GS Manual

METRO RAILWAY
MANUAL
FOR
ELECTRICAL GENERAL SERVICES
(PROVISIONAL)
MAY 2000
ISSUED BY
THE CHIEF ELECTRICAL ENGINEER
METRO RAILWAY
CALCUTTA
FOREWORD
Metro Railway, Calcutta started first train from Esplanade to Belgachia on

24.10.84. Full section from Tollygunge to Dum Dum was opened on 27.9.95. There
are many electrical general services items not so much in use, at other place on
Indian Railways. These include escalators, drainage pumps, air washeries, huge size
of ventilation and exhaust fans etc. The importance of Electrical General Services is
evident from the fact that 72% of the electrical energy in Metro railway was utilized
for general services in 1998-99 and only 28% was utilized for traction.
To cater for proper maintenance of these assets, there was a long felt need for
a General Services Manual. It is hoped that this Manual will be able to cater for this
requirement. The assistance of M/s RITES was taken for making this Manual. We
are specially thankful to Shri AK Roy, Retd. Advisor (Electrical), who has made
special effort to write this Manual. We are also thankful to all officers and staff of
Metro railway, who have given valuable contribution.
As this is the first attempt of its kind, there may be some shortcomings, Your
suggestions are welcome to improve this and you are requested to send your
suggestions to Chief Electrical Engineer, Metro Railway, Calcutta.
Calcutta UCD SHRENI

Dt: 26.5.2000 CHIEF ELECTRICAL ENGINEER
MANUAL
FOR
ELECTRICAL GENERAL SERVICES
CONTENTS
--------------------------------------------------------------------------------------------------------
Chapter
No. Title Page No.
--------------------------------------------------------------------------------------------------------
1. Introduction 1
2. Power Supply System & Distribution 16
3. Standby Emergency Power Supply 48
4. Lighting Services 51
5. Escalators & Lifts 67
6. Pumps 95
7. Air Washery, Ventilation & Air Curtains 110
8. Building & Quarters 143
9. Energy Conservation 152
10. Safety 161
11. System Earthing & Equipment Earthing 175
12. Training of Staff 192
CHAPTER 1
INTRODUCTION
1.1 THE BACKDROP
The Calcutta Metro Railway, and for that matter any Metro Railway, exists to provide
safe, reliable and user-friendly economic transportation for intra-city passengers. The
functioning of a Metro Railway is very much oriented to team operation where various
departments participate in the operation and maintenance of the Metro Railway.
To meet the objectives of the Metro Railway, all departments are equally important and
equally involved. Some departments are big numerically, others are not; but each one is
equally important in the total functioning of the Metro Railway.
It is obvious that for efficient operation and maintenance, each department must interact
fully with each other and avoid a very common pitfall of remaining confined within
departmental boundaries. The size of the Metro Railway being small, this free and
effective communication and interaction between the departments are easily achieved.
There are a number of diverse services provided, operated and maintained by the electrical
general services; the major ones are mentioned here. The trains are moved safely with the
help of Signalling and Telecommunication systems powered by electrical general services;
passengers move about safely and comfortably inside the lighted stations with air-
conditioning; guided by signage and helped by Escalators and Lifts inside the ventilated
stations and platforms; led in and led out of automatic fare collection barrier gates in the
stations. All these functions depend on electrical general services. Further the pumping out
of seepage, drainage water etc. from tunnels and stations as also pumping of water for
drinking, washing and fire fighting purposes are functions under the purview of electrical
general services. The responsibility of maintenance and operation of electrical systems and
equipments in workshops and car sheds (excluding the Rolling stock), service depots,
staff colonies, hospitals, HQ Building etc. lies with the electrical general services.
An interesting statistical revelation is that in 1998-99 approximately 72% of the total

electrical energy consumption of Calcutta Metro Railway was for electrical general
services and balance 28% was for traction purposes i.e. haulage of trains. However, this
ratio will change as and when more trains would be run. All the same even in future the
share of electricity consumption of electrical general services would be around 50% of the
total.
Thus, it would be evident that adequate maintenance and operation of the assets of the
electrical general services are critical in the set up of the Metro Railway. The preparation
of this Manual is a step in this direction.
This Manual covers the functions grouped as electrical general services comprising:
- Power Supply Distribution for all non-traction requirements and also air conditioning
of stations, offices and plant rooms.
- Lighting.
- Ventilation including air washeries of stations.
- Escalators and lifts.

Manual for Electrical General Services 1
- Electrical services in colonies, offices, sheds, workshops, hospitals etc.
- Pumping of fresh water from ground; pumping out of drainage, seepage, sewerage
water etc.
- Provision of emergency standby power supply to certain installations.
To convey an idea of the workload involved in management of the assets, an abstract list
of the assets involved is given at Annexure 1.1.
1.2 THE RAILWAY
1.2.1 The Calcutta Metro Railway, having a length of 16.45 km of Broad Gauge double line
runs in a North-South alignment in the City of Calcutta, as shown in the map is at Fig 1.1.
1.2.2 Out of the total route of 16.45 km, only 2.5 km is over ground and the rest is underground,
the platform level depths varying from 6.9 m to 12.9 m below the road level. The
underground portion is a twin box tunnel with central pillars, except for a stretch between
Belgachia and Shyambazar Metro Railway stations, where two separate machine bored
tunnels have been constructed to ease the crossing of Chitpur Yard and a Canal.
1.2.3 The important parameters of the Railway are given at Annexure 1.2.
1.2.4 The traffic particulars for 1998-99 (from August, 98 to July, 99) were as follows:
Number of passengers carried during the year - 4.47 crore
Average number of passenger carried/day - 1.43 lakh
1.2.5 Comparative position of electrical general services vis-à-vis the Electrical Department of
Metro Railway, Calcutta for the year 1998-1999 is given below.
Sr. Item Electrical General Electrical Department.

No. Services
1. Annual Cost of Electrical Energy Rs. 16.6 Crore Rs. 23.2 Crore
2. Staff Strength 220 Nos. 1437 Nos.
3. Annual Maintenance Cost Rs. 5.1 Crore Rs. 23.2 Crore
1.3 THE BASIC CONCEPTS AND PRECEPTS
This manual covers diverse types of equipments and sub-systems but there are a few
common basic concepts and precepts which would apply in general to all maintenance and
operation activities in a Railway. The major ones are indicated below:
a) Maintenance becomes effective when carried out with discipline and integrity by the
concerned personnel.
b) Even with the best of procedures and materials the quality of maintenance staff will
remain the most critical input. The skill, welfare and involvement of the staff have to
be ensured to get the best results out of them.
c) Record keeping of maintenance activity should be given only its due place and need
be kept to the minimum. Over emphasis on record keeping becomes counter
productive, so much so that record keeping gets priority over the physical
maintenance.
d) Cleanliness should be taken as the first item of maintenance activity and should cover
not only the equipments, sub-systems etc. but also the premises and the environment.
Such cleaning activity in the work place must be treated as a technical function and
not a “Safaiwallah’s” function.
e) Failures should be analyzed with a view to prevent recurrence of such failures by

introducing system improvement rather than fixing individual responsibility only.
f) Progressive use of computer need be adopted for record keeping, failure analysis,
maintenance planning, replacement planning, management information, stores
procurement, vendor analysis etc. In due course this should fit in with the overall
computerization scheme of Metro Railway as a whole.
g) Maintenance is good only to the extent required and over maintenance must be
avoided.
h) For a number of items, the efficacy of the maintenance can be assessed by monitoring
the quality of the services produced and hence such monitoring should be given its due
importance by carrying it out accurately as per schedule.
i) In the context of expected increase in loading in course of time, the margins and
factors of safety as provided in the original design should not be reduced during
maintenance and operation. As and when required additional equipments, sub-systems
should be added to keep the electrical load at about 70% of the rated capacity,
particularly in the areas where safety aspects/fire hazards are involved.
j) All tools, instruments and gadgets must be checked periodically for their condition and
for rectification of defects thereof. Calibration of instruments also shall be checked at
the same time.
k) Failure of certain tools and tackles during work may cause injury to the working staff
and possibly to others also. Such critical tools and tackles should be identified by their
Asset number/ ID number and subjected to annual safety tests, the results of which
should be recorded. The proof load must be fixed by the competent authority (AEE or
DEE). Example of such tools and tackles are ladders, pulleys, slings, ropes, tirfors,
earthing rods, chain-pulley blocks etc.
l) The Metro Railway, Calcutta operates in the Calcutta Municipal Corporation area in
the State of West Bengal. For a number of activities viz. road approaches, water
supply, sanitation, law and order inside and outside the stations, fire fighting services,
feeder services by road, extended or restricted operation of the Metro Railway on
specific dates etc.; a close contact must be maintained between the functionaries of the
Metro Railway, the Calcutta Municipal Corporation and the State Govt. of West
Bengal.
1.4 THE ORGANIZATION
The operation and the maintenance of the assets of general electrical services are done
broadly on functional basis but in a limited manner. Some adjustments have been made
for convenience of approach.
The organization is headed by the Chief Electrical Engineer who is responsible for the
rolling stock, traction services and electrical general services and all other administrative
functions pertaining to Electrical Department. For the general electrical services, the
Chief Electrical Engineer is provided with one Deputy Chief Electrical Engineer

(Maintenance) to cover both the traction services and electrical general services. The
Organization Chart (as on 1.1.2000) for electrical general services is given at Annexure
1.3.
The field organization is in 8 groups each headed by a Section Engineer/Senior Section

Engineer, as indicated below.
1. SSE /AV/Kalighat
2. SSE /AV/ Belgachia
3. SSE/PD/Noapara
4. SSE/General/MB
5. SSE / HQ/MB
6. SSE/Stores/Kalighat
7. SE/Escalators/MB
8. SSE /Pumps/Tollygunj
The extension of Metro Railway from Tollygunj to Garia has been sanctioned and work is
in progress. As and when the extension is completed even by parts, the present Gazetted
Officers’ and Field Section Engineers’ jurisdiction and duties would undergo some
adjustment.
1.5 THE DUTIES OF VARIOUS FIELD SUPERVISORS AND ARTISANS
1.5.1 Senior Section Engineers (SSE)
He is the senior-most Supervisor working under the AEE/DEE /Maintenance and is

directly responsible for the safe and efficient operation and maintenance of all the assets,
equipments, plants, machinery, tools etc placed under his jurisdiction. To discharge his
responsibility he must be fully conversant with the system, layout, safety rules and
procedures, statutory rules and regulations, operation and maintenance schedules,
manuals etc.
The duties will, inter-alia, cover the following:
a) Supervise the maintenance of installations under his charge in accordance with the
prescribed schedules, to keep them fully serviceable and in a state of good repair.
b) Plan in advance the requirement of power blocks for maintenance based on the work
to be done in consultation with his section supervisors and ensure the completion of
the work within the time allotted.
c) Carry out detailed inspection of assets under his control to cover the entire section
once in 3 months.
d) Scrutinize daily the reports from section supervisors and inspection reports of officers
and arrange prompt rectification of defects pointed out and report compliance to Dy.
CEE/Maintenance.
e) Check the work by sectional gangs under him to ensure that quality work is done and
that compliance with prescribed schedules is adhered to.
f) Keep the organization for attending to breakdowns in constant readiness to act

promptly and expedite restoration whenever there is a breakdown.
g) Instruct the trained staff under him in the correct method of maintenance with special
reference to safety precautions.
h) Arrange to send the staff for training courses as required.
i) Ensure that special testing instruments, tools and equipment including the break-down
vehicles, provided for maintenance are properly cared for and maintained in proper
condition.
j) Keep a watch on availability of spare parts and stores required for maintenance and
initiate timely action to recoup them for both stock and non-stock categories.
k) Ensure proper accounting and periodical verification of stores and tools under his
charge.
l) Submit the prescribed periodical returns to DEE/AEE and carry out their instructions
issued, if any, on the basis of such returns.
m) Keep the superior officers fully informed of each and every important development
and seek their guidance when required.
n) To ensure compliance of all statutory provisions, specially for
i) IE Rules 1956
ii) West Bengal Lifts and Escalators Act.
iii) Payment of Wages Act.
iv) Workmen Compensation Act.
v) Factory Act.
o) To carry out any other duties as may be allotted to him by his superior officers.
1.5.2 Field Supervisors
The field supervisor in-charge (Section Engineer, Junior Engineer, Inspector etc.) will be
under the respective SSE and each supervisor will be responsible for the following:
a) Maintenance and operation of installations in his jurisdiction in accordance with the

prescribed schedules.
b) Submission of requirements of power blocks for maintenance in co-ordination with 3rd

rail and permanent way maintenance as far as possible so as to take maximum
advantage of traffic / power blocks.
c) Detailed inspection of installations under his charge on foot as much as feasible and to
complete a cycle of inspection of all installations in 3 months.
d) Scrutiny of daily reports of defects and prompt action to remedy the defects brought
out.
e) Close supervision of the maintenance gang under his control to ensure high standard
of work, discipline and compliance with prescribed schedules.
f) Keeping the organization under his control in readiness to deal with breakdowns.
g) Guidance to the maintenance staff for the proper execution of work in accordance with
standing instructions.
h) Ensuring that tools and equipment under his charge are properly cared for and
maintained in proper condition.
i) Keeping watch and taking necessary action to recoup stores and spares required for
maintenance of installations in his jurisdiction
j) Preparation and submission of periodical reports and returns to superior officials as

laid down.
k) Keeping SSE informed of all important developments and seeking his guidance as
required.
l) Carrying out any other duties allotted by Superior Officials.
1.6 THE CHAPTERS AND THEIR LAYOUT
The manual has been prepared in 12 different Chapters including this introductory chapter.
The contents in each chapter are oriented towards a system approach where the knowledge
of the various systems, their functions, interfaces with other systems, technical systems
adopted, have been described to give an understanding and insight into the maintenance
procedures and practices. The stress is not on the components and their details and
catalogue numbers, which are well available in the supplier’s maintenance literature. A
few schematic or cutout diagrams have been incorporated to describe the various systems
as adopted now along with abstract specifications of equipments used in the system.
The past failures have been analyzed to bring out the lapses which need be taken care of
during future operation and maintenance to minimize the breakdowns, maintenance
downtime, cost of maintenance and maximize the life of the equipments so maintained.
Thereafter the appropriate mode of operation and practices of maintenance have been
described. The type of record keeping of these operation and maintenance activities has
been indicated to the extent necessary. The abstract specifications of materials and
equipments procured for maintenance has also been furnished to help in procurement of
the right materials.
For a few items of specialized and proprietary nature, viz., Lifts & Escalators, medical
equipment; the maintenance guideline issued by the manufacturers in their Maintenance
and Operation Manual have to be only followed. These are now maintained by outside
agencies. The procedures laid down by the Manufacturer should be taken as final, in case
of any deviation between the procedures laid down in the Manual and those laid down in
the Manufacturers guidelines.
In most Chapters, a review of the present day technology has been done with a view to
provide guidance for their future adoption by Metro Railway.
Finally in the Annexures to respective Chapters in the Manual, some essential information/
guidelines which require frequent reference, have been included. Schematic diagrams and
other general key drawings form a part of this Manual.
The effectiveness of this Manual will, to a good extent, depend on the response of the
personnel involved in the operation and maintenance of the system.

ANNEXURE 1.1
ABSTRACT OF MAJOR ELECTRICAL PLANTS AND EQUIPMENT

EXCLUDING ROLLING STOCK AND ITS MAINTENANCE
Ventilation Fans Substation Transformers R

De- Tube- Escal- e
S. Station km AC Plants Air Intake Exhaust 33 kV/ 11 kV/ 11 kV/ 415V watering well ators m
No (TR) Washers (m3/s) (m3/s) 11 kV 604V ASS (MVA) Pumps Pumps (HP) a
(HP) RSS TSS (HP) (HP) r
(MVA) (MVA) k
1 2 3 4 5 6 7 8 9 10 11 12 13 14
1 Dum Dum (-) - - - - - 2.3, 2.3, 1.6, 1.6, 1.6, 15, 3.3 17.5, -
Carshed 1.98 2.3, 2.3 1.6, 1.6, 1.6 7.5
(Noapara)
2 Under pass (-) - - - - - - - 10, 10, - -
0.87 10, 10,
10
3 Dum Dum 0.00 - - - - - 2.3, 2.3, 1.6, 1.6 - - 15, 15,
(DMT) 2.3 15, 15,
15
4 Mid Section 1.62 - - - 80, 80 - - 0.315, 0.315 - - -
5 Belgachia 2.15 150, 150, 150 30, 7.5 30, 50, 25, 25, 50 - 2.3, 2.3, 1.6, 1.6 12.5, 25, 25, 10, 10
(BEL) 50, 7.5, 60, 50 2.3 12.5, 20, 7.5,
7.5 20, 20, 7.5
20
6 Mid Section 2.79 150, 150 30, 5, 5 50, 50 50, 50 - - 0.315, 0.315, 75, 20, 20, 20 -
(Chitpur) 0.315, 20, 20
7 Shyambazar 3.78 500, 500, 500, 30, 7.5, 30, 30, 35, 50, 35 16, 16 2.3, 2.3, 1.6, 1.6 20, 20, 30, 30 15, 15
(SHY) 12.5,12.5, 12.5, 7.5, 30, 50, 30, 2.3, 2.3 20,20 15, 15
12.5 7.5, 7.5 30, 50
8 Mid Section 4.31 - - - 80, 80 - - 0.315, 0.315 15, 15, - -
15

