay Setting: -


A sample Relay setting calculation for 66 kV cable differential and
distance protection is given below for guidance purpose. Similar
calculation may be done for other voltage class of cable.

S. 66 kV INCOMING CABLE DIFFERENTIAL & DISTANCE PROTECTION


No.
1. Protection System Data:
Protection code = 87L & 21
Protection Enabled : 87L
Fault current contribution from
Aux = Fault MVA/(1.732xkV)
Transformers = (45/0.125)/(1.732xkV)
= (45/0.125)/(1.732x66)
= 3149A
Fault current contribution from Traction Fault MVA/(kV)
Transformer
(50/0.138)/(kV)
(50/0.138)/(66)
5489A
Fault current considered Max = 5489A
2. Back up calculation:
2.1 87 L- Differential Protection
CT Ratio Primary in A = 1600
CT Ratio Secondary in A = 1
PT Ratio Primary in kV = 66
PT Ratio secondary in V = 110
Max. capacity of the line in MVA = (√3 x 66kV x 1600A x 10-3)
182.90
Primary to Secondary conversion factor = 2.67
Full load current in A = 1600
Cable Length in Km = 0.51
Cable Charging Current/Km in Amps = 10.00
Charging Current (Ich) of total line in Amps = 5.10
2.5 time of Ich in Amps = 2.5 x Ich
= 2.5 x 5.1
= 12.75

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Equivalent secondary current in Amps = 0.008


Differential Pickup Setting in Amps = 0.20
Note: The differential initial pickup is selected such that the protection relay should not
operate for the cable charging condition and should be sensitive for the internal faults.
This is the basic differential current setting which determines the minimum pick-up
level of the relay. The value of this setting should also be in excess of any mismatch
between line ends. In the calculation, 2.5 times of charging current is considered as
IS1 pickup value.
Basic Diff current, IS1 = 0.20
Slope 1, K1 = 30%
Slope 2, K2 = 150%
Bias point, Slope 2, IS2 = 2.0
Characteristic = DT
Time Delay = 0 sec
CT Ratio Compensation
CT Ratio at local end = 1600/1
CT ratio at remote end = 600/1
Backup calculations for CT ratio correction factor
Nominal current = 1600
Equivalent secondary current at Local end = 1600/(1600/1)
in Amps
Equivalent secondary current at Local end = 1.0
in Amps
Equivalent secondary current at Remote = 1600/(600/1)
end in Amps
Equivalent secondary current at Remote = 2.66
end in Amps
3. 21C – Distance Protection:
Note: The cable data varies from manufacture to manufacture and in this calculation
one particular make cable data is considered for calculation purpose.

Positive Sequence resistance/Km in ohms = 0.0498


Positive Sequence reactance/Km in ohms = 0.118
Zero Sequence resistance/Km in ohms = 0.13
Zero Sequence reactance/Km in ohms = 0.63
Capacitance of the cable/Km in nF = 298
Protected Line length in Km = 0.51
Total Positive Sequence resistance in = 0.025
Ohms RL1
Total Positive Sequence reactance in = 0.060
Ohms XL1
Total Zero Sequence resistance in Ohms = 0.0663
RLO
Total Zero Sequence reactance in Ohms = 0.03213
XLO
Positive Sequence Impedance, Z1 = √(RL12+XL12)
= 0.07
Zero Sequence Impedance, ZO = √(RLO2+XLO2)
= 0.07

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Line angle in degrees = tan-1(XL1/RL1)*180*7/22


= 67.09⁰
3.1 Zone Reach settings:
Zone 1 Reach (Forward Direction) in Ohms = 80% of the protected line
= Z*0.8
= 0.056
Z1 reach in secondary ohms (Z*primary to = 0.056* 2.67= 0.14
secondary conversion factor)
Zone 2 Reach (Forward Direction) in Ohms = 120% of the protected line
impedance
= Z*1.2
= 0.08
Z2 reach in secondary ohms (Z*primary to = 0.08*2.67=0.21
secondary conversion factor)
= 200% of the protected line
Zone 3 Reach (Forward Direction) in Ohms impedance
= Z*2.0
= 0.13
Z3 reach in secondary ohms (Z*primary to = 0.13*2.67=0.35
secondary conversion factor)
Zone 4 Reach (Reverse Direction) in Ohms = Remote zone 2 reach x 120%
Z4 ≥ (Remote zone 2 reach) x 120%), = RZ2*1.20
= 0.09
Z4 reach in secondary ohms (Z*primary to = 0.09*2.67=0.25
secondary conversion factor)

Similarly, a sample calculation of over current and earth fault relay setting at 66 kV incomer
breakers are given here under for the purpose of understanding. At the initial stage, the
requirement of load is less, so relay setting has to be done with low load condition and same
may be changed at later date if load increases. The over current and earth fault relay
settings have to be coordinated with power supply grid authority for proper functioning.

S. 66 kV INCOMER & BUS SECTION PROTECTION


No. Over Current & Earth Fault
1 Scheme Data
Voltage rating = 66 kV
CT Primary Value = 1600 A
CT Secondary Value = 1A
E/F CT Primary Value = 1600A
E/F CT Secondary Value = 1A
Maximum Bus fault Current = 10000A
2 Backup Calculations
Maximum Loading = 95 MVA
Auxiliary Transformer Load = 45 MVA
MVA
Aux transformer load current = 45MVA/(1.732* 66kV)
393.66 A
Traction transformer load = 50MVA
MVA

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Traction transformer load = 50MVA/66 kV


current 757.58 A
Steady state Zero sequence = 252.53 A (due to 2 phase connection of traction
current transformer)
Max load current/Phase = 1151.24 A (Aux Transformer + Traction
Transformer)
Considered current for E/F = 1403.76 A (Max Load current + Steady state
zero sequence current)
Full Load Current (FLC) of = 393.66 A
Auxiliary transformer
Full Load Current (FLC) of = 757.58 A
Traction transformer
% Impedance of Auxiliary = 12.5%
Transformer
% Impedance of Traction = 13.8%
Transformer
Through Fault Current – = FLC/Percentage Imp
Auxiliary Transformer = (393.66/12.50%)
= 3149.28 A
Through Fault Current – = FLC / Percentage Imp
Traction Transformer = (757.58/13.80%)
= 5489.68 A
Through fault current = 5489.68
considered (Max)
3 Protection Settings:-
3.1. Over current:-
i. Stage 1 : IDMT
Desired relay operating time = 0.550 Sec
Treq (as per relay
coordination)
= 40% x (FLC)
Over Current Pick up, I> = 40% x (1151.24)
= 460.5 A
= 460/1600=0.288 A (Equivalent Secondary)
Operating time required, Treq = 0.550 Sec
Maximum Fault Current = 5489.68 A
Delay type = IDMT – SI(Standard Inverse)
Operating time delay (T1) for = 0.14 x TMS / (IF/I>)^0.02-1)
TMS=1 = 0.14 x 1/ {( 5489.68 / 460.5) ^0.02-1}
= 2.75
= Treq/T1
TMS = 0.2
Stage 2 :- DT
ii.
= 1.2 times of max through fault current
= 6587A (1.2* Short circuit protection of
Over Current Pick up, I ›› Transformer HV side)
= 6587/1600=4.12 A ( Equivalent Secondary)
Delay Type = DT (Definite Time)
Delay time, t›› = 0.150 Sec

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4. Earth Fault:-
4.1 Standby Earth Fault (SEF) Stage 1:- IDMT
= 10% x (EF Load)
Earth Fault Pick up, ISEF›1 = 10% x (1403.76)
= 140.4 A
= 140/1600=0.088 A (Equivalent Secondary)
Assuming Operating time = 0.550 Sec
required, Treq ( based on
relay coordination)
Delay Type = IDMT-SI Standard Inverse)
Operating time delay (T1) for = 0.14 x TMS/{(IF/I>) ^0.02-1}
TMS=1 = 0.14 x 1/{(701.88/140.4) ^0.02-1}
= 4.28
As operating Time in IDMT SI is constant beyond 20 times of threshold,
20*280=5615.04A is considered
= Treq/T1
TMS = 0.129
4.2 SEF Stage 2 :- DT
Earth fault Pick up, ISEF›2 = 50% of Load
= 701.88 A
= 0.44 A (Equivalent Secondary)
Delay Type = DT
Delay time, t›2 = 0.150 Sec

Differential protection of Auxiliary and Traction Transformer:


The differential relay setting for traction and Auxiliary transformer is given below considering
one particular make i.e. Schneider and parameters may change as per requirement of other
makes.

S. 66/33 kV, 45 MVA AUXILIARY TRANSFORMER


No. 87T – DIFFERENTIAL PROTECTION
1 Transformer capacity in MVA = 45
HV voltage rating in kV (primary) = 66
LV voltage rating in kV (secondary = 33
Transformer % impedance = 12.5%
HV Side CT- primary in A = 600
HV Side CT – secondary in A = 1
LV Side CT – Primary in A = 1000
LV Side CT – secondary in A = 1
OLTC Range Min tap range = 15.0%
OLTC Range Max tap range = 10.0%
Voltage at Minimum tap in kV = 56.1
Voltage at Maximum tap in kV = 72.6
Vector Group = Ynyn0
2 Backup Calculations:
Rated current of the Transformer HV Side in A = Sref/(√3* Primary side
Voltage)
= 45MVA/ 1.732*66kV
= 393.66

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Rated current of the Transformer at Side in = 0.66


Secondary, Iref
Amplitude matching factor of HV side = 1.52
Rated current of the Transformer LV side in A = Sref/(v3* Secondary Side
Voltage)
= 45MVA/1.732*33kV
= 787.32
Rated current of the Transformer at Sec. Side. = 0.787
Side in Secondary, Iref
Amplitude matching factor of LV side = 1.27
3 The Transformer Deferential protection relay has following parameters for
setting:
1) Pick up value of Differential current, IS1. (Operate value of the differential
protection function as referred to the reference current of the relevant end).
2) Slope-1 of tripping characteristic, K1. (Gradient of the tripping characteristic of
differential protection in the range).
3) Slope-2 of tripping characteristic, K2 (Gradient of the tripping characteristic of
differential protection in the range).
4) Base point for slope-2 characteristic, IS2. (This setting defines the second knee of
the tripping characteristic)
The recommended setting in the relay is as follows:
IS1 = 0.2
tdiff = 0 sec
K1 = 30%
IS2 = 1
K2 = 80%

S. 66/33kV, 45 MVA AUXILIALRY TRANSFORMER


No. (64 HV & LV REF PROTECTION)
1. Transformer Capacity in MVA = 45
Transformer % Impedance = 12.5%
HV CT - Primary = 600
HV CT - Secondary = 1
LV CT - Primary = 1000
LV CT- Secondary = 1
HV side voltage reference in kV = 66
LV side Voltage reference in kV = 33
= 45MVA/1.732*66kV
HV full load current in Amps = 393.66
LV full load current in Amps = 45MVA/1.732*33kV
= 787.32
2. HV REF: HIGH IMPEDANCE
3. RECOMMENDED SETTING
= 10% of full load current at
REF Pickup current in Amps HV side
= 10% x 393.66
= 39.37
Equivalent secondary current in Amps Is = 39.37/600
= 0.066

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S. 66/33kV, 45 MVA AUXILARY TRANSFORMER


No. (51 LV Standby Earth Fault)
1. System Data
Transformer Capacity in MVA = 45
Transformer % Impedance = 12.5%
CT - primary = 1000
CT-secondary = 1
LV side Voltage reference in kV = 33
LV full load current in Amps = 45MVA/1.732*33kV
= 787.32
2. LV SEF protection: 51NS – Earth Fault Element 1 – IN1≥1
SEF Pickup current in Amps = 20% of full load current at
LV side
= 20% x 787.32
= 236.20
Equivalent secondary current in Amps Is = 236.2/1000
= 0.236
Delay Type = DT
Delay Time = 500 ms

S. 66/33kV, 45 MVA AUXILLALRY TRANSFORMER


No. (50N TANK E/F)
1. System Data
Transformer Capacity in MVA = 45
Transformer % Impedance = 12.5%
CT - primary = 50
CT - secondary = 1
2. Tank EF protection: 50N – Sensitive Earth Fault Element 1 - ISEF≥
SEF pickup current in Amps = 20% of CTR
= 20% x 50
= 10.00
Equivalent secondary current in Amps Is = 10/50
= 0.200
Delay Type = DT
Delay Time = 0 ms

S. 50 MVA TRACTION TRANSFORMER


No. (DIFFERENTIAL PROTECTION)
A System Date:-
Transformer capacity in MVA = 50
HV voltage rating in kV (primary) = 66
LV voltage rating in kV (secondary) = 25
Transformer % impedance (assumed) = 13.8%
HV Side CT – primary in A = 1600
HV Side CT – secondary in A = 1
LV Side CT – primary in A = 2000
LV Side CT – secondary in A = 1
Voltage at Minimum tap in kV = 56.1
Voltage at Maximum tap in kV = 74.6

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B Backup Calculation:
Rated current of the Transformer HV side in A = Sref/(Primary side Voltage)
= 50MVA/66kV
Rated current of the Transformer at HV side in = 0.47
Secondary Iref
Amplitude matching factor of HV side (CT = 2.11
Primary/FLC)
Rated current of the Transformer LV side in A = Sref/(Secondary Side
Voltage)
= 50MVA/25kV
= 2000.00
Rated current of the Transformer at Sec. Side in = 1.000
Secondary, Iref
Amplitude matching factor of LV side (CT = 1.00
Primary/FLC)
C The Transformer Differential protection relay has following parameters for
setting:
1) Pick up value of Differential current, Idiff≥ (Operate value of the differential
protection function as referred to the reference current of the relevant transformer
end).
2) Slope-1 tripping characteristic, m1. (Gradient of the tripping characteristic of
differential protection in the range).
3) Slope-2 of tripping characteristic, m2. (Gradient of the tripping characteristic of
differential protection in the range).
4) Base point for slope-2 characteristic, IR, m2. (This setting defines the second
knee of the tripping characteristic. Above this knee, the gradient is m2).
The recommended setting in the relay is as follows:
Idiff≥ Iref = 0.2
M1 = 30%
M2 = 70%
IR m2 = 2

25kV Feeder Distance Protection:


Considering an OHE feeding zone with the following parameters:
Cable length from RSS to Feeding post =1Km
OHE with RC =19 Km
Number of BTs in feeding zone =7

CT Primary 1600
CT Secondary 1
PT Primary 27500
PT Secondary 110
CTR 1600
PTR 250
CTR/PTR 6.4

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ITEM R X Z DEGREE RADIAN


CABLE 0.075 0.134 0.1535 60.76 1.06053
ROCS 0.0618 0.6215 0.6245 84.32 1.4716
OHE WITH RC 0.7 70 1.22
BT 0.15 70 1.22

LENGTH VALUES TOTAL VALUES TOTAL VALUES ON


(Km) (A) PER UNIT ON PRIMARY SIDE SECONDARY SIDE
ITEM
Km
R x r x r x
CABLE 1 0.08 0.13 0.08 0.13 0.48 0.86
OHE 19 0.24 0.66 4.55 12.5 29.11 79.98
BT 7.00 0.05 0.14 0.36 0.98 2.28 6.27
TOTAL 20 31.88 87.11

Line Z1 Z2 Forward Z3 Reverse Line Load Direct


Length Forward (120% of (-120% of Angle Angle ional
Zone-1) Zone-1) Alpha Angle
Beta
20 92.76 111.31 111.31 70.59 -15 135
Delay 0ms 100ms 100ms

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APPENDIX -III

CODE OF PRACTICE FOR EARTHING OF POWER SUPPLY


INSTALLATIONS FOR TRACTION AND AUXILIARY POWER
SUPPLY SYSTEM

1. Scope
2. Terminology
3. Objective of Earthing
4. Governing Specifications
5. Value of Earth Resistance
6. Earth Electrodes
7. Earthing arrangement at Traction Substation
8. Earthing Arrangement at Switching Station
9. Method of jointing
10. Crushed Rock Surface Layer
11. Step and Touch Voltages
12. Testing of the Earthing and Bonding System

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APPENDIX -III

CODE OF PRACTICE FOR EARTHING OF POWER SUPPLY


INSTALLATIONS FOR TRACTION AND AUXILIARY POWER
SUPPLY SYSTEM

1. Scope
This code of practice caters for general arrangement of system and equipment
earthing at RSS (Receiving substation), TSS (Traction substation), AMS
(Auxiliary main substation), ASS (Auxiliary substation), 25 kV switching stations,
Booster Transformer Stations. Low voltage (LT) electrical power distribution
system and 25 kV overhead equipment systems.

