ABOUT DELHI METRO RAIL CORPORATION

Delhi Metro is a world-class metro. To ensure reliability and safety in train operations, it is equipped with the most modern communication and train control system. It has state-of-art air-conditioned coaches. Ticketing and passenger control are through Automatic Fare Collection System, which is introduced in the country for the first time. Travelling in Delhi Metro is a pleasure with trains ultimately available at three minutes frequency. Entries and exits to metro stations are controlled by flap-doors operated by 'smart-cards' and contact less tokens. For convenience of commuters, adequate numbers of escalators are installed at metro stations. Unique feature of Delhi Metro is its integration with other modes of public transport, enabling the commuters to conveniently interchange from one mode to another. To increase ridership of Delhi Metro, feeder buses for metro stations are Operating. In short, Delhi Metro is a trendsetter for such systems in other cities of the country and in the South Asian region.

INTRODUCTION
Stifling road traffic congestion in Delhi, population approximately 16 million, had become an economic liability. With more motor vehicles than Mumbai, Calcutta and Chennai combined, overcrowding and pollution was threatening the capital's ability to reach its potential in the rapidly expanding Indian economy. Calcutta/Kolkata opened India's first metro (16.5km) in 1984, but the project did not inspire confidence in the Indian Government to promote further schemes. Delhi Metro Rail Corporation (DMRC) was established by the Government of India and the Government of Delhi in March 1995 to build a new metro system in the capital. The project is being carried out in phases Phase I has been completed and cost INR105.7bn ($2.3m). Phase II is underway. In February 2009, the Delhi Metro project became the first railway project in the world to be registered for carbon credits by the United Nations. DMRC saved 112,500MW of power by using regenerative brakes in the trains, and reduced carbon emissions by 900,004t between 2004 and 2007. It is estimated that more than 100,000t of carbon dioxide will be offset each year once Phase II becomes completely operational. DMRC has been eligible to claim 400,000 carbon credits for a ten-year period commencing from 2007. Any money received from the sale of carbon credits will be used to offset any additional investment and operational costs of the project. After more than 40 years of studies into a rail-based mass transit system, DMRC began construction on 1 October 1998. Funding has principally come from a Japanese loan and Indian public funds, the latter in the form of equity. By November 2006, all three lines in Phase I were operational, three years ahead of schedule. The lines in this phase covered 65km, 13km of which is underground. Delhi Metro was designed to be integrated with other public transport and DMRC signed an agreement with bus operator Delhi Transport Corporation (DTC) to integrate management and through-ticketing. However, limited take-up has led DMRC itself to supply around 200 buses of a quality consistent with Metro operations to work feeder routes to stations. Selected private bus operators will pay back DMRC over five years. There are 18 designated parking sites at Metro stations to further encourage use of the system. In March 2010, DMRC partnered with Google India (through Google Transit) to provide train schedule and route information to mobile devices with Google Maps. This free service will allow the commuters to get the latest service information and plan their journeys.

NEED FOR METRO RAIL TRANSMISSION SYSTEM

As cities grow in size, the number of vehicular trips on road system goes up. This necessitates a pragmatic policy shift to discourage private modes and encourage public transport once the level of traffic along any travel corridor in one direction exceeds 20,000 persons per hour. Introduction of a rail based (MRTS) Mass Rapid Transit System is called for. Mass Rapid Transit Systems are capital intensive and have long gestation period. It has been observed that in developed countries, planning for mass transit system starts when city population size exceeds 1 million; the system is in position by the time the city population is 2 to 3 million and once the population exceeds 4 million or so, planned extensions to the Mass Rapid Transit Systems is vigorously taken up. In developing countries including India, because of paucity of funds planning and implementation of rail based Mass Rapid Transit Systems has been lagging far behind the requirements. The city of Delhi with a population of round 12 (16.2) million should have had an MRTS network of at least 100 (300) KM by this time, whereas actually it is still (65.10 kms) at the take-off stage. Delhi has all the ideal dressup for an excellent Mass Rapid Transit System to be brought in. It has wide roads (roads cover 23% of the city area) where road possession for construction is not difficult (except in the old city area). Implementation will also not involve demolition of large scale private properties. Most of the land required is under Government control and hence can be easily acquired. The citizens are enlightened and would eagerly welcome introduction of people friendly MRTS though they may initially face some difficulties during the implementation phase. Added to this Delhi has an unassailable advantage in its excellent railway network comprising two rings and six spurs totaling about 120 KM within the urban area. Unfortunately, these Rail assets are not presently fully being utilized as its share of commuter traffic is only a mere 2%. Delhi has experienced phenomenal growth in population in the last few decades. Its population has increased from 57 lakhs in 1981 to 120 (162) lakhs in 1998 (2006) and is poised to reach 132 (190) lakhs by the year 2001 (2011). For want of an efficient mass transport system, the number of motor vehicles has increased from 5.4 lakhs in 1981 to 30 (51) lakhs in 1998 (2007) and is (increasing at the rate of 6.21 per annum). The number of motor vehicles in Delhi is now more than that of Mumbai, Calcutta, Chennai put together. The result is extreme congestion on Delhi roads, ever slowing speeds, increase in road accidents fuel wastage and environmental pollution with motorized vehicles alone contributing to about two thirds of the atmospheric pollution. Today the traffic on roads of Delhi is a heterogeneous mix of cycles scooters buses cars and rickshaws jostling with each other. This has resulted in a chaotic situation so much so that due to road accidents, the average number of persons killed per day has increased to 5 and of those injured to 13. The position is expected to deteriorate further in the years to come.