De- Tube- Escal- e
(m3/s) (m3/s) 11 kV 604V ASS (MVA)
No (TR) Washers Pumps Pumps (HP) a
RSS TSS
(HP) (HP) (HP) r
(MVA) (MVA)
k
1 2 3 4 5 6 7 8 9 10 11 12 13 14
9 Shova Bazar 4.10 180, 180, 180 50, 7.5, 30, 30, 25, 25 - - 1.6, 1.6 10, 10, 20 15, 10
(SHO) 7.5, 50, 50, 30, 10, 10
7.5 ,7.5 30, 50
10 Mid Section 5.17 - - - 80, 80 - - 0.315, 0.315 15,15,15 - -
11 Girish Park 5.70 180, 180, 180 50, 7.5, 30, 30, 25, 25 - 2.3, 2.3, 1.6, 1.6 15, 15, 20.5 10, 15
(GPK) 7.5, 50, 50, 30, 2.3, 2.3 15, 10,
7.5, 7.5 30, 50 10, 10
12 Mid Section 6.04 - - - 80, 80 - - 0.315, 0.315 15, 15, - -
10
13 Mahatma 6.47 150, 150, 50,7.5, 30,30,50, 25, 25 - 2.3, 2.3, 1.6, 1.6 10, 10, 20, 20 10
Gandhi Road 150, 150 7.5, 50, 30,30,50 2.3, 2.3 10, 10
(MHR) 7.5, 7.5
14 Mid Section 7.15 - - - 80,80 - - 0.315, 0.315 15, 15, -
15, 10,
10
15 Central (CEN) 7.50 450, 450, 450, 30, 7.5, 40,40,30, 25, 25 16, 16 2.3, 2.3, 1.6, 1.6 15, 15, 20, 20 15, 15,
12.5, 12.5, 7.5, 30, 40,40,30 2.3, 2.3 15, 20 15
12.5, 12.5 7.5, 7.5
16 Chandni Chowk 8.10 180, 180, 180, - - 80, 80 - - 1.6, 1.6 10, 10, 20, 20 10, 15
(CWC) 25, 25 10, 10
17 Esplanade 8.81 90, 90, 90, 90, 30, 10 30, 30, 25, 25 - - 1.6 7.5, 7.5, 25, 15, 15,
(ESP) 90, 90, 90, 90, 30, 10 50,30, 1.6 12.5, 20.5 15, 10,
90, 90, 12.5, 30, 50 12.5 15
12.5, 12.5, 12.5
18 Mid Section 9.26 - - - 80, 80 - - 0.315, 0.315 100, - -
12.5,
12.5

De- Tube- Escal- e
(m3/s) (m3/s) 11 kV 604V ASS (MVA)
RSS TSS
(HP) (HP) (HP) r
(MVA) (MVA)
k
1 2 3 4 5 6 7 8 9 10 11 12 13 14
19 Park Street 9.62 90, 90, 20, 12.5, 40, 40, 12.5, 12.5 - 2.3, 2.3, 1.0, 1.0 12.5, 25 -
(PKS) 90, 90 7.5, 20, 30, 40, 12.5, 12.5 2.3, 2.3 12.5,
12.5, 7.5 40, 50 7.5, 7.5,
50, 7.5,
7.5
20 Mid Section 9.98 - - - 80, 80 - - 0.315, 0.315 12.5, - -
12.5, 5.0
21 Maidan (MDI) 10.3 90, 90, 90, 35, 7.5, 30, 30, 25, 25 - 1.0, 1.0 7.5,12.5 - -
4 90, 90, 90 35, 7.5 50,30, 12.5,
30, 50 7.5, 10
22 Mid Section 10.8 - - - 80, 80 - - 0.315, 0.315 25, 25 - -
4
23 Rabindra Sadan 11.6 90, 90, 90, 90, 30,30 30, 30, 25, 25 16, 16 2.3, 2.3, 1.0, 1.0 7.5, 12.5 17.5, 15, 15
(RSN) 90, 90, 90 50, 30, 2.3, 2.3 12.5 30
30, 50
24 Mid Section 11.9 - - - 80, 80 - - 0.315, 0.315 25, 12.5, - -
1 12.5
25 Netaji Bhawan 12.2 90, 90, 90 50, 7.5, 30, 30, 25, 25 - - 1.0 12.5, 17.5, 10, 10
(BHO) 1 90, 90, 90 50, 50, 50, 30, 1.0 12.5, 30
7.5 30, 50 7.5, 12.5
26 Mid Section 12.6 - - - 80, 80 - - 0.315, 0.315 - - -
3
27 Jatin Das Park 13.2 90, 90, 90 30, 3, 30, 30, 25, 25 16, 16 2.3, 2.3, 1.0, 12.5, - 10
(JPK) 4 90, 90, 90 30, 3 50, 30, 2.3 1.0 12.5,
30, 50 2.3 7.5, 15,
15, 10
28 Mid Section 13.6 - - - 40, 40 - - 0.315, 0.315 25, 25, - -
0 25

De- Tube- Escal- e
(m3/s) (m3/s) 11 kV 604V ASS (MVA)
RSS TSS
(HP) (HP) (HP) r
(MVA) (MVA)
k
1 2 3 4 5 6 7 8 9 10 11 12 13 14
29 Kalighat 13.8 90, 90, 90, 90, 40, 20, 80, 40, - - - 1.0, 1.0 12.5, 10 10, 10
(KHG) 6 90, 90, 90 7.5, 7.5, 40 12.5
7.5
30 Mid Section 14.6 - - - 80, 80 - - 0.315, 0.315 15, 15, - -
4 15
31 Rabindra 15.1 90, 90, 90, 25.3, 30, 50, 60, 25, 25 - 2.3, 2.3, 1.0, 1.0 12.5, 10 10
Sarobar (RSB) 1 90, 90 30, 25.3 60, 50 2.3, 2.3 12.5, 10
32 Mid Section 15.8 - - - 80, 80 - - 0.500, 0.500 12.5, - -
1 12.5, 10
33 Tollygunj 16.3 - - - - - 2.3, 2.3, 1.0, 1.0 - - -
(TOL) 5 2.3
34 Tollygunj 17.0 - - - - - - 1.0, 1.0, 1.0 3.3 10, 15, -

Carshed 2 15
Total 89 72 79 60 8 45 72 112 31 34

ANNEXURE 1.2
SALIENT FEATURES
OF
METRO RAILWAY, CALCUTTA
S. Item Data/Feature
No.
1.0 GENERAL
1.1 Gauge 1676 mm (5’-6”)

1.2 Length
a) Centre to centre of Termini 16.450 km

b) Total length (excluding connection to Car Depot) 17.185 km
c) Length of connection to Car Depot 0.877 km
d) Total length including connection to Car Depot 18.062 km
1.3 No. of stations
a) Underground 15
b) Elevated 1
c) Surface 1
1.4 Distance between stations
a) Average
1.028 km
b) Maximum
2.151 km(Dum Dum-Belgachia)
c) Minimum
0.597 km(Central - Chandni Chowk)
1.5 Expected Traffic when the full section is opened to
traffic
a) Average weekday Transit Trips

i) Year of opening 1.32 Millions
ii) 5 years after opening 1.53 Millions
iii) 12 years after opening 1.73 Millions
b) One way peak hour volume

i) Year of opening 51,000 Passengers
ii) 5 years after opening 60,000 Passengers
iii) 12 years after opening 67,000 Passengers
c) Average Trip length 6.80 km
1.6 a) 5 years after opening 28 pairs per hour (headway 128 ½ s)
b) 12 years after opening 31 pairs per hour (headway 116 s)
c) Theoretical System Capacity 40 pairs per hour (headway 90 s)
1.7 No. of trains per day each way
a) Year of opening 311
b) 5 years after opening 374
c) 12 years after opening 429
2.0 ROLLING STOCK / TRACTION
2.1 No. of coaches to be procured
a) Year of opening 232

b) 5 years after opening 264
c) 12 years after opening 304
2.2 Train Composition 8 coaches /train (Length 163 m)
a) Driving motor coach 2
b) Non-driving motor coach 4
c) Trailer coach 2
2.3 Class of Accommodation One Class
2.4 Carrying Capacity
a) Driving motor coach each - 42 sitting + 259 standing
b) Non-driving motor coach each - 48 sitting + 278 standing
c) Trailer coach each - 48 sitting + 278 standing
d) Total per train 8 coaches - 372 sitting + 2186 standing
= 2558
2.5 Coach dimensions
a) Length (Buffer to Buffer) 20.40 m
b) Width (outer to outer) 2.74 m
c) Height (above rail level) 3.70 m
d) Maximum axle load 17.00 tonne
2.6 a) Acceleration
i) Maximum 1.1 m/s2
ii) Jerk rate 0.75 m/s2 max.
b) Deceleration
i) Service 1.1 m/s2
ii) Emergency 1.3 m/s2
2.7 Speed
a) Maximum 80 km/h
b) Schedule 38 km/h
2.8 Station stop time 30 s
2.9 Traction system
a) Voltage 750 V dc
b) Current Collection 3rd Rail. Return through running rail.
c) Braking Electrodynamic with electro

pneumatic and parking brakes.
d) Motors
i) BHEL Make 93 kW, 338 V/ 310 A

ii) NGEF Make 160 kW, 675 V/265 A
e) Controls
i) For 144 coaches already on order Rheostatic

ii) For 88 coaches (Future orders) Rheostatic or Thyrister/ GTO.

2.10 Door operation Electro pneumatic
3.0 POWER SUPPLY
3.1 a) No. of Receiving cum Traction cum Auxiliary 4 Nos.

Sub-stations (33 kV/11 kV/415 V ac - > 750 V dc)
c) No. of Traction cum Auxiliary Sub-stations 7 Nos.
(11 kV/415 V ac - > 750 V dc)
d) No. of Auxiliary and mid-section Sub-stations 27 Nos.
(11 kV/415 V ac)
e) No. of Emergency battery lighting sets 32 Sets
(250 Ah/220 V)
3.2 Anticipated maximum power demand when fully 65 MVA
operational
3.3 No. of underground pumping stations 53 Nos.
4.0 VENTILATION AND AIR-CONDITIONING
4.1 a) Maximum permissible temperature at stations 30o C

b) Maximum temperature in running tunnels 32.8o C
c) Maximum relative humidity at stations 87 %
d) Maximum relative humidity at tunnels 77 %
e) Maximum air velocity in tunnels 1 m/s
f) Maximum air velocity in stations 2.5 m/s
g) No. of air changes: Station & Tunnel 12 changes per hour
5.0 SIGNALLING & TELECOMMUNICATION
5.1 Type of Signalling Cab signals with line side signals as standby.
5.2 Train Control System Continuous Automatic Train Control comprising of
i) ATP Automatic Train Protection

ii) ATO Automatic Train Operation
iii) ATS Automatic Train Supervision
(including CTC)
iv) Absolute Block System as standby in case
of failure of CATC
5.3 Line Supervision Solid state CTC system
5.4 Telecommunication i) Automatic dialling telephone for administrative

and operating functions.
ii) Omnibus control telephone for operational
purpose.
i) Train radio communication between Central
Control and each train.
ii) Closed Circuit Television at stations for
passenger control and surveillance.
iii) Public address system in trains and in stations.
Central time system.

ANNEXURE 1.3
ORGANIZATION CHART OF ELECTRICAL

GENERAL SERVICES
CEE
Dy.CEE/M
SEE/M
AEE (AV/M) AEE (PD/M)
SSE/HQ SSE/General SSE/AV SSE/Stores SSE/AV SSE/PD

Metro Bhawan Metro Bhawan Kalighat Kalighat Belgachia Noapara
SE/Escalator SE/Pumps
Metro Bhawan Tollygunge

CHAPTER 2
POWER SUPPLY SYSTEM & DISTRIBUTION
2.1 ENERGY CONSUMPTION IN GENERAL SERVICES AND AIR-CONDITIONING
In Chapter 1 it is mentioned that 72% of the electrical energy consumption of Metro Railway,
Calcutta is for general services and air-conditioning and balance 28% is for traction purposes,
inclusive of the energy consumption in lights and fans in the running trains.
2.1.1 Break up of energy consumption
Metering of the LT consumption at various stations is not presently done but rough indicative
breakup of this energy consumption for the various purposes have been assessed as below for
the year 1998-99:
Sl. Utilization Brief list of assets Assessed annual % of general

No energy consumption services
in lakh of units consumption
1. Illumination in stations Approximately 20,000
and tunnels, quarters and luminaries of which 50 10.7
offices, excluding HQ 18,000 are 1x 40W or 2 x
building. 40W fluorescent tubes.
2. Escalators and lifts. 35 escalators plus 5 lifts.
Extra 5 lifts shown in Sr. 15 3.2
No. 6
3. Ventilation and air 139 fans of 30 kW to 75
washery kW capacity. 235 50.3
34 sump pumps of
5 kW capacity.
4. Air-conditioning Approx. 10,000 TR of
capacity in Central plants
plus 76 Nos. 1 TR/1.5 TR 110 23.6
window air-conditioners
and 14 Nos. of 12.5 TR
package AC plants.
5. Signalling and telecomm LOT
and fare collection. 10 2.1
6. Metro Railway HQ Lights, Fans, Air-
building conditioner, 5 lifts. 8 1.7
7. Pumping 111 Nos. de-watering
pumps; 32 Nos. of tube- 24 5.1
well pumps of 7.5 kW to
25 kW capacity. Two of
higher capacity.
8. Colony including Road
illumination 5 1.1
9. Workshop and depots
including illumination 10 2.2
Total : 467 100

2.2 SOURCE OF SUPPLY
The Metro Railway purchases electrical energy from Calcutta Electric Supply Corporation
(CESC) at 4 Receiving Substations located at Jatin Das Park, Central, Rabindra Sadan and
Shyambazar. For HQ building and for Belgachia colony, power purchase is done locally at
these two places at 6 kV from CESC. In addition direct LT/MT power at 415/230V ac is also
obtained at a few places for some minor loads. The power purchased at 33 kV is stepped down
to 11 kV 3 phase in the 4 Receiving Substations. Power at 11 kV is then distributed to 11
traction substations, of which 4 are located adjacent to the Receiving Substations and the
remaining 7 are distributed along the route.
Units of
Sl. Point Of supply No. of Installed Maximum energy Power Load
No. transformers capacity Demand consum- factor factor
in July, 99 ption in
July, 99
1. Jatin Das Park
- 33 kV 2x16 MVA 32 3235 kW 969167 97% 42%
MVA
2. Rabindra Sadan
- 33 kV 2x16 MVA 32 3810 kW 980940 91% 37%
MVA
3. Central
- 33 kV 2x16 MVA 32 8040 kW 2309520 96% 43%
MVA
4. Shyambazar 2x16 MVA 32 3948 kW 1066740 96% 38%
- 33 kV MVA
5. Metro Rly HQ
Office - 6kV 2x1 MVA 2 386 kW 62,205 74% 23%
- 11kV 1x1.6 MVA MVA+
(Standby) 1.6
MVA
6. Belgachia staff (500 94 kW 35,846 89% 55%

colony +500) 2.5 MVA
- 6 kV 1x500 kVA kVA
- 11 kV 1x500 kVA
(Standby)
7. Officers Quarters, Minor LT Not Not
Staff colony, loads at applicable applica
Medical Units etc. 415V/230V ble
directly
from CESC
The reliability of the 33 kV supply from CESC is adequate and on the Metro Railways own
power distribution network, enough standby capacity has been provided.
The record of power failures at the medium tension level of 415V is not kept as such. The
reliability of source is very high and broadly 99% reliability is achieved at the supply points at

415 V or 6 kV for the auxiliary loads. A separate power failure register needs be maintained in
addition to general logbook.
The following auxiliary transformers of 11 kV/415V 3 phase have been provided from the 11
kV power distribution system.
Sl. No Location Installed capacity of transformers

i) At station ends between Dum Dum and Esplande 24 Nos. x 1.6 MVA
stations and Noapara Workshop and shed.
ii) At station ends, between Park Street and 19 Nos. x 1.0 MVA
Tollygunge and also 3 nos. in Tollygunge car
shed.
iii) At 13 mid sections for ventilation fans, de- 27 Nos. x 315 kVA
watering pumps.
iv) At 1 mid section located between Rabindra 2 Nos. x 500 kVA.
Sarovar and Tollygunge.
Summary
Number of auxiliary substations 43
Total number of auxiliary transformers 72
Total installed capacity - 67 MVA
2.3 THE PROFILE OF POWER SUPPLY AGENCY, TARIFF AND ENERGY

CONSUMPTION
The power supply agency Calcutta Electric Supply Corporation Ltd. is the Licensee of the
Calcutta City area, also some portions of Greater Calcutta area, and is a private company with a
few thermal generating stations owned and operated by them. In addition they purchase bulk
power from West Bengal State Electricity Board / Eastern Regional Grid fed from DVC, NTPC
etc.
The present special tariff is for 33 kV supply, a two part one viz. on maximum demand in MW
and energy consumption in kWh. There are further surcharges on fuel cost adjustment and
power factor but so far there is no provision on hour of the day tariff with concessions for use
of off-peak power vis-a-vis premium on use of power during peak hours. The maximum
demand is based on 30 minutes integration basis. A copy of the current tariff is placed at
Annexure 2.1. The tariffs for minor supplies at 6 kV, 415V /230V is a standard one and no copy
of this tariff has been given in this Manual
Each of the above receiving stations is treated as a separate point of supply for metering and
billing purposes and hence the Maximum Demand Charges are payable on each slab of
maximum demand for each point separately. During extension of feed in emergency cases,
caused due to a failure of the supply authority, excess Maximum Demand Charges are waived
by CESC on application. TPC should, therefore, be alert to inform CESC about such failure and
apply for rebate.
The approximate annual energy cost for the General Services was Rs. 16.6 Crore out of a total
of Rs. 23.2 Crore for the Metro Railway in year 98-99. The details of energy consumed and the
cost thereof are given in Annexure 2.2.

The energy costs, maximum demands, energy consumption etc. are based on 1998-1999
figures. As mentioned earlier the energy consumption has been assessed and not on metering
and is, therefore, only indicative.
It is essential to provide some meters at critical nodes to have a grip on the energy management
and energy conservation. It is necessary that 150 meters be provided to monitor the electrical
general services power distribution system. The locations of these meters and other details have
been given in Annexure 2.3.
In addition, one set of portable power monitoring and recorder at LT/ MT need be acquired.
This would record the various parameters like voltage, current, frequency, form factor, energy,
power factor, maximum demand, interruptions etc. of the monitored system. Recordings can be
done for few days at a stretch and then the portable apparatus can be shifted to other locations
by turn. The key specification is furnished in Annexure 2.4.
2.4 SPECIFICATIONS OF EQUIPMENTS
A typical drawing showing the arrangement of LT power supply distribution for the electrical
general services is given at Fig 2.1. The entire distribution system drawing would be
voluminous hence only a portion has been shown here. The highlights of the specification of
the 6 main equipments used in the distribution system are given below.
The operation and maintenance jurisdiction of electrical general services group starts from the
output circuit breaker of the auxiliary transformers. Only relevant portions have been covered
accordingly. The major equipments along with their Indian Standard Number and total
quantities used in the LT distribution network are indicated below:
Approx.
Item Specification No. Quantity.
(i) Air circuit breakers (ACB) IS 2516 300 Nos.*
(ii) Moulded case circuit breakers (MCCB). IS 2576 1200 Nos.*
(iii) Miniature circuit breakers (MCB) IS 8828 8000 Nos.*
(iv) Earth leakage circuit breakers (ELCB) / BS 4293 NA

Residual current circuit breakers (RCCB) IS 4064
IS 12604
BS 3871 Pt -1
(v) Iron clad or moulded switches, DBs,
switch fuse units, terminal blocks IS 1567 NA
single pole piano key switches, sockets, IS 13947
holders etc.
(vi) Cables laid underground or IS 694 130 circuit Km

on cable trays.
* Includes those under traction power group and air conditioning group.
(Note: The above list does not include items used for “earthing” and safety equipments which
are dealt with separately to highlight their importance.)