2. Terminology
The following terms wherever occurring in this code shall, unless excluded or
repugnant to the context, have the meaning attributed thereto as follows:

2.1 Combined Earth Resistance:


Combined earth resistance of an earth electrode is the earth resistance of
electrode when it is connected to other electrodes, earth grid/mesh,
equipment or rails.

2.2 Earth:
The conductive mass of the earth, whose electrical potential at any point
is conventionally taken as zero.

2.3 Earth electrode:


A piece of conductor (Pipe or plate) in intimate contact with earth to
dissipate current into the earth.

2.4 Earthing grid:


A system of a number of interconnected, horizontally laid bare conductors
buried in the earth, providing a common ground for electrical devices and
metallic structures.

2.5 Equipment earthing:


Earthing of all metal work (enclosure/housing/tank/body) of electrical
equipment other than parts which are normally live or load current
carrying. This is done to ensure effective operation of the protective gear
in the event of leakage current through such metal work, the potential of
which with respect to neighbouring objects may attain a value, which
would cause danger to life or risk of fire.

2.6 Mesh Voltage (E-mesh):


The maximum touch voltage to be found within a mesh of an earthing grid.

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2.7 Power supply installation:


The electrical equipment and associated structures provided at Delhi
Metro Railway Substation (RSS, TSS & AMS), AMS/ASS or Switching
Station, or Booster transformer on the 25 kV overhead equipment.

2.8 System earthing:


Earthing done to limit the potential of live conductors with respect to earth
to the values which the insulation of the system is designed to withstand
and thus to ensure the security of the system.

2.9 Step Voltage (E step):


The potential difference between two points on the earth’s surface
separated by a distance of one meter in the direction of maximum
potential gradient.

Fig.303-01: Step Voltage

Typically, one meter from a fault entry point voltage reduced by 50%. (e.g.
a 1000 A fault entering through ground impedance of 5 ohms. will create
voltage of 5000 V. At a distance of less than one meter away a fatal
potential of 2500 V will exist). Earth mat installed in that area will make the
voltage gradient uniform and within the safety limit.

2.10 Touch Voltage (E touch): The potential difference between a grounded


metallic structure and a point on the earth’s surface separated by a
distance equal to the normal maximum horizontal reach of a person,
approximately one metre.

Fig.303-02: Touch Voltage

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Touch Potential is similar to step potential except that the part of the fault
current passes through the person's hand and body who touches any
structure, which is carrying fault current. Touch potential is controlled by
connecting structure to the Earth mat so that least resistance path for fault
current is established.

3. Objective of Earthing

The objective of an earthing system is to provide as nearly as possible a surface


under and around a station which shall be at a uniform potential and as nearly
zero or absolute earth potential as possible. The purpose is to ensure that
generally all parts of the equipment, other than live parts are at earth potential
and that attending personnel are at earth potential at all times. The primary
requirements of a good earthing system are:

i. It should stabilise circuit potentials with respect to ground and limit the
overall potential rise
ii. It should protect men and material from injury or damage due to over
voltage.
iii. It should provide low impedance path to fault current to ensure prompt
and consistent operation of protective devices during ground faults.
It should keep the maximum voltage gradient along the surface inside and
around the substation within safe limits during earth faults.

4. Governing Specifications

Reference has been taken from the following standards/codes of practices in the
preparation of this code of practice.

i. IS: 3043 – 1987 Code of Practice for Earthing (first revision)


ii. Central Electricity Authority Regulations
iii. National Electrical Code 2011 of Bureau of Indian Standards
iv. IEEE Guide for safety in A.C. substation grounding. No ANSI/IEEE
Standard 80-2000.Value of Earth Resistance

The combined resistance of the earthing system for RSS/AMS/TSS shall not be
more than 0.5 ohm and for ASS/BT stations/Switching post of OHE it should not
exceed 2.0 ohms. For distribution system (415V) it should be less than 10.0
ohms.

6. Earth Electrodes

6.1 The earth electrode is generally of mild steel galvanised perforated pipe of
not less than 40 mm nominal bore of about 4 m length provided with a
spike at one end and clamped suitable for taking directly GI flat of
required size at the other end. The pipe is embedded as far as possible
vertically into the ground, except when hard rock is encountered, where it

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may be buried inclined to the vertical, the inclination being limited to 30


degree from the vertical. The connection of GI flat to each electrode is
made through MS links by bolted joints to enable isolation of the electrode
for testing purposes.

6.2 Current density at the surface of an earth- Electrode


An earth electrode should be designed to have a loading capacity
adequate for the system of which it forms a part, that is, it should be
capable of dissipating without failure the energy in the earth path at the
point at which it is installed under any condition of operation on the
system. Failure is fundamentally due to excessive temperature rise at the
surface of the electrode and is thus a function of current density and
duration as well as electrical and thermal properties of the soil &
electrode.
In general, soils have a negative temperature coefficient of resistance so
that sustained current loading results in an initial decrease in electrode
resistance and a consequent rise in the earth fault current for a given
applied voltage. As soil moisture is driven away from the soil-electrode
interface, however the resistance increases and will ultimately become
infinite if the temperature- rise is sufficient.

6.3 Voltage gradient around earth electrode


Under fault conditions, the earth electrode is raised to a potential with
respect to the general mass of the earth and this can be calculated from
the expected fault current and the earth resistance of the electrode. This
results in the existence of voltages in the soil around the electrode. The
voltage gradient at the surface of the ground of electrical substations may
be dangerous
An effective method to reduce gradient is interconnected pipe or rod
electrodes, buried with their tops below the surface of the soil. The
maximum voltage gradient over a span of 2m adjacent to a 25 mm
diameter pipe electrode is reduced from 85 percent of the total electrode
potential when the top of the electrode is at ground level to 20 and 5
percent when it is buried 0.3 and 1.0 m respectively.

6.4 Earth electrodes, other than those used for the earthing of the fence itself,
should not be installed in proximity to a metal fence, to avoid the
possibility of the fence becoming live and thus dangerous at points remote
from the substation or alternatively giving rise to danger within the
resistance area of the electrode by introducing a good connection with the
general mass of the earth. Earth electrodes shall be embedded as far
apart as possible from each other. Mutual separation between them shall
usually be not less than 6.0 m (which is twice the length of the electrode).

6.5 If the value of earth resistance specified in clause 5 cannot be achieved


with a reasonable number of electrodes connected in parallel such as in

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rocky soil of high resistivity, the earth surrounding the electrodes is


required to be chemically treated.

6.6 In high embankments, it may be difficult to achieve earth resistance


specified in clause 5 even after chemical treatment of electrodes. In those
locations, use of electrodes longer than 4 m so as to reach the parent soil
is recommended.

6.7 Earth electrodes for TSS/switching stations should be installed within and
adjacent to perimeter fence. At large sites, apart from securing a
sufficiently low resistance and adequate current carrying capacity a
reasonable distribution of electrodes is also necessary.

7. Earthing arrangement at Traction Substation

7.1 The earth network is subject to various faults such as operating over
voltages, short circuits or lightning. The mesh/grid is sized to limit the step
and touch voltages below the dangerous values for people. Earth network
is designed taking into account conductors' temperature rise as regard to
the fault current levels.

7.2 An earthing grid is formed by means of bare mild steel rod/copper


conductors of appropriate size buried at a depth of about 600 mm to 1 m
below the ground level and connected to earth electrodes. The connection
between the earth electrode and the grid shall be by means of two
separate and distinct connections. The connection link with grid shall be
made by welding, while that with the earth electrode shall be by bolted
joints. The earth electrodes shall be provided at the outer periphery of the
grid. As far as possible the earthing grid conductors shall not pass through
the foundation block of the equipment. All crossings between longitudinal
conductors and transverse conductors shall be joined by welding. The
transverse and longitudinal conductors of the earthing grid shall be
suitably spaced so as to keep the step and touch potentials within
acceptable limits; the overall length of the earthing grid conductors shall
not be less than the calculated length.

7.3 The size of the earthing grid should be decided based on the incoming
system voltage and fault level (refer Annexure-1). The fault level
considered should take into account the anticipated increase in fault
current during the life span of the station.

S. System Dia of the grid


Fault level (MVA)
No. Voltage kV conductor (MS rod) in mm
Up to 4000 32
1 66 Above 4000 up to 5000 36
Above 5000 up to 6000 40
2 132 Up to 7000 32

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above 7000 up to 10000 36


Up to 12000 32
3 220 above 12000 up to 16000 36
above 16000 up to 20000 40

7.4 Buried rail


i. A steel rail of section 52 Kg/m (the one used for the railway track) and
length about 12m is buried at the traction substation at a depth of
about one metre to form part of the earthing system. In case sufficient
place is not available the two rails may be buried which are
interconnected. Two separate and distinct connections are made
between the earthing grid and the buried rail. The buried rail are also
connected by means of two separate and distinct connections with
240 mm2 copper cables to the traction rail(s) in a single-rail track
circuited section and to the neutral point(s) of the impedance bond(s)
in a double-rail track circuited sections.
ii. Other arrangement may be copper strip of 100X10mm formed a ring
system connected with earth met at four locations with 50X5mm
copper strips. Other RC connections are made, similar to above.

7.5 System earthing


i. One terminal of the secondary winding (25 kV winding) of each
traction power transformer is earthed directly by connecting it to the
buried rail by means of 240 mm2 copper cables.
ii. The Power transformer tank is separately earthed by suitable flat
conductor through a CT. The wheels of the transformer which are
insulated from the tank are also earthed separately.
iii. One designated terminal of the secondary of each potential and
current transformer are connected to the earthing grid by means of
two separate and distinct earth connections of suitable size
conductors.

7.6 Equipment earthing


The metallic frame work of all outdoor equipment such as transformers,
circuit breakers, interrupters and isolators, as well as steel structures is
connected to the earthing grid by means of two separate and distinct
connections. One connection is made with the nearest longitudinal
conductor, while the other is made to the nearest transverse conductor
of the grid:

Ground
S. System voltage
Equipment conductor
No. and fault level
Size in mm
66 kV up to 3000 MVA
Equipment on the
1 132 kV up to 6000 MVA 50 x 6
primary side of traction
220 kV up to10000 MVA
power transformer.

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66 kV above 3000-6000
MVA 75 x 8
132kV above 6000-12000
MVA
220 kV above 10000-
20000 MVA
2 Equipment on the
Secondary side of 50 x 6
traction power
transformer.
3 Fencing/Steel Structures 50 x 6

7.7 Earthing inside control room


Like the substation yard, the earth mesh is also spread underneath the
floor of the control room. The risers are provided along the cable trench
laid along the wall of the control room. Appropriate size GI flat/Cu is also
be connected to independent earth electrode by means of two separate
and distinct connections. Each equipment/Panel etc. is connected to
these risers through two runs of strips. The metallic framework of control
and relay panels, LT distribution boards, battery chargers, remote control
equipment cabinets and such other equipment shall be connected to the
earthing ring by means of two separate and distinct connections made
with copper/GI strips.

7.8 Earthing of lightning arrester


In addition to the earth electrodes provided for the main earthing grid, an
independent earth electrode is provided for each lightning arrester. This
earth electrode is connected to the ground terminal of the lightning
arrester as well as to the main earthing grid by means of two separate and
distinct connections made with appropriate size copper or GI flats. The
earth electrode is provided as close as possible to the lightning arrester
and the connections shall be as short and straight as possible avoiding
unnecessary bends. For lightning arresters, provided for the traction
power transformers, there shall also be a connection as direct as possible
from the ground terminal of the lightning arrester to the frame of the
transformer being protected.

7.9 Earth screen


Outdoor substations may be shielded/protected from lightning by
overhead earth wire screens strung across the substation site or by the
use of shielding towers. The function of the overhead earth wires shield or
shielding towers is to divert itself a lightning discharge which might
otherwise strike the substation plan. The use of shielding towers alone
tends to require high structure in order to give adequate coverage. The
shielding wire system allows lower height structures for a given coverage.
The area covered by outdoor substation equipment is shielded against

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direct strokes of lightning by an overhead earth screen comprising 19/2.5


mm galvanised steel stranded wire strung across the pinnacles of the
metallic structures. The earth screen wires are strung at a height as
indicated in the approved traction substation layouts (not less than 2.5 m
above the live conductors) and are solidly connected to the traction
substation earthing grid at each termination by means of 50mm x 6 mm GI
flat.

7.10 Earthing of fencing uprights and panels


Each metallic fencing upright is connected to the traction substation main
earthing grid by means of two separate and distinct connections made
with 50 mm x 6 mm GI flat. In addition, all the metallic fencing panels shall
be connected to the uprights by means of nuts and bolts. The entire
metallic door panels shall also be connected to the supporting uprights by
means of hinged clamps through nuts and bolts.

7.11 Earthing of Boundary Wall fencing


Boundary wall fencing is recommended to be earthed though a separate
earth pit because this may present a possible transfer potential hazard if
the fence is connected to the substation grounding grid. This hazard can
be lessened by providing separate earthing pit. An example of the
potential profile of a fence connected to substation has been given in
IEEE 80:2000 Clause 17.9.7. The boundary wall should therefore be
connected as per the IEEE 80:2000 Clause 17.9.7.

8. Earthing Arrangement at Switching Station

8.1 A minimum number of four earth electrodes (including the one to be


provided separately for the remote control cubicle earthing shall be
provided at each switching station, and they shall be interconnected by
means of suitable sized GI flat/copper conductor forming a closed loop
main earthing ring. This ring shall be connected by two separate and
distinct connections made with 50 mm x 6 mm GI flat/suitable copper
conductors, to the traction rail in a single-rail track circuited section and to
the neutral point of the impedance bond in a double-rail track circuited
section of the nearest track, so as to limit the potential gradient developing
in the vicinity of the switching station in the event of a fault.

8.2 System earthing


One designated terminal of the secondary of each potential and current
transformer shall be connected to the main earthing ring by means of two
separate and distinct connections made with 50 mm x 6 mm GI flat.

8.3 Equipment earthing


All masts, structures, fencing uprights, and all outdoor equipment
pedestals shall be connected to the earthing ring by means of two
separate and distinct connections. All fencing panels shall be connected
to the supporting uprights by means nuts and bolts. The entire metallic

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door panels shall be connected to the supporting uprights by means of


clamp, nuts and bolts.
The metal casing of potential and current transformers shall be connected
to the mast/structures by means of two separate and distinct connections
made with 50 mm x 6 mm GI flat/copper conductors.
The ground terminal of lightning arrester shall be connected directly to the
earth electrode by means of two separate and distinct connections made
with 50 mm x 6 mm GI flat/Copper conductors. The earth electrode shall
be so placed that the earthing leads from the lightning arrester may be
brought to the earth electrode by as short and straight a path as possible.

8.4 Earthing inside remote control cubicle


Earthing at switching posts provided through earthing poles. The remote
control cubicle is connected to the earthing system by means of 50 mm x
6 mm GI flat. The metal casing of LT distribution board, battery chargers,
terminal board, remote control equipment cabinets and other such
equipment shall be connected to the earthing ring by means of two
separate and distinct connections made with copper cables. The
connections shall be taken along the wall and in recesses in the floor. All
recesses shall be covered with cement plaster after finishing the work.
Connections of earth strips to each other shall be made by welding.

9. Method of jointing

All the joints between the GI flats, GI rods or between GI flat and GI rod shall be
made by welding only. No soldering shall be permitted. For protection against
corrosion, all the welded joints shall be treated with red lead and afterwards
thickly coated with bitumen compound.

