VISVESVARYA TECHNOLOGICAL

UNIVERSITY
BELGAUM-590014

ACHARYA INSTITUTE OF TECHNOLOGY

BANGALORE-560107

DEPARTMENT OF ELECTRICAL AND

ELECTRONICS ENGINEERING
A INTERNSHIP REPORT ON
Traction system
UNDER THE GUIDENCE OF

PRIYA SHARMA(Executive Engineer TRACTION)

SUBMITTED BY

BASAVAJYOTI
1AY13EE018
 FARHANA BEGUM
1AY13EE030
NIKHIL BOOTHPUR
1AY13EE052
1.Introduction
Namma Metro also known as Bangalore Metro is
a metro system for the city of Bangalore, Karnataka,
India. The agency responsible for its implementation is
the Bangalore Metro Rail Corporation Ltd (BMRCL), a joint
venture of the Government of India and the Government
of Karnataka. The first stretch (Reach 1)
between Baiyyappanahalli and M.G. Road was
inaugurated on 20 October 2011.Reach 3 & 3A between
Sampige Road and Peenya Industrial Area was
inauguratedon1March2014.
A mass transit system for Bangalore was initially
conceived as a public-private partnership (PPP) in 1993.
The detailed project report (DPR) for Phase I of Namma
Metro project was prepared by the Delhi Metro Rail
Corporation (DMRC) and submitted to the BMRCL in May
2003. The final approval on a scheme that incorporated
the expertise of DMRC and RITES Limited came in April
2006. The DPR
preparedbyDMRCenvisageda33 kmelevatedandundergrou
ndrailnetworkwith32 stations for Phase I of the project.
The proposed gauge was standard gauge unlike the broad
gauge on the Delhi Metro network.
Fig.1 BMRCL Route map

2.TRACTION AND POWERSUPPLY SYSTEM

2.1 RECEIVING SUBSTATION(RSS)
The Phase-I network of Bangalore Metro Rail has four
Receiving Substations. Out of these four RSSs, three viz.
Baiyappanahalli, Peenya and Puttenahalli are Air
Insulated Switchgear (AIS) type while the fourth i.e.
Mysore Road RSS is Gas Insulated Switchgear(GIS)type.
 Fig:RSS sub station
The Electrical energy is fed from Power Supply Authority
grid at the nominated receiving substations. The power is
provided at 66 kV level. The system consists of 4RSSs at
east, west, north and south areas. Each RSS has two
incoming 66kV bays, two outgoing 66kV transformer bays
and one bus coupling bay. Receiving substation has two
66kV/33kV Power Transformers. The power from
transformers is fed to 33kV main substation having 33kV
switchgears for distributing power further to auxiliary and
traction networks. The RSS receives the power from the
Grid Substation through two sets of cable feeders of 630
Sq. mm Aluminium laid in ground in Trefoil formation. 66
kV substations are AIS, while 33 kV is indoor metal clad
switchgear. The RSS has one indoor TSS (750 V dc)
substation to cater to the Traction load of Depot area. Two
feeders are installed at each RSS with 100% redundancy
for the system. Each feeder is capable of feeding the
entire load of RSS and coupling switchgear is provided at
the incoming level to facilitate the power transfer from
one cable to the other. One feeder in each RSS location
serves the system,where as another feeder is kept as hot
standby.
2.1.1 RSS EQUIPMENT

1.66/33KV Power Transformer

Fig2.3RSS-PowerTransformer
Receiving substation has two 66kV/33kV Power
Transformers. The power from transformers is fed to 33kV
main substation having 33kV switchgears for distributing
power further to auxiliary and traction networks.

2. 66kV SF6 Circuit Breaker

A circuit breaker is a switching device which can open or
close a circuit in a small fraction of second. This is
achieved due to its separable contacts. The closing and
opening of the circuit allows to establish or to interrupt
the circulation of current through the circuit under usual
or unusual working conditions,such as short circuits.