To rectify this situation the Government of India and the Government of National Capital Territory of Delhi, in equal partnership have set up a company named Delhi Metro Rail Corporation Ltd. under the Companies Act,1956 which has (already commissioned a 65.10 kms route in Phase-I and is proceeding ahead with another 121 kms in Phase II).

ELECRICAL SUBSTATION
A substation is a part of an electrical generation, transmission, and distribution system. Substations transform voltage from high to low, or the reverse, or perform any of several other important functions. Electric power may flow through several substations between generating plant and consumer, and its voltage may change in several steps. A substation that has a step-up transformer increases the voltage while decreasing the current, while a stepdown transformer decreases the voltage while increasing the current for domestic and commercial distribution

ELEMENTS OF A SUBSTATION
Substations generally have switching, protection and control equipment, and transformers. In a large substation, circuit breakers are used to interrupt any short circuits or overload currents that may occur on the network. Smaller distribution stations may use recloser circuit breakers orfuses for protection of distribution circuits. Substations themselves do not usually have generators, although a power plant may have a substation nearby. Other devices such as capacitors and voltage regulators may also be located at a substation.

TRANSMISSION SUBSTATION
A transmission substation connects two or more transmission lines. The simplest case is where all transmission lines have the same voltage. In such cases, the substation contains high-voltage switches that allow lines to be connected or isolated for fault clearance or maintenance. A transmission station may have transformers to convert between two transmission voltages, voltage control/power factor correction devices such as capacitors, reactors or static VAr compensators and equipment such as phase shifting transformers to control power flow between two adjacent power systems.

DISTRIBUTION SUBSTATION
A distribution substation transfers power from the transmission system to the distribution system of an area. It is uneconomical to directly connect electricity consumers to the main transmission network, unless they use large amounts of power, so the distribution station reduces voltage to a value suitable for local distribution. The input for a distribution substation is typically at least two transmission or subtransmission lines. Input voltage may be, for example, 115 kV, or whatever is common in the area. The output is a number of feeders.

Distribution voltages are typically medium voltage, between 2.4 and 33 kV depending on the size of the area served and the practices of the local utility. The feeders run along streets overhead (or underground, in some cases) and power the distribution transformers at or near the customer premises.

TRACTION SUBSTATION
A traction substation or traction current converter plant is an electrical substation that converts electric power from the form provided by theelectrical power industry for public utility service to an appropriate voltage, current type and frequency to supply railways, trams (streetcars) and/or trolleybuses with traction current. These systems can be used to convert three-phase 50Hz or 60Hz alternating current (AC) for the supply of AC railway electrification systems at a lower frequency and single phase, as used by many older systems, or to rectify AC into direct current (DC) for those systems (primarily public transit systems) using DC for traction power.

SCADA SYSTEM
SCADA stands for Supervisory Control And Data Acquisition. As the name indicates, it is not a full control system, but rather focuses on the supervisory level. As such, it is a purely software package that is positioned on top of hardware to which it is interfaced, in general via Programmable Logic Controllers (PLCs), or other commercial hardware modules. SCADA systems are used not only in industrial processes: e.g. steel making, power generation (conventional and nuclear) and distribution, chemistry, but also in some experimental facilities such as nuclear fusion .