The details of the above 6 categories of equipment are given below:
2.4.1 Air circuit breakers
These air circuit breakers are of nominal 415 V 3 phase 50 Hz, metal clad design with the
following ratings:
a) Rated current - 400 A, 800 A as per requirement.
b) Rated symmetrical - 50 kA to 60 kA
breaking capacity.
c) Rated making - 120 kA to 150 kA

capacity in peak amperes
d) Contact fingers/ - Silvered copper/cadmium

sockets copper
e) Operation Manual or from remote control only for a few

selected breakers.
Operation by solenoids or charged springs

driven by internal dc motor.
Latched contacts
Tripping: direct acting over current coils,

thermal overload releases. Some of the key
breakers would be operated from remote
control.
Trip free mechanism i.e. breakers can be

manually closed against fault without danger
to operator.
(f) Quenching medium - Ambient air (No oil).
(g) Meters One ammeter with phase selector switch, one

voltmeter with phase selector switch.
(h) Isolation Draw out
(i) Fault clearance time Within 25 ms to 300 ms
A cut out view is given in Fig. 2.2.
2.4.2 Molded Case Circuit breakers (MCCB)
These moulded case circuit breakers (MCCB) are of ratings from 10 A to 800 A with breaking
capacity of 50 kA 3 phase 50 Hz ac.

The protections of over current, overload are built in and settings can not be changed or
adjusted at site.
2.4.3 Miniature Circuit Breakers (MCB)
Only breakers with electromagnetic release (and not thermal release only) for over current
(short circuit) protection shall be used. The fault tripping current otherwise would be erratic.
Additional thermal overload (long duration current exceeding 100%) can, however, be an
additional feature. The fault breaking capacity at 240/415 V would be 9 kA line current.
No attempt shall be made to reuse these MCBs after repair. Defective MCB should be simply
replaced. If the rate of defects is abnormally high, investigation need be done to pinpoint the
cause of the poor quality of MCBs or other circuit irregularities and then the situation need be
rectified.
A cutout view of MCB is at Fig. 2.3.
2.4.4 Earth leakage circuit breakers (ELCB)/Residual current circuit breakers (RCCB)
Both the above afford protection against risk of electric shock including fatal shock from
accessible metal parts or equivalents due to fault or the live circuit itself by accidental contact.
They also afford protection against hazard of initiation of fire due to electrical current flowing
to earth.
The Indian Electricity Rules, 1956 has been revised to include a new Rule 61A to enforce
provision of an earth leakage protective device to disconnect the supply instantly on the
occurrence of earth fault or leakage of current.
The Rule 61A of the IE Rules, 1956 is extracted below:
“The supply of energy to every electrical installation other than low voltage installation below
5 kW and those low voltage installations which do not attract provisions of Section 30 of the
Indian Electricity Act, 1910, shall be controlled by an earth leakage protective device so as to
disconnect the supply instantly on the occurrence of earth fault or leakage of current
Provided that the above shall not apply to overhead supply lines having protective devices which are
effectively bonded to the neutral of supply transformers and conforming to rule 91 of Indian Electricity
Rules, 1956.”
Basic principle of working
In the initial years ELCB was used as a generic term and was operated by leakage voltage
during a small current through the trip coil of a miniature breaker. Later with further
development and application of electronics, sophisticated breakers were developed. These are
now called RCCB’s (Residual Current Circuit Breaker). The conductors (2 for single phase
supply and 4 for three phase supply – 3 phase conductors and neutral) are passed through a
toroidal core. Under healthy condition magnetic flux set up by these conductors through the
core will be zero maintaining a nil output balance (see Fig. 2.4). If any earth leakage takes
place, it will give rise to resultant magnetic flux in the core as balance is disturbed to that extent
and the output drives the tripping device.

The RCCBs are very sensitive and fast acting. The special attraction of these residual current
operated earth leakage circuit breakers is that they act to provide safety irrespective of the
installation earth condition (for an earthed neutral system). Moreover these are equally effective
for an indirect contact (to a charged metallic part due to fault) or for a direct contact (accidental
contact with alive part which is normally live even without any fault).
The ELCB is voltage operated and RCCB is current operated. For protection of human beings,
the RCCB should be adopted with leakage current of 30 mA. Voltage operated ELCB’s
normally trip the affected circuit if the voltage of the accessible metal parts exceeds 40 V. The
use of RCCBs with 30 mA tripping current may cause frequent spurious tripping due to
leakage, specially for tunnel light circuits. In such situation, ELCBs with 300 mA/500 mA trip
setting can be used if such installations are not accessible by non-authorized persons even
during emergency evacuation of the passengers from a coach stuck up inside the tunnel.
These are available in single phase versions or three phase versions. Up to 63 A single phase
load or a group of loads or circuits can be monitored by one ELCB/RCCB. These are very
effective safety devices.
The LT circuits of Metro Railway have been protected partially by these devices in them for
North section (from Chandni Chowk to Dum Dum) and at a few stations in South section.
Fitting the RCCBs must invariably be given priority for circuits which feed to equipments with
accessible exposed parts, such as metallic weighing machines on platforms, cold drink kiosks in
stations etc. In staff colony also they be introduced with priority and finally the offices and
other installations should be covered.
For further details IS 3043 and also Chapter 10 of this Manual can be consulted.
2.4.5 Iron clad or moulded switches, DBs, wiring materials
These should be procured according to rigid specification. Quality control is very important in
these items as devices of substandard materials sneak through continuously. Apart from
depending upon adoption of a proper specification, procurement must be confined to only
approved list of brands/manufacturers as already applicable in Electrical/Stores department of
the Metro Railway, Calcutta. Performance feed back analysis need be introduced systematically
in all such purchases.
All wiring cables must be of copper conductor, insulated with 1100 V grade. Critical circuits
like Ventilation fans should be fed through mineral insulated cables, in special FRP conduits
progressively in future. These conduits would withstand fire for about 30 minutes. For other
wiring only FRLS (Fire Retardant Low Smoke) grade cables/wire will be used in future for all
underground wiring. Ordinary over-ground wiring will have PVC insulation.
2.4.6 Cables
All the cables of copper conductor should be of FRLS (Fire Retardant Low Smoke) variety.
The cables whether laid underground or in trench or on hangers must be armoured with steel
tape or steel wire as per size. The final sheath again must be of material with low smoke
property with smoke of non-toxic nature.

2.5 OPERATION AND MAINTENANCE
2.5.1 The power distribution system covering the electrical general services has been designed with
adequate redundancy and switchable parallel alternate feeding routes. The switching and
supervision of the system from 33 kV tier up to the incoming circuit breakers of the LT 415V
panel boards at stations, workshops, offices etc. would be done from the Central Control room
in the Metro Railway HQ building through the SCADA system by the Traction Power
Controllers.
The provisions of the Power Distribution Subsidiary Rules must be followed rigidly by the
General Electrical Services to the extent applicable to them.
The totality of the system will thus not only give high reliability but would also ensure safe
operation. Operational safety items have been dealt in Chapter 10 of this Manual.
2.5.2 For the rest of the electrical general services’ power distribution net work, power supply at the
declared voltage and frequency shall be maintained continuously round the clock for all the
days of the year excepting for planned shutdowns. The redundant equipments like breakers,
switches, cables etc. have to be periodically changed over from “working” to “standby” mode.
The periodicity of such changeover can be fixed suitably depending on the situation. The
operating schedule should however, be available for strict observance of the schedule.
2.5.3 Maintenance schedules
Maintenance schedules for switchgear and cables are given in succeeding pages. The
maintenance of 11 kV/415V, 3 phase auxiliary transformers is to be done by Traction Power
Distribution group.
2.5.4 Maintenance Records
Proformae for keeping record of annual maintenance of LT panels, ACBs and feeder cables are
given in the Annexure 2.5 and Annexure 2.6.

Sl. Assets/Equipments Frequency of Maintenance
No.
Monthly Quarterly Every 2 years for first 10 years of life. Every year
after 10 year of life.
1. ACBs: (a) Visual Inspection (a) Visual (a) Inspection & replacement of gaskets.
3 phase 415V up to from outside inspection of (b) Cleaning of contact tips, busbar chamber and
2500 A rating. watching for any contacts, to support insulators. Check insulation with
Breaking capacity up to seepage of water. replace if Megger. Check milli-volt drop between the
60 kA Cases of water pitted. contacts.
seepage should be (b) Cleaning of (c) Earth continuity test of the equipment earth.
brought to the notice contacts. Also repairs to the earth system viz. electrodes,
of AEN concerned earth leads etc. Earth resistances of system
(b) Cleaning the breaker. earth and equipment earth to be checked and
(c) Cleaning the switch recorded, at least once in 2 years as a statutory
room. requirement. The values should be below 1 
(d) Checking for heating for system earth and 10  for equipment earth.
of joints due to loose (d) Replacement (by modules) of operating
connections and poor mechanisms, release mechanisms, set of
crimping. contacts, arc-chutes, and relays as needed after
5 years of service.
(e) Secondary injection test to check operation of
protection system.
(f) From 10th year of life onwards, annual survey
to decide upon replacement of the breakers.
2. Moulded case circuit Same as above (a) External (a) External cleaning.
Breakers (MCCB); cleaning. (b) Secondary injection test of fault tripping
Miniature Circuit (b) Testing and mechanism built in only for MCCBs.
Breakers (MCB); Earth tripping by the (c) Checking milli-volt drop between the contacts.
leakage circuit breakers built in test (d) Replacement on condition basis after 10 years.
(ELCB)/ Residual Current button in the It is indeed difficult to asses the condition so
Circuit Breakers (RCCB) ELCBs/ fixed time replacement after 12 years would be
of single phase or three RCCBs only. a practical solution, for such vital but not costly
phase. equipments.

3. Iron clad or moulded Nil (a) General Inspection of items of age of 10 years to decide if
switches, DBs, switch cleaning in dry replacement is to be done. Maximum permitted life
fuse units, terminal condition. would be 15 years. Authorization to continue
blocks, wiring etc. (b) Checking for beyond 10 years should be given at least by AEE to
heating of be confirmed by DEE/Dy.CEE.
joints due to
loose
connections.
4. Cables - laid under Nil Checking for (a) The cable route drawings for underground runs
ground or in trenches or heating of joints should be checked and up-dated for any change.
on hangers or trays. due to loose (b) Route markers shall be checked to replace
connections and deficient/ damaged ones.
poor crimping. (c) Earthing of cable armour as applicable shall be
checked.
(d) The cable shall be Meggered and IR recorded.
(e) The life of cable would normally be 25 years
plus. It would be a good practice to examine the
conditions of a few samples of cable lengths of
1 to 2 m to be dug out at random after 20 years
service. They need be tested for visual
deterioration and dry breakdown voltage in a
laboratory. These tests would give guidance
about replacement of the cable in question.

2.6 TOOLS, PLANTS, TESTING INSTRUMENTS
The tools, plants, testing instruments required must include the following:
(a) The usual tools like screwdrivers, spanners, pliers, cutting pliers, wire strippers,
hacksaws, hammers, chisels, earthing rods/chains/flexible wires, hand crimping
tools, painting and lettering brushes, etc.
(b) A set of measuring instruments like multi-meters, earth electrode “Megger”,

ordinary hand operated 500V Megger, neon line testers, portable vacuum
cleaner/blower etc.
(c) Ladders, gloves, pulley blocks, tirfors (can be borrowed from Ventilation section),
hand winch.
(d) A cable fault locator to pinpoint the location of fault of a cable within tolerable
accuracy of a meter or two.
(e) A portable hand held infrared sensor to locate hot points in wiring, cluster/ terminal
blocks. If such hot spots are identified (often caused by bad joint/loose connection)
they would be rectified in time to prevent failures or fire.
2.7 FAILURE ANALYSIS
The failures of LT supply to the station for lighting, ventilation, air-conditioning,

escalators etc. are not separately recorded presently as a separate item. In the general
logbooks, these are recorded along with other items.
The power supply interruptions at 33 kV and 11 kV are recorded by the Traction

Power Controller in the HQ. The LT distribution net work is not extensive and hence,
failures of source of 33 kV/11 kV as recorded by the Traction Power Distribution
group serves the purpose. However, in the daily event log books maintained at each
station and by SSEs the cases of LT power interruption are recorded. A separate
Power failure register need be maintained per station/ auxiliary substation.
The failures of 33 kV supply from CESC for the year 1998 have been analyzed for
the 4 RSSs. The abstracts of recorded cases of power failure for 1998 taken from
TPC’s records show that the percentage of the time for which the 33 kV supply was
available at different RSSs was as follows:
RSS %age of time supply available
(I) Central 91.6%

(ii) Rabindra Sadan 99.86%
(iii) Shyambazar 99.54%
(iv) Jatin Das Park 99.62%
This shows unsatisfactory situation for Central RSS. This aspect need be monitored
monthly on a regular basis so that the issue can be taken up with the supply authority
from month to month.
2.8 BREAKDOWN ATTENTION/REPAIRS
The HT and LT distribution system of Metro Railway, Calcutta is having adequate

redundancy and hence chances of LT power failure for a continued spell of more than
Manual for Electrical general sServices 26

a few minutes are very low. Moreover, for critical requirement of station lighting,
battery standby is provided. For signalling and telecommunication and SCADA
system, separate standby is provided.
The usual preventive maintenance gang would be diverted for LT power supply
breakdowns. There is no need for any separate captive breakdown gang to be kept as
hot standby.
2.9 MAINTENANCE ORGANIZATION
A certain group of staff (normally 2 per station) is nominated for every station. They
perform certain routine operations and carryout maintenance for power supply,
lighting, ventilation installations including mid section installations in tunnel or mid
point exhaust and drainage pumping locations during shifts. The balance staff and the
supervisors go round the various stations/ installations according to programmed
maintenance work as also breakdowns.
The present strength of staff will require periodical review as usual to make marginal
changes in strength and deployment to cover new technologies, increased work loads
etc.
The organization would be more productive if:
(i) Provision is made of adequate road transport for movement of staff and
materials including disposal of scrap materials from maintenance depots to
scrap yard.
(ii) Selected supervisors are given pagers for messages during emergencies and
breakdowns.
2.10 FUTURE DEVELOPMENTS
(a) To increase the reliability of power supply network, practically for every point an
alternate/duplicate supply has been provided prior to DB hierarchy. This has been
usually done to cover first degree failure of one major equipment at a time. But in
Metro Railway Calcutta, there are instances where second degree failures (i.e.
concurrent failure of 2 major equipments) have been covered. A study needs to be
undertaken to find out the utilization and cost-effectiveness of such capital works
against second degree failures. Based on this study, decision can be taken for future
replacement of such works or for their provision in the sanctioned Tollygunge – Garia
extension.
(b) Use of mineral insulated cables in special FRP conduits to stand the ravages of fire
should be undertaken for vulnerable items like ventilation fans, both intake and
exhaust ones. This aspect has been mentioned in Chapter 6 also in details.
(c) It would be a good engineering practice to maintain the original phase sequence for
the terminals (as fixed at the time of commissioning) during temporary supplies
during breakdowns or while reconnecting the terminals after they are disconnected
for maintenance or testing. This will not only ensure human safety for all cases but
will specially ensure the safety against mal-operation of certain types of equipments
in signalling and telecommunication, computers and specialized medical equipments.
For this purpose, apart from educating the staff, changes in the hardware need be
introduced progressively.

ANNEXURE 2.1
Copy of Executive Director of CESC Limited letter No. CORP:SERV:0427/T dated 17.9.98
addressed to the Chief Electrical Engineer, Metro Railways, Metro Rail Bhavan, 33/1
Chowringhee Road, Calcutta 700 071 with copy to Dy.Chief Electrical Engineer, Metro
Railways, Kalighat Station Building (2nd Floor) 100/1A, SP Mukherjee Road, Calcutta 700
026.
Sub: Revision of Electricity rates and charges for 33 kV supply to Metro Rail
for Traction purposes – effective from 19th October 1998
It is hereby notified that with the approval of the State Government, CESC is effecting a
revision of its tariff after almost two years. Steep increase in operating expenses including
increase in the cost of purchased power has compelled CESC to effect such revision. The
following rates and charges will become applicable to Metro Railways for Traction purposes,
from 19th October 1998. The rates are exclusive of Fuel Surcharge and Electricity Duty.
1. DEMAND CHARGE Per kW of Monthly Rs. 160

Maximum Demand
2. ENERGY CHARGE For each Unit 290 Paise
3. MISCELLANEOUS CHARGES
A. Meter Rental, per month or part thereof Rs. 350
Combined Charges for Disconnection and Reconnection: Actual cost of Rs. 600
materials delivered to site and labour plus 15 % of the cost of labour subject to
a minimum charge of
The above Rates are subject to:
Fuel Surcharge: As applicable
Delayed Payment Surcharge: In the event of any bill not being paid by the Due Date
specified therein, a Delayed Payment Surcharge will be
charged at one-fifteenth of 1 % per day on the total bill
amount from the date of the bill to the date of payment.
ALL OTHER RATES, CHARGES, SURCHARGES AND PROVISIONS REMAIN THE

SAME.