Fig :66kv sf6 circuit breaker

3.66kV Current Transformers

Current transformers are the instrumentation
transformers which are used for the metering and
protection purposes. When current in a circuit is too high
to apply directly to measuring instruments, a current
transformer produces a reduced current accurately
proportional to the current in the circuit, which can be
conveniently connected to measuring and recording
instruments. A current transformer isolates the measuring
instruments from what may be very high voltage in the
monitored circuit
4.66kV Potential Transformers
Potentia l Transformers are electronic devices that are
used to measure current and voltage circulating in
electrical power systems.They are designed to control
circuitry of high voltages by making use of a highly
accurate transformation ratio between magnitude and
phase.

Fig:66kv potential
transformer

5.66kV Isolator
A disconnector, disconnect switch or isolator switch is
used to ensure that an electrical circuit is completely de-
energised for service or maintenance. High-voltage
isolation switches are used in electrical substations to
allow isolation of apparatus such as circuit
breakers, transformers, and transmission lines, for
maintenance. The disconnector is usually not intended for
normal control of the circuit, but only for safety isolation.
6.Neutral Grounding Resistor
The Neutral Grounding / Earthing Resistor (NGR/NER) is
passive device to limit earth fault current. NGR / NER are
normally rated for a very short duration of 5, 10, 30 and
60 sec. For certain applications they are also rated for
continuous current ratings.

Fig:Neutral grounding resistor

system

7.66kV Lightning Arrestor

Lightning arrestor gives protection to substation
equipment by discharging lightning & switching over
voltages to earth. It consists of a series of spark gaps and
several non-linear resistances like thyrite, metrosil, etc. A
non-linear resistor is one whose resistance is not constant
but inversely proportional to applied voltage,it decreases
rapidly as the voltage across it is increased, i.e. it has an
extremely low value when the high surge voltage appears
& allows the flow of heavy currents of the order of
thousands of amperes & dissipates energy quickly &
recovers again, presents a high resistance value to the
normal line voltage as soon as surge has disappeared, so
that any tendency of the arc to continue is immediately
suppressed.

Fig:66kv lighting arrestor

8.10 kVA UPS System

An emergency lighting system is provided in the various
accesses and ways including outdoor yard, to indicate the
ways to exit. For this purpose self-contained 10 kVA
capacity of UPS is provided in RSS.
 Fig:10KVA UPS system
2.2 TRACTION SUBSTATION(TSS)
Traction substations are used to convert electrical power
as supplied by the power utility (or rail operators own
network) to a form suitable for providing power to a rail
system (via third rail or overheadline). The 33 kV power is
transformed to 750 V dc power by means of 33 kV / 292-
292 V Cast Resin
Drytyperectifiertransformersandrectifierofsuitablecapacity
installedintheTSSs. The traction system for mainlines is
that of floating negative / return system so that stray
currents are controlled. However for safety reasons, the
systems in depots are negative earthed one.Therefore,the
main line tracks are isolated from depots tracks through
insulated rail joints in order to minimize the stray
currents. A separate traction substation is therefore
provided in depot,so as to facilitate isolation of depot
traction power supply from mainline in order to prevent
the leakage of return currents to main line. Remote
operated sectionalizing switches are provided to feed
power from depot to main line equipment and vice-versa
in case of failure of TSS.
2.2.1 TSS EQUIPMENT

1.Rectifier Transformer(2850kVA)
This indoor dry type Rectifier Transformer used in Traction
Substation for stepping down the incoming voltage of 33
kV to feed the silicon rectifier diode meant for supplying
traction load at 750Vdc.