10. Crushed Rock Surface Layer

At the traction substations and switching stations, a surface layer of crushed rock
shall be provided to a thickness of about 100 mm. If considered necessary from
the point of view of containing the step and touch voltages within the acceptable
limits, higher thickness may be provided depending on calculation based on site
conditions. As per Table 7 in IEEE 80: 2000

Typical surface material resistivities

S. Description of Resistivity of sample Ω-m


No. surface material Dry Wet
1300 (ground
1 Crusher run granite with fines 140 X 106
water, 45Ω-m)
1.5 in (0.04m) crusher run 1200(rain water,
2 4000
granite with fines 100 W)
6513 (10min after
0.75-1 in (0.02-0.025m) granite
3 -- 45 Ω-m water
with fines
drained)

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4 (1-2 in) (0.025-0.05m) washed 1.5 x 106 to 4.5 x 5000 (rain water,
4
granite 106 100 Ω-m)
3 (2-4 in) (0.05-0.1m) washed 10,000( Rain
5 2.6 x 106 to 3 x 106
granite water,100 Ω-m)
2000-3000
Size unknown, washed 6
6 7x 10 (ground water, 45
limestone
Ω-m)
Washed granite, similar to 0.75
7 2x106 10,000
in (0.02m) gravel
Washed granite, similar to pea
8 40 x 106 5000
gravel
8000
57 (0.75 in) (0.02 m) washed
9 190 x 106 (ground water, 45
granite
Ω-m)
10000 to 6 x
10 Asphalt 2 x 106
106
11 Concrete 1 x 106 to 1 x 109 a 21 to 100

11. Step and Touch Voltages

The formulae for calculating the tolerable touch and step voltages, estimated
mesh and step voltages, earth resistance, earth potential rise, size of earthing
grid conductor and length of buried grid conductor are given below:

(1000 + 6 x (Cs x Ps)) x 0.116


Tolerable E Step = ---------------------------------------
√Tp

(1000 + 1.5 x (Cs x Ps)) x 0.116


Tolerable E Touch = ---------------------------------------
√Tp
Where Cs = Surface Layer derating factor
Ps = Surface material resistivity in Ώ-m
Tp = Shock duration in seconds

12. Testing of the Earthing and Bonding System

The test and measurement for earthing and for bonding purposes on DMRC has
so far been limited to measurement of earth soil resistivity and earth résistance
and earth pits etc. In this regard special instructions issued for earth resistance
measurement.

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Fig. 303-01: Typical Earthing Rod

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ANNEXURE -1

Earth Mesh Calculation as per IEEE80-2000

Considering parameters of as below :


i. Area Covered by Substation = 100 x 68 = 6800 m²
ii. Resistivity of Soil = 70 Ohm-m
iii. Fault Duration =3s
iv. Maximum 3 phase Fault Current on 66 kV side if = 20 kA
v. No of Parallel conductor in grid (Narrow side) 'n1' = 14 Numbers
vi. No of Parallel conductor in grid (Broad side) 'n2' = 18 Numbers
vii. Average Spacing between Parallel conductors 'D' = 05 m
viii. Equivalent  of earth flat (80x12 mm M.S. Flat) 'd' = 0.035 m
ix. Depth of burying 'h' = 0.5 m
x. Resistivity of gravel 'es' = 3000 Ohm-m

Calculations

i. Maximum Grid Current:


I G  C P .D f .I g
Cp = Corrective Projection Factor for future growth = 1.00
Df = Decrement Factor = 0,8 for fault duration of 3 second
Ig = rms value of symmetrical grid current
Ig = Sf(Io) Where Sf = Current division factor to earth = 0.5
Io = Zero sequence fault current taken as 20000 A
IG = 10000 A

ii. Size of Earthing Mesh Conductor:


Considering use of steel and allowing for a fault current duration of 3 sec, the
cross sectional area of the earth mesh conductor shall be based on the
formula.

I = S*k

Where I = Fault current in A = 20,000


k = 46 (for steel, with 3 sec current rating)
80 (for steel with 1 sec current rating)
S = Cross-sectional area in mm2

Therefore,S = 20000 = 434 mm2


46
The cross-sectional area calculated as above, has to be suitably increased to
provide for corrosion margin to cater for loss due to corrosion and rusting in
the size of earthing mat conductor has been considered 100%. Taking this
into account, a steel flat of 80mm x 12mm is proposed to be used as Earth
Mesh Conductor.

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The equivalent diameter of this Earth Mesh Conductor is

960 x 4 = 35 mm = 0.035m
3.14

iii. Tolerable value for step potential:

0.116{1000  6Cs (hs , k )es }


Estep 
ts

The value of Cs which is a function of hs and k, is read from the graph at


Annexure-A. This is depicted as Cs (hs, k)
hs = surface layer thickness in m = 0.10

e  es
k
e  es
70  3000

70  3000
2930

3070
 0.954

The value of Cs corresponding to hs=0.1 and k=-0.954 is 0.55 (see Graph ’A’
i.e. Figure 303-02 given at the end)

Substituting,
Tolerable value of step potential

0.116{1000  6 * 0.55 * 3000}



0.5
1264.4

0.707
 1788.4V

iv. Tolerable value for touch potential:


0.116{1000  1.5C s (hs , k )es }
ETouch 
ts
0.116{1000  1.5 * 0.55 * 3000}

0.5
403.1

0.707
 570V .

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v. Calculated value for step potential:

K s * Ki * e * IG
E step  .
L

Ki  0.656 (0.172*18)  3.752

1  1 1 1 n2 
Ks   2 h  D  h  D (1  0 .5 ) 

1 1 1 1 
    (1  0 .516 ) 
  2 * 0 .5 5  0 .5 5 


1
1  0.182  0.001

 0 .377 V

L  (14 * 85 )  (18 * 65 )  2360 m

0 .377 * 3 .752 * 70 * 10000


E step   419 .6V
2360

vi. Calculated value for touch potential:

K m .K i .e.I G
E touch 
L

1   D² ( D  2h)2 h  K ii 8 
Km   l n      ln 
2   16 hd 8 Dd 4 d  K h  ( 2 n  1) 

Where

Kii =1 for grids with earthing rods along the perimeter or for rods in the mat
corners as well as along the perimeter and throughout the grid area.
1
 for grids without earthing rods or for grids with only a few
(2n)2 / n
earthing rods, none located on the perimeter or in the corners.
( Kii =1, for Subhash Nagar)
h
Kh  1  , where h=depth of burying = 0.5m, and
h0
h0=reference depth of grid = 1m

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0 .5
Kh  1 
1 .0
 1 .5
 1.225

D2 25
  89 . 286
16 hd 16 * 0 . 5 * 0 . 035
(D  2h)2 (5  2 * 0 .5 ) 2
  25 . 714
8 Dd 8 * 5 * 0 . 035
h 0 .5
  3 . 571
4d 4 * 0 . 035
 D2 (D  2h)2 h 
     89 . 286  25 . 714  3 . 571
 16 hd 8 Dd 4d 
= 111.429

log n (111.429) = 4.713


K ii 1
  0 .816
K h 1 .225
8 8 8
   0 .0728
 ( 2 n  1)  ( 2 * 18  1)  * 35
log n ( 0 .0728 )   2 .620

Km 
1
4 .713  2 .620 
2
 0 .333
K i  3 .752

Km * Ki * e * IG
E touch 
L
0.333 * 3.752 * 70 * 10000
  370 .59V
2360

vii. Summary of touch & step potentials:

Description Tolerable Value Calculated Value


Step Potential 1788.4V 419.6 V
Touch Potential 570 V 370.59 V

The actual calculated values of step and touch potentials are less than the
tolerable values and hence safe.

viii. Minimum length of Earth Mat:

K * K i * e * IG 0 . 333 * 3 . 752 * 70 * 10000


L min  m
  1534 m
E touch ( tolerable ) 570

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ix. Combined Earth Resistance:


The total resistance of a system made of horizontal (grid) and vertical (rods)
electrodes is given by the formula:

R1 R2  R122
Rg 
R1  R2  2R12

Where,

Rg is the general resistance of the system made of grid and rods

R1 is the resistance of grid resistors and given by the formula:

1   2l1   l  
R1  ln    K1  1   K 2 
l1   h'   A 

R2 is the resistance of all ground rods and given by the formula

R2 
 a   8l 2
 ln 
2 l 2   d 2


 l  2

  2 K 1  2    1  1
  A 

R12 is the mutual resistance between the group of grid conductors and group of
ground rods and given by the formula:

 a   2 l1   l  
R12   ln    K 1  1   K 2  1
 l1   l 2   A 

On this formula:

1 is the soil resistivity encountered by grid conductors buried at depth h


in .m (70.m)

a is the apparent soil resistivity as seen by a ground rod in .m (=1)


H is the thickness of the upper layer soil in m (=0.5m)
2 is the soil resistivity from depth H downward in .m (=1) = 70
l1 is the total length of grid conductors in m (2360 m)
l2 is the average length of a ground rod in m (4 m)
h is the depth of the grid burial in m (0.5 m)
h' is equal to d1h for conductors buried at the depth h (0.132)
A is the area covered by the grid of dimension a.b in m² (6800 m²)
 is the number of ground rods placed in area A (72)
K1, K2 are constants related to the geometry of the system (1.35 & 5.5)
d1 is the diameter of grid conductors in m (0.035 m)
d2 is the diameter of ground rods in m (0.04 m)

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a is the short side grid length in m (68 m)


b is the long side grid length in m (100 m)

On the above formula, two different value of  are taken due to the possible
difference between the level of the grid and the level of the rods. The soil
resistivity has been taken as 70 .m and, we consider that 1=2.
a is calculated as follow:
l 2 1  2
a 
 2 H  h   2 l 2  h  H 

Due to 1=2 the formula become

l 2 12 l 2 12
a    1
1 H  h  l 2  h  H  l 2 1

Coefficient K1 and K2 have chosen from the figures of the IEEE standard with
the curve A

Grid resistance:
1   2l1   l  
R1   ln    K1  1   K 2 
 l1   h'   A 
70   2 * 2360   2360  
R1   ln    1 .35   5 .5 
3 .14 * 2360   0 .132   6800  

R1  0 .412 

Rod resistance:

R2 
 1   8l 2 
 ln 
2 l 2   d 2 
 l 

  2 K 1  2    1  1 
2 
 A 

R2 
70  8*4 
 ln 
2 * 72 * 3 . 14 * 4   0 . 04 

  2 * 1 . 35 
4 
  72  1 
2 
 1
 6800  

R 2  0 . 504 

Mutual resistance:
1   2 l1   l  
R12   ln    K 1  1   K 2  1
 l1   l2   A 
70   2 * 2360   2360  
R12   ln    1 .35    5 .5  1
3 .14 * 2360   4   6800  

R12  0 .389 

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Total resistance of the system:


R1 R2  R122
Rg 
R1  R2  2R12
0.412 * 0.504  0.389 * 0.389
Rg 
0.412  0.504  2 * 0.389

Rg  0.413

GRAPH -“A”

Fig. 303-02: Reduction Factor Cs as a Function of Reflection Factor K and Crushed


Rock layer Thickness Hs

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APPENDIX- IV

POWER LINE CROSSINGS OF


DELHI METRO RAIL CORPORATION TRACKS

I GENERAL

1. Definitions
2. Scope
3. Approval of Works of the Owner by Delhi Metro Rail Corporation
4. Compliance with Indian Electricity and Metro Rail Acts and
Rules
5. Compliance with Indian Standard Specifications
6. Works to be executed by Delhi Metro Rail Corporation
7. Method of Crossing Overhead line or Underground Cable
8. Protection of Communication Lines
9. Maintenance of Crossing
10. Defects and Failures

II OVERHEAD LINE CROSSINGS

11. Angle of crossing


12. Structures
13. Wind Pressure
14. Temperature
15. Factor of Safety
16. Crossing of Transmission line of State Electricity Board (SEB)
above DMRC track
17. Clearance between the overhead line and Delhi Metro Rail
Corporation track
18. Insulators
19. Anti-Climbing Devices and Warning Notices
20. Protection from Moving Road Vehicles
21. Communication Lines
22. Earthing
23. Fire Hazards

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III CABLE CROSSINGS

24. Cable Crossing


25. Type of Cables
26. Method of Laying
27. Structures on which cable ends are supported and terminated
28. Marking of Crossings

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APPENDIX- IV

POWER LINE CROSSINGS OF


DELHI METRO RAIL CORPORATION TRACKS

I GENERAL

1. Definitions

The following terms wherever occurring in this Appendix shall, unless excluded
by or repugnant to the context, have the meaning attributed thereto as under:

i. “Nominated Head of Department (Electrical)”/“Chief Electrical Engineer”


means the officer designated as such by the Delhi Metro Rail Corporation or
his successors in office or on whom his duties devolve.

ii. “Power line crossing” means an electrical overhead line or under -ground
cable placed across Delhi Metro Rail Corporation track(s) for the transmission
and/or distribution of electrical energy. It may also be referred to as a
“Crossing” in these stipulations.

iii. “Chief Electrical Inspector” or “Electrical Inspector” means the officer


appointed by the appropriate Government under Section 162 of the Indian
Electricity Act, 2003, to exercise the powers and perform the functions under
the said Act. On Delhi Metro Rail Corporation, designated Chief Electrical
Engineers/Deputy Chief Electrical Engineers have been authorised to perform
the duties of Chief Electrical Engineer/Electrical Inspector to GOI (called as
EIG or EI). Unless, otherwise clearly stated Electrical Inspector or EIG would
mean EIG of DMRC. At certain places EIG (of SEB) is mentioned, who would
be the EIG to the concerned Transmission Line Owner in whose context the
word is being used.

iv. “Owner” means the Owner of an electrical crossing.

2. Scope

The stipulations in this Appendix apply to electrical overhead lines and/or


underground cables crossing Delhi Metro Rail Corporation tracks operated by the
Delhi Metro Rail Corporation, unless any special section or Delhi Metro Rail
tracks are exempted from these by specific written orders of the Electrical
Inspector of DMRC.
Notes:
i. The stipulations do not apply to crossing(s) of Delhi Metro Rail Corporation
track(s) laid underground/inside tubes and tunnels.
ii. The crossing already existing at the time of proposed construction of Metro
Rail corridor shall be specially studied so as to ascertain that minimum
clearances laid down in clause 17 of this Appendix are met with. If any

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modifications are considered essential to obtain the minimum specified


clearances, the same shall be carried out. The modification can either be in
terms of changing/lowering the Metro alignment or approaching the Owner for
increasing the transmission line height.

3. Approval of Works of the Owner by Delhi Metro Rail Corporation

It is necessary for the Owner to obtain approval of DMRC for crossing both
overhead and underground, when DMRC track exists prior to construction of the
crossing.

3.1 Designs, Drawing etc.


Before the Owner commences any work on a crossing, he shall obtain the
approval in writing, from Delhi Metro Rail Corporation for the proposed
location, the detailed design and the method of execution of the crossing.
For this purpose, the Owner shall furnish the data designs, calculations and
drawing(s) relating to the crossing to the Delhi Metro Rail Corporation as
stipulated in Annexure A-4.01. On receipt of written approval from the
Delhi Metro Rail Corporation, the Owner shall execute an Agreement in the
Form at Annexure A-4.02.

3.2 Construction
The Owner shall notify the Delhi Metro Rail Corporation in writing at least
15 days in advance of the date on which he will commence the work of
construction of the crossing. The Nominated Head of Department
(Electrical) of DMRC, or his representative, may, if he so desires, inspect
the site/work of the crossing during its construction to ensure that it is being
constructed in accordance with the approved designs and drawings. Only
good quality of materials (refer Clause–5 of this Appendix) shall be used in
the construction of the crossing, which shall be executed in a professional
manner.

3.3 Bringing crossing into use


Prior to bringing the crossing into use, the Owner shall:
i. Notify the Delhi Metro Rail Corporation in writing at least 15 days in
advance of the date the crossing is intended to be brought into use.

ii. Submit to the Delhi Metro Rail Corporation a Certificate of


Compliance, (In the form at Annexure A-4.04 of the stipulations) to
the effect that the works have been completed in compliance with the
stipulations and in conformity with the design(s) and drawing(s)
approved by the Delhi Metro Rail Corporation. Only on receipt of
written approval from the concerned HOD (Electrical) of Delhi Metro
Rail Corporation and Chief Electrical Engineer/Electrical Engineer of
the Owner, the crossing shall be energised and brought into use.

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3.4 Annexures
Following relevant Annexures need to be filled up by the Owner in
reference to the above and submitted to DMRC:

Annexure A-4.01: Design Data, calculations and Drawings to be submitted


by Owner to DMRC before actual construction is undertaken.

Annexure A-4.02: Agreement for erecting & maintaining an Overhead


Power Line Crossing over and across Delhi Metro Rail Corporation
Tracks.

Annexure A-4.03: Same as Annexure-4.02 above, except that it is for


Underground Power Line Crossing.

Annexure A-4.04: Certificate of Compliance to be given by the Owner after


construction is over.

4. Compliance with Indian Electricity and Metro Rail Acts and Rules

Except as otherwise provided for in the stipulations, the contents of relevant


section of the Indian Electricity Act 2003 and the Metro Railway (Operation &
Maintenance) Act, 2002 (amendment 2009) and the rules made under these Acts
and as amended from time to time and the relevant provisions of Delhi Metro Rail
Corporations Schedule of Dimensions together with the latest amendments there
to shall apply to the crossing.

5. Compliance with Indian Standard Specifications

All materials used in the construction of the crossing shall comply with the latest
relevant Indian Standard specification(s) and where these are not available, with
the latest relevant IEC specification(s).