ANNEXURE 2.2

ENERGY CONSUMPTION AND ENERGY COST
YEAR 1998 - 99
MONTH TRACTION ENERGY COST OF TRACTION NON - TRACTION COST OF NON -TRACTION
(kWh) ENERGY ENERGY ENERGY
(Rs.) (kWh) (Rs.)
MARCH 98 1,410,795 4,638,000 3,777,123 12,319,579
APRIL 1,397,000 4,938,436 3,039,126 10,680,557

MAY 1,407,675 4,886,701 3,366,644 11,990,104
JUNE 1,424,600 5,129,186 4,508,832 17,059,967
JULY 1,420,100 5,307,599 3,509,516 14,274,928
AUGUST 1,451,650 5,650,367 3,993,458 15,454,624
SEPTEMBER 1,360,350 5,213,209 3,214,166 12,217,772
OCTOBER 1,501,575 5,638,639 3,888,202 14,565,470
NOVEMBER 1,451,750 6,282,198 3,641,419 15,662,870
DECEMBER 1,302,100 5,876,489 2,684,789 12,026,106
JANUARY 99 1,367,070 6,008,298 3,499,884 15,298,423
FEBRUARY 1,279,975 5,608,268 3,524,826 15,379,458
TOTAL 16,774,640 65,177,390 42,647,985 166,929,858
TOTAL OF TRACTION & NON TRACTION ENERGY 59,422,625 kWh

TOTAL COST OF TRACTION & NON TRACTION ENERGY Rs. 232,107,246

ANNEXURE 2.3
Suitable locations for monitoring Medium Tension / Low Tension energy Consumption for
enforcing energy conservation
Serial Location of the meters Type of Quantity

No. meters
1. At each auxiliary substation there are two MT panels 415 V 3 phase 344 Nos.
of 415V 3 phase 50 Hz. From each one 14 feeders energy meters
are provided including the spare. Out of this 4 viz. of 200
feeding the AC/AV, lighting and sump pump need be A/400A/800A
monitored. Hence each substation would need 2x4 =8 capacity.
meter and for 43 sub-stations 43 x 8 =344 meters.
2. For the pump/lighting feeders in the main -do- 4 Nos.
switchboard of the Belgachia Colony Substation.
3. For Tollygunge staff quarters, HQ building office -do- 10 Nos.
building in Kalighat and Stores Depot.
4. Other critical location identified. -do- 10 Nos.
Total 368 Nos.
Note
a) Since these meters are provided not for payment purposes but internal analysis, all the meters
need not be provided in all locations. Approximately 25% i.e. 150 meters need be provided.
They can be fitted turn by turn for different locations.
b) In addition a total of 10 Nos. of single phase meters of 5 A/ 10 A should be procured for use as
check meters in residential buildings or other special locations for check or analysis as and
when complaints are received.

ANNEXURE 2.4
KEY SPECIFICATION FOR PORTABLE POWER SYSTEM RECORDER
1. General
The portable meter shall be used for measuring and recording the quality and quantity of
electrical power and or energy for a continuous duration of 24 hours.
2. Scope, Range and Accuracy
The recorder shall be suitable for recording the following parameters with the range and
accuracy as indicated below:
Parameter Range Accuracy
Current 0-2500 A 1%
Voltage 0-500 V 1%
Power 0-1500 kW 2%
Energy 0-10,000 kWh 3%
Power factor 0.5 –1.0 3%
Frequency 45-55 Hz 2%
3. Design Requirement
The display of the parameters shall be digital and the sampling frequency shall be appropriate
but the number of displays shall not exceed one per minute.
The recording can be on a floppy disk and can be later converted into a hard copy graph through
a standard 1 MB compatible PC with 32 bit processor (like Pentium). The necessary software
shall be supplied by the supplier. Alternatively roll paper for recorders can be also accepted.
If supplied with computer software, the same shall work out and print out the following
additional derived parameters:
a) Maxima and minima of voltage

b) Number and duration of power interruptions
c) Particular of harmonic voltages up to 7th harmonics.
d) Load factor
e) Extent of under voltage and over voltage beyond  5%.
4. Construction etc.
The equipment must be portable, along with carrying case and lifting lugs etc. and complete
with essential components. The power requirement of the portable recorder shall be met
from a self-contained rechargeable battery with provision of built in charger from 230 V
single phase 50 Hz supply.
5. Inspection and Warranty
The equipments would be inspected prior to its delivery and required test certificates must
accompany the supply.
The usual warranty shall be offered against defects / damages etc.

ANNEXURE 2.5
ANNUAL MAINTENANCE OF LT PANELS
Location: Make: Date of Commissioning:
S. No. Year 2000 2001 2002 2003

Date
1 Earth Continuity (m)
2 Insulation Resistance of each Feeder (in
M)
3 IR value of Busbar (in M)
4 Operation of different equipment
(I) ACB
Checking of Arcing Contact
Checking of main contact (Carbon print)
Insulation value
R-E
Y-E
B-E
R-Y
Y-B
B-R
U/ V release
Shunt release
Electrical Operation
Spring Charging Motor
Arc Chute
(II) MCCB
Checking of operation
Shunt release
Arc Chute
Spring tension of contact
5 Testing of ACB
6 Operation of MCB
7 Fuse size/rating (A)
8 No. of fuse replaced
9 Indication Lamp
10 No. of indication lamp replaced
11 Defects could not be attended (if any)
12 Painting
Name of Fitter:
Signature of Supervisor:

ANNEXURE 2.6
PROFORMA FOR YEARLY MAINTENANCE
(NB: Separate records of checks and measurements made annually should be maintained for
individual equipment as per the following Proformae)
ACB
Number
Date Insulation Earth Continuity Voltage drop Relay

Resistance Resistance mV Operation
M 
01/01/00
01/01/01
01/01/02
01/01/03
01/01/04
Name of Fitter:
Cable Feeder
Number
Date Insulation Earth Earth

Resistance Resistance of Continuity
M Armour

01/01/00
01/01/01
01/01/02
01/01/03
01/01/04
Name of Fitter:

Fig. 2.1

Fig. 2.2

Fig. 2.3

Fig. 2.4

CHAPTER 3
STANDBY EMERGENCY POWER SUPPLY
3.1 INTRODUCTION
3.1.1 Failure of electrical mains power supply is always a cause of inconvenience to the
user. But there are a number of functional areas where such failures will harm the
safety and security of persons and property or result into heavy financial loss. For
such situations standby emergency electrical power supply must be provided and
maintained in good fettle so that they perform well during limited periods of mains
electric supply failure.
For Metro Railway, Calcutta, provision has been made for such standby emergency
power supply in the following functional areas:
Function Method of providing standby

a) Passenger movement in stations and Off line battery sets - 2 sets per
boarding/alighting from trains from/to station – one set at each end of the
platforms. station.
b) Control and communication other than S&T Deptt. provides their own
SCADA system for traction and electrical standby system and maintains and
general services. operates them.
c) SCADA system for control and data Battery operated on-line UPS
acquisition and supervising the power system at Control centre at Metro
supply and distribution system in RSS, TSS Railway HQ and also at controlled
and Third Rail. In addition SCADA covers centres. These are maintained by
only the LT supply ACBs for electrical Traction Power Supply and
general services. Distribution Group.
d) Attending to breakdowns and other Rechargeable battery operated
operations during general power failure by lights of 25W/40W capacity.
the concerned staff.
e) For continued operation of critical On-line UPS for individual
equipments like computers, medical equipment depending on its need.
equipments in hospital during surgery, etc.
The items (a) and (d) above concern electrical general services.
The above are cases where part of the load (i.e. essential load) is catered for. In
addition, there are two other locations viz. (i) Metro Railway HQ Building and (ii)
Belgachia, Metro Railway Colony, where full load can be supplied from a 2nd source
if the normal source from CESC fails. The second source is from the 11 kV traction
distribution network.
3.2 SYSTEM DESCRIPTION
3.2.1 A set of 250 Ah lead acid battery of 110 cells of Plante type with nominal 220 V dc
has been installed along with its battery charger at the mezzanine/ platform/rail level
at each end of a station. Thus, there are 2 sets of standby battery per station and a total
of 34 sets of this type for the entire Metro Railway, Calcutta.
With 80% Ah efficiency, 5 hour discharge rate and with approximately 500
fluorescent tubes of 40 W for each station end (for station as also up to 1/2 length of

twin tunnel from the particular end) the battery set can provide power up to 25% of
station and platform lamps, 50% of tunnel fluorescent lamps and some of the signages
for about 2 to 3 hours. In every station there are 12 to 15 number of internally
illuminated signage boards viz. Exit; Station name; No entry; Danger; Platform
Number, Booking office etc. Out of these, all the “Exit”, “Danger”, “No Entry” and
station name boards must be put on emergency lighting circuit. This will ensure
prompt and smooth evacuation of the station during any emergency. Obviously there
would be minor variations in the emergency load in this category from station to
station depending on the layout of entrances, passages and stairs etc. Emergency
lighting in tunnel is essential for evacuation of passengers inside tunnel during
emergency.
The battery is charged by a battery charger of 10 kW capacity with charging voltages

adjustable for trickle charge; 10-h rate normal charge and also for giving periodical
equalizing charge at 2.3 to 2.4 V per cell. The trickle charge rate should be adjusted
from time to time by fine tuning by trial and error over long periods of running at 6-
monthly intervals.
With the progressive introduction of electronic ballast in the luminaries of fluorescent

lamps which can be operated by ac/dc supply, dc to ac 230V 50 Hz inverters are
being released. The released inverters would be removed shortly from the plant
rooms. A few direct incandescent lamps can also be provided at critical locations. Till
such time all the fluorescent fittings in stations and tunnels are provided with
electronic ballasts, direct emergency supply of 220 V dc is used to operate the
emergency lights with incandescent lamps.
The present arrangement with 220 V dc supply with incandescent lamps provides for
automatic changeover to the battery supply in case of mains failure. The schematic
circuit is given in Fig. 3.1. In a few stations this auto-changeover is not yet introduced
in full form and manual switching is involved. These are to be automated fully at the
earliest.
Either with the present interim arrangements or the final arrangement of dc 220 V
battery fed fluorescent lamps with electronic ballast, automatic changeover would
have to be provided between the normal supply and emergency supply. A schematic
diagram at Fig. 3.2 gives the changeover arrangement.
Details of the major items involved are as follows.
3.2.2 Battery
It consists of 110 cells of stationary lead acid type of 250 Ah capacity mounted in
wooden/FRP stands with ceramic insulators. Because of the location in moist and
dusty environment, it would be necessary to provide special pedestal insulators with
increased creepage path for mounting of the battery stand. For the same reason viz.
the existing environment, the inter-cell connections of lead coated copper only should
be used and use of aluminum should be avoided. The present ventilation fans of
battery rooms discharge on to tunnel. In future these should be arranged to discharge
directly to atmosphere by provision of ducts or alternatively connected to the under
platform exhaust system. The working of the present exhaust fans in the battery
rooms must be monitored daily by visual inspection.
The battery set is to be obtained as per IS 1652 with special features as mentioned
viz.: with Plante type positive plates. Fig. 3.3 shows the cut out view of cell with
main components.

The battery sets should be replaced when the ampere-hour efficiency falls below
80%. Ah efficiency test needs to be performed every year from 5th year of service
onwards.
The general specification of the battery/cells and the charging characteristics are
given at Annexure 3.1.
3.2.3 Battery charger
The battery chargers are of straight diode type with input voltage control on ac side
by auto-transformer and fine voltage/current control by resistors. The protection of
diodes is by high speed fuses. The battery charger range need be as follows:
(a) Initial charge rate at 34 A.
(b) Finishing rate at 17 A.
(c) The float charge voltage would be 2.2 V/cell i.e. total battery voltage of 240 V.
3.2.4 Change over switch and circuit layout
The schematic drawing at Fig. 3.1 shows the modified arrangement. At some stations
non-standard circuit is still in use. This would have to be modified to the standard
arrangement promptly.
(Note Fluorescent lamps with electronic chokes form the backbone of the emergency
lighting arrangement. The details of the principle of working and specification of
electronic chokes are given in Chapter 4: Lighting Services and should be read with
this Chapter).
3.3 MAINTENANCE SCHEDULES
The maintenance schedules of battery, battery chargers, changeover switch and circuit
layout are described below.
3.3.1 Battery
The maintenance of stationary lead acid battery for standby purposes is simple and
straightforward but must be followed meticulously. Then only a battery life of 10
years or more can be achieved. The following are the steps to take:
(a) Specification of the battery set should be drawn with care, covering the
construction of plates, connectors, separators, containers, and terminals.
(b) Formation charge should be given strictly according to requirement at the time
of commissioning of a new battery set.
(c) Topping up of distilled water and trickle charging must be done regularly.
(d) The trickle charge rate must be adjusted by a few weeks of trial and error and
fixed up as optimum. Even on a continuous basis, this need be adjusted so that
the cells (as measured through a few pilot cells) should maintain proper voltage
and specific gravity of the electrolyte. Once in a year the battery should be
given a deep discharge. The details of charging rate etc. are given Annexure
3.1.

(e) Ventilation and cleanliness of the battery room must be given special attention.
(f) No person shall enter the battery room with naked flames.
(g) Specific gravity readings of electrolyte must be corrected every time with the
ambient temperature.
(h) The cells showing deposit in the bottom shall be taken out and replaced.
(i) Any cell showing overheating beyond 50oC during charge

(specially during non-trickle charge i.e. in case of normal charge, boost charge
or equalizing charge) and excessive distilled water consumption should be
taken out and examined for defects. As necessary it should be replaced.
(j) Special tools (insulated specially as required) should be used in the battery
room to avoid inadvertent dropping from hand on to the terminals and causing
short circuit across the cell / battery.
(k) Cleaning and re-greasing of the terminals/connections should be done with

care, applying only a thin layer of petroleum jelly. Over greasing would not
give over protection.
(l) Quality of distilled water should be meticulously checked. Even in distilled

water, substandard quality is coming through. A very miniscule quantity of iron
or silica (as salt) present in the water would “poison" the cells.
(m) The reading of specific gravity of the electrolyte and on load voltages of the
cells should be measured in only 10 nominated “pilot” cells per battery bank of
110 cells. The nominated pilot cells should be rotated every year.
(n) Inside the battery room only mallet (wooden hammer) shall be used in lieu of
steel hammers. This would avoid sparks to eliminate chance of any
explosion/fire from inflammable gases (Hydrogen).
Maintenance schedules
The schedule to be followed would be as per the following chart:
Frequency Items of maintenance Follow up action
Monthly (a) Topping up of distilled water. (a) If any cell shows excessive
(b) On load voltage measurement in consumption of distilled
pilot cells. water, compared to other
(c) Measurement of specific gravity cells, the affected cell should
of pilot cells. be investigated.
(d) Cleaning the pedestal insulators (b) If any cell shows abnormally
of the battery stand. low voltage below 1.8 V, the
(e) Visual checking of the exhaust cell should be checked for
fans. defect.
(f) Cleaning of the battery room. (c) If all the cells show lower
(g) Dry cleaning of the top of the voltage below 2 V, the trickle
cells without distributing the charge rate need be increased
inter-cell connectors. appropriately.

(d) If in the intervening period
since the last monthly
maintenance there has been
normal mains power failure
and the battery voltage is
below 180 V, boost charge
/normal charge followed by
equalizing charges be given.
Six (a) Record specific gravity and on Screen out –
monthly load voltage of all the cells.
(b) Pedestal insulators as also the (a) Reversed cells if any.
wooden/ FRP battery stand (b) Cells with low voltage and or
should be cleaned dry cloth or specific gravity to rectify or
with a cleaning fluid. replace them as appropriate.
Annually The internal connectors to be opened
cleaned and put back. Thereafter a
thin coat of pure petroleum jelly to
be applied, avoiding any contact face
carrying current.
Annually Ampere-hour efficiency test. The test If the Ah efficiency test shows a
only for would be covered in-situ by first value below 80%, the sets (110
battery sets charging the set to full charge. The cells) should be replaced by new
which have battery set would then be discharged ones.
completed at a steady 10-h rate by putting the
8 years of load of station platform fluorescent
their life. lamps (even without any power
failure). This steady discharge at 10-
h rate to continue up to 1.8 V/cell or
198 V for the battery is attained. The
rate of discharge would be
maintained by increase /decrease in
the number of fluorescent lamps kept
on. During the tail end of such tests
spreading over a period of 10 hour a
few portable standalone battery
operated emergency lights would be
deployed at vantage points. These
will provide emergency light during
the time taken by the battery to pick
up adequate charge. After the
capacity test is completed, the battery
should be recharged to normal
condition in next 10/12 hours.
In the 8th Cells should be checked for shedding
to 10th year of active material. The deposit of
of its life materials at the bottom of the cell
will show this up. In such cases the
cells should be opened, cleaned and
nursed back.
Records of maintenance
The proforma for record may please be seen at Annexure 3.2.

3.3.2 Battery charger
Frequency Items of Maintenance Follow up action
Monthly Dry cleaning and dusting without As required.

removing the panel covers.
Six monthly (a) Visual inspection of the Rectification or replacements
components, wiring connectors, of defective components.
terminals. This would detect any
signs of overheating,
deterioration or physical damage.
(b) Thorough dry cleaning and
dusting of the equipments after
removing panel covers.
Annually after (a) Survey of the ammeters, Replacement or in

5 years of life. voltmeters, switches, and exceptional cases repair of
contactors. This would decide the the ammeters, voltmeters and
need for replacement of these control switches.
items. Repair should not be
attempted unless very minor
defects are involved.
(b) Actual measurement of charging
currents vis-a-vis the values as
per settings.
Annually after To assess the condition of battery Replacement by a new one as
10 years of life charger, if it needs replacement. No required.
particular tests are prescribed for this
assessment. It should be done on the
strength of the Engineer’s experience
and after analyzing the usual criteria
of the feasibility and cost of repair
vis-a-vis the residual life and the cost
of replacement by a new set.
Records of Maintenance
For records the Annexure 3.2 may be adopted with necessary changes as required.
3.4 FUTURE DEVELOPMENT

Maintenance free sealed batteries would not be an attractive proposition for city based
Calcutta Metro. However a high volume of research is in progress all over the world
to develop more efficient batteries of higher power /weight ratio for automobile
application and also the huge potential demand for storage of solar energy. Fuel cell
for direct conversion of chemicals to electricity is also in fairly advanced stage of
development. Polymer batteries are also under development and now are in a hopeful
phase of success. It would be reasonable to anticipate a viable new electrical storage
battery technology in the near future. At that stage the batteries would be replaced by
the new types.