Hardware Architecture
One distinguishes two basic layers in a SCADA system: the "client layer" which caters for the man machine interaction and the "data server layer" which handles most of the process data control activities. The data servers communicate with devices in the field through process controllers. Process controllers, e.g. PLCs, are connected to the data servers either directly or via networks or fieldbuses that are proprietary .

Software Architecture
The products are multi-tasking and are based upon a real-time database (RTDB) located in one or more servers. Servers are responsible for data acquisition and handling (e.g. polling controllers, alarm checking, calculations, logging and archiving) on a set of parameters, typically those they are connected to.

VARIOUS EQUIMENTS USED TRANSFORMER

A transformer is a device that transfers electrical energy from one circuit to another through inductively coupled conductorsthe transformer's coils. A varying current in the first or primary winding creates a varying magnetic flux in the transformer's core and thus a varying magnetic field through the secondarywinding. This varying magnetic field induces a varying electromotive force (EMF), or "voltage", in the secondary winding. This effect is called inductive coupling. If a load is connected to the secondary, current will flow in the secondary winding and electrical energy will be transferred from the primary circuit through the transformer to the load. In an ideal transformer, the induced voltage in the secondary winding (Vs) is in proportion to the primary voltage (Vp), and is given by the ratio of the number of turns in the secondary (Ns) to the number of turns in the primary (Np) as follows:

By appropriate selection of the ratio of turns, a transformer thus enables an alternating current (AC) voltage to be "stepped up" by making Ns greater than Np, or "stepped down" by making Ns less than Np. In the vast majority of transformers, the windings are coils wound around a ferromagnetic core, aircore transformers being a notable exception.

ISOLATOR
In electrical engineering, a disconnector or isolator switch is used to make sure that an electrical circuit can be completely de-energised for service or maintenance. Such switches are often found inelectrical distribution and industrial applications where machinery must have its source of driving power removed for adjustment or repair. High-voltage isolation switches are used in electrical substations to allow isolation of apparatus such as circuit breakers and transformers, and transmission lines, for maintenance. Often the isolation switch is not intended for normal control of the circuit and is used only for isolation; in such a case, it functions as a second, usually physically distant master switch (wired in series with the primary one) that can independently disable the circuit even if the master switch used in everyday operation is turned on. The major difference between an isolator and a circuit breaker is that an isolator is an off-load device intended to be opened only after current has been interrupted by some other control device. Safety regulations of the utility must prevent any attempt to open the disconnector while it supplies a circuit.

CIRCUIT BREAKER
A circuit breaker is an automatically operated electrical switch designed to protect an electrical circuit from damage caused by overload or short circuit. Its basic function is to detect a fault condition and, by interrupting continuity, to immediately discontinue electrical flow. Unlike a fuse, which operates once and then has to be replaced, a circuit breaker can be reset (either manually or automatically) to resume normal operation. Circuit breakers are made in varying sizes, from small devices that protect an individual household appliance up to large switchgear designed to protect high voltage circuits feeding an entire city.

OPERATION
he circuit breaker must detect a fault condition; in low-voltage circuit breakers this is usually done within the breaker enclosure. Circuit breakers for large currents or high voltages are usually arranged with pilot devices to sense a fault current and to operate the trip opening mechanism. The trip solenoid that releases the latch is usually energized by a separate battery, although some high-voltage circuit breakers are self-contained with current transformers, protection relays, and an internal control power source. Once a fault is detected, contacts within the circuit breaker must open to interrupt the circuit; some mechanically-stored energy (using something such as springs or compressed air) contained within the breaker is used to separate the contacts, although some of the energy required may be obtained from the fault current itself. Small circuit breakers may be manually operated; larger units have solenoids to trip the mechanism, and electric motors to restore energy to the springs. The circuit breaker contacts must carry the load current without excessive heating, and must also withstand the heat of the arc produced when interrupting (opening) the circuit. Contacts are made of copper or copper alloys, silver alloys, and other highly conductive materials. Service life of the contacts is limited by the erosion of contact material due to arcing while interrupting the current. Miniature and molded case circuit breakers are usually discarded when the contacts have worn, but power circuit breakers and high-voltage circuit breakers have replaceable contacts. When a current is interrupted, an arc is generated. This arc must be contained, cooled, and extinguished in a controlled way, so that the gap between the contacts can again withstand the voltage in the circuit. Different circuit breakers use vacuum, air, insulating gas, or oil as the medium in which the arc forms. Different techniques are used to extinguish the arc including: Lengthening / deflection of the arc Intensive cooling (in jet chambers) Division into partial arcs