6. Works to be executed by Delhi Metro Rail Corporation

The disturbance of any rail, road or ground or any attachment to any Delhi Metro
Rail Corporation structure as may be necessary for the placing and/or
maintenance of the crossing shall be effected by or under the direct supervision
of the Delhi Metro Rail Corporation. Any pipe, conduit, culvert or similar work
passing under Delhi Metro Rail premises shall require approval of DMRC and the
entire cost of such works shall be borne by the Owner of the crossing.

7. Method of Crossing Overhead line or Underground Cable

All cables up to and including 11 kV crossing(s) shall normally be by means of


underground cable(s). For voltages higher than 11 kV, crossings may be by
overhead lines or preferably underground cables in Metro cities.

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8. Protection of Communication Lines

The electrical crossing shall in no way interfere with or endanger communication


lines of Delhi Metro Rail Corporation. Approval given by the Delhi Metro Rail
Corporation for placing of any crossing shall not be construed as affecting in any
way the requirements of the MTNL/BSNL in regard to the protection of their
communication lines.

9. Maintenance of Crossing
(This includes crossings constructed either before or after construction of Metro
tracks)

9.1 No work on a crossing which may infringe with safe operations of Metro
trains shall be undertaken by the Owner without obtaining written
consent from Delhi Metro Rail Corporation. All such works shall be
carried out under the direct supervision of the Delhi Metro Rail
Corporation.

9.2 The crossing shall always be maintained in a state of good fettle by the
Owner so as to reduce hazards to life and property. It shall be jointly
inspected by the Owner and DMRC at an interval not exceeding 12
months in order to determine its fitness for service. In this inspection, the
foundations of crossing transmission line towers, bolted arrangements,
should specially be visually inspected without any digging or climbing on
the tower so as to avoid/ detect any remotest possibility of transmission
line tower falling/tilting over the DMRC tracks. Defects, if any, noticed or
as pointed out by the Delhi Metro Rail Corporation shall be rectified by
the Owner expeditiously. The decision of the Delhi Metro Rail
Corporation in regard to defects noticed and rectification(s), if any, to be
done by the Owner shall be final and binding on the Owner.

9.3 The crossing span as well as two adjacent spans on either side of the
overhead line crossing shall be kept free by the Owner from any trees
and branches which, if they fall on these spans, would foul with the
overhead line.

9.4 Where galvanised steel structures support the crossing span, they shall
be maintained free of rust, corrosion etc.

9.5 If at the instance of the Delhi Metro Rail Corporation, the crossing is to
be shifted or modified or dismantled, the work shall be carried out by the
Owner at the cost of the Delhi Metro Rail Corporation.

10. Defects and Failures

10.1 All defects/failures like snapping of conductors in the crossing span,


breaking of insulator string in the overhead line crossing or any defect
that is likely to affect the safe movement of the Delhi Metro Rail

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Corporation traffic or the safety of the Delhi Metro Rail Corporation


property or personnel shall be reported forthwith by the Owner to the
Station Controllers on duty at the Delhi Metro Rail Corporation stations
on both sides of the crossing as well as to the Head of
Department/Electrical DMRC, Electrical Inspector of the Owner and the
Director (Transmission), Central Electricity Authority, Sewa Bhavan, R.
K. Puram, New Delhi –110066. A detailed report of the failure or defect
shall also be sent to the Head of Department/Electrical/DMRC, the
Electrical Inspector of the Owner and Director (Transmission), Central
Electricity Board, New Delhi as soon as possible, preferably within 48
hours of the first report.

10.2 In the event of an accident to Delhi Metro Rail Corporation’s


tracks/rolling stock in the vicinity of an overhead line crossing, the Owner
shall, if required by any official acting on behalf of the Delhi Metro Rail
Corporation, expeditiously switch off the overhead line and effectively
connect the conductors to earth as long as is necessary to enable Delhi
Metro Rail Corporation’s cranes if any, to work safely in the area.

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II OVERHEAD LINE CROSSINGS

11. Angle of crossing

An overhead line crossing shall normally be at right angle to the Delhi Metro Rail
Corporation track; in special cases a deviation of up to 30° may be permitted.
Deviations larger than 30° shall have to be specifically authorised by the
Electrical Inspector of the Delhi Metro Rail Corporation.

12. Structures

12.1 Fabricated galvanised steel structures self-supporting type conforming in


all respects to CEA (Measures relating to Safety and Electric Supply)
Regulations, 2010 as amended up to date and the load & permissible
stresses on the structural members, conductors & ground wire of self-
supporting steel lattice towers for overhead transmission line shall be
used on either side of the track to support the crossing span and in
accordance with the relevant specifications laid down from time to time by
Bureau of Indian Standards.

12.2 The crossing span shall be restricted to 300 m or to 80% of the normal
span for which the structures are designed, whichever is less.

13. Wind Pressure

The maximum wind pressure for design of the structure shall be as prescribed in
latest IS 802 (Part-I) 1995 for load and permissible stresses.

14. Temperature

The maximum and minimum temperatures for design of the conductors and other
wires shall be as prescribed in the latest edition of IS 802 (Part I) with necessary
correction for conductor maximum temperature.

15. Factor of Safety

The factor of safety of all structures, conductors, guards, guys and wires used in
the crossing shall be as stipulated in the CEA (Measures relating to Safety &
Electric Supply Regulation), 2010 (as amended) and the latest relevant codes of
practice.

16. Crossing of Transmission line of State Electricity Board (SEB) above DMRC
track:- when a transmission line of State Electricity Board (SEB) is passing
above DMRC tracks, following situations may arise:

i. DMRC has to modify its traction conductors or construct a new Metro


track below this crossing: For this approval of EIG of DMRC would only be

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required. For shutdown of transmission line, DMRC may approach


SEB/Owner, if so required.

ii. SEB/Owner has to modify its transmission line conductors: For this
Approval of EIG of SEB/Owner would only be required. For the required
shutdown of DMRC’s OHE, SEB/Owner shall approach DMRC.

While doing the above modifications; necessary safety clearances should be


compulsorily maintained as given in clause 17 below.

17. Clearance between the overhead line and Delhi Metro Rail Corporation
track

17.1 An overhead line crossing over Delhi Metro Rail Corporation track shall as
far as possible be located at the middle of overhead equipment span
supported by two adjacent traction masts/structures. This would increase
the gap between lowest transmission line conductor & highest traction
conductor due to sag in traction conductors at mid-span.

17.2 No overhead line crossing shall be located over a booster transformer,


traction switching station and traction sub-station.

17.3 Power line crossing in yard/Depot and station areas shall be avoided.

17.4 Vertical Clearance for overhead crossings from DMRC


structures/buildings and OHE
Following minimum clearances need to be ensured:
Min. clearance
S. Overhead Min. vertical clearance between highest
No. crossing voltage from building/structures traction conductor &
as per (CEA Safety lowest crossing
Stipulations 2010 , Cl.-61) conductor (as per
CEA Safety
Stipulations 2010,
Cl-69)
1 Upto 11 kV By cable
Above 11 & upto
2 3700 2440
33 kV
Above 33 & upto
3 4000 2440
66 kV
Above 66 & upto
4 4600 3050
132 kV
Above 132 & upto
5 5500 4580
220 KV
Above 220 & upto
6 7300 5490
400 kV
7 Above 400 & upto 8200 7940

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500 kV
Above 500 & upto
8 10900 7940
800 kV

Note:
Separate guarding shall be provided above the lower power line in all
cases except when the voltage of the higher line is 33 kV and above.
Where such guarding is provided, the clearance from the guard wires to
the lower overhead live conductor shall not be less than 2 m and to the
upper power line not less than 1.5 m.

18. Insulators

A double set of strain insulator strings shall be used in crossing span in


conjunction with a yoke plate. Each string of such strain insulators shall have one
insulator more than the number used in a normal span of the overhead line. The
factor of safety of each string of insulators under the worst conditions shall not be
less than 2.

19. Anti-Climbing Devices and Warning Notices

Where the voltage exceeds 650 V, the supporting structures, (of the overhead
line crossings) on Delhi Metro Rail Corporation land shall be provided with anti-
climbing devices. Besides, suitable caution/warning notices shall be erected on
all such structures, in the languages as may be prescribed for the purpose.

20. Protection from Moving Road Vehicles

Supporting structures, (of the overhead line crossing) including guys, adjacent to
roadways shall be so located that the danger of their being struck by moving road
vehicles is avoided or reduced to the minimum. Wherever required, guard rails
suitably painted, to make them conspicuous, shall be provided for the purpose.

21. Communication Lines

The Owner of a communication line shall provide adequate safety devices so that
no damage is caused in the event of snapping of conductors of a power line
crossing. In addition to the safety devices, the Owner shall also provide
necessary surge absorbers in the system to guard against the effects of surges
caused during switching operations or system faults.

22. Earthing

i. Each structure on either side of the crossing span supporting the


transmission/distribution line conductors shall be earthed effectively by two
separate and distinct earths and connections.

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ii. All guard and stay wires, shall be properly clamped to the structures
connected to earth so as to maintain proper electrical continuity to earth.
iii. Where struts are provided, they shall also be effectively connected to earth
separately as well as to the main structure earths.
iv. Where the earth resistance of the independent tower/structure is higher than
10 Ohms, the Owner shall take necessary steps to improve the earth
resistance either by providing multiple earth electrodes or by suitably treating
the soil surrounding the earth electrode or by resorting to counterpoise
earthing.
v. The earthing arrangement shall be inspected and tested annually on a hot
dry day and results thereof furnished to the Delhi Metro Rail Corporation for
verification and record. If the earth resistance is found to be high, i.e. above
10 Ohms, steps shall be taken to reduce it and an advice given to the Delhi
Metro Rail Corporation.
vi. The cross section of the earth conductor/connections for the earthing system
shall be adequate for the application. They shall not be damaged or
overheated or melt while carrying the short circuit current.

23. Fire Hazards

Structures supporting the crossing span shall be so placed, guarded and


maintained as to be least exposed to bush, grass, rubbish and building fires as is
possible.

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III CABLE CROSSINGS

24. Cable Crossing


(Assumption- DMRC track already exists and crossing is laid afterwards)

All the cables crossing Delhi Metro Rail Corporation via-duct & station premises
should be laid through approved type of pipes only. The route & type of pipes
have to be got approved from DMRC.

25. Type of Cables

The Owner shall specify and obtain prior approval of the Delhi Metro Rail
Corporation for cable he intends to use for the crossing. It shall be armoured and
sheathed type only.

26. Method of Laying

26.1 Where the cables are laid under Delhi Metro Rail Corporation via-duct &
station premises it should be laid through GI pipes, HDPE pipes or spun
concrete pipes of suitable diameter and strength. In order to avoid
disturbance to the Delhi Metro Rail Corporation installations in case it
become necessary to lay additional cable(s) in future, it would be
advantageous to provide additional pipes of adequate diameter initially to
cater for additional cables. The specifications for the pipes to be used shall
be submitted to the Delhi Metro Rail Corporation for approval. The pipe
shall be laid at not less than 1.0 metre below the ground level/bottom of
sleeper whichever is stringent. It shall be possible to withdraw the cable(s)
for repair for replacement without disturbing the Delhi Metro Rail
Corporation installations. Long lengths of pipe shall be laid with gradient to
facilitate drainage of water, if any. The pipe shall be laid upto the Delhi
Metro Rail Corporation boundary at both ends or upto the point as
prescribed by the Delhi Metro Rail Corporation. The laying of the cable
upto 33 kV in the Delhi Metro Rail Corporation premises shall be in
accordance with the latest edition of IS 1255-1983 “Code of Practice for
Installation and Maintenance of Power Cables” and for higher voltage
classes as per manufacturers’ recommendation.

26.2 All power cables including EHV cables to be laid in pipes while crossings
Delhi Metro Rail Corporation station area and via-duct should be as per
these stipulations and utility owning agency/IEC standards.

26.3 The armouring and sheathing of the underground cables laid across or
near any Metro Rail electrified track be earthed by independent earths at
the two sealing end of the cable. No further earthing of the armouring and
sheathing of the cable shall be done within 500 m of the Metro Rail
electrified track. The scheme and method of earthing shall have to be
specifically approved by Delhi Metro Rail Corporation.

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27. Structures on which cable ends are supported and terminated

Where the ends of a cable of an underground crossing are terminated on


structures for connection to an overhead line, such structures shall comply with
the stipulations in so far as they are applicable to overhead line crossing in
respect of structures.

28. Marking of Crossings

Each cable crossing shall be indicated by at least two Stone cable markers, one
at each end of the crossing, within the Delhi Metro Rail Corporation boundaries.
The cable marker shall be fixed at both ends of the underground crossings. They
shall be of a design approved by the Delhi Metro Rail Corporation. The following
information shall be clearly marked on the markers.

Electrical Cable Voltage

Cables
Number

In English, Hindi and the Vernacular of


Danger
the district

Depth of Cable Below Road Level

Distance of Cable From Pier Centre

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Annexure A- 4.01

DESIGN DATA, CALCULATIONS AND DRAWINGS TO BE SUBMITTED BY OWNER


TO DMRC FOR APPROVAL BEFORE ACTUAL CONSTRUCTION IS UNDERTAKEN
(Assumption: Here it is assumed that DMRC track already exists & crossing is coming at
a later stage)

The following data, designs calculations and drawings together with the application for
the proposed power line crossing incorporating the particulars as detailed below all in
duplicate shall be furnished by the Owner to the HOD (Electrical)/O&M of Delhi Metro
Rail Corporation for approval by the Electrical Inspector of the Delhi Metro Rail
Corporation.

1. Overhead line crossings

i. Data and Designs


a. Location of the proposed crossing, the names of Delhi Metro Rail
Corporation stations on either side of the crossing, the distance of the
crossing from the nearest Delhi Metro Rail Corporation station, the
painted numbers of piers/traction mast or structures between which the
crossing is proposed to be located and the exact location in relation to
such piers or masts or structures.

Note: The alignment of the crossing should, as far as possible be at


the mid-point of the span between adjacent traction masts or
structures in the case of electrified tracks.

b. Particulars of the overhead line, including voltage, frequency number of


phases, number of circuits, size of conductors etc. and whether the
neutral is earthed or not and if earthed, the type of earthing.
c. Wind Pressure adopted.
d. Temperature data adopted.
e. Factors of safety adopted in the designs, for conductors, structures;
guard wires/cross wires if provided, earth-wire, stay wire, insulator-
strings etc.
f. Design calculation results of structures and foundations for the crossing
span, communication lines or guarding, if any.
g. Calculations leading to the minimum values under worst conditions of
the following:
1) Vertical clearance between the lowest crossing conductor,
communication lines and/or guarding and the different Delhi Metro
Rail Corporation tracks in the crossing span.
2) Vertical clearance between the lowest crossing conductor,
communication lines and/or guarding and Delhi Metro Rail
Corporation’s conductors of the traction system or other conductors if
any.

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3) Horizontal clearance to Delhi Metro Rail Corporation


mast/structure/building, if any.
4) Lateral clearance to the nearest Delhi Metro Rail Corporation
mast/structure/building, if any.
Note: Full particulars of the number, size, material and
characteristics of various wires and conductors shall be
furnished.

h. Particulars of insulators, bridling of the conductors.


i. Details of guarding, size of guard and cross wires and their
characteristics. A detailed drawing showing the guarding arrangement, if
provided, shall be given.
j. Size and characteristics of guy wire, if provided, and the number of
supports.
k. Details of earthing indicating the earth electrode, size of earthing
connection, method of connection to the support and the method of
artificial soil treatment if proposed. Details of counterpoise earthing, if
contemplated, shall be furnished.
l. Details of protection against moving road vehicles.
m. Particulars of anti-climbing devices, if provided and warning and caution
notices.
n. Detailed scheme of protection for the transmission/distribution line
including particulars of relays, operating times etc. and particulars of
circuit breakers, if any.

ii. Drawings
The drawing should specifically contain:

a. Layout and site plan of the proposed crossing indicating Delhi Metro Rail
Corporation’s boundaries.
b. Longitudinal elevation of the crossing. The drawing shall indicate full
particulars of one span on either side of the crossing span with various
clearances with respect to the Delhi Metro Rail Corporation track(s). The
drawing shall show the cross section of the Delhi Metro Rail Corporation
formation and tracks.
c. Drawing for warning and caution notices.