Fig: Rectifier transformer

2.2500KW Rectifiers
The total load requirement for the Traction load is being
met through installation of
tworectifiersatalltractionsubstationsinEWCorridorandoner
ectifieratalltraction substations in NS Corridor.At depot
traction substations,two rectifiers are installed. In DC
electric traction the naturally cooled silicon diode
rectifiers are the most suitable because of the following
reasons simple design low maintenance high overload
capacity long lifetime. To minimize the harmonic
distortion, the PD rectifier consists of two diode bridges
connected in series or in parallel. Both bridges are
prepared to be supplied from the two secondary windings
of the transformer, this solution provides 30 degrees
phase shift and 12-pulse influence supply network. Two
12-pulse rectifiers supplied by two three windings
transformers with +/-7.5 degree phase shift of primary
windings create 24-pulse rectifiers configuration. Single
bridge 6 pulse rectifiers are available on request only. The
most important advantage of parallel topology is
decreasing of load losses (almost two times smaller than
in serial configuration).It has an impact on the rectifier
dimension, number of diodes and space required to
dissipate heat produced by rectifier. However the turn
ratio unbalances between the Y- and D-windings of the
converter transformer for 12-pulse converters (built up of
two six-pulse bridges connected in parallel) causes
discrepancies between theoretical and real harmonic
level in supply network (especially for the 5-th, 7-th, 17-th
and19-th harmonics). To achieve the perfect balance the
transformer windings connected to the rectifier bridges
must generate exactly the same voltage. The number of
turns should then be 3 times higher for the D-winding
than for the Y-winding, but the number of turns must be
an integer. Due to the low secondary voltage the number
of turns must be comparatively few. Hence a turn ratio
error is inevitable. The values of 5-th and 7-th harmonics
are a few times higher in case of parallel than in serial
topology however they do not exceed allowable level and
this difference exists mainly at low load. The conclusion is
that a 12-pulse converter built up of two Parallel -
connected six pulse bridges is very sensitive to turn ratio
Unbalances between the Y- and D windings of the
converter transformer. A 12-pulse converter built up of
two series connected six-pulse bridges is much less
sensitive to this type of unbalance. The secondary
windings of the transformer should be made as decoupled
to decrease this effect significantly (coupling factor< 0.2)
or the output transition coil, which connects outputs of
the parallel bridges,should be applied.

3.Short Circuiting Device

Short Circuit Device (or SCD) for 750 VDC system is
installed in the metro railway substation for control and
protection against voltage difference between Running
Rail Voltage and the substation earth bus bar. It is
installed in each passengers station. In DC traction
systems, impermissible touch voltages may occur
between there turn circuit and the structure earth,due to
operational and short-circuit currents. Due to this, a
voltage-limiting device must be installed between the
return circuit and the structure earth,preventing the
existence of impermissible touch voltages. If voltage
comes above first level (60V) during a determined
duration (3s), the contactor closes and opens only if the
current is reduced to a determined level. If voltage comes
above second level (120V - voltage higher than the first
level, instantaneous), major fault signal is sent to the
RTU.The contactor will then stay closed(lockout) and only
opens through there set button.

4.Negative Return Panel

The third rail acts as the positive and the running rails as
the negative. The return current via the running rails is
fed back to negative return panel, hence closing the
circuit.

5.Bypass Load Breaker Panel

The bypass Load Breaker Panel connects two adjacent
3rd rail sections in case of an outage of a TSS.These
panels are placed at a location away from Incomer and
line feeder panel
 Fig:By pass load breaker panel

6.HighSpeedBreakers

a.Incoming

b.Feeder
The switchgear is designed to ensure a trip free,rapid
opening of its main contacton detection of short-circuit,
and to quickly extinguish the arc by generating a
constant over-voltage during the whole interruption
process.
2.2.2 RING MAIN SYSTEM
One traction substation is located for supplying power to
test tracks and stinger systems at the Metro train depot,
Baiyappanahalli .The depot TSS is fed from respective
RSSs through 33kV ring main feeders from the two halves
of the RSS 33kVbusbar. The 66kV power supply will be
stepped down to 33kV level at the RSS of BMRCL. The
33kV power supply drawn from RSS will be distributed
along the alignment through 33kV Ring main cable
network for feeding to traction and auxiliary loads. Each
traction substation is receiving power at 33kV from the
33kV ring feeder. Normally, every TSS has 2 switchgear
feeders, for loop-in-loop-out of 33kV ring main feeder,
which provides power to 33kV bus bar. Rectifier
transformer(s) are fed from this bus bar. The feeding to
TSSs is with close ring systems i.e. from the RSS two
33kVfeeders(onefromeachhalfof33kVbusbarinRSS)to feed
alternate TSSs and the ring is closed at appropriate
location. This arrangement of TSS feeding ensures that
one ring main cable fault will not put any of the TSS out
of service.
2.3 AUXIALIARY SUBSTATION(ASS)
Auxiliary supply is required for lightning purpose, lift,
escalators etc. in the metro station. Each RSS is equipped
with 2 x 200 kVA 33 kV/415 V Dry type Auxiliary
Transformers for LT Supply. Each elevated and at-grade
station is provided with one Auxiliary Substation(ASS)
having 33kV/ 415V,2x500 kVA dry type transformers.Each
underground station is provided with two Auxiliary
Substations ASS1 and ASS2,each with
33kV/415V,1x2000kVA dry type transformers. In each
Depot, auxiliary substation having 33 kV / 415 V, 2 x
2000 kVA dry type transformers is provided. In addition,
another auxiliary substation having 2 x 500 kVA dry type
transformers is provided for Operation Control Centre in
Byappanahalli Depot. In normal scenario,the two
transformers of ASS for elevated/at-grade stations and
two ASSs of underground station is receiving power
supply from different sources. Since one transformer is in
hot standby and each receiving supply from different
source, either of ring cable fault or transformer fault will
not impact the station supply.
2.3.1ASS EQUIPMENT