ANNEXURE 3.1
TECHNICAL PARTICULARS OF 250 Ah CELLS AND 220 V dc BATTERY

FOR STANDBY LIGHTING IN STATIONS
1. Capacity at 27o C when discharged to 1.85 volts at 10 h rate 250 Ah
2. Normal 10 hourly charging current

(a) Starting rate 34 A
(b) Finishing rate 17 A
3. Trickle charge rate

(a) Maximum rate 660 m A
(b) Minimum rate 220 m A
Note: The Plante cells should be floated at a voltage between 2.18 to 2.23 V per
cell. Trickle charging should be adjusted within the maxima and minima as
above, so that individual cell remains in full charge.
4. Approximate weight per cell with acid 37 kg
5. Approximate quantity of acid per cell 8.6 litre
6. Overall dimensions of the cell L 248 mm x W 203 mm x H 349 mm
7. Procedure of initial charging
 Fill the cells with electrolyte of required specific gravity.
 Charge the cell at any rate between starting and finishing rate.
 After the cell voltage reaches 2.36 V, charging rate should be below finishing
rate.
 If electrolyte temperature goes above 50o C, stop charging for sometime to come
down to 40o C. If cooling down takes inordinately long, continue charging at 45o
C.
 After about 10 hours of charging cells are considered to be fully charged if cell
voltage & specific gravity remain constant for 3 successive hours
 Acid level should be adjusted to “maximum” after correcting up Gravity to 1.200

+ 0.005 at 27o C.
8. Quick recharge
For quick recharge (boost charge) cells can be charged at up to 2.4 V per cell at high
currents up to 62 A to start with and tapering to 17 A at finishing rate.

ANNEXURE 3.2
PROFORMA FOR RECORD OF MAINTENANCE WORK
YEAR 2000
Name of Asset: Standby battery for lighting 250 Ah lead-acid

Asset number SBL-JDP-7-1992
Make ……….
Date of commissioning ……….
Category of schedule Monthly
Location Dum Dum end of JD Park station
Location number JDP-SLB-28
Month April May June July
Date
Cell No. V SPG V SPG V SPG V SPG
1
11
21
31
Name of Fitter:
Note:
(1) Voltage reading to be taken by on load.

(2) Specific gravity to be corrected for temperature before recording.
(3) Readings for 10/15 years should be preserved at one place for analysis of performance

ANNEXURE 3.3
ANNUAL MAINTENANCE OF LEAD ACID BATTERY
Location: Make: Type of Battery Date of Commissioning:
Sl. No. Year 2000 2001 2002 2003

Date
1 Full Load current (A)
2 Electrolyte Level
3 Topping up by D/M water
4 Equalizing Charge given

a) Charging Current
b) Time of Charging
5 Condition of Inter Cell
connector
6 No. of defective inter-cell
connectors replaced
7 Petroleum Jelly application
8 a) Cleaning of Vent plug
b) No. of defective vent plug
replaced
9 Painting & Condition of
Battery rack
10 No. of weak cell with Sp. Gr.
11 No. of Cells replaced
12 Capacity Test
13 Defects could not be attended
(if any)
14 Condition of Room
Ventilation/Exhaust Fan
Name of Fitter:

ANNEXURE 3.4
ANNUAL MAINTENANCE OF INVERTER
S. No. Year 2000 2001 2002 2003

Date
2 Insulation Resistance of each Feeder (in
M)
R-E
Y-E
B-E
R-Y
Y-B
B-R
3 Checking of internal wiring
4 Spring tension of Contactor
5 Recording of all readings:
a) dc voltage (V)
b) ac voltage (V)
c) Load Current (A)
d) Equipment Current (A)
6 Working of Auto Change Over Switch
7 Painting
Name of Fitter:

Fig 3.1

Fig. 3.2
Change-over

Fig. 3.3
Cut out of Battery

CHAPTER 4
LIGHTING SERVICES
4.1 GENERAL GUIDELINES – DISTRIBUTION AND CONTROLS
Lighting is provided for the underground stations of Metro as also for various other
premises like tunnels, plant rooms, offices, depots, workshops, staff colony, car sheds,
yards, hospitals etc. with specialized requirement for each such functional unit.
The lighting design, maintenance and operation of underground Metro stations need to
cover a number of special features compared to lighting of other premises, including the
mainline Railway stations. These special features are due to following factors:
 Number of passengers to be evacuated out of the station at a quick rate during

emergency, particularly fire.
 Transition from daylight level to lower level of illumination during day time hours
for underground stations;
 Provision of failure free lighting by provision of emergency standby lighting in

stations.
 More stringent requirement about safety from fire hazard in underground stations for
the design of circuits, equipments, luminaires etc.
All power distribution shall be by cable. In urban area, use of bare overhead conductors
would be hardly feasible. Even for street lighting on rail poles /tubular poles etc, the
power distribution would be by cables. However to ensure safety, all joint boxes for
tapping the cable must be at a height of at least 2.5 m and there should be no risk of
electrical shock from such joint boxes by direct contact or indirect contact during rain
/flood.
4.2 DESIGN
The design of the lighting system for the location, quantity and type of luminaires,
obviously has to be done on the usual norms of level of illumination, uniformity ratio,
glare index, maintenance factor of the luminaires, room index etc. The special features
are provision of standby power supply and lighting thereof; provision of adequate level of
illumination so that the edge of the platform is clearly visible; provision of higher level of
illumination starting from platform edge and moving away therefrom; matching level of
illumination at the entry area from road; grouping of luminaires in alternate circuit groups
so that the circuit failure affects only alternate groups of lamps.
The lighting design should not only be functional but must integrate with the station
décor. A better design would be to adopt variations in the visual aspects so that each
station has a unique design to break the monotony of the stations.

A well designed and well monitored lighting arrangement adds a lot to the passenger
satisfaction.
The wiring and control switches, protective fuses etc. require nominal maintenance if
properly designed and installed by skilled staff using high quality materials.
The schematic drawing of general layout of lighting in underground station platforms is

given in Fig. 4.1.
The schematic drawing of general layout of lighting for tunnel is given in Fig. 4.2.
A cross section of a typical platform showing the location of single tubes and double
tubes is given in Fig. 7.7.
4.3 ILLUMINATION LEVEL
The level of illumination is provided according to the functional requirements viz.

walking in corridors, boarding in or alighting from a train, reading of signages, punching
of ticket, working in a office, working in a traffic control room, security of a plant room,
stabling of trains in a yard, carrying out work in a repair shop etc.
The level of illumination in LUX (i.e. Lumens/m2) has been provided in various
representative locations as follows:
Level of Illumination in LUX
Functional Area As actually provided

Platform 175
Mezzanine –ticket booking offices 200
area
Plant rooms like ventilation fan 50
chambers, AC plant rooms, LT panel
rooms, standby battery rooms, S& T
equipment rooms.
Tunnel 12
Emergency lighting 8-10
(Note: The unit of luminance is LUX which is lumens/m2. This is not to be

confused with foot-candle which is Lumens/ft2. In some literature, foot-candle
has been also called as “lux” and this confusion is created. 1 LUX = 10.72*lux.)
The above levels should be achievable with lamps in use and luminaires only clean
enough as obtained in practice with voltage as normally available in the mains. Hence the
design of the illumination must take care of the decreasing luminance of the source,
increase in loss in the reflector cum cover of the luminaire due to aging and quality of
maintenance, voltage fluctuation in the mains, cleanliness of the reflecting walls etc. In
addition design of the illumination must address to critical issues like uniformity ratio and
glare index to avoid shades at patches in the illuminated area and glare to the users.

Continuous flickering of fluorescent lamps (due to defective starter or defective lamp)
causes a lot of irritation to the users. Prompt rectification of such faults caused by such
petty failures would indicate a good quality of maintenance.
Annual measurement of illumination level should be made by lux meter for the following
areas of a station viz.
 Platform
 Corridors and stairs
 Booking office area.
 Automated entrance gates.
The records for 15-20 years for each area so measured need be kept in one register or
folder so that comparison can be made accordingly.
4.4 WIRING SUB-SYSTEM
4.4.1 Wiring and Earthing
The wiring sub-system must comply with the IE Rules 1956 and also to the Code of
Practice of Bureau of Indian Standards. The wiring should have the following features:
Copper conductors of required size with heat resistant PVC insulation of FRLS (Fire
Resistant Low Smoke) type shall be used. The wires will be 1100 V grade conforming to
IS. The wiring is laid in PVC conduit and the entire work is to be done as per the BIS’
Code of Practice.
Circuit groupings have to be done as per the Code of Practice. Sub circuit loading with
more than one load should not exceed 800 W. Higher loads should be only one per sub-
circuit e.g. geysers, heaters, air conditioners etc.
Power and lighting circuits need be segregated.
In any room area only one phase should be used for lighting loads.
If more than one phase or circuits with independent fuse/switch have to run in proximity,
they should be separated at least by 2 m. When 2 phase wires come within 2 m distance
in an installation, statutory danger board (skull and bone) must be displayed.
All single pole switches must be provided in the phase and not in the neutral. All fuses
must be in the phase and not in neutral. Neutral will have only link
For long (say above 5 m) stretches of wiring in conduit, the conduit must be given a
slight slope for draining of trapped moisture due to sweating, along with drain holes at
appropriate locations.
Wiring through wall doorframes etc. must be run through ceramic pipes only, with
rubber/wooden grommets.

Earthing of equipment bodies, ironclad switches, conduits etc. must be done as per details
given in the relevant codes, rule books etc.
Earth electrodes of two different earthing systems must be separated at least 10 m.
4.4.2 Miniature Circuit Breakers
In the lighting distribution system fuses have been replaced by 230 V/415 V Miniature
Circuit Breakers (MCB’s) conforming to IS 8828 with breaking capacity of 10 kA and
current ratings of 0.5 A to 63 A.
These have in built protection against short circuit by magnetic release and against
sustained overload by thermal release.
The contacts are to be provided with sintered silver graphite tips to prevent welding of
contacts. The contacts are to be wiping/self-cleaning type at each operation. The MCBs
are provided with trip free mechanism and thus can be closed against fault without risk to
the operator. Where MCBs are used in 3 phase application, the fault in any one phase
would trip all the 3 phases simultaneously to avoid any single phasing fault downstream.
Depending upon the location of the MCB in the circuit, back up HRC fuse may be
provided if the prospective short circuit level is likely to be beyond the MCB’s range.
A schematic drawing is available at Fig. 2.3.
4.4.3 Residual Current Circuit breaker (RCCB)
The coverage of this paragraph is only in respect of system voltages below 415V ac 50
Hz for a 3 phase system or for single phase 230 V ac 50 Hz, for earthed neutral system.
There is potential hazard of electrical shocks above 21 V (with respect to earth at 0 V)

and fatal accidents to human and animal life. Also there is inherent risk of fire from faulty
electrical circuits even at lower voltages but with heavier current causing overheating or
arcing. To counteract these hazards a number of rules, regulations and practices have
been adopted, some of them being mandatory and some by convention.
In spite of that situations may arise leading to electrocution or fire. Provision of earth
leakage circuit breakers (ELCB), also Residual Current Circuit Breakers (RCCB) afford
protection against electrocution and fire, even when a person inadvertently (or due to
failure of some protective devices like “earth”) comes in contact with live wire /
component.
The schematic drawing at Fig. 2.4 shows the principle of such RCCB.
For adequate human safety, tripping current of 30 mA (to earth as leakage current) is to
be adopted. Some of the present ELCB/RCCB of Metro Railway is set for tripping at 300
mA suitable for only prevention of fire due to electrical leakage. If these CBs are meant
to protect human beings, these need be replaced by 30 mA RCCBs . Details are given in
Chapter 10: Safety and Chapter 11: Earthing.
These ELCBs/RCCBs are available for rated normal circuit currents of 16A, 32A and 63
A as per IS.

All sub-circuits connected to equipment or wiring where public and staff may have access
in normal circumstances, need be protected by ELCBs/RCCBs. In this context, the Rule
61A of IE Rules 1956 may be seen in detail in Chapter 2 and Chapter 11 of the Manual.
The provision of ELCB has been taken up in the Metro Railway and shortly all the
required circuits will have the provision before close of the year 2000.
The ELCBs will have to be tested once in six months by operating the test button
provided in the ELCBs. Defective ELCBs need to be replaced as such breakers cannot be
and need not be repaired on local workbenches.
4.5 LUMINAIRES
4.5.1 Luminaires do happen to be most critical items in any lighting system. Depending on the
use and the type of lamp the design of luminaire has widely different characteristics.
A luminaire consists of a body of steel or aluminium alloy with open front or with
transparent or translucent front covers made of acrylic sheets or polycarbonate or
sometimes glass. The lamp, its holders, optical system (reflectors etc.), ballast and starter
are housed in the luminaire body. But in certain high powered luminaires, the ballast, the
starter and the power factor correction capacitors may be housed in a separate box.
Present types of luminaires and lamps thereof in use in different functional areas of Metro
Railway, Calcutta are indicated at Annexure 4.1. The approximate quantity of such
luminaires along with their salient features and IS Nos. are also given there.
The selection and use of the alternatives available in the specifications would be
influenced by the following aspects:
a) Only cool daylight type of fluorescent tube of 4 ft 36W should be provided for
stations. Use of both “cool daylight” type and “warm white” type in same station
shows up conspicuously and must be avoided.
b) The tubes shall be with 6500 degree K colour temperature and with colour rendering
index of 57.
c) Fluorescent fittings of 1x4 ft or 2x4 ft should not be with translucent front cover as
these absorb light. Only transparent polycarbonate (or alternative plastic) covers are
to be used. Such luminaires without front cover can be also used with designs where
easy cleaning of the back and side reflectors is feasible. Cleaning of such luminaires
need be done only in situ.
d) All luminaires have a minimum mounting height from ground level. This stipulation
should be observed to avoid glare and also to avoid insufficient utilization of the light
output. As necessary, louvers would be used to break the glare.
e) In certain locations, the colour rendition of the lamps is of consequence viz. in

station, platforms, booking offices etc. The selection of lamp and its luminaires need
be done accordingly, by avoiding SOX lamps in sensitive areas and encouraging
halogen lamps or metal halide lamps in certain areas.

f) It must be kept in mind that luminaires in the station corridors and platforms have not
only to perform function of providing light but also have to integrate with the décor
of the station.
g) The body structure of the luminaire can be of steel or aluminium alloy. Acceptance of
one type or the other is permissible and would obviously depend on the price,
technology used, local environment, past performance etc.
h) Specially for high-bay fittings and the high-mast cluster luminaires, ease of
transportation, handling and mounting and dismantling also forms an important
aspect of their selection. The high mast fittings fitted on 30 m high masts have a fixed
motorized hoisting arrangement for the luminaire assembly. This whole assembly of
cluster of luminaires can be lowered or raised by operation from ground. Hence no
problem will be faced for cleaning the luminaires as per the schedules laid down in
Para 4.8.
i) Some of the lamps are specially sensitive to voltage variation. A 10% drop in voltage
produces around 25% drop in light output. This situation is largely mitigated by use
of electronic ballast to be described later in this chapter. It would be necessary to
ensure adequate voltage at the lamp and if required the feeders have to be
strengthened to minimize line voltage drop.
4.6 ACCESSORIES
4.6.1 For incandescent lamp no accessory is needed. For gas discharge lamp the accessories
required are:
Starters / Igniters
Ballast (also called “chokes”)
Power factor improvement condensers.
Depending upon the particular type and size of lamp, the design of the accessory varies.
Further discussions of these accessories for various lamps are given below.
4.6.2 Starter
a) Fluorescent lamps – 1x40W/2x40W or 1x36W & 2x 36W
The starters provide the kick start voltage for the initial arc to be established across the
tube electrodes. This can take the form of glow starters where a set of contacts finally
break after a short interval. During this short interval filaments are heated inside the lamp
to emit sufficient amount of free electrons to initiate a gas discharge preceded by a
voltage surge.
b) Other gas discharge lamps like HPMV, SON, SOX etc.
For other type of gas discharge lamps mentioned in Para 4.5.1 a starting device is used
which creates a voltage surge by breaking an inductive circuit. Alternatively starting is
also induced by special electrodes.

4.6.3 Ballast
a) Conventional Ballast
As the gas discharge column inside a gas discharge lamp has a very low inherent
impedance, an external choke (called a ballast) have to be fitted in series with the lamp to
prevent run away current and a short circuit of the mains.
This takes the form of an inductance coil wound around a laminated magnetic core with
appropriate size of core and wires as also required number of turns with insulated wire.
The above constitutes a conventional ballast.
However, with development of power electronics, a new type of electronic ballast has
been introduced. This has been described below.
b) Electronic Ballast
In electronic ballast, an input supply of ac 230 V or dc 230 V/110V is converted into ac

single phase of high frequency 20 kHz to 30 kHz at operating voltage of 100 to 280 V.
The ballast basically comprises a rectifier, filter, oscillatory inverter, a ferrite core and a
capacitor. Because of the frequency range of 20 Hz to 30 Hz involved, filter is required to
eliminate radio frequency interference. However the power handled being very small,
economically viable design and manufacture of electronic ballast are well established.
There are a number of advantages of electronic ballast. These are:
 Input power supply can be 50 Hz ac or dc and the output voltage of the lamp is 25
kHz to 30 kHz. The light output is maximum at this frequency.
 The input ac voltage can be as low as 180 V, even then normal output of lamp would
be available.
 The loss in electronic ballast is much less compared to the conventional wound
ballast. Details of saving in energy consumption can be seen in Annexure 9.1.
 Because of high frequency output, audio noise is eliminated. But radio frequency
noise would be generated and hence, filter inside the ballast would be necessary for
its suppression.
 Due to lesser loss in the ballast and higher lamp efficiency at high frequency lamp
current, the overall efficiency of lamp is higher.
 The lamp life is increased due to cooler conditions (at filament electrodes) prevailing
on every occasion of starting.
 Instant start.
 Separate starter not required.