Note: All drawings shall be in standard sizes as prescribed in the latest


edition of IS 696-1972 “Code of Practice for General Engineering
Drawing.”

iii. Underground cables


a. Data and designs
1) Location of the proposed cable crossing, the names of the Delhi Metro
Rail Corporation stations on either side of the crossing, the distance of
the crossing from the nearest Delhi Metro Rail Corporation station, the
painted numbers of Piers or traction masts or structures between which

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the crossing is proposed to be located and the exact location in relation


to such piers or masts or structures.
2) Supply system particulars, particulars of cables, their number, size and
number of cores, voltage, type of insulation, armouring etc.
3) Full particulars of the protective pipe for the crossing.
4) Method of earthing of the cable armouring and sheathing, if any.
5) Method of making the cable crossing for identification.
6) Design calculation for masts/structures for supporting and terminating
cable(s), and drawings to show that the masts/structures would not foul
the Delhi Metro Rail Corporation track(s) in the event of their failure in
so far as movement or Delhi Metro Rail Corporation vehicles is
concerned.

b. Drawings
The drawing should specifically contain:
1) Layout and site plan including cable route, location of structures,
if any, for supporting and terminating the cable and Delhi Metro
Rail Corporations boundaries.
2) Drawings showing cable/crossing marker.

Note: All drawings shall be in standard size as prescribed in the latest


edition of IS 696-1972 “Code of practice for General
Engineering Drawings”.

iv. Overhead line crossings and underground cables: Along with a


reproducible print, eight copies of the drawings showing the complete power
line crossing shall be furnished to the Delhi Metro Rail Corporation along with
the “Certificate of Compliance (as at Annexure A-4.03 of the stipulations).

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Annexure A - 4.02

AGREEMENT FOR ERECTING AND MAINTAINING AN OVERHEAD POWER LINE


CROSSING OVER AND ACROSS DELHI METRO RAIL CORPORATION TRACKS.
(Assumption: DMRC track already existing & Transmission line coming at a later stage)

An agreement made this......................day of …….................... two thousand and


...................................................between the Managing Director DMRC acting through
the Nominated Head of Department (Electrical)/Delhi Metro Rail Corporation, (here after
called the Delhi Metro Rail Corporation”) of the one part and
M/S……………………………...(herein after referred to as “the Owner” of the other part.
Whereas the Owner wishes to erect and electric Overhead line and carry out the works
connected herewith for transmission or distribution of electrical energy across and under
the Delhi Metro Rail Corporation via duct and/or land at Chainage.........................in the
section..................at................Delhi Metro Rail Corporation station, of the Delhi Metro
Rail Corporation, the said overhead line /cable where it crosses the Delhi Metro Rail
Corporation tracks and/or land works connected therewith hereinafter referred to as the
“Crossing”. Now it is hereby agreed as follows:

1. General: The Delhi Metro Rail Corporation will permit the Owner as from
the......................day of ......................20……., to lay the crossings as per Drg.
No. ........................approved by the Delhi Metro Rail Corporation hereunto
attached as Annexure, and in compliance with Stipulations for Power line
crossing of Delhi Metro Rail Corporation tracks hereunto attached as Annexure
hereinafter referred to as the Stipulations, for the purposes hereinbefore
mentioned subject to the terms and conditions hereinafter contained.

2. Permission to erect and maintain the crossing: The Delhi Metro Rail
Corporation will, subject to the provisions of clause 3 hereinafter contained,
permit the Owner to erect and maintain in accordance with the Stipulations the
crossing over and across the Delhi Metro Rail Corporation tracks and/or land at
the place(s) shown on the said drawing and to execute all repairs in connection
therewith when necessary from time to time and all such works shall be executed
at the cost of the Owner at such times as may be permitted and to the
satisfaction of the Delhi Metro Rail Corporation in all respects.
Provided that if shifting of or modifications to or dismantling of the crossing is
required for the proper functioning of the Delhi Metro Rail Corporation and is to
be carried out by the Owner as desired by the Delhi Metro Rail Corporation, the
costs of such works shall be borne by the Delhi Metro Rail Corporation except in
those cases where the need for such works on account of Delhi Metro Rail
Corporation’s anticipated development/requirements was foreseen in time and
the Owner had agreed in writing prior to the construction of the crossing to meet
the cost of such works.

3. Delhi Metro Rail Corporation to carry out protection works: In the event of it
being necessary in the opinion of the Delhi Metro Rail Corporation to support or
protect the Delhi Metro Rail Corporation tracks and/or land or works during the
erection of the crossing or the execution of any repairs hereto or any removal

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thereof the work of supporting of or protecting the Delhi Metro Rail Corporation
tracks or land and resorting the tracks and/or land to its original condition or such
part of the said work as the Delhi Metro Rail Corporation shall deem fit will be
carried out by the Delhi Metro Rail Corporation at the cost of the Owner in all
respects. The amount of such costs will be determined by the Delhi Metro Rail
Corporation in its absolute discretion and will be paid by the Owner to the Delhi
Metro Rail Corporation on demand. The Owner will, if so required, deposit with
the Delhi Metro Rail Corporation prior to the carrying out of the said work such
sum of money as may be estimated by the Delhi Metro Rail Corporation to be the
cost of the work required to be done and the amount of the said deposit will be
set off against the said cost to be determined as aforesaid and the balance paid
as aforesaid.

4. Cost of Supervision of works: All works in connection with the matters referred
to in clauses 2,3 and 6 will be subject to such supervision by the Delhi Metro Rail
Corporation as may be considered necessary by the Delhi Metro Rail Corporation
and the Owner will pay to the Delhi Metro Rail Corporation on demand all costs of
such supervision including the cost for the staff required to look after the safety of
the Delhi Metro Rail Corporation tracks and/or land while all or any of such works
are/work is in progress. The costs of such supervision and other costs as
aforesaid shall be determined by the Delhi Metro Rail Corporation in its absolute
discretion.

5. Access: Neither the Owner nor his employees will at any time enter upon the
Delhi Metro Rail Corporation land for any purpose whatsoever in connection with
the crossing as aforesaid without the consent in writing of the Delhi Metro Rail
Corporation.

6. Modification, shifting or removal of crossing: If for convenience of operation,


unsatisfactory maintenance or for any reason whatsoever the Delhi Metro Rail
Corporation desires special maintenance, repairs, modifications, shifting or
removal of the crossing the Owner will, subject to the provisions of clause 3
hereof carry out such works or such portion thereof from the date of notice issued
by the Delhi Metro Rail Corporation and to the satisfaction of the Delhi Metro Rail
Corporation within a reasonable period determined by the Delhi Metro Rail
Corporation in its absolute discretion as the Delhi Metro Rail Corporation shall not
under provision of clause 3 hereof proposed to carry out the work. If the Owner
so desires he may re-erect the same at this own expense but to the satisfaction
of the Delhi Metro Rail Corporation in all respects on such other land or track of
the Delhi Metro Rail Corporation, as it may in its absolute discretion consider
suitable and available for the purpose. In the event of the crossing being so re-
erected the land on which the same is re-erected will be used and occupied upon
the terms of the Agreement mutatis-mutandis, as if the same has originally been
subject to the Agreement.

7. Termination of Agreement by the Delhi Metro Rail Corporation: The Delhi


Metro Rail Corporation may be any time (and from time to time) be at liberty in its
absolute discretion to suspend temporarily and/or terminate this Agreement and

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all or any of the privileges hereby granted upon the expiration of three months’
notice in writing of its intention to do so being left at or sent to the registered
office of the Owner/and not withstanding that the Owner may have executed any
work of a permanent or temporary character and incurred expenses in the
execution thereof. The Owner shall not be entitled to any damages or
compensation by the reason of such termination or suspension.
Same as otherwise provided in this contract, all notices to be given on behalf of
the Managing Director of Delhi Metro Rail Corporation and all other actions to be
taken on his behalf may be given or taken on his behalf by the concerned Head
of the Department (Electrical) of Delhi Metro Rail Corporation.

8. Termination of Agreement by the Owner: The Owner may on giving to the


Delhi Metro Rail Corporation one month’s notice in writing terminate this
Agreement and such notice shall be sufficiently served if sent by registered post
to the Nominated Head of Department (Electrical)/ Delhi Metro Rail Corporation
or left at his office.

9. Termination of Agreement for default: In the event of the Delhi Metro Rail
Corporation giving notice under clause 7 hereof for special maintenance, repairs,
modifications, shifting or removal of the crossing and the Owner failing within the
time stipulated to carry out the said works except such position thereof as the
Delhi Metro Rail Corporation may propose to carry out under the provisions of
clause 3 hereof or in the event of the Owner committing any other breach of this
Agreement or any part thereof, the Delhi Metro Rail Corporation shall be entitled
in its absolute discretion (notwithstanding the provisions of clause 8 hereof) to
terminate this Agreement all and any of the privileges hereby granted upon the
expiration of six months’ notice in writing of its intentions to do so being given in
the manner provided in clause 7.

10. Removal of crossing: Prior to the termination of this Agreement and subject to
the provisions of clause 3 hereof the Owner will at his own cost remove the
crossing from the property of the Delhi Metro Rail Corporation and restore the
land to its original condition to the satisfaction of the Delhi Metro Rail Corporation
in all respects. In the event of the Owner failing to remove the said crossing and
restore the land to its original condition in the manner hereinbefore provided the
Delhi Metro Rail Corporation will be entitled at its option immediately after the
termination of the Agreement to carry out the work of removal of the crossing and
restoration of the land without being responsible for any loss or damage
whatsoever to the said crossing or any part thereof. In such an event the Owner
will pay to the Delhi Metro Rail Corporation on demand all costs incurred by the
Delhi Metro Rail Corporation in connection with such work including supervision
charges, the amount which will be determined by the Delhi Metro Rail
Corporation in its absolute discretion. The said crossing and the materials used in
connection therewith and belonging to the Owner will be and remain the property
of the Owner but the Delhi Metro Rail Corporation will be entitled to retain the
same but without any liability therefore until the amount of such costs as
aforesaid have been paid by the Owner to the Delhi Metro Rail Corporation.

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11. Indemnity: The said crossing will be used at the sole risk and responsibility of
the Owner. If at any time owing directly or indirectly to such use or to the
existence of the said crossing or to the carrying out of the work of erection and/or
repair and/or removal of the said crossing and restoring the land to its original
condition or to be exercise by the Owner of any privileges hereby granted or to
any other cause arising out of the operation of the Agreement any damage will be
caused to the Delhi Metro Rail Corporation or to the track and works, Rolling
Stock or any other property of the Delhi Metro Rail Corporation or if in
consequence of any of the matters aforesaid or of any default in fulfilling any of
the conditions of the Agreement or of any negligence on the part of the Owner or
any person connected with him, any claim or damage or loss be substantiated by
any person or persons against the Delhi Metro Rail Corporation the Owner will
upon demand pay forthwith and make good the same and shall also make good
to the Delhi Metro Rail Corporation all costs and expenses which it may incur in
regard to any such claim or damage or loss as aforesaid. In the event of there
being any dispute as to what specific loss and/or damage has been caused by
reason of any decision hereon shall be final and binding.

12. Delhi Metro Rail Corporation Accidents: The Delhi Metro Rail Corporation
shall not be responsible for any damage to the crossing and other property of the
Owner due to any accident in the working of the Delhi Metro Rail Corporation due
to any cause whatsoever

13. Sub-letting: The Owner will not sub-let, transfer or assign this Agreement or any
of the privileges hereby granted without the previous consent in writing of the
Delhi Metro Rail Corporation.

14. Limitation of rights: Nothing herein contained will be construed as conferring


upon the Owner or his permitted assignee any rights over the property of the
Delhi Metro Rail Corporation.

15. Cost of Agreement: All costs and expenses incidental to the preparation and
completion of these presents including Stamp duty will be borne and paid by the
Owner.

In witness whereof the parties have hereunto set and subscribed their respective
hands and seals the day, month and years respectively mentioned against their
respective signatures.

(Seal of the Owner) (Signature)

Signed at......................................... by Shri................................


for and on behalf of the Owner in the presence of:

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DELHI METRO RAIL CORPORATION LIMITED

1. Name
Address
2. Name
Address
(Signature of witness)

Signed at ....................................by Shri ............................


for and on behalf of the Owner in the presence of:

1. Name
Address (Signature of witness)

2. Name
Address (Signature of witness)

Note: The term Nominated Head of Department (Electrical) wherever


occurring in this Agreement may be replaced by designation of
the officer on whom the duties devolve.

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ANNEXURE A- 4.03

AGREEMENT FOR ERECTING AND MAINTAINING AN UNDERGROUND POWER


LINE CROSSING ACROSS AND UNDER DELHI METRO RAIL CORPORATION
TRACKS.

An agreement made this.................. day of .................. two thousand and


...................................................Between the Nominated Head of the Department
/Electrical of Delhi Metro Rail Corporation, (DMRC) of the one part and………………
…………………… ……..……………..(herein after referred to as “the Owner” of the other
part. Whereas the Owner wishes to lay an underground cable and carry out the works
connected herewith for transmission & distribution of electrical energy over and across
the Delhi Metro Rail Corporation tracks and/or land at Chainage …………….
………..……….............. in the section..................at................Delhi Metro Rail
Corporation station, of the Delhi Metro Rail Corporation, the said overhead line where it
crosses the Delhi Metro Rail Corporation tracks and/or land works connected therewith
hereinafter referred to as the “Crossing”. Now IT IS HEREBY AGREED AS follows:

1. General: The Delhi Metro Rail Corporation will permit the Owner as from the
..................................day of ...............................20..........., to lay the
underground crossings as per Drg. No………………………..approved by the
Delhi Metro Rail Corporation, hereunto attached as Annexure and in
compliance with Stipulations for power line crossings of Delhi Metro Rail
Corporation Tracks, hereunto attached as Annexure hereinafter referred to as
the Stipulations, for the purpose hereinbefore mentioned, subject to the terms
and conditions hereinafter contained.

2. Permission to lay and maintain the crossing: The Delhi Metro Rail
Corporation, will, subject to the provisions of clause 3 hereinafter contained
permit the Owner to lay, keep and maintain in accordance with the Stipulations
the crossing under the Delhi Metro Rail Corporation tracks and/or land at the
place(s) shown on the said drawing and to execute all repairs in connection
herewith when necessary from time to time and all such works shall be
executed at the cost of the Owner at such time as may be permitted and to the
satisfaction of the Delhi Metro Rail Corporation in all respects.
Provided that if shifting of or modifications to or dismantling of the crossing is
required for the proper functioning of the Delhi Metro Rail Corporation and is to
be carried out by the Owner as desired by the Delhi Metro Rail Corporation, the
costs of such works shall be borne by the Delhi Metro Rail Corporation except
in these cases where the need for such works on account of Delhi Metro Rail
Corporation’s anticipated development/requirements was foreseen in time and
the Owner had agreed in writing prior to the construction of the crossing to meet
the costs of such works.

3. Delhi Metro Rail Corporation to carry out protection works: In the event of
it being necessary in the opinion of the Delhi Metro Rail Corporation to support
or protect the Delhi Metro Rail Corporation tracks and/or land or works during
the laying of the crossing or the execution of any removal thereof the work of

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supporting or protecting the Delhi Metro Rail Corporation tracks or land and/or
laying or removing the encasing protective pipe to carry the crossing cable and
restoring the tracks and/or land to its original condition or such part of the said
work as the Delhi Metro Rail Corporation shall deem fit will be carried out by the
Delhi Metro Rail Corporation at the cost of the Owner in all respects. The
amount of such costs will be determined by the Delhi Metro Rail Corporation in
its absolute discretion and will be paid by the Owner to the Delhi Metro Rail
Corporation on demand. The Owner will, if so required, deposit with the Delhi
Metro Rail Corporation prior to the carrying out of the said work such sum of
money as may be estimated by the Delhi Metro Rail Corporation to be the cost
of the work required to be done and the amount of the said deposit will be set
off against the said cost to be determined as aforesaid and the balance paid as
aforesaid.

4. Method of laying: The cable shall be laid as indicated in the said drawing and
shall be carried through an encasing pipe in such manner that the cable can be
laid, withdrawn without interfering with or endangering the Delhi Metro Rail
Corporation tracks and/or land. The costs of providing and laying such encasing
pipe for the crossing shall be borne by the Owner as aforesaid.

5. Cost of supervision of works: All works in connection with the matters referred
to in clauses, 2,3,4,7 & 11 will be subject to such supervision by the Delhi Metro
Rail Corporation as may be considered necessary by the Delhi Metro Rail
Corporation and the Owner will pay to the Delhi Metro Rail Corporation on
demand all costs of such supervision including the cost for the staff, required to
look after the safety of the Delhi Metro Rail Corporation tracks and/or land while
all or any of such works are/works is in progress. The costs of such supervision
and other costs as aforesaid shall be determined by the Delhi Metro Rail
Corporation in its absolute discretion.