1.200kVA Dry Type Auxiliary Transformer

This Specification applies to 33kV/415V dry type auxiliary
transformer is used at auxiliary substations for feeding
auxiliary supply at 415V.

2.500 kVA Dry Type Auxiliary Transformer

The various electrical and electro-mechanical
installations in passenger stations and depots are
required to be provided with electrical power at 415 V, 3-
phase. For this purpose, power at 33 kV level from the 33
kV switchgear room located in the Receiving Substations
(RSS), is transmitted to the Auxiliary Substations (ASS)
located in the passenger stations and depots, through
duplicate feeders made up of 33 kV cables. The 33 kV
power is transformed to 415 V power by means of 33 kV /
415 V Cast Resin Dry type transformers of suitable
capacity installed in the ASS.

3.2000kVA Dry Type Auxiliary Transformer

The various electrical and electro-mechanical
installations in passenger stations and depots are
required to be provided with electrical power at 415 V, 3-
phase. For this purpose, power at 33 kV level from the 33
kV switchgear room located in the Receiving Substations
(RSS), is transmitted to the Auxiliary Substations (ASS)
located in the passenger stations and depots, through
duplicate feeders made up of 33 kV cables. The 33 kV
power is transformed to 415 V power by means of 33 kV /
415 V Cast Resin Dry type transformers of suitable
capacity installed in the ASS. 33 kV duplicate feeders
from the RSS to designated ASS in the Corridor.1 x 2000
kVA transformer will be used in under ground stations.

Fig:Dry type auxillary

transformer
2.4 THIRD RAIL
Third rail systems are a means of providing electric
traction power to railway trains, and they use an
additional rail (called a "conductor rail") for the purpose.
On most systems, the conductor rail is placed on the
sleeper ends outside the running rails,but in some cases
a central conductor rail is used. The conductor rail is
supported on ceramic insulators or insulated brackets,
typically at intervals of 10 feet (3 metres) or so. The
trains have metal contact blocks called "shoes" which
make contact with the conductor rail. The traction current
is returned to the generating station through the running
rails. The conductor rail is usually made of high
conductivity steel, and the running rails have to be
electrically connected using wire bonds or other devices,
to minimize resistance in the electric circuit.
 Fig:Third rail
The conductor rails have to be interrupted at level
crossings and at crossovers, and ramps are provided at
the ends of the sections to give a smooth transition to the
train shoes. 750V dc third rail system has been
extensively used in metros and more than 60% of existing
metro systems in the world utilize 600-750V dc third rail
system. For Bangalore Metro, 750V dc third rail bottom
current collection with the use of composite Aluminium
steel third rail on main lines is envisaged from reliability
and safety considerations.By using a composite
conductor rail of a hybrid aluminium/steel design, we can
reduce current losses (and thus increase the spacing of
feeder/sub stations, a major cost in third rail
electrification). The aluminium is a better conductor of
electricity,and a running face of stainless steel gives
better wear.
3.3 TRACK CIRCUIT
The train track is divided into track circuits which are
devices which specify the presence of a train over a
specified length of a track. Trains are monitored
automatically using track circuits.Low voltage currents
applied to the rails cause the signals via a series of relays
or electronics, to show a proceed aspect. The current
flow will be interrupted by the presence of the wheels of
the train, which will cause the signal protecting that
section to show a stop command. Any other interruption
in current will also cause the signal to show a stop
command. Such a system means that failure gives a red
signal- a stop command. The system is sometimes
referred to as fail-safe.
TELECOMMUNICATION SYSTEMS :
For efficient Management and operation, it is
essential to have a well-organized telecommunication
network covering strategic locations like OCC, stations,
depots and it is equally essential to have a reliable links
between strategic locations and moving trains or working
staff along the railway track. The telecommunication
system provides all necessary communication channels
for carrying voice, data and video signals for metro
management and operation. Telecommunication channels
are used for telephone sub system and more than that for
the control and supervision of the train from OCC,
supervision of AFC and other data communication.
TELECOMMUNICATION SUBSYSTEMS :
 Redundant Optical Fibrebased SDH /GE
EPABX Network with PSTN connection
Tetra Radio system
Broad Band Radio System
PAS / PIDS
Master Clock System
CCTV
T-SCADA
FIBRE OPTIC TRANSMISSION SYSTEM (FOTS):
The fibre optic transmission system provides a
common transmission backbone for the subsystems. The
FOTS have sufficient transmission bandwidth to cater for
current operational needs of the Metro and Rail corridors
as well as for future system expansion. The FOTS is
equipped with a network management system to provide
status monitoring, configuration, analysis and control of
various network elements.