 Higher power factor in the presence of the front end rectifier.
 Stroboscopic effect is eliminated at the high frequency of lamp operation.
For normal situation, the above benefits of lower loss and longer lamp life etc. give
enough cost advantage and the additional cost pays itself back in a short period.
In underground stations, where about 16,000 fluorescent lamps are in use (out of total
20,000 fluorescent lamps of Metro Railway) there are additional gains due to the
following:
The air conditioning load of the station would reduce.
Provision of emergency lighting in the stations is inescapable. Such emergency lighting

can be efficiently provided direct by a 220 V dc battery set without the need of an
inverter set.
The savings in cost due to:
 Reduced loss in ballast

 Increased life of lamps
 Reduction of air-conditioning plant energy consumption.
would justify conversion of all ballasts of 1x40W/36W – 4 ft fluorescent lamps to

electronic ballast.
4.6.4 Power factor correction condenser
By its very nature a gas discharge lamp is a low power factor load with power factor of
around 0.7. In the present electricity tariff, there is relief if the consumer’s overall power
factor (measured over a month) is above a certain limit. For this purpose fixed condensers
are connected across the lamps, to save in cost of electricity. Even otherwise provision of
condenser results in better regulation of the line voltage. Hence provision of condenser is
must if conventional ballast is used.
4.7 SPECIAL NOTES ON MAINTENANCE /OPERATION
4.7.1 All scrap arising of tubes, chokes, starters, connectors, wiring materials etc must be
disposed off monthly to the central scrap yard.
4.7.2 Handling of all lamps, particularly gas discharge lamps viz. fluorescent tubes, HPMV,
SON and SOX lamps etc. should be done carefully. To ensure safety these items should
be stored and transported in wooden boxes only. The hazard arises from the chances of
mnjury fvom broken glasses but more so from any toxic coatings on the inner face of
these lamps. In modern day lamps, the level of toxicity of such light emitting phosphate
coatings have practically been eliminated but all the same adequate precaution would
always be advisable.
4.7.3 Defective components of a 2x40 W fluorescent tube lamp like starter and chokes should
be only replaced and not repaired.

4.7.4 The maintenance work would need frequent use of ladders. Safe, light, portable ladders
only should be used. Adequate number of such ladders must be kept distributed at
suitable locations, instead of trying to transport the ladders from a central place to place
of work every time.
4.7.5 Records of maintenance activity
The following records are to be maintained by each Section Engineer for items a) and b)
and by the AEE concerned for item c):
a) Lamp, choke and starter consumption register for all installations.

b) Control chart to monitor 6 – monthly cleaning.
c) Annual illumination testing and visual condition monitoring.
The formats of the register would be as shown in Annexure 4.2.
Note: At the end of each year (financial or calendar as expedient) the total consumption
should be checked, analyzed and certified by the concerned AEE as reasonable. If found
unreasonable, he must initiate follow up action. The reasonableness would be checked up
with reference to the statistical life of lamps as per specification and as declared by
manufacturers.
4.8 MAINTENANCE AND OPERATION SCHEDULE
The luminaires, wiring cables shall be operated and maintained according to the
following schedule:
Sr. Schedule Items of Maintenance Remarks

No.
1. Daily a) Visual inspection of luminaires in
stations and tunnels for replacements of
defective lamps, chokes, starters in
stations, based on maintenance staff’s
own daily inspection as also any report
received from station master. Daily
monitoring also is necessary for
functioning of auto switching of
luminaires (by timer or on illumination
level) in yards, workshops etc.
b) Operation of lights in stations, tunnels,

workshop, car sheds colonies etc
(excluding plant rooms) as per norms
fixed by the competent authority.
c) Replacement of defective lamps, chokes,

starters etc on the basis of report from
users in places other than station and
tunnel viz. in offices, plant rooms of
stations, depots, yards etc.

d) Reporting and subsequent rectification of
leakage of water on fittings and arising
thereof, coverings etc for indoor fittings.
If water seepage can not be stopped
within a reasonable time, the location of
wiring / luminaire should be shifted.
e) Testing of emergency light changeover.
2. Six Monthly a) Each light fitting in station and tunnel

shall be cleaned by dry process but the
reflectors shall be cleaned by cleaning
fluid. The light fittings in staff quarters
and rented / licensed out premises shall
however be excluded, as cleaning of
those fittings will normally be done by
the respective users / occupiers.
3. Annual a) Visual inspection of luminaires and
wiring to decide on replacement of the (i)
luminaires (ii) cabling (iii) wiring and
(iv) DBs and switches on age cum
condition basis. Normal life of indoor
luminaires and wiring can be taken as 15
years and that of outdoor ones as 10
years.
b) Instrumented measurement of
illumination level of a few locations viz.
platform, stairs, corridors, booking
office, entrance gate for each station to
monitor the same vis-a -vis the laid down
norms. Any deviation beyond laid down
limits should be analyzed and thereafter
attended to.
4.9 SIGNAGES
Illuminated signs have been used in Metro Railway to provide direction, guidance and
information of the passengers and staff in each station.
Between 12 to 15 numbers of such illuminated boards are required per station. The
boards are for indicating Station names; platform numbers; exits; no entry; train arrival;
booking offices etc.
These are either single sided or double sided with approximately 50% for each category.
They have been fabricated from 2 mm thick anodized Aluminium with generally of 25
mm x 3 mm anodized aluminium angle sections and 25 mm x 5 mm anodized.
Aluminium flats. The covering is by 3 mm thick milky white Perspex sheets with “blue”
colour lettering and few with “red” colour lettering. Fluorescent tubes of 20 W and
36W/40W of 2 to 8 numbers have been used for internal illumination as per requirement.
In a typical station the electrical load of all these signs together are about 2 kW.

a) The number of HPMV lamps in use is small. Progressively they could be changed
over to SON-T or SOX lamps to reduce the type of lamps for stocking etc. and for
higher energy efficiency.
b) Use of CFL (Compact Fluorescent Lamps) of low wattage of 11W, 15W and 20W
should be encouraged for appropriate locations, in view of better energy efficiency
and longer lamp life.
c) Use of metal halide lamps should be done for appropriate locations, particularly
where better colour rendering is of some consequence, even though the energy
efficiency may not be as high as for other alternative lamps.
d) The suggested locations are for booking office areas with low wattage lamps and
main road entrance gates for higher wattage lamps. These lamps would have to be
first tried out before full scale change over.
e) At some special nominated locations, trial use should be made of signages of LCD
(Liquid Crystal Display) to obtain actual working experience vis-a-vis cost, so that
their application at a future date can be expedited.
f) All the EXIT signs at stations should be connected to the emergency lighting circuits
fed from the standby battery. In emergencies this will help in safe and quick
evacuation of the passengers at stations.
g) Conventional ballasts should be replaced with electronic ones at all FTL locations.

ANNEXURE 4.1
TYPES OF LAMPS & LUMINAIRES USED IN METRO RAILWAY
(All luminaires are of 1 phase 230 V ac balancing of 3 phase load achieved in distribution.)
S. Type of Lamp / Luminaire Approx. Qty. Efficiency in Life in

No. Lumens/ W burning
Lamp System hours
1. (a) Fluorescent lamps 1 x 36 W in
decorative/industrial fittings with
conventional copper wound
ballast, lamps of cool daylight type
with colour temperature of 65000
K, with colour rendering index of
54.
(b) Same as (a) above but with 2 x 36 20,000 68 54 5000
W lamp. of (a) & (b)
(Combined)
2. Fluorescent lamps of 1 x 36 W & 2 x
36 W, but with electronic ballast. 350 68 66 6250
3. 1 x 35 W SOX (low pressure sodium

vapour) lamp, used in indirect lighting
in Chandni Chowk station platform. 140 130 97 4000
4. 1 x 70 W SON (T) (high pressure

sodium vapour) lamp, used for street
lighting, entrance, on elevated track 517 85 8000
near Dum Dum etc.
5. SON (T) (high pressure sodium vapour

– tubular) lamp of wattages
150W/250W/4000 W. 329 106 10,000
6. SON (T) lamp of 400 W in 30 m high

mast fittings – 18 masts x 6 luminaires
per mast x 2 x 400 W lamps per 216 120 10,000
luminaire.
7. 1 x 400 W HPMV high bay luminaire

in car shed / workshop. 235 55 -- 8000
8. Incandescent lamps 24 V – 40 W in
bulk-head fittings in car sheds / 580 10 10 1000
workshop
Note: The efficiency in Lumens per watt shown in the “system” column covers the loss in
ballast.

ANNEXURE 4.2
RECORD OF MAINTENANCE
The following registers are to be maintained.
I. Consumption of lamps, chokes and starters
The concerned SSEs each will keep this record. For each item, a separate page will be
allotted.
Name: FTL 36 W/FTL 20 W/SON (T) 400 W/ etc.

Year: --------------
Sr. No. Date Consumption Remarks
Note:
a) The above register will help in monitoring quality of supply or incidence of

pilferage.
b) In every quarter, the AEE will analyze the consumption.
II. Monitoring of 6 monthly cleaning
For every station, a chart showing the locations of luminaires in stations need be made
available. The planned dates of 6 monthly cleaning should be marked there sufficiently in
advance. As and when the job is done, the date of the same should be entered in the chart.
Such record need be kept only for stations. For other locations like tunnels, offices etc. a
simpler graphical chart of planning cum execution need be adopted.
Alternatively, a special gang should be formed for intensive cleaning. Depending on gang
strength, each station could be completed in a few days. The record of such maintenance,
complete station-wise, could be maintained as follows:
Separate page for each station.

METRO RAILWAY
REGISTER TO RECORD 6 MONTHLY CLEANING OF
LUMINAIRES IN STATIONS.
Name of the Station
Year Date of cleaning Remarks Sig. of

staff
Planned Actual
2000
2001
2002
III Annual illumination testing and visual condition monitoring
At each station 4 to 6 locations would be nominated for this annual testing. It should be
ensured that same or functionally similar locations are nominated every year.
The records can be kept in the format given below.
METRO RAILWAY
REGISTER OF ANNUAL ILLUMINATION TEST
Name of Station
Year Location
No. Reading No. Reading No. Reading No. Reading No. Reading
1 2 3 4 5
2000
2001
2002

Fig. 4.1

Fig. 4.2

CHAPTER 5
ESCALATORS AND LIFTS
A. ESCALATORS
5.1 INTRODUCTION
Provision of Escalators and Lifts in Metro Railways, particularly for underground ones with
an average depth from road to rail level exceeding 4 meters is a must. These escalators and
lifts are to be treated as operational necessity rather than amenity for the commuters.
The provision of escalators and lifts are essential operating requirement as:
 The passenger volume handling capacity of a station is increased within the limited space
available for underground stations.
 The journey time of users is reduced.
 Undue physical strain of the users is relieved.
5.2 DESCRIPTION AND SPECIFICATION
A total of 35 number of escalators is provided in Calcutta Metro and all are below 10 m rise.
They conform generally to IS 4591. The minimum rise of an escalator of Metro Railway
Calcutta would be 4 m and maximum 10 m. When more than 10 m rise is required, it would
be provided in two or more stages. The inclination of the escalator would be 30 degree to the
horizontal. A standard width 1.1 m with two persons abreast would have a passenger clearing
capacity of 8000 persons per hour. Reversible working of the escalators is feasible and is
adopted in Metro Railway Calcutta.
The speed of the hand rail of the escalator is 0.45 m/s to achieve the said capacity of 8000
persons per hour throughput. All escalators are of fixed speed. Provision of variable speed
escalators does not give any overall advantage. It is interesting to know that the throughput of
any escalator would be independent of its rise.
One motor of capacity 7.5 kW to 12 kW is required per escalator depending on the rise.
Average consumption per hour is 12 units costing Rs. 40.00/hour at the present rate of
electricity.
The drive mechanism is fairly simple, but to remain absolutely safe, a number of safety
devices both mechanical and electrical are provided and maintained in absolutely meticulous
standard. The safety devices mentioned below in Para 5.3 which are not available in the same
way in all the models of all the escalators installed in Calcutta Metro, must be made up to the
standard by the earliest.
5.3 SAFETY DEVICES AND SAFETY ASPECTS
Safety devices are provided in the escalators for the following aspects/conditions:
a) Broken step chain

b) Broken drive chain

c) Emergency stop button
d) Reversal from upward direction with users on escalators
e) Broken handrail
f) Broken step
g) Step transition control
h) Handrail inlet safety
i) Comb plate safety switch.
j) Brake monitor
k) Over speed governor
l) Main disconnect switch
m) A few minor setups for ensuring safety
n) Motor overload protection
o) Operational brake fitted to drive machine
p) Step and skirt panel safety device
q) Reverse phase relay.
Further details of these safety devices etc. can be seen from the respective manufacturers'
Instruction Manuals. There are statutory provisions for escalators in West Bengal Lifts &
Escalators Act, 1955 of the Government of West Bengal. The Act empowers the nominated
Inspector of Lifts & Escalators to enforce the Act and the West Bengal Lift Rules 1958 as also
the West Bengal Escalator Rules. Extracts of important provisions of Act & Rules there of are
given in Annexure 5.1.
5.4 MAINTENANCE
The maintenance of escalators is done by outside agencies and not by Metro Railway.
Management of maintenance by the agency involves the following on the part of Metro
Railway:
a) Laying down a schedule of maintenance
b) Periodical testing of safety devices
c) Enforcement of operational safety aspects viz. display of notice boards, operation of

emergency switch to stop escalators.
d) Stage inspection of the quality of maintenance
e) Ensuring continuous power supply of required quality.
f) Compliance of West Bengal Lifts and Escalators Act 1955 and the West Bengal Escalator
Rules.
Only after the Metro Railway acquires enough expertise and have means to obtain and retain
trained staff for this purpose, the question of taking up departmental maintenance need be
considered.
Maintenance schedules (monthly, quarterly, six monthly, annual, two yearly and 3 yearly)
drawn on the basis of information furnished by the manufacturer are indicated in Annexure
5.2.
5.5 OPERATING ASPECTS
a) During all the Metro working hours, at least one escalator shall be available for upward
journey

b) Users should be advised to stand erect, hold the hand rails (balustrade) but must not lean
on the rails (balustrade) nor on any other user.
c) The users of escalators with loose flared dresses may get entangled with moving steps.
Cases of accident have been reported from such situation. Suitable notice must be
displayed to caution the users.
d) Carrying prohibited articles like inflammables, explosives offensive items should be

totally prevented.
e) No baggage shall be allowed on escalators. Only small hand bags up to a few kg (say up
to 3 kg), that too carried strictly in hand may be permitted. There has been very tragic
fatal accident due to baggage /luggage carried in the escalator.
f) Two emergency push buttons are to be provided for each escalator - one at the top, the
other at the bottom.
g) Notices are to be displayed in front of escalators, covering the points mentioned above.
h) Direction of travel of escalators can be changed as needed. Before such changeovers, all
users must be cleared and the escalator shall be closed for appropriate duration.
i) If during service hours any escalator is to be attended, suitable temporary portable

barriers along with notice boards shall be used to cordon off the working area.
j) First aid box and current address of hospitals and doctors within the vicinity shall be
available with the respective station masters.
5.6 FAILURES
Analysis of escalator failures should be carried out every month and maintenance contractor
instructed to take corrective action to prevent recurrence of the failures. The maintenance
contract should incorporate suitable clause for penalty for failures of long duration.
The escalators have been provided late, thus some are still under installation. Accordingly, the
escalators are of state of the art version and no new technology is available for acquisition. All
the same, the maintenance of escalators must be given due importance, as in the past a very
big scale fire from the escalator has taken place in one of the biggest Metros in the world,
resulting into large number of casualties.
.
B. LIFTS
5.8 INTRODUCTORY
Lifts totaling 10 number are installed at different locations as below:
Locations Number
HQ Office 5
Other locations 5
Nine of these lifts are passenger lifts and one is a goods lift.

5.9 GENERAL AND SAFETY ISSUES
5.9.1 Like escalators, lifts are to conform to the provisions of the West Bengal Lifts and Escalators
Act, 1955 Govt. of West Bengal.
The extracts of a few important provisions of this Act and West Bengal Lift Rules 1958
thereof can be seen at Annexure 5.1. The concerned officers and staff must acquaint
themselves with all the provisions of the Act & Rules.
The manufacturer/supplier of the lifts would furnish the Instruction Manuals with details of
safety devices along with the monitoring and maintenance of such devices.
However, the critical safety devices and issues for any lift (for non high rise building) would
be:
a) Fail-safe brake drum to ensure that brakes are applied to the lift hoist winding drum, in the
event of any power failure. In fact, the brakes are released only when power is on, and the
brakes remain applied whenever power is not available at the motor terminal.
b) Proper solid doors (with minimal screen openings if at all desired) in lieu of open type
collapsible doors of the lift.
c) Mechanical and electrical inter-locking of the gates of the floor levels and of the lift so that
they can be opened only when lift is standing on any floor level.
There will be provision for emergency door opening when lift is stopping at any floor
along with alarm bell/telephone for use of the passengers of stalled lift inside the lift well.
But such emergency door opening shall be done only by authorized staff. Bypassing any of
the above special safety provisions to cover up maintenance lapses will lead to fatal
accidents, as have already happened in some cases.
d) Suitable guide catcher for lift cage in case of breakage of hoisting wire rope, and over
speeding of the cage.
e) Proper pit below the lowest floor level of the lift with buffer springs to absorb the impact of
a falling lift cage in the extreme event of a free falling lift in spite of the other safety
provisions.
f) Every lift must have a alarm bell and or telephone to communicate with outside in the
invent of a closure of lift in between the floors, door not opening, or any other emergency.
g) During maintenance special care to be taken that only authorized staff operates the lift and
nobody is inside the pit before starting operation.
h) For attended lifts only attendant can operate lift with special key.
i) No inflammable articles, explosives and hazardous chemicals shall be carried in lifts.
5.9.2 Safety devices
For ensuring safety following features and devices have been incorporated in the lifts:
a) Locking device for landing gates and doors

b) Safety switches
c) Emergency stop switch in pit

d) Final limit switch
e) Emergency stop switch on top of car
f) Main ropes
g) Governor rope
h) Alarm bell
i) Cage gate switch
j) Governor over speed switch
k) Safety shoes
l) Lift car and counter weight safety gear
m) Buffers
n) Lift pit, bottom clearance and top clearance
o) Landing gates and doors
5.10 MAINTENANCE SCHEDULE
Presently the maintenance of lifts is done through outside agencies.
The provisions of the Lift and Escalators Act 1955 of Govt. of West Bengal along with the
West Bengal Lift Rules 1958 and West Bengal Escalator Rules, 1962 made thereof, have to be
followed in full. The guidelines of the manufacturer will form the basic schedule but in case of
contradiction only the provisions of the Act as mentioned earlier and also the stipulations of
the Metro Railway will prevail. A few important Rules can be seen at Annexure 5.1.
Maintenance guidelines issued by the different manufacturers have to be followed by the

respective contractors. The other management aspects mentioned in Para 5.4 will fully apply
to Lifts also. The points given in the Para 5.5 will apply to lifts also to the extent they are
relevant. The CEE will issue suitable guidelines based on the Para 5.5.
Maintenance schedules (monthly, quarterly, six monthly, and annual) drawn on the basis of
information furnished by the manufacturer are indicated in Annexure 5.3.
5.11 OPERATION
a) If the electrical /mechanical interlock of the lift door with the floor level door gate goes out
of order, the lift should be closed down immediately, without attempting to operate the
same, after bypassing the controls of the affected floors.
b) The floor level door/gate should be kept securely locked in such cases. Not following
these norms has resulted in accidents
5.12.1 MAINTENANCE ORGANIZATION
Presently Metro Railway, Calcutta has given maintenance of Lifts and Escalators on contract
to outside firms. Later as the organization stabilizes the maintenance can be taken back in
house. However, procurement of critical materials should continue only from the manufacturer
or their authorized agents.
One Supervisor is now engaged full time for supervising the maintenance work for Escalators
done by the contractors. This supervisor also supervises necessary arrangement from Metro
Railway side as per contract. Respective AV supervisor and staff look after the day to day
operation.