ARC INTERUPTION
Miniature low-voltage circuit breakers use air alone to extinguish the arc. Larger ratings will have metal plates or non-metallic arc chutes to divide and cool the arc. Magnetic blowout coils or permanent magnets deflect the arc into the arc chute. In larger ratings, oil circuit breakers rely upon vaporization of some of the oil to blast a jet of oil through the [4] arc. Gas (usually sulfur hexafluoride) circuit breakers sometimes stretch the arc using a magnetic field, and then rely upon the dielectric strength of the sulfur hexafluoride (SF6) to quench the stretched arc. Vacuum circuit breakers have minimal arcing (as there is nothing to ionize other than the contact material), so the arc quenches when it is stretched a very small amount (<23 mm). Vacuum circuit breakers are frequently used in modern medium-voltage switchgear to 35,000 volts. Air circuit breakers may use compressed air to blow out the arc, or alternatively, the contacts are rapidly swung into a small sealed chamber, the escaping of the displaced air thus blowing out the arc.

Circuit breakers are usually able to terminate all current very quickly: typically the arc is extinguished between 30 ms and 150 ms after the mechanism has been tripped, depending upon age and construction of the device.

LIGHTNING ARRESTOR
A lightning arrester is a device used on electrical power systems to protect the insulation on the system from the damaging effect of lightning. Metal oxide varistors (MOVs) have been used for power system protection since the mid 1970s. The typical lightning arrester also known as surge arrester has a high voltage terminal and a ground terminal. When a lightning surge or switching surge travels down the power system to the arrester, the current from the surge is diverted around the protected insulation in most cases to earth.

INTERRUPTER
An interrupter in electrical engineering is a device used to interrupt the flow of a steady direct current for the purpose of converting a steady electric field into a changing one. Frequently, the interrupter is used in conjunction with a coil to produce increased voltages either by a back emf effect or through transformer action in an induction coil.

RELAY
A relay is an electrically operated switch. Many relays use an electromagnet to operate a switching mechanism mechanically, but other operating principles are also used. Relays are used where it is necessary to control a circuit by a low-power signal (with complete electrical isolation between control and controlled circuits), or where several circuits must be controlled by one signal.

OPERATION
A simple electromagnetic relay consists of a coil of wire wrapped around a soft iron core, an iron yoke which provides a low reluctance path for magnetic flux, a movable iron armature, and one or more sets of contacts (there are two in the relay pictured). The armature is hinged to the yoke and mechanically linked to one or more sets of moving contacts. It is held in place by a spring so that when the relay is de-energized there is an air gap in the magnetic circuit. In this condition, one of the two sets of contacts in the relay pictured is closed, and the other set is open. Other relays may have more or fewer sets of contacts depending on their function. The relay in the picture also has a wire connecting the armature to the yoke. This ensures continuity of the circuit between the moving contacts on the armature, and the circuit track on the printed circuit board (PCB) via the yoke, which is soldered to the PCB. When an electric current is passed through the coil it generates a magnetic field that activates the armature, and the consequent movement of the movable contact(s) either makes or breaks (depending upon construction) a connection with a fixed contact. If the set of contacts was closed when the relay was de-energized, then the movement opens the contacts and breaks the connection, and vice versa if the contacts were open. When the current to the coil is switched off, the armature is returned by a force, approximately half as strong as the magnetic force, to its relaxed position. Usually this force is provided by a spring, but gravity is also used commonly in industrial motor starters. Most relays are manufactured to operate quickly. In a low-voltage application this reduces noise; in a high voltage or current application it reduces arcing. When the coil is energized with direct current, a diode is often placed across the coil to dissipate the energy from the collapsing magnetic field at deactivation, which would otherwise generate a voltage spike dangerous to semiconductor circuit components. Some automotive relays include a diode inside

the relay case. Alternatively, a contact protection network consisting of a capacitor and resistor in series (snubber circuit) may absorb the surge. If the coil is designed to be energized with alternating current (AC), a small copper "shading ring" can be crimped to the end of the solenoid, creating a small [1] out-of-phase current which increases the minimum pull on the armature during the AC cycle. A solid-state relay uses a thyristor or other solid-state switching device, activated by the control signal, to switch the controlled load, instead of a solenoid. Anoptocoupler (a light-emitting diode (LED) coupled with a photo transistor) can be used to isolate control and controlled circuits.