6. Access: Neither the Owner nor his employees will at any time enter upon the
Delhi Metro Rail Corporation land for any purpose whatsoever in connection
with the crossing as aforesaid without the consent in writing of the Delhi Metro
Rail Corporation.

7. Modification, shifting or removal of crossing: If for convenience of


operation, unsatisfactory maintenance or for any reason whatsoever the Delhi
Metro Rail Corporation desires special maintenance, repairs, modification,
shifting or removal of the crossing the Owner will, subject to the provisions of
clause 3 hereof carry out such works or such portion thereof from the date of
notice issued by the Delhi Metro Rail Corporation and to the satisfaction of the
Delhi Metro Rail Corporation within a reasonable period determined by the
Delhi Metro Rail Corporation in its absolute discretion as the Delhi Metro Rail
Corporation shall not under provision of clause 3 hereof proposed to carry out
the work. If the Owner so desired he may relay the same at his own expense
but to the satisfaction of the Delhi Metro Rail Corporation in all respects on such
other land or track of the Delhi Metro Rail Corporation, as it may in its absolute
discretion consider suitable and available for the purpose. In the event of the

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crossing being so re-erected the land on which the same is re-erected will be
used and occupied upon the terms of the Agreement mutatis- mutandis, as if
the same has originally been subject to this Agreement.

8. Termination of Agreement: The Delhi Metro Rail Corporation may at any time
(and from time to time) be at liberty in its absolute discretion to suspend
temporarily and/or terminate this agreement and all or any of the privileges
hereby granted upon the expiration of three month’s notice in writing of its
intention to do so being left at or sent to the registered office of the Owner and
notwithstanding that the Owner may have executed any work of a permanent or
temporary character and incurred expenses in the execution thereof. The
Owner shall not be entitled to any damages or compensation by the reason of
such termination or suspension.

9. Same as otherwise provided in this contract, all notices to be given on behalf of


the Managing Director of Delhi Metro Rail Corporation and all other action to be
taken on his behalf may be given or taken on his behalf by the HOD (Electrical)
/ Delhi Metro Rail Corporation, or left at his office.

10. Termination of Agreement by the Owner: The Owner after giving one month’s
notice to Delhi Metro Rail Corporation may terminate this agreement and such
notice shall be considered to be sufficiently served if sent by the registered post
to the Nominated Head of Department (Electrical) /Delhi Metro Rail Corporation
or left at his office, with an acknowledgement of its receipt.

11. Termination of Agreement for default: In the event of the Delhi Metro Rail
Corporation giving notice under clause 8 hereof for special maintenance,
repairs, modification, shifting or removal of the crossing and the Owner falling
within the time stipulated to carry out the said works except such portion thereof
as the Delhi Metro Rail Corporation may propose to carry out under the
provisions of clause 3 hereof or in the event of the Owner committing any other
breach of this Agreement or any part thereof, the Delhi Metro Rail Corporation
shall be entitled in its absolute discretion (notwithstanding the provisions of
clause 10 hereof) to terminate this Agreement and all and any of the privileges
hereby granted upon the expiration of six months’ notice in writing of its
intentions so to do being given in the manner provided by clause 8.

12. Removal of crossing: Prior to the termination of this Agreement and subject to
the provisions of clause 3 hereof the Owner shall at his own cost remove the
crossing from the property of the Delhi Metro Rail Corporation and shall restore
the land to its original condition to the satisfaction of the Delhi Metro Rail
Corporation in all respects. In the event of the Owner failing to remove the said
crossing and restore the land to its original condition in manner hereinbefore
provided the Delhi Metro Rail Corporation will be entitled at its option
immediately after the termination of this Agreement to carry out such work of
removal of the crossing and restoration of the land without being responsible for
any loss or damage whatsoever to the said crossing or any part thereof. In such
an event the Owner will pay to the Delhi Metro Rail Corporation on demand all

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costs incurred by the Delhi Metro Rail Corporation in connection with such work
determined by the Delhi Metro Rail Corporation in its absolute discretion. The
said crossing and the materials used in connection therewith and belonging to
the Owner will be and remain the property of the Owner but the Delhi Metro Rail
Corporation will be entitled to retain the same but without any liability therefore
until the amount of such costs as aforesaid have been paid by the Owner to the
Delhi Metro Rail Corporation.

13. Indemnity: The said crossing will be used at the sole risk and responsibility of
the Owner. If at any time owing directly or indirectly to such use or to the
existence of the said crossing or to the carrying out of the work of erection
and/or repair and/or removal of the said crossing and restoring the land to its
original condition or to the exercise by the Owner of any privileges hereby
granted or to any other cause arising out of the operation of the Agreement any
damage will be caused to the Delhi Metro Rail Corporation or to the track and
works, Rolling stock or any other property of the Delhi Metro Rail Corporation or
if in consequence of any of the matters aforesaid or of any default in fulfilling
any of the conditions of the Agreement or of any negligence on the part of the
Owner or any person connected with him, any claim or damage or loss be
substantiated by any person or persons against the Delhi Metro Rail
Corporation, the Owner will upon demand pay forthwith and make good the
same and shall also make good to the Delhi Metro Rail Corporation all costs
and expenses which it may incur in regard to any such claim or damage or loss
as aforesaid. In the event of there being any dispute as to what specific loss
and/or damage has been caused by reason of any of the matters aforesaid
such dispute will be preferred to the nominated HOD (Electrical) of the Delhi
Metro Rail Corporation, whose decision thereon shall be final and binding.

14. Delhi Metro Rail Corporation Accidents: The Delhi Metro Rail Corporation
shall not be responsible for any damage to the crossing and other property of
the Owner due to an accident in the working of Delhi Metro Rail Corporation
due to any cause whatsoever.

15. Sub-letting: The Owner will not sub-let, transfer or assign this Agreement or
any of the privileges hereby granted without the previous consent in writing of
the Delhi Metro Rail Corporation.

16. Limitation of rights: Nothing herein contained will be construed as conferring


upon the Owner or his permitted assignee any rights over the property of the
Delhi Metro Rail Corporation.

17. Costs of Agreement: All the costs and expenses incidental to the preparation
and completion of these presents including stamp duty will be borne and paid
by the Owner.

In witness whereof the parties have hereunto set and subscribed their respective hand
and seals the day, month and year respectively mentioned against their respective
signatures.

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(Seal of the Owner) (Signature)

Signed at...............................by Shri................................for and on behalf of the


Owner in the presence of:

1. Name
Address Signature of witness

2. Name
Address Signature of witness

Signed at ............................ by Shri....................................for and on behalf of


the Managing Director of Delhi Metro Rail Corporation in the Presence of:

1. Name
Address Signature of witness

2. Name
Address Signature of witness

Note: The term nominated HOD (Electrical) wherever occurring in this


Agreement may be replaced by designation of the officer on whom the
duties devolve.

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Annexure A - 4.04

CERITIFICATE OF COMPLIANCE TO BE GIVEN BY THE OWNER AFTER


CONSTRUCTION OF CROSSING
(Assumption: DMRC track exists prior to construction of crossing)

1. It is hereby certified that the electrical overhead line/underground cable crossing


No..........................at Km...........on the section........................of Delhi Metro Rail
Corporation has been constructed in compliance with Indian Electricity Act, 2003
and Metro Railway (Operation & Maintenance) Act, 2002, and the rules made
there under and as amended from time to time and the Stipulations for Power line
crossings of Delhi Metro Rail Corporation tracks. The crossing has also been
constructed in accordance with the drawings approved by HOD (Electrical) of
Delhi Metro Rail Corporation, the reference of which are given below:

S. Drawing Title of Location of Reference Approving


No No. Drawing Crossing under which authority
$ drawing is (concerned
approved HOD/Electrical)
1
2
3
4
5

2.* It is also hereby certified that the overhead line crossing would be further
modified by the Owner, in future, on a written request of DMRC, if the conditions
so warrant.

Along with a reproducible print eight copies of the drawings showing the completed
power line crossing is/are enclosed.

Signature
(Seal of the Owner) Name of the Owner
Date
Place

*Strike off, if not applicable

$ The location of the overhead line crossing or underground cable will be identified by
indicating the Chainage with the painted number of the pier/traction masts/structures, as
available, between which the overhead line or underground cable crossing is located.

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APPENDIX - V

CATENARY MAINTENANCE VEHICLES

1. Catenary Maintenance Vehicle (CMV)


2. Introduction
3. Battery Operated CMV
4. Diesel Operated eight wheeler CMV
5. Diesel operated four wheeler CMV with Jib and Cradle
6. Overhead Maintenance Vehicle (OMV)
7. Rail cum Road Vehicle (RRV)
8. Bogie Flat Rail Carrying Wagon(BFR) with Wiring Reel
9. Bogie Flat Rail Carrying Wagon(BFR)

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APPENDIX – V

CATENARY MAINTENANCE VEHICLES

1. Catenary Maintenance Vehicle (CMV)

The catenary maintenance vehicle serves the purpose of repair and maintenance
of electrical overhead contact systems available in the open air and in the tunnel
over the metro tracks. The maximum allowed speed in DMRC is 25 kmph and on
the points the speed must be reduced to 10kmph. With the working platform up,
the speed is limited to 5kmph.

2. Introduction

Different types of Catenary Maintenance vehicles have been procured by DMRC.


These track based vehicles are meant for maintenance of OHE and PSI
installations on the lines. Some of these vehicles utilised in DMRC are mentioned
below:
i. Battery operated, lifting platform type, four wheeler CMV
ii. Diesel operated, lifting platform type, eight wheeler CMV
iii. Diesel operated, Jib and cradle type, four wheeler CMV
iv. OMV, with platform
v. Rail Road Vehicle (RRV)
vi. Flat Wagon

3. Battery operated CMV

This battery operated smokeless CMV is suitable for maintenance of Overhead


Equipment of Underground section. It is provided with swivelling type lifting
platform. This platform allows several maintenance staff to stand on it for faster
maintenance of OHE. The basic information about this rail based vehicle is given
as below:

1 Engine NTA 855 L Cummins 400 BHP at 2100 rpm

2 Transmission CRT 5633 Hindustan Motors

3 Harden shaft GWB Germany

4 Overall length 11900 mm

5 Over all width 3000 mm

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6 Over all height 4250 (with observation done.)

7 Wheel base 8000 mm

8 Floor height 1130 above rail

9 Gross weight 30000 Kg

10 Track gauge 1676

11 No. of axel 2 (both powered)

915 mm (new)
12 Wheel Diameter
813 mm (condemn)

13 Max. vehicle speed 90 kmph

Horizontal reach form track


14 8500 mm
axis

15 Vertical reach from R/L 12000 mm

16 Close height from R/L 4150 mm

17 Max. height from R/L 8000 mm

18 Generator 8 kVA, 220V,50 C/S

19 Tank capacity 570 litre

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Fig. 305-01: Catenary Maintenance Vehicle (CMV)

4. Diesel operated eight wheeler CMV

4.1 This coach type CMV is provided with swivelling type lifting platform at roof.
This platform allows several maintenance staff to stand on it for faster
maintenance of OHE. This CMV is also provided with wiring reel. The basic
information about this rail based vehicle is given as below:

CIL NTA 855-R5, 2X285HP(213KW) at


1 Engine
2100rpm

2 Transmission AVTEC/SAN CRT 5633 (CRT UP 102 )

3 Harden shaft VOITH TURBO & XLO

4 Overall length 21336 mm Over body, 21836 mm

5 Over all width S.G/B.G – 2900/3150 mm

6 Over all height 4028 mm

7 Wheel base S.G/B.G – 2500/2896 mm

8 Gross weight S.G/B.G – 60.4 T/62.2 T

9 Track gauge S.G/B.G – 1435/1676 mm

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10 No. of axle 2 powered and 2 trailing axles.

915 mm (new)
11 Wheel Diameter
813 mm(condemn)

12 Max speed 60 kmph

Fig. 305-02: Catenary Maintenance Vehicle (CMV)

4.2 General trouble shootings of eight wheeler CMVs

S No. General Problems Probable cause


If transmission is not Check the bolts of transmission
1
engaging. cylinder

No movement in either
Check Pressure switch is ok or
2 direction, even if both the
defective.
engines are running.

If both the engine of CMV Check charging condition of 24 V


3
not starting. battery(Charged/discharged)

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If CMV not moving in either


4 direction/ Throttle of CMV Check TC-1 relay is ok or not,
not working

1. Check Air drained from fuel


pipe line

5 Engine not starting 2. Check Self-starter


defective/ok.

3. NRV defective/ok

1. Check Connections, whether


loose/tight.

2. Check for Hyd. pressure


Hyd. Lifting platform not leakage.
6
operating.
3. Check Motor clutch
plate/magnetic coupler.

4. Check Gearbox.

Heavy black smoke from


7 Air/oil filter may require replacement
CMV exhaust

Compressor gasket may be


8 Engine MR pressure low
defective

4.3 Trouble Shooting (Engine)

S.No. CAUSE REMEDY

1 Restricted Air Intake Clean/Replace air filter elements.

High Exhaust Back


2 Replace Silencer.
Pressure

Thin Air in Hot weather or


3 De-aerate Engine.
high Altitude

Air Leaks Between Cleaner Arrest by tightening clamps/Replace


4
and Engine hoses if damaged.

Dirty Turbocharger
5 Re condition Turbo charger.
Compressor

Improper use of starter Aid


6 Re condition Starter/Check Batteries.
Air temp

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Poor Quality Fuel/Grade


7 Drain & Fill good quality Fuel.
Fuel

Arrest Leakage /Replace weak


8 Air Leaks in Suction Lines
hoses.

9 Restricted Fuel Lines Check Fuel supply lines.

External & Internal Fuel


10 Arrest Leaks.
Leaks

Plugged Injector Spray


11 Calibrate Injectors.
Holes

Broken Fuel Pump Drive


12 Calibrate Fuel PT. Pump.
shaft

Scored Gear Pump or Worn


13 Replace Gear Pump assy.
Gears

14 Wrong Injector Cups Replace by Correct injector Cups.

Cracked Injector Body or


15 Replace Injector Body or Cups.
Cup

16 Damaged Injector O-Ring Replace ‘O’-Rings.

Excessive Injector Check


17 Calibrate Injectors.
Ball Leakage

Incorrectly Assembled Idle


18 Calibrate PT Pump.
Springs

Incorrectly Assembled
19 Calibrate PT Pump.
Governor Weights

High-Speed Governor Set


20 Calibrate PT Pump
Too low

Drain fuel tank, water separator Fuel


21 Water in Fuel and or waxing
filter & bleed with fresh fuel.

Fuel pump Calibration


22 Re-Calibrate Fuel pump.
Incorrect

23 Injector Flow Incorrect Re-Calibrate Injectors.

External and Internal Oil


24 Arrest Oil Leaks.
Leaks

25 Dirty Oil Filter Replace Oil Filter elements.

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26 Clogged Oil Drillings Remove Plug & clean.

27 Oil Suction Line Restriction Remove Sump and Clean Strainer.

28 Faulty Oil Pressure Regular Replace Regular Unit.

Crank Case Low or Out of


29 Refill Oil up to H mark.
Oil

Wrong Grade oil for


30 Use 15w40 grade of Oil only.
Weather Conditions

31 Oil Level too High. Drain Oil and keep Level at H mark.

Insufficient coolant Worn Top Up Water in Radiator/Replace


32
pump water Pump.

33 Faulty Thermostat Replace Thermostat

34 Damaged Hose loose Belts Replace Hose/Belt.

35 Internal water Leaks Arrest Water Leaks.

Clogged Oil Cooler or water


36 Clean oil cooler/water passage.
passages

37 Exterior Leaks/Air in system Arrest external leaks.

Low Coolant Capacity /Dirty


38 Clean Radiator Fins externally.
Radiator

Check Thermostat Provided or Not


39 Coolant Temperature Low
Otherwise Fit Thermostat.

Dirty Filter Replace Crankcase breather


40
/Screens/Breather element.