In lifts three new technologies have been developed over the last several years:
a) Use of variable voltage variable frequency drive.
b) With the above it is feasible to have some amount of regeneration of electrical energy if a
group of lifts are installed.
c) For big office complex, it is economical to have a computerized control of the lift
movements to improve the traffic flow vis-a-vis energy consumption, particularly in view
of item (b) above.
Touch-buttons (in lieu of press buttons) for floor selection and polycarbonate body for
transparent cars are being increasingly used in glamour establishments like hotels or big
buildings with atrium.
However, the small number of lifts in Metro Railway and that too of only meager rise will not
justify retrofitting lifts with any of the above.

ANNEXURE 5.1
NB: EXTRACTS ARE ONLY FOR READY REFERENCE. PERSONS DEALING WITH THE
SUBJECTS MUST BE CONVERSANT WITH THE FULL DOCUMENTS VIZ.:
I. THE WEST BENGAL LIFTS AND ESCALATORS ACT, 1955

II. WEST BENGAL LIFTS RULES, 1958
III. WEST BENGAL ESCALATORS RULES, 1962.
I. Extracts of sections 11 to 18 of the West Bengal Lifts and Escalators act, 1955.
The West Bengal Lifts and Escalators Act, 1955.

(Sections 11 – 18)
Annual 11. (1) Where a license to work a lift has been granted under this Act, the
inspection of lift lift installation shall be inspected by an Inspector of Lifts or by an
installation and officer authorized in this behalf by the Sate Government, at least
proper once every year (or oftener if such Inspector or officer suo motu
maintenance deems it necessary). A fee of ten rupees shall be levied annually from
thereof. the owner of the premises to whom a license has been granted for
such inspection, irrespective of the number of such inspections made.
Provided that inspection may be made from time to time by such

Inspector or office at the request of the owner of the premises to
whom the license has been granted (or any occupier thereof whom
ordinarily uses the lifts) but a fee of ten rupees shall be levied for
every such inspection from such owner (or such occupier).
Explanation. – Inspecting includes inspecting or testing or both.
(2) The owner of any premises to whom a license to work a lift has been
granted under this Act shall appoint a duly qualified and competent
person or firm for the proper maintenance of the lift- installation and
shall communicate the name of such person or firm to the Inspector
of Lifts and also in the city of Calcutta to the Commissioner of Police
and elsewhere to the District Magistrate within such time from the
date of the granting of the license as may be specified in the license.
Any change of person or firm appointed as aforesaid shall be notified
to the Inspector of Lifts and also to the Commissioner of Police or the
District Magistrate, as the case may be.
Orders for 12. If as a result of an inspection, the Inspector of Lifts or the officer duly
repairing lift and authorized in this behalf is of the opinion that a lift in any premises
prohibiting use does not fulfil any of the terms and conditions of the license or any
thereof rule made under this Act or is in an unsafe condition or is likely to be
attended with danger to human life, he may issue an order in writing
on the owner, agent / or / occupier of the premises or other person
responsible for the working of the lift calling upon him to comply
with such term or condition or rule or require him within a time to be
specified in the order to cause such repairs or alterations to be made
to such lift as he may deem necessary, and may also, if necessary,
forbid the use of such lift until such repairs or alterations are made or
the cause of the danger is eliminated or the terms, condition or rule is
complied with.

Report of 13. If any accident occurs in connection with the operation of a lift and the
accidents accident results or is likely to have resulted in the loss of human life
or personal injury, the owner of the premises in which the lift is
working or if such owner has appointed as agent and has
communicated his name to the Inspector of Lifts under sub-section
(3), such agent shall as soon as may be after the accident give notice
to the Inspector of Lifts and also in the city of Calcutta to the
Commissioner of Police and elsewhere to the District Magistrate with
full details of the accident and any loss of human life or personal
injury, and the working of such lift shall not be resumed except under
the written permission of the Inspector of Lifts.
(2) For the purpose of section 12 and of sub-section (1) the owner of any
premises in which a lift has been installed may, and if such owner
does not reside in such village or town in which the premises are
situated shall, appoint an agent who shall be resident in the town or
village in which the premises are situated.
(3) The name of every agent appointed under sub-section (2) shall be
communicated to the Inspector of Lifts and the Commissioner of
Police or the District Magistrate, as the case may be.
Application for 14. The owner of any premises intending to install an escalator in such
permission to premises shall make an application to such officer as the State
erect escalator Government may authorize in this behalf for permission to erect such
escalator. The application shall specify –
(a) the width of the escalator,

(b) the contract speed of the escalator,
(c) the contract load of the escalator in pounds,
(d) the angle of inclination of the escalator with the horizontal,
(e) Such other details of construction including in particular details
regarding the weight and size of beams as may be prescribed, and
Such other particulars as may be prescribed.
License, 15, The provisions of the Explanation to section 3 and of sections 4 to 13
inspection, etc., (both inclusive) and sections 16 to 22 (both inclusive) shall apply
for escalator mutatis mutandis to escalators, as they apply to lifts.
Delegation of 16. The State Government may delegate any of the powers conferred on it
power of State by or under this Act to such officer as it thinks fit.
Government
Breach of terms 17. The breach of any of the terms and conditions under which a license is
or conditions granted, shall render the license liable to be suspended by an officer
authorized in this behalf by the State Government for such period as
may be specified in the order and if any terms of conditions of the
license, for the breach of which the order of suspension is passed, are
not compiled with within such period, such officer may cancel the
license.
Penalty 18. Whoever contravenes any of the provisions of this Act or any rule
made thereunder or any order passed under section 12 by an Inspector
of Lifts or an officer authorized by the State Government shall, on
conviction, be punishable with fine which may extend to five hundred
rupees and in the case of a continuing contravention with an additional
fine which may extend to fifty rupees for every day during which such
contravention continues after conviction for the first such
contravention.

II. EXTRACT OF RULES 10 TO 13; 20 TO 23 AND 40 OF WEST BENGAL
LIFTS RULES, 1958
10. Maintenance of lifts – (1) No person or firm shall be deemed duly qualified and competent for
appointment under sub-section (2) of section 11 of the Act, for the maintenance of any lift
installation unless such person or firm holds a valid certificate of registration issued under and in
accordance with the regulations contained in the schedule to these rules and applicable in respect
of the type, class and make of the particular lift installation.
(2) The provisions of sub-rule (1) shall not have application in regard to existing lifts for a
period of three months from the date of commencement of this Act where the owners thereof
have made other arrangements for maintenance of such lift installations.
Explanation - In these rules “existing lift” means a lift installed before the commencement of the
Act.
11. Appointment of lift attendant - (1) One or more attendants, as may be necessary, shall be
appointed in writing by the owner of any premises to whom a license to work a lift has been
granted or by his agent, if any, for working the lift. No person shall be eligible for appointment as
lift attendant unless he possesses a valid authorization issued in his favour under and in
accordance with the regulations contained in the schedule to these rules.
(2) The provisions of sub-rule (1) shall not have application in regard to existing lifts for a
period of two months from the date of issue of the license.
(3) An Inspector of Lifts may relax the provisions of sub-rule (1) subject to such conditions as
he may impose, for such period not exceeding two weeks as he thinks fit, on the ground
either of emergency or special circumstances.
12. Report of accidents - The notice of accidents in terms of the provisions of section 13 of the Act,
shall be given in Form F as soon as may be after the accident but not later than 24 hours of the
accident, to the Inspector of Lifts and also in the city of Calcutta to the Commissioner of Police
and elsewhere to the District Magistrate.
13. Unused lifts – (1) When a lift installed at any place ceases to be used, the owner thereof or his
agent, if any, shall forthwith give notice thereof in writing to the Inspector of Lifts and shall either
remove it or maintain it in a condition so as to prevent any danger to persons, after disconnecting
it entirely from all sources of power for its operation.
(2) All gates and doors shall be efficiently locked so as to prevent the entry of unauthorized
persons to the lift well and the owner or his agent shall, if ordered by the Inspector of Lifts so
to do, take such other precautions as are considered necessary by the Inspector of Lifts to
prevent danger.
20. Liftwell enclosures – (a) Except as provided in sub-rule (b) every liftwell shall be protected by
substantial fire resisting enclosure extending on all sides and fitted with gates or doors. The
enclosures shall be so constructed that no person may fall down in the liftwell or come into
contact with any moving part of the lift when the gates or doors are shut.
(b) Where fire-resisting construction cannot be provided, the liftwell shall be enclosed to a height
of not less than 1.83 m or such greater height as may be recommended by the Inspector of
Lifts.

(c) Where wire grills or similar construction is used, the mesh or opening shall be not greater
than 3 cm and the liftwell enclosure shall be of sufficient strength to resist accidental impacts
by users of the staircase or adjoining floors, and in the case of goods lifts, by movements of
materials in the vicinity.
(d) Where the clearance between the inside of an open type liftwell enclosure and any moving or
movable part of the lift equipment or apparatus is less than 5 cm the openings in the enclosure
shall be further protected by netting of square mesh not greater than 13 mm and of wire not
smaller than 1 mm or in a manner approved in writing by the Inspector of Lifts.
(e) The liftwell enclosure on the sides used for loading and unloading shall not be at a distance of
more than 13 cm from edge of the lift car platform.
(f) There shall be no opening in the liftwell enclosure permitting access to the lift car by passing
under the counterweight.
(g) In the construction of liftwell enclosure glass shall not be used.
21 Lift pit, bottom clearance and top clearance – (a) Lift pit – (i) A pit hereinafter referred to as the
lift pit shall be provided for every lift below the level of its lowest landing. (ii) The lift pit shall be
so constructed as to be capable of withstanding the impact of the lift car with contract load or the
impact of the counterweight when other is descending at contract speed or at governor tripping
speed in case governor operated safety gear is used.
The lift pit shall be of adequate size and shall be maintained in a dry and clean condition. The
floor of the lift pit shall be approximately level and where necessary provisions shall be made for
permanent drainage.
(b) Bottom clearance and top clearance – Every lift shall provide (1) the depth of the lift pit shall
be sufficient for a bottom clearance of not less than 90 cm between the bottom of the lift-
well and the lowest point of the underside of the lift or its attachments when the lift car is on
the lowest landing.
Explanation – For the purpose of this rule “clearance” shall mean the distance between the buffer
striking plate and the top of the buffer when it is fully compressed.
(2) A top clearance of not less than 90 cm shall be provided between the top of the lift car or its
attachments and the underside of the overhead structure or other obstruction when the lift car
is at the top landing and between the top of the counterweight and the underside of the
overhead structure or other obstruction when the lift car is at the lowest landing:
Provided that for the lifts having contract speed exceeding 1.52 m/s the bottom and top
clearances shall not be less than 1.52 m except with the permission of the Inspector of Lifts.
Provided further that where oil or similar buffers are used, the Inspector of Lifts may permit such
clearances as he may consider adequate for cars and counterweights.
Explanation – For the purpose of this rule “clearance” shall mean the distance between the buffer
striking plate and the top of the buffer when it is fully compressed
22. Landing gates and doors - (a) All landing openings in the lift well enclosure shall be protected
by gates or doors covering the entire landing opening in each case. The top track of a landing gate
or door shall not obstruct the entrance to the car.

(b) All landing gates and doors and their tracks shall be of sufficient strength so as to be
capable of withstanding any impacts from their normal use or from any accidental cause,
without being permanently deformed and without the doors being sprung from their guides.
(c) All landing gates shall be of a close picket type and no openings shall exceed 5.72 cm in
width between the vertical members of the gate when it is fully extended unless otherwise
permitted by the Inspector of Lifts.
(d) In the case of solid sliding landing doors a fire-resisting vision panel of adequate size shall
be provided.
(e) Automatic fire door or shutter which operates by means of a fusible link or otherwise, due
to the action of heat, shall not be allowed in any landing, opening or in the lift-well
enclosure of any lift if such opening provides an access for exit from the building.
23. Locking devices for landing gates and doors – (a) Every landing gate or door shall be fitted with
locking device of approved design which shall comply with the following requirements, unless
otherwise permitted in writing by the Inspector of Lifts in any particular type or class of lifts.
(i) Suitable means shall be provided so that it shall not be possible to open the gate or door from
the landing side unless the lift car is in the landing zone pertaining thereto.
Provision shall be made so that a landing gate or door may be opened in case of any emergency or
for inspection by the Inspector or by any authorized person, by means of a special key or other
suitable device, irrespective of the position of the lift car.
(ii) Under normal condition of operation no lift car shall be started or kept in motion, unless all
landing gates or doors pertaining to the lift are in the closed position.
Note – Landing doors of a lift under the control of an attendant in the lift car will be considered to
be in closed position when the leading edge of the door is within 10 cm of the nearest face of the
door jamb and with centre opening doors, when the leading edges are within 10 cm of each other,
provided that (a) the door cannot be re-opened from the landing side after it has reached the limit
of 10 cm and (b) the door continue to remain closed and locked so long as the lift car is in motion.
(b) The electrical and mechanical parts of all locking devices for gates or doors shall be
sufficiently strong so that reasonable wear may not create an unsafe condition.
(c) Every electro-mechanical lock shall be suitably encased and the removal of any detachable
cover fitted to such casing, must not affect the operation of the locking device. Where springs
are used in locking devices, these shall be in compression and properly supported.
(d) The contacts of locking devices for gates or doors shall be opened positively.
(e) The locking devices for landing gates or doors shall be so designed that the lock contact is not
closed and the electrical circuit established until the gate or door is closed.
Provided that the locking device shall not prevent the operation of the lift whilst the emergency
release push is in temporary use, or when the lift car is being moved under the control of the
levelling device.
(f) The metal casing or conduits containing or protecting the electrical conductors to the lock or
contact boxes shall be mechanically strong and shall be securely fixed to the boxes, so as to
maintain good electrical and mechanical continuity throughout their whole length.

III. EXTRACT OF RULES 8 TO 10 AND 15 TO 33 OF WEST BENGAL ESCALATORS
RULES, 1962
8. Maintenance of Escalators
(1) No person or firm shall be decided duly qualified and competent for appointment under sub-
section (2) of section 11 of the Act for maintenance of any escalator unless such person of
firm holds a valid certificate from the Chief Electrical Inspector that he has satisfied the Chief
Electrical Inspector about his competency in carrying out such work.
(2) A person or firm desiring to hold such certificate shall make an application in Form ‘F’ and
shall forward the same duly filled in together with a fee of fifty rupees to the Chief Electrical
Inspector who may, if he is satisfied after making such enquiries and tests as he may consider
necessary, that the applicant possesses necessary qualifications for grant of a certificate, grant
a certificate to the applicant which may be either of a general nature or for any specified class,
type or make of escalators according to the qualifications of the applicant. The certificate may
be granted, as nearly as may be in Form ‘G’.
(3) Every certificate granted under sub-rule (2) shall be renewed annually. Application for
renewal together with the certificate and a renewal fee of twenty five rupees shall be submitted
before the date of expiry of the certificate to the Chief Electrical Inspector or to such other
officer as the Chief Electrical Inspector may by order in writing authorized in this behalf. In
the event of failure to renew a certificate before the date of expiry, the certificate shall stand
cancelled;
Provided that if the application for renewal is received within one month from the date of
expiry of the certificate, the certificate may be renewed on payment of the renewal fee and a
penalty of five rupees.
(4) A duplicate of a certificate granted under these rules may be issued on proof to be furnished
by the applicant of the loss of the original certificate to the satisfaction of the Chief Electrical
Inspector.
(5) A fee of ten rupees shall be charged for issue of a duplicate certificate.
(6) On the issue of a duplicate certificate, the original certificate shall be deemed invalid and if
found, shall be returned to the Chief Electrical Inspector for cancellation.
9. Notice of Accident
If any accident occurs in connection with the operation of an escalator, and the accident results
or is likely to have resulted in the loss of human life or personal injury the owner of the
premises in which the escalator is working or his agent, if appointed in terms of the provisions
of section 13 of the Act, shall give notice of such occurrence in Form ‘E’ as soon as may be
after the accident but not later than 24 hours of the accident, to the Inspector of Lifts and also
in the city of Calcutta to the Commissioner of Police and elsewhere to the District Magistrate.
10. Unused Escalators
When an escalator installed at any place ceases to be used as an escalator, the owner thereof or
his agent, if appointed, shall forthwith give notice in writing to the Inspector of Lifts to this
effect and shall either remove it or maintain it in a condition so as to prevent any danger to
persons, after disconnecting it entirely from all sources of power for its operation.