Fig 4.1 Fibre Optics Transmission

System
 2 single mode 96 fibres OF cables have been laid on
both sides of viaduct and 2 cables laid for path diversity
(Redundancy). The transmission system consists of both
SDH (Synchronous Digital Hierarchy) and GE (Gigabit
Ethernet) based systems.

Fig Telecom Sub System

TELEPHONE SYSTEM :
A private telephone exchange network is constructed on
the back bone SDH network
EPABX system
Direct Line system
Intercom System
The telephone system provides a digital EPABX fixed
telephone network The Telephone system includes a
direct line telephone communication system to provide
direct line telephone lines for train operation, traction
power supply control and maintenance telephone lines for
track, rolling stock, signalling and telecommunication.
The system ensures instant, uninterruptible
communication between key locations of DMRTS. The
EPABX network and direct line telephone communication
system is equipped with a common network management
system to provide user data management, alarm
monitoring, performance monitoring and system
administration functions. The telephone system is
provided with emergency telephone from direct line
telephone system at fixed location close to cross
passages along the tunnels. This network of telephones
shall be accessible from SCR and OCC.

Fig:Telephone system
TERRESTRIAL TRUNK RADIO SYSTEM (TETRA):
 Closely similar to mobile telephone network, but it is
mainly on half-duplex mode. DIMETRA (Digital Motorola
Enhanced Trunked Radio) which is a 380 ~ 400 MHz IP
digital trunked radio system .9 Base Stations are installed
at select train stations. Underground stations are
connected on leaky coaxial cable along each track in the
tunnels for communication with train borne mobile radio.
Every train consists of two train-borne radio subsystems
which provide voice and data communication between
Train Driver with OCC, DCC and designated Station
Controllers. The Radio system shall comprise the
following main functional elements
Train Radio to OCC and vice versa
Hand portable to OCC and vice versa
Hand portable to DCC and vice versa
SCR to OCC and Hand portable/Train mobiles and vice
versa.
Distress call between the train borne mobile and hand
portable as well as between hand portables. Following
categories of call are capable in radio system: Individual
call-Point to Point voice calls.
Group Call- communication between a number of users
within a pre-defined area. Broadcast call- One way call
from OCC/DCC to all users of the same call group within a
pre-defined area.
Data call- Text messages from train radio, hand portable
or from OCC.
Emergency call Train and shunting emergency calls to
designated controller. Direct Mode call Voice calls
possible both ways between train mobile and another
train mobile, train borne mobile and hand portable and
between hand portables located within a radius of 2 Km.
Train PA call OCC to train borne PA system.