41 Long Idle Periods. Avoid long idle periods.

42 Engine Overloaded Avoid Overloading the Engine.

43 Oil Needs Changing Change Oil every 250 Hours.

Change Engine externally with


44 Engine Exterior Dirty
pressurised water.

Gasket Blow –by or Find out the fault and correct


45
Leakage accordingly

Faulty Damper/Fly Wheel


46 Replace Vibration Damper.
Balance

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Valve Leakage/Adjustment
47 Valve adjustment to be done.
Bad

Broken or Worn Piston


48 Replace piston rings.
Rings.

Incorrect Bearing Adjust and Rectify the


49
Clearances clearances/Replace Bearings.

Excessive crankshaft End


50 Replace thrust washer.
Clearance

51 Broken Cam Lobes Replace Cam shaft.

Main Bearing Bore Out of


52 Re-align bore/Replace bore.
Alignment

Overhaul The engine under guidance


53 Engine Due for Overhaul
from Cummins representative.

Damaged Main or Rod


54 Replace Bearings.
Bearing

Gear train Backlash/Broken


55 Replace Gears.
Tooth

Misalignment-Engine to
56 Check alignment.
Driven Unit.

Loose Mounting Bolts Head


57 Tighten all Cap Screws.
Cap Screw

Incorrect valve and Injection


58 Adjust Valve setting / Injector tuning
Timing

Worn of Scored Liners or


59 Replace linings / Piston.
Pistons.

60 Injectors Need Adjustment Calibrate Injectors.

Broken Bent push rod or


61 Replace push rod / cam Bore.
cam Box

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4.4 Troubleshooting (Transmission)

S. No In Case of Cause Remedy


Check for any leakage at
TC Oil cooler
TC Cooler connections
malfunctioning
(Both water and oil)

Check any waste particles


TC cooler flow restriction
block inside the TC cooler

Dis-assemble the TC cooler


TC oil
Oil & water mixed inside and check for any damages
1 temperature
the TC cooler inside the cooler & replace
high
the cooler

Temperature gauge Test the gauge ,repair or


malfunctioning replace with new

Check the level and


The oil level in the
maintain within limits
transmission too high
marked on dipstick

Selector linkages Check for linkage and pin


disconnected broken joints

Transmission Check for proper


does not Hose/pipe joints leak or
connections / routing with
engage in disconnected
2 respect to circuit diagram
forward
/reverse Insufficient pneumatic Check & Correct pneumatic
direction pressure system

Malfunctioning of master Check for its functioning/


controller rectify

Selector linkages Check for linkage and pin


disconnected/broken joints
Transmission
does not Check for proper
Hose/pipe joints leaking
3 engage to connections/routing with
or disconnected
high/low respect to circuit diagram
speed range
Malfunctioning of speed C heck for its functioning
range selector switch /rectify

Check for its functioning


No output Clutch cut-off valve
with respect to transmission
4 from inefficient
operator’s manual
transmission
Low clutch pressure (T.C Check the oil level and filter

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oil pressure) connections for any


leakages / blockage

Check for pneumatic


Clutch operating connections for any
pneumatic cylinder not leakages /disconnections
functioning with respect to circuit
diagram

Any internal mechanical Check and overhaul the


failure in Transmission transmission

Release the brake on deck


Vehicle brakes applied and bring brake handle to
‘Release & Running ‘

Check select master


Transmission not
controller direction selector
Vehicle does engaged in forward
to required position ,if not
not moves /Reverse
5 selected
when engine
throttled Release the parking brake
Parking brake applied with operating switch
provided on desk

Transmission clutch
operating valve Check for the its functioning
ineffective

Fasteners connecting
cordon shaft & input Check and torque tighten
flange loose

Excessive Mechanical Failure at


Check for any damages and
noise at input input assembly of
6 overhaul the transmission
side of transmission
Transmission
Remove the coupling and
Flexible Coupling check for any damages/
damaged fasteners loosened, replace
them torque tighten

Fasteners connecting
Check and replace
Excessive cordon shaft & output
fasteners & torque tighten
noise at flange loosened
7
transmission Mechanical failure at
output side Check for any damages and
output assembly of
overhaul the transmission
transmission

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Fasteners connecting
Check and replace
cordon shaft & input
fasteners & torque tighten
flange got loosened

Check oil level and top up if


Low oil level in final drive
Excessive required
8 noise at final Mechanical failure at
drive Check for any damages and
output assembly of
overhaul the final drive
transmission

Check for any loose part at


Torque arm joints
joints replace them and
loosened
torque tighten

4.5 Trouble Shooting (Lifting & Swivelling Platform)

S.No. Trouble Solution


1. Check whether all the 3 phases are ‘ON’
2. If the MAINS ON lamp does not blow check the
voltage after the transformer and bridge rectifier.
Repair or replace transformer or bridge .if found
faulty
Electrical
3. Check the working of electrical contacts of
1 Motors not
Contactors C1 & C2 as per the electrical circuit.
running
Replace the contactors, if found faulty to ensure
motor running
4. Check the fuses and replace if burnt
5. Check the settings of overload relays. Reset
depending on motor capacity, ifrequired
1. Check direction of rotation of pump and correct
it to Clockwise when seen from motor non-drive
end
2. Check oil level & top up. if required
3. Check suction strainer & clean if clogged
Oil not 4. if oil flow is not observed, open the DC
2
delivered valve,clean the spool and reassemble the valve
5. Keep the respective push button pressed and
check oil flow from outlets
6. If there is no oil flow,check the contractor C2.if
the contactor is working check solenoid coil.if
burnt replace new coil
Cylinder 1. Check the setting of relief valve fitted on
upward manifold block and if required Rotate the set
3 motion jerky screw in clockwise direction to increase the
Takes more pressure and in anti-clockwise direction to
than 45 sec. decrease the pressure. Tighten the check Nut

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To Complete and replace rubber cap as it was


stroke 2. Remove air lock from the pump .Remove the air
Cylinder not bleeding screwor delivery line coupling and run
lifting the the pump till the flow of oil is continuous and
load and smooth
Power pack 3. Tighten (close) shut off valve and release valve
not building of hand pump.
the Pressure 4. Piston seals worn out. Replace them
1. Check the pressure (load) indicated by the
pressure gauge. If the load is more,the overload
Power pack relay trips and motor gets switched off
4 (motor) automatically Reduce the pressure by rotating
stops the Relief valve set Screw anti-clockwise.
Overload relay is self-setting type which will
automatically reset
Platform
lowers with
jerks Takes
5 more than 1. Increase the setting of relief valve provided in
the return line. This increase the pilot Pressure
65 sec. to
lower
completely
1. If motor is not running, check contactor C1, C3
&C4.Replace whichever is faulty
2. Check the gap between the flanges of electro-
Platform not magnetic clutch & adjust it to 3mm approx. when
6
swivelling the platform is not loaded. It should be min. 0.5
mm when the platform is loaded uniformly with
additional tip load
3. Coil burnt. Replace the coil or clutch

4.6 Trouble Shooting (Electrical Systems)

Trouble-Shooting of The Starter Motor: Failure of the engine start may


be attributed (treated) not only to the faulty motor but also to other system
faults such as battery ,switches ,wiring connections ignition system or fuel
supply etc. Make sure that the trouble does not lie elsewhere before
attempting to test the starter motor. The following are some useful hints
for dealing with trouble limited to starter motor such as:

PROBLEM 1: When starter motor is operated its shaft fails to rotate or rotates
slowly and the starter motor does not crank the engine through pinion has
engaged with ring gear.

Causes Action-Remedy

a. Discharge/Defective battery Recharge battery/substitute a fully


charged battery
b. Defective/loose connections Tighten all connections

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c. Dirty, oil or badly burnt Remove the starter for further


commutator inspection

d. Starter terminal or brush box Remove the starter for further


having an earth fault. inspection

e. Defective solenoid switch Remove the starter for further


inspection

f. Defective armature/field coils Remove the starter for further


inspection

PROBLEM 2: Armature rotates but pinion fails to engage

Causes Action-Remedy

a. Improper pinion engagement Clean it.

b. Burr formation on pinion or De burr it by filling.


ring gear

c. Defective auxiliary coil Change auxiliary coil

d. Loose mounting Tighten mounting / Units

e. Worn commutator end/drive Change the bush


end bush

f. Commutator bearing pin Check the tightness of bearing pin fixing


loose screws

PROBLEM 3: Startermotor continues running after release of ENGINE START


switch
Causes Action-Remedy

a. Sticky starting switch Open starter motor isolating knife switch


immediately & repair / replace switch

b. Short in wiring harness Replace faulty wiring

c. Dry-drive end bush. Trace causes and lubricate.

d. Sticky solenoid switch Remove the starter for solenoid inspection


contacts

e. Bush in pinion seized on Remove the starter for inspection


shaft

f. Pinion/ring gear fouled or Clean thoroughly, de-burring of pinion and


damaged ring gear by filling

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PROBLEM 4:Pinion engages but starter motor does not crank the engine
(whining noise is heard)

Causes Action-Remedy
a. Insufficiently charged battery/ Recharge the battery/clean terminal and
corroded terminal smear petroleum jelly

b. Insufficient pressure on Change the brush springs / brushes


carbon brushes or worn out
brushes.
c. Shorted/earthing armature Change armature

d. Slipping clutch assembly. Change clutch assembly

e. Partially earthing field coil Change starter motor

f. Solenoid contact bad Re-set solenoid and replace spring

PROBLEM 5: Engine is not cranking

Causes Action-Remedy
a. Weakened battery Check the voltage of the battery
charge if required
b. Inoperative ENGINE Check and replace if necessary
START switch
c. Faulty fuel solenoid Check and replace if necessary

d. Faulty magnetic switch Check and replace if necessary

e. Faulty starting motor Check and replace if necessary


solenoid

f. Faulty starter motor Check and replace if necessary

g. Faulty Engine Relays Check and replace if necessary


(ER1,ER2) or Faulty fuel
solenoid Relay (FSR)

Using the Starter Motor


The following points should be strongly observed while starting the engine:
a. Make sure that all engine controls are correctly adjusted.
b. Press the fuel solenoid push button and turn the ENGINE START/STOP
switchon to “1”(“2”) position firmly and release it soon after the engine
fires.
c. If the engine does not fire at once, allow it to come to rest before another
attempt to start.
d. Do not run the battery down by repeated operations when engine refuses
to start. Ascertain the cause of failure to start.

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e. Starter motor should never be operated when engine is running, if


operated serious damage would occur both to starter motor and to
flywheel teeth. However built in safety is provided to safe guard the starter
motor, this is only limited to avoid continuous long cranking.

CAUTION:Do not operate the starter motor more than 10 seconds. If any
of the above defects found, system needs through inspection.

PROBLEM 6: Relays ER 1/ER 2/TRC/FSR does not operate.

Causes Action-Remedy

a. Low control voltage Check the control voltage


b. Large voltage drop Check the loose connection
c. Control circuit incorrectly Check and correct the control circuit and
wired. coil connection.

PROBLEM 7: Relays chatters ER1/ER2/TRC/FSR

Causes Action-Remedy
a. Low control voltage Check the control voltage
b. Large voltage drop Check the loose connection
c. Broken shading ring on the The mechanical life of magnet is over.
magnet pole.

PROBLEM 8: Humming of iron core or noise magnet.

Causes Action-Remedy

a. Rust or dust or other Rub off rust with fine emery paper or clean
substance is on contacting the surfaces with the cloth.
surface of iron core.

b. Broken shading rings The mechanical life of magnet is over.

c. Magnet faces not mating. The mechanical life of magnet is over

d. Dirt or rust on magnet faces Clean lightly with fine emery paper or dry
cloth or use compressor air.

PROBLEM 9: Relays failure to pick up and close ER 1/ER 2/TRC/FSR

Causes Action-Remedy

a. Low voltage Check the control voltage.

b. Coil open or shorted Replace the coil.

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c. Mechanical obstruction Clean and check the free movement of


contact assembly.

PROBLEM 10: Relays failure to drop out (open) ER 1/ER 2/TRC/FSR

Causes Action-Remedy

a. Coil not disconnected from Check wiring of the coil circuit.


supply

b. Worn or rusted parts causing Replace such parts


binding.

c. Residual magnetism due to The mechanical life of relay is over.


lack of air gap

in magnet

PROBLEM 11: Overheating of coil

Causes Action-Remedy

a. Over voltage or under voltage Check and correct the control voltage.

b. Short circuit caused by Replace the coil


mechanical damage in in coil

c. Dirt or rust on pole faces Check pole faces with very fine emery
increasing the air gap. paper or dry cloth.

PROBLEM 12: Over charging battery gases.

Causes Action-Remedy

a. Sensing lost Check circuitry and restore sensing


connections

b. Faulty regulator Check the regulator replace if


necessary

c. Rotor shorted to earth on Rectify and replace rotor assembly.


negative side

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PROBLEM 13: Engine does not stop.

Causes Action-Remedy

a. Faulty ENGINE START/STOP Check and replace if necessary


switch

PROBLEM 14: Even though lube oil pressure is more, engine does not sustain
(stops after releasing the start push button)

Causes Action-Remedy

a. Faulty low water level switch Check and replace if necessary

b. Faulty low water level relay Check and replace if necessary

c. Faulty over speed switch Check and replace if necessary

d. Faulty lube oil pressure switch Check and replace if necessary

e. Faulty low hydraulic oil level Check and replace if necessary


switch

f. Faulty HLR relay Check and replace if necessary

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PROBLEM 15: Engine throttles in high range but car does not move
(transmission do not engage)

Causes Action-Remedy

a. Defective timer relay Check and replace

b. Defective clutch cut off valve Check and replace

PROBLEM 16: Brake applied indication does not extinguish even after all the
brake are released.

Causes Action-Remedy

a. Defective service brake Check and replace


pressure switch

b. Defective parking brake Check and replace


pressure switch

c. Disturbed pressure settings in Check and verify for proper settings.


pressure switch.

PROBLEM 17: Emergency raise of engine does not take place i.e. engine
remains idle when

EMERGENCY RAISE PUSH BUTTON is raised

Causes Action-Remedy

a. Defective push button switch Check and replace

b. Defective ERR relay Check and replace

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PROBLEM 18: Engine throttle does not take place even after the throttle handle
is moved to different notch positions.

Causes Action-Remedy

a. Defective ET1(ET2) relay Check and replace

b. Defective timer relay (TCE2) Check and replace

c. Defective MUTC solenoid Check and replace

d. Defective speed relays(NRA- Check and replace


NRD)

PROBLEM 19: Car does not move when selected “LO” in the “RANGE
SELECTOR”

Causes Action-Remedy

a. Defective LRR relay Check and replace

b. Defective timer relay (TCE1) Check and replace

c. Defective GS 1 solenoid Check and replace

d. Defective clutch off valves Check and replace

PROBLEM 20: Forward/Reverse solenoid fails to get energized even after


direction is selected.

Causes Action-Remedy

a. Defective ADD ON block on Check and replace


CT 1 (CT 2) power contactor.

b. Check 02R relay for its Check and replace


operation .Power to this relay
comes from signal converter.

c. Defective Signal Converter Check and replace

d. Defective Forward/Reverse Check and replace


solenoids

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PROBLEM 21: Cabin does not get initialized

Causes Action-Remedy

a. Defective RESET AND Check and replace


INTIALISATION push button

b. Defective cabin relay  Check and replace


 CR 1-CABIN 1  Use stand by relay by switching
 CR 2-CABIN 2 on cabin BY-PASS Switches in
control cubicles.
c. Defective DRIVERS KEY Check and replace
SWITCH

PROBLEM 22: Head light does not glow

Causes Action-Remedy

a. Defective head light switch Check and replace

b. Defective DC-DC converter Check and replace

c. Defective/fused bulb Check and replace

PROBLEM 23: Indication lamp does not glow even after fault is sensed.

Causes Action-Remedy

a. Defective lamp unit Check and replace

b. Defective Diode stack unit Check and replace diode in that


particular fault line

c. Defective relay contact Check and replace relay/add on block.

5. Diesel operated four wheeler CMV with Jib and cradle


5.1 This CMV is provided with Jib and Cradle which is suitable for working on
the equipment provided at height above catenary wire such as isolators,
cross feeders etc. The basic information about this rail based vehicle is
given as below:

1 Engine NTA 855 L of Cummings, 400bhp at 2100rpm.

2 Transmission CRT 5633 of Hindustan Motors.

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3 Carden shaft GWB of Germany.

4 Overall length 11900 mm ( Less shaku coupler)

5 Overall width 3000 mm

6 Overall Height 4250 mm ( With observation Dome )

7 Wheel Base 8000 mm

8 Floor Height 1130 mm (above rail)

9 Gross weight 30000 kg (Approx.)

10 Track Gauge 1676 min (BG)

11 No. of axle 2 ( Both powered )

915 mm ( New )
12 Wheel diameter
813 mm (Fully worn)

Max. Vehicle speed


13 90 kmph
–jib & Cradle

Horizontal reach
15 8500 mm
from track axis

Vertical reach from


16 12000 Meter
rail level Lifting Mast

Close height from


18 4150 mm
rail level

Lift height from rail


19 8000 mm
level

20 Gen Set 8 KVA/220V/50 Hz

21 Fuel tank capacity 570 Iiters.

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Fig. 305-04: Catenary Maintenance Vehicle with Jib and Cradle (CMV)

5.2 General Defects of four wheeler CMV

S.No. General Problems Probable cause

Transmission System

1. If transmission changeover Check healthiness of Transmission


mechanism not working selector switch

2. If Gears are not engaging in Maintenance/Overhauling of shift


Forward/reverse direction due to cylinder required
less transmission oil pressure

3. If Oil pressure is below 8 kg in Maintenance/Overhauling of shift


reverse direction cylinder required

4. Changeover of hydraulic Check Creep speed motor condition.


transmission to hydraulic
transmission struck up.

Pneumatic System

1. If air pressure leakage is from Check the condition of pipe.


shift cylinder.

2. If Sector switch not working in 0- Check the healthiness Selector switch


1 position.

3. If leakage from Panto pressure Check the condition of pipe.

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pipe.

4. If there is Sudden air pressure Auto drain valve requires


drop in MR gauge maintenance/overhauling.

5. If pressure is less 1. Check the air leakage,if yes

2. O ring in C2W relay valve may be


defective.

Hydraulic system

1 If Oil leakage from piston valve Check O ring


assembly

Engine

1 Engine not starting. Check the fuel line

5.3 Other Troubleshooting

Problem(s) Cause(s)

No fuel in tank

Battery not charged

Faulty ignition switch

Defective starter motor

Engine does not start Defective fuel shut off solenoid

Low lube oil pressure

Defective failsafe system

Incorrect main panel switch

Air in the fuel line

Compressor pipe leakage

Drain cock in tank is open

Air pressure not raising Auto drain valve defective

Main pipe leakage or open

Defective valves

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Defective shut off cock

Air compressor defective

Excessive operation of brake & horn

Brake is applied all the time Dead man safety is defective or applied

Shift cylinder sticky

Parking brake is applied

Transmission does not engaged

Faulty selector switch

Faulty solenoid
Vehicle does not move Low oil pressure

Faulty pneumatic valve

Low air pressure

Chocked air filter

Flex disc is broken between transmission & fly


wheel

Drive adapter inside axle box disconnected

Sensor connector is loose

Tachograph or speedometer Electrical connection open or loose


not working Faulty sensor

Faulty Tachograph

Faulty cable

Mechanical shaft of motor with fan disengaged

Radiator fan is not working Shut off valve of hydraulic pump is not open

Cross flow valve of radiator hydraulic motor is faulty

Hydraulic shut off valve of main hydraulic pump is


Lifting Mast, Jib and cradle not open
not working
Two position master valve not working

Vehicle not working in creep Shut off valve of charge pump is closed

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speed Hydrodynamic to hydrostatic transmission change


is not done

Electrical connections loose at pump or joystick

2 position solenoid operated master valve not


No movement in elevating functioning
platform. Relief setting mounted on elevating platform is too
low.

Nominating push button switch faulty


Particular movement of
elevating platform not Throttle(flow) control setting is low
functioning
Any mechanical locking in the movement

6. Overhead Maintenance Vehicle (OMV)


6.1 OMVs are provided with swivelling type lifting platform. This is basically a
non-self-driven vehicle but facilitated with small movements called inching
when used in decoupled condition. Its hauling is done with the help of self-
driven vehicle such as CMV. The technical details of this vehicle are as
given below.

1 Overall length 12500 mm

2 Width of under frame 2700 mm


3 Over all height of vehicle 4400 mm

4 Track gauge 1673 mm

5 No. of Non power axel 2 No's

6 Diameter of non-power wheel 915 mm

7 No. of power bogie containing four wheel in middle 1 No

8 Diameter of powered wheel 500 mm

9 Elevated height of floor above rail level when elevated 5000 mm

10 Elevated height of floor above rail level when closed 3000 mm

11 Elevating rotation 90

12 Reel storage stand 2

Drum diameter 1800 mm

Drum width 11000 mm

13 Drum weight 3000 Kg

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Fig. 305-05: Overhead Maintenance Vehicle (OMV)

6.2 Troubleshooting (OMV)

Problem Cause

No fuel in tank

Battery not charged

Faulty ignition switch

Defective starter motor

Engine does not start Defective fuel shut off solenoid

Low lube oil pressure

Defective failsafe system

Incorrect main panel switch

Air in the fuel line

Compressor pipe leakage

Drain cock in tank is open


Air pressure not raising
Auto drain valve defective

Main pipe leakage or shut off valve of Shaku

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coupler is open

Defective valves

Defective shut off cock

Air compressor defective

Excessive operation of brake & horn

Parking/Service brake is applied

Powered bogie drive chain broken

Faulty selector switch

Faulty solenoid
Vehicle does not move
Low Hyd. oil pressure

Hyd. Pump drive sleeve broken

Joy stick not functioning

Powered bogie offloaded.

Pressure regulating valve setting is low

Hyd. Drive unit lock bolt loose and complete


unit slipped back.

Reel drum not rotating Reel drum over tensioned

Control valve relief defective

Flow control setting in manifold block is too low

Control valve is defective

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7. Rail cum Road Vehicle (RRV)

Fig. 305-06: Rail cum Road Vehicle

7.1 Technical details are as given below:

Overall length 8250 mm

Overall width 2250 mm

Overall height (with catwalk) 3500 mm

Rail wheel base 6780 mm (Rail mode)

Road wheel base 4200 mm (Road mode)

Track gauge SG

Rail wheel diameter 400 mm

Rubber tyre size 10.00 – 20

Type of suspension of rail units


a. front Coil spring with hydraulic dampers.
b. rear Coil spring

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Loading platform Length – 5800 mm


Width – 2450 mm
Height – 615 mm (Side walls collapsible)

7.2 Maintenance schedule

i. Daily Maintenance Schedule:

a. Before starting check the followings:


1) Engine oil level, top up if required
2) Hydraulic oil level, if required top up to maximum mark at sight
glass in the tank.
3) Brake oil level,
4) Radiator level,
5) Fuel oil level (Maximum tank capacity 90 litre.)
6) Transmission oil level.
7) Differential oil level.
8) Battery electrolyte level, if required to up with distilled water.
b. Check Hydraulics pipe Lines, Hoses, Fittings for damages. loosening,
leaks and worn-out components. Correct or replace them if necessary.
c. Check front & rear rail guide wheels and turntable locking mechanism,
Stoppers and fasteners for damages, loosening or worn-out
components. Correct or replace them if necessary.
d. Visually check pneumatic pipes and hoses and brake shoes for
damages, looseness, leaks and worn-out components. Correct or
replace them if necessary.
e. After starting the engine, check functional operation of hydraulics,
pneumatics mechanicals and electrical like pump, cylinder, brakes,
clutch, transmission, horn, wiper, gauges and lights.

ii. Weekly Maintenance Schedule:

a. Attend all scheduling points mentioned in Daily Maintenance.


b. Tighten and check all fasteners of guide wheel attachment at front and
rear.
c. Clean and grease all greasing point provided at suspension pivot
clamp, suspension housing, lock pin housing, turntable trolley, slide
gallery etc.
d. Check all joints for hydraulic connection for any leakage or looseness.
e. Check all pneumatics for any damages, looseness or leaks.
f. Check that all electrical control, lights and gauges are working
properly.
g. Check guide wheel play. If play is excessive tighten the axle nut after
removing the end cover and lock pin. Reassemble after tightening.
h. Check fuel line connection for any leakage.

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i. Check all road wheels, nuts for proper tightening. Ensure that tyres
are inflated to correct air pressure (100 PSI)
j. Clean air cleaner
k. Stopper stud should be checked at front and rear guide wheel
attachment for correct positioning of suspension 900 to rail track
during rail mode. If any misalignment of stopper stud is found it should
be readjusted to bring suspension unit in vertical position to the tack.
l. Check and ensure weekly maintenance of the vehicles.
m. If any other normal maintenance is required that should be attended
too.
n. Check brake application.

iii. Monthly Maintenance Schedule:

a. Clean thoroughly front guide wheel assy, rear guide wheel assy,
turntable sliding gallery and locking pin slide mechanism.
b. Thoroughly checkup all fasteners for proper tightening at guide wheel
attachment & lock mechanism.
c. Greasing of grease nipples, guide wheels – hub bearings and bearing
play adjustment.

Procedure: Wheel hub. Greasing – Open end cover or wheel hub by


unscrewing six hex bolts. Remove cotter pin (split pin) and slotted nut.
Take out washers and outer bearing. Thoroughly clean and pack with
grease. Reassemble.

Procedure: Play adjustment – Tighten the lock nut and rotate the
wheel to ensure correct play. Now insert cotter pin / spit pin. Finally
end cover should be tightened. This procedure should be followed for
all steel wheels.

d. Thoroughly check air line joints, hydraulic line joints to avoid any
leakage.
e. Hydraulic pressure checkup & resetting

Procedure: Place manual transmission in neutral with parking brake


applied. Attach pressure gauge to test port of relief valve. Switch on
hydraulic pump. Operate the D.C valve switch of the turntable jack
and see the pressure. Pressure should be 150 kg/cm2. If required this
can be readjusted by main relief valve.

f. Brake block clearance adjustment, brae air pressure checking and


setting for rail mode. If required brake clearance can be adjusted by
unscrewing brake chamber fork.

Air pressure should be checked at pressure reducing valve provided


in the circuit at 4 kg/cm2 and 15 kg/cm2.
g. Check and correct front & rear cylinder trunion pin mounting.

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h. Electrical operation and panel switches checking & setting.


i. Over all checking and servicing for road operation

iv. Yearly Maintenance Schedule:

a. Overhaul wheel bearing and axle. Replace worn-out parts.


b. Replace hydraulic suction strainer and return line filter element in the
tank.
c. Replace all damage fasteners of guide wheel units. Check and
replace mounting plates and fasteners if required.
d. Replace rubber pads of suspension unit. Check suspension spring for
any wear and damage. Replace if required.
e. Check and replace all damage, cracked, blistered hose pipes from
hydraulic or air line circuit.
f. Overhaul brake chamber, relay valve, reducing valve, double check
valve and shut off cock. Use new seal kits or replace component if
necessary.
g. Reset hydraulic and pneumatic pressure for proper working. Ref. –
Monthly schedule.
h. Check the condition of hydraulic cylinder, replace seal kit if necessary.
i. Check mounting pins of cylinders and if bent or damaged, replace.
j. Overhaul turn-table base bearing and reassemble with proper
greasing. Replace worn out parts. Check and ensure proper condition
of trolley rollers.
k. Check and ensure proper function of all D.C valves and switches.
l. Check PTO and hydraulic pump coupling for proper function. Replace
worn-out components.
m. Check electrical components such as horn lights, switches etc.
Replace as required.
n. Finally rail and road testing should be done for satisfactory work.
o. Checking for road operation yearly/kms

7.3 Trouble Shooting

Problem Problem Cause Possible Remedy

Reservoir oil level low Fill reservoir to full level with


recommended oil.

PTO not engaged Engage PTO by electrical switch and


Hydraulic
pump not solenoid operated air cylinder.
delivering Check all strainers and filters for dirt
Fluid restricted to pump intake
fluid
and sludge clean and replace if
necessary

Fluid restricted at return line. Check main relief vale return line filter

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Linkage bent or coupling broken Replace components

Mechanical lock engaged Disengage ref. operation manual.

Hydraulic pump not engaged Engage hydraulic pump.


Guide
wheel units Pump reservoir oil level low Fill reservoir to full level with
do not recommended oil.
lower or
raise Components bent broken etc. Replace components.

Hydraulic pressure is not Check and set pressure to 150 kg/cm2


sufficient at main relief valve.

Vehicle over – loaded Remove excess load from vehicle


Guide
wheel unit Hydraulic pressure relief valves Check and adjust if necessary see
is difficult to set incorrectly adjustments hydraulic pressure
lower or adjustments.
raise
Components bent broken etc. Replace components.

Lock pin Foreign material (Mud, slush, Clean and grease.


cannot be dirt. etc) in locking mechanism.
inserted
when guide Misalignment of slot and lock Ensure correct alignment.
wheels are pin
in "Rail"
position Components bent broken etc. Replace components.

Redistribute or remove some of the


vehicle Vehicle overloaded
load
front tyres
Front axle hook arms not
clear rail be Engage front axle hook arms.
engaged under vehicle front
less than
40 mm axle.
when
Bent hook arm Correct or replace.
vehicle is
on rail and Link chain is not properly
loaded adjusted Adjust properly.

Hydraulic pump is not engaged Engage the pump.


Turn table
Locks are not disengaged Disengage lock.
cylinders
are not Jack D.C valve not working due Check pressure and replace worn-out
lowering or
to internal seepage. oil seals/parts if required.
raising
Pilot check valves are not Check and replace worn-out part/seals

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working or assembly.

Restriction / blockage in hose Check and clean.


pipe and pipe lines

Vehicle loaded heavy on one Move load to centre of vehicle


side.

Vehicle rear tyres under inflated. Check pressure inflate if low (100 PSI)

Guide wheel brake shoes


Vehicle Re-adjust brake shoes
dragging.
pulls
noticeable
Front axle hook arms not
to the left or Engage front axle hook arms.
engaged under vehicle front
right when axle.
on rail.
Check for correct rear tyre replace if
Incorrect or worn vehicle rear
necessary. Replace worn rear tire.
tyre.
Re-align by loosening and re-tighten in
Guide wheels are not aligned to
the axle clamp bracket on straight level
the vehicle. track.

Rail guide wheel mounting Check & tighten all bolts, replace
hardware is loose. damaged bolts.

Guide wheel bearings excessive Check & adjust or replace worn out
Vibration play / worn out parts, if required.
felt in the
vehicle Guide wheel has excessive run Check guide wheel tread and flange run
when out / wearing. out/wear out maximum diameter 400
traveling on and minimum than minimum value.
rail
Vehicle rear tyres out of Balance tyre.
balance.

Vehicle rear rim bent. Replace bent rim.

Redistribute or remove some of the


Vehicle overloaded
load
Spring cells Vehicle rear tyres under inflated
excessive Check pressure inflate if low (100 PSI)
compresse Damaged or broken rubber pad
Check and replace
d inside suspension housing

Settled / damaged springs


Check and replace

Vibration Guide wheel mounting hardware


Check and tighten all bolts
felt in the is loose.

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vehicle
when Turn table and guide wheels are
traveling on not locked and in road position.
Make sure turntable and guide wheel
road
Vehicle rim bent. units are locked in road position.

Vehicle tyres out of balance. Replace

Balance tyres.

Maintain air pressure set unloader


Low air pressure in the tank. valve

Check and positioned all five shut off


All five shut off cocks are not cocks for rail mode
positioned on rail mode.
Check and rectify ref. PTL brake
Vehicle
Leakages from joints, pipe lines schematic.
brake is
brake chamber and vales.
poor on rail
Pressure setting disturbed at Check and set pressure ref. PTL brake
reducing valve schematic

Worn out brake block Adjust or replace worn out brake


blocks.

All five shut off cocks are not Check and position all five shut of
cocks in road mode.
positioned properly for road
mode.
Vehicle
brake is Air leakage from joins pipes, Check and ensure for proper tightening
wornout parts, bleed out air from
poor on valve etc.
road hydraulic.

Air in the master cylinder brake Brake circuit.


circuit / low brake oil

Switch is not positioned for rail Check and position.


mode.
Let air pressure rise (Horn will blow
Pneumatic Air pressure in the tank is less. only after 4.5 kg. air pressure as per
horn is not pressure protection valve setting).
blowing on
rail mode Faulty push button and electrical Check and correct
connection.

Faulty solenoid valve and horn Check and replace, if required.

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8. Bogie Flat Rail Carrying Wagon (BFR) with wiring reel


i. Length = 11950 mm

ii. Width = 3000 mm

iii. Height = 3.0 meter

iv. Height of Platform/flange = 1.2 meter

Fig. 305-07: Bogie Flat Rail Carrying Wagon (BFR) with wiring reel

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9. Bogie Flat Rail Carrying Wagon (BFR)


i. Length = 11950 mm

ii. Width = 3000 mm

iii. Height = 1.6 meter

iv. Height of platform flange = 90 cm

Fig. 305-08: Bogie Flat Rail Carrying Wagon(BFR)

AC Traction Manual Volume-3 Appendix-V Page 127

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