MASTER CLOCK:
Master clock is provided to assure
uniform and reliable time information to all equipment
and clocks at stations, depots, OCC/BCC. Central Master
Clock is equipped with a GPS antenna. A GPS Master
clock distributes correct time to Master clocks and other
systems requiring correct time. The Master clock is
provided in OCC and transmits the correct time to the
Sub-Master Clocks via LANs. One SubMaster Clock is
placed in every station.
 Fig 4.2 Distribution of time by Master
Clock to all clocks

PUBLIC ADDRESS SYSTEM (PAS) :

To broadcast voice
messages to passengers and staff in all stations, depots
and OCC/BCC and to provide routine audible information
and emergency warning information to passengers and
operating & maintenance staff. Examples: emergency
evacuation announcement, metro circulation, special live
announcements etc. The information in Bangalore Metro
is broadcast and displayed in 3 languages: Kannada,
Hindi and English. The PAS have control equipment
located at the equipment room of each station depots
and OCC .The station PAS is interfaced to the FOTS for
connection to the equipment located in CER to facilitate
control from OCC. The PAS at depots is standalone
without any control from OCC. The PAS at station is
accessed from Platform supervisory booth (PSB). Station
control room (SCR). OCC In normal case, audio-broadcast
will be made from Station Control Room from platform
supervisors booth in a train by the driver
PASSENGER INFORMATION DISPLAY SYSTEM (PIDS)
The Passenger
Information Display system automatically provides real
time visual information about train arrival/departure
through the station. The PIDS display is coordinated with
PAS for real time passenger audio broadcasts for train
arrival/departure PIDS enables the operator in SCR and
OCC to display routine and special emergency messages
for passengers and staff in stations. Display boards are
provided at for each platform side and concourse at all
stations. It is connected to ATS for train schedule
messages and controlled by operator in SCR and
OCC/BCC to display routine and special emergency
messages. It supports Kannada, Hindi and English fonts.
 Fig :passenger information display
system
CLOSED CIRCUIT TELEVISION SYSTEM (CCTV) :

The CCTV system shall be provided for real time colour

display of all public and selected areas of stations
throughout BMRC. It shall be supervised locally from the
station control rooms and remotely from the OCC. The
CCTV system shall also cover all platforms on the metro
stations to provide train drivers with a clear, unobstructed
view of the entire length of the train from the driving cab.
Surveillance system is built at all the stations at strategic
locations like AFC gates, ticketing offices, escalators and
platform operational area where the possibility of a
mischief is high. The storage space has enough capacity
to record images for a period of 7 days. The video wall is
installed in the OCC Security Control Room at the
Baiyappanahalli Depot. Bangalore Metro also has the
provision of Video Analytics for:
Motion detection
Intrusion detection
Unattended baggage detection
BROADBAND RADIO SYSTEM (BBRS):
Real time data
transmission between the OCC and the trains Allow the
transmission of online CCTV video for passengers
security for which Access Points (APs) are placed along
the track, separated by approximately 500m Operator in
OCC will be able to view at least one flow of on-board
image.

Fig 4.4 Broadband Radio System

SUPERVISORY CONTROL AND DATA ACQUISITION
(SCADA):
SCADA monitors various
equipment of metro corridor and provides
data/information to maintenance staff to access the need
for unscheduled preventive maintenance. In addition to
above facilitates recording, analysis and printing of data
for effective maintenance. It is used for giving fault and
failure warning and alarm notifications to controllers in
OCC. It is one of the most important components of the
telecommunication system and gathers information from
all the substations about various equipment and their
present condition based on various parameters like heat
generated, pressure levels, current levels, voltages in
transformers, rectifiers, and circuit breakers etc. installed
at substations when talking in terms of traction. The other
general functions are discussed here:
Fire Detection and Suppression System
Lifts and Escalators
Pumps
Environment Control System
Seismic Activity System
Intrusion alarms
Tunnel Ventilation System
Equipment to be monitored at OCC or directly:
Master Clock System
Fibre Optic Transmission System
Telephone System
Radio System
Public Address System Passenger information and
Display System
Closed Circuit TV System

Fig 4.5 Architecture of Telecom SCADA

(TSCADA)
EMERGENCY TRIP SYSTEM (ETS)
There are five ETS at
each station: two on each platform and one in the SCR.
This is used by public/BMRCL staff to de-energize the
traction supply of that station to next and previous
station area in accidental/emergency situation. TPC can
see the healthy status of all ETS. ETS activation is highest
priority audio-visual alarm. After resetting of ETS by local
BMRCL authority relevant feeders will be energized by the
TPC.

Fig :Emergency trip system

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