The owner or his agent shall, if ordered so to do, take such other precautions as are considered
necessary by the Inspector of Lifts to prevent danger.
CHAPTER III
15. Angle of Inclination
The angle of inclination of an escalator shall not be in excess of 30 degrees from the
horizontal excepting that with an escalator having a vertical rise not exceeding 6 m an angle
up to 35 degrees may be permitted.
16. Width of Escalators
The width of an escalator shall be measured between the balustrading at a vertical height of 60
centimeters above the nose line of the treads and shall be not less than 60 centimeters or more
than 120 centimeters.
17. Balustrading
a) Escalator shall be provided on each side with solid balustrading. On the step side the
balustrading shall be smooth and substantially flush except for protective mouldings
parallel to the run of the steps and properly beveled vertical mouldings projecting not
more than 6 millimeters that cover joints of panels.
b) No glass panels should be used in balustrading.
c) There shall be no abrupt changes in the width between the balustrading on the two
sidings of the escalator. Where a change in width is unavoidable, such change shall
not exceed 8 % of the greatest width. In changing the direction of the balustrading
resulting from a reduction in width, the maximum allowable angle of change in the
balustrading shall not exceed 15 degrees from the line of the escalator travel.
d) Each balustrade shall be provided with a hand rail moving at the same speed and in
the same direction as the travel of the escalator.
e) Provision shall be made to prevent trapping of an object between the handrail and the
balustrading or between the steps and the balustrading to the satisfaction of Inspector
of lifts.
18. Step-treads and landings.
a) Escalator-treads and landings shall be of material and design affording secure foot hold.
b) If the landing is of concrete, it shall have edge insertions of metal, wood or other anti-slip
material.
c) Escalator step-tread shall be horizontal.
d) Escalator step treads and their frames shall be made of incombustible materials as far as
practicable.
e) The tread surface of each step shall be slotted in a direction parallel to the travel of the
steps.
19. Comb-plates
a) There shall be a comb plate at the entrance and at the exit of every escalator.

b) The comb plate teeth shall be meshed with and set into the slots in the tread surfaces so
that the points of the teeth are always below the upper surface of the treads.
c) Comb-plates shall be adjustable both horizontally and vertically. Sections forming the
comb-plate teeth shall be readily removable without the use of special tools in case of
emergency.
20. Trusses or Girders
a) The factor of safety to be used in the design of escalator trusses or girders shall be not less
than 5 based on the static loads and the ultimate strength of the steel.
b) The escalator truss or girder shall be so designed that it will safely retain the steps and
running gear should the track system fail to retain the running gear in its guides.
c) Where tightening devices are operated by means of tension weights, provision shall be
made to retain these weights in the truss should they fall or if they should be released.
21. Track Arrangement
The track arrangement shall be so designed as to prevent displacement of the steps and
running gear if a step chain breaks.
22. Capacity and loading
The contract load on an escalator shall be computed by the following formula:
Contract load in kilogram – 2.7 WL
Where W = the width of the escalator in centimetres

L = the horizontally projected length of the exposed treads in metres
23. Limits of Speed
The speed of an escalator measured along the angle of inclination, with a vertical rise not
exceeding 18 metres shall not exceed 38 metres p.m., except that if the line of entrance and
exit is not in the vertical plane of travel, the speed shall not exceed 30 metres p.m.
If higher speeds than that specified above are necessary, approval in writing for such higher
speeds should be obtained from the Chief Electrical Inspector to Government.
24. Application of Power
Every escalator shall have its own driving motor or other driving gear.
25. Chains
All chains shall have a factor of safety of not less than 10. Chains of materials requiring
periodical heat treatment shall not be used.
26. Safety Devices
(a) An emergency “stop” push or switch conspicuously marked “STOP PUSH” or “STOP
SWITCH” and accessible to the public shall be fixed at the top and bottom landings of
each escalator.

(b) The operation of a “Stop” push or switch shall open a circuit and cause the power
supply to the escalator to be interrupted. It shall not be possible to start the escalator
by means of such pushes or switches.
(c) Where starting pushes or switches are within reach of the public, they shall be either
of the key-operated type or be enclosed in a box provided with a lock and key.
(d) Any escalator operating in the ascending direction shall be equipped with means to
cause the power supply to the escalator to be interrupted and the brake applied in the
event of accidental reversal of direction of travel.
(e) Each escalator shall be provided with an over speed governor which will cause the
power supply to the escalator to be interrupted in the event of the speed exceeding the
normal speed by 40 percent.
(f) Each escalator shall be provided with a broken chain device which will cause the
power supply to the escalator to be interrupted in the event of a step chain (s)
breaking.
(g) Each escalator shall be provided with an electrically released and mechanically
applied main drive brake of sufficient power to stop the fully loaded escalator. This
main drive brake shall automatically stop an escalator when travelling or tending to
travel in the descending direction should any of the above safety devices function.
(h) Escalators driven by polyphase motors shall be protected against phase reversal or
phase failure.
27. Machine Room
(a) A machine room of suitable size and construction shall be provided for the housing of
the escalator machine or machines, and associated apparatus and equipment.
(b) The machine room shall be of sound construction weather-proof and dry and shall be
properly ventilated to prevent any undue rise in temperature inside the room. Where
necessary, means shall also be provided to maintain a reasonable temperature in the
machine room. The floors of the machine rooms shall be capable of carrying the load
of the escalator machinery and other equipment housed therein.
(c) The machine room shall be provided with permanent and adequate artificial lighting
of an approved type and whenever available electric lighting shall be provided by at
least one fixed light point and one plug socket for every two or less machines. The
light switch shall be fixed near the machine room-entrance.
(d) The machine room shall be arranged to allow reasonable access to and the removal of
the equipments therein or of any part thereof. The height of the machine room shall be
sufficient to allow any part of the equipment to be accessible and removal for repairs
and replacement and in no case the height shall be less than 2 metres clear.
(e) Safe and convenient access to machine room entrances shall be provided with access
doors opening outwards.
(f) The machine room shall not be used as store room or for any other purpose other than
housing the escalator machine and associated apparatus and equipment. No
inflammable or explosive material shall be kept in machine room.

(g) The machine room shall be accessible only to authorized persons. Where the electrical
pressure exceeds 250 Volts, a CAUTION notice shall be displayed permanently on the
outside of the door and in a conspicuous position near the machinery.
Note: No person shall be deemed to be authorized unless the owner or agent of the escalator has
authorized him in writing for any specific duty and a copy of such authorization has been
given to the person concerned. Every such authorization shall be entered in a register to be
maintained by the owner of the escalator or by his agent for the purpose. This register shall be
produced to the Inspector of Lifts on demand.
28. Lighting of step treads
Step treads shall be illuminated throughout their run. The intensity of light on the tread
surfaces should be sufficient to illuminate them.
29. Access to interior of escalator
Reasonable access to the interior of the escalator shall be provided for inspection and
maintenance.
30. Electrical wiring and apparatus
(a) All electrical wiring and apparatus in connection with the escalator installation, shall
conform to the current Indian Electricity Rules in force and also to other regulations if
any, relating to fire insurance of the building in which the escalator is installed.
(b) All electric supply lines and apparatus in the escalator shall be of suitable construction
and shall be so installed, protected, worked and maintained that there is no danger to
persons therefrom.
All metal casings or metallic coverings containing or protecting any electric supply
lines or apparatus shall be efficiently connected with earth.
(c) A manually operated main disconnecting switch of adequate capacity shall be

installed to control supply of electrical energy to the main cable of every escalator
machine (electrically operated) and the switch shall be so placed that it is the supply is
controlled.
(d) With D.C. power supplies the main disconnecting switch and any circuit breaker shall
be so arranged and connected that the circuit of the brake magnet coil is opened at the
same time that the main circuit is opened.
(e) No bare conductor shall be used in any escalator as may cause danger to persons.
(f) All cables and other wiring in connection with the escalator installation shall be of
suitable grade for the voltage at which these are intended to be worked and if metallic
covering is used, it shall be efficiently earthed.
(g) Suitable “CAUTION” notice shall be affixed near every motor or other apparatus in
which energy is used at a pressure exceeding 250 Volts.
(h) The electrical parts of starting and stopping devices, other operating and similar
devices, controller and of similar other parts shall be efficiently insulated and the
insulation shall be capable of withstanding for a period of one minute, the continuous
application of a test voltage of alternating current equal to ten times the voltage at

which these electrical parts are energized, subject to a maximum voltage of 2000 volts
when the test voltage is applied between contacts or similar parts in the open position,
and between such contacts and earthed parts.
31. Tests
No new escalator shall be brought into use unless the escalator has been tested as follows. The
person or firm responsible for the installation of an escalator shall certify in writing that the
tests carried out by him to determine the suitability of the escalator for normal and regular
service, has been satisfactory and, if required by the Inspector of Lifts, such tests shall be
carried out in presence of and to the satisfaction of Inspector of Lifts who may also himself
carry out such tests as he may think necessary for his satisfaction to determine the suitability
of the escalator for normal and regular use. Such tests shall be carried out in presence of the
representative of the person or firm who is responsible for the installation of the escalator.
(a) Each type and size of escalator shall be tested for the contract load that it is designed
to carry. Such tests may be made, at the option of the manufacturer in his plant or in
the field on the first escalator of that type and size installed in a building.
Where a type and size of escalator has previously been tested and approved in one
jurisdiction, certified copies of such test may be accepted in lieu of an actual test.
If the rise for a given type and width to be installed is more than five feet higher than
the rise for which that type and width has been tested, a new type test shall be made
for the higher rise.
32. b) Over speed test
The application of the overspeed safety device shall be obtained by causing the
escalator to travel at the governor tripping speed as specified in sub-rule 26(e). With
escalators driven by alternating current motors the governor may be tripped by hand
with the escalator travelling at its normal speed.
c) Reversal Test
The accidental reversal device called for in Sub-rule 26(d) shall be made to function
by manually operating or attempting to operate the escalator in the reverse direction.
d) Broken chain test
The application of this broken chain safety device as called for in sub-rule 26(f) may
be obtained by operating the device by hand.
e) Stop push
Test of the escalator emergency stop pushes or switches shall be made to determine
whether they function properly in each direction of travel.
33. Sundry precautions
a) Adequate precautions shall be taken to guard against any possibility of an escalator

being operated by unauthorized persons. Precautions shall also be taken to prevent an
escalator from being operated by any person when it is not intended for use.

b) An authorized person shall be on duty in the premises where an escalator is installed
during the whole period the escalator remains in use. During peak hours of traffic
there shall be two authorized attendants (one at each landing) otherwise one
authorized attendant shall be sufficient for the purpose.
c) Where an escalator is under examination or repairs suitable steps shall be taken to

ensure that the escalator is not operated inadvertently by any person in such a manner
which may endanger the safety of persons working in this escalator.
d) Explosive or other inflammable materials shall not be carried in the escalator as may
endanger the safety of persons.
e) The escalator machine shall be fitted with waterfog equipment which shall be applied
regularly to remove accumulated dirt from the main chains, tracks and step frames and
shall be available for use in suppressing shouldering of any article which may occur at
any time in the escalator before it becomes serious.
34. Construction, installation, protection, operation and maintenance of escalators
Every escalator and every part thereof shall be of sound material and good construction and of
sufficient mechanical strength for the purpose for which it is intended, and so far as is
practicable, shall be installed, protected, worked and maintained in such a manner so as to
prevent danger.

ANNEXURE 5.2
ESCALATOR MAINTENANCE (MONTHLY)
S. No. Schedule of work Month

Date
1. Ride escalator and observe starting,
stopping and general running
2. Check for unusual noises or operation
faults
3. Take notice of complaints since last visit
4. Check condition of step treads, step
risers and combs (and comb lights) at
landings
5. Check skirt panels for rubbing, loose
panels and excessive clearances to steps
6. Check balustrades and panels for
clearances, projections, shear or tripping
hazards, loose screws in panels, also
balustrade lighting
7. Check comb plate and floor plate
coverage for wear which could cause a
tripping hazard
8. Examine handrail for cleanliness,
damage and tension. Investigate all signs
of excessive wear
9. Clean machine room and floor when
necessary
10 Generally inspect machine, worm gear
and external equipment, motor, brake
(linings), bearing, chains, lubricators etc.
11 Generally inspect controller and
electrical equipment, including electrical
safety equipment
12 Make corrections or adjustments as
indicated by complaints, survey or test
ride
13 Fill oil cups E (B) with oil OTIS Spec.
39
14 Oil brake lever pins (2), if required
15 Empty spill pans (C) (bottom tanks)
16 Run escalator in reverse direction for
short period check operation esp. for
noises
17 Brake monitor device ( 10 mm)
Name of Fitter:
Signature of Supervisor (Metro):
Signature of Supervisor (Contractor):

ESCALATOR MAINTENANCE (QUARTERLY)
S. No Schedule of work Month

Date
1. All items of monthly schedule
2. Lubricate main drive chain (6)
3. Lubricate step chains (7)
4. Lubricate handrail drive chains (
8)
5. Check function of non-reversal
device ( 4 ), lubricate, if required
6. Check main switch for
temperature rise and operation of
thermal release
Name of Fitter:

ESCALATOR MAINTENANCE (HALF YEARLY)
S. No Schedule of work Month

Date
1. All items of quarterly schedule
2. Check starting key switch and stop

bottom panel contacts, springs,
wiring, clean, reset, replace, if
required
3. Check clearance between steps and
skirt panels, lubricate with a film
of slipit (for stainless steel) or
vaseline (for enamel)
4. Check step risers, lubricate with a
film of slipit (for stainless steel) or
vaseline (for enamel) cleated risers
need no lubrication
5. Check handrail clearances and
wear of brush guard
6. Lubricate step bushings and check
lock pins for correct seating (12)
7. Seal small leaks of machine
8. Check function of broken drive
chain emergency device (13),
lubricate moving parts as required.
9. Check all motor connections
10. Clean controller, check contacts,
switches, resistors, condensers,
wiring
11. Clean newel rollers of escalators
with glass-balustrades
Name of Fitter:

ESCALATOR MAINTENANCE (YEARLY)
S. No Schedule of work Year 2000 2001 2003 2004

Date
1. All items of half yearly
schedule
2. Check condition of motor
bearing. Add small amount of
grease ( 1 )
3. Check condition of main drive
bearings. Add small amount of
grease ( 10 )
4. Check condition of handrail
drive wheel and idler wheel
bearings
5. Check sprockets and
countershaft of handrail drive
and chain tension of handrail
drive
6. Check handrail tension device,
clean rollers of roller bows
7. Check all electrical safety
devices
8. Check condition of tracks
(wear, splices) and of step chain
and trailer wheels, check
clearances of step wheels of
tracks
9. Check operation of tension
carriage and switches, lubricate
tracks and rollers (9)
10 Check clearances between comb
teeth and step treads
11 Clean oil pans under truss, parts
of truss and reverse side steps
from spilled oil
Name of Fitter:

ESCALATOR MAINTENANCE (TWO YEARLY)
S. No Schedule of work Year 2001 2003 2005 2007

Date
1. All items of yearly Schedule

2. Clean oil pans under truss, parts of
truss and reverse side of steps.
3. Drain and refill worm gear
lubricant of machine gear case (5)
Name of Fitter:
ESCALATOR MAINTENANCE (THREE YEARLY)
S. No. Schedule of work Year 2002 2005 2008

Date
1. All items of yearly schedule

2. Clean oil pans under truss, parts of truss
and reverse side of steps from spilled
oil.
3. Drain and refill worm gear lubricant of
machine gear case (5)
4. Remove and refill grease of:
Motor bearing ( 1 )
Worm bearing ( 3 )
Main drive bearing ( 10 )
Tension carriage bearing ( 11 )
Name of Fitter:

ANNEXURE 5.3
LIFT MAINTENANCE (MONTHLY)
S. Schedule of work Month

No. Date
1. Machine Room / Governor
Check Top & Bottom final limit switches
Check main switch condition
Check the speed governor roller wear out using
the fixed snap gauge
Lubricating the speed governor, roller & electrical
switch
Clean the controllers without cover, fuses, relays
Clean the Machine unit & lubricate it
Keep machine room Clean & tidy
2. Machine/Deflector
Clean and wipe down the machine
Check Gear & motor oil levels
Check thrust bearing and replace if, necessary
3. MG Set
Check Gear and Motor
Clean generator, check rocker position
Tighten all connections
Check and clean the commutator
Check brush movement in the holder
Check brush spring tension
4. Hoistway/Car Top
Check Maintenance box
Clean the hoistway
Check travelling cable
Check Auto door operation, clean the bottom
track
Check Hand lamp, Hoistway lighting points and
Emergency Light
5. Car Equipments
Make sure that car steadire plates are firmly
bolted to the car
Check Rope thimble
Check rope nuts of thimble rod
6. Selector
Clean selector, floor bar and contacts
Clean PM contacts

7. Controller
Clean controller
Ensure interlocks are in order
Tighten main relay connection, 3 phase AC circuit
Clean ‘J’ relays
8. Entrance & Hall button

Report if any gate damaged
Clean all gates & ensure mechanical locking is
secure
9. Locks
Clean all locks and lubricate all pivotal points
Do not unlatch when forced open
Check emergency unlock
10 Ropes
Check the condition of Main Ropes
11 Door Operator
Lubricate operator chain and linkages
Adjust door operator
12 Pit Equipment & Fireman Switch

Ensure pit Light & pit switch is in working
condition
Check spring rod for free movement
Check Emergency Alarm functioning
Check and clean surface of governor roller
Name of Fitter:

LIFT MAINTENANCE (QUARTERLY)

No. Date
1 Machine Room/Governor
Check axial play
Check the condition of gear oil replace if necessary
Check speed of governor roller wear out using
snap gauge
2 Machine/Deflector
Clean deflector sheave shaft and lubricate bearing
3 MG Set
Replace worn-out brushes.
4 Hoistway/Car Top
Check top of car inspection switch and other
switch on top of car.
Lubricate Retiring Cam, Check operation.
Check setting of Load cell / Load contact system
full and overhaul.
5 Car Equipment
Check safety rods are free.
6 Selector
Clean and lubricate chain, Omega springs.
Grease drive gears, check floor bar connections.
7 Controller
Replace missing or worn-out ARC barrier and
copper contacts
.
8 Entrance & Hall button
Replace missing GIBS, missing bumper and noisy
rollers.
Clean and lubricate gates.
9 Locks
Check spring, lever roller, shorting trip, lock body
and ALL HEX guide
10 Ropes
Replace worn-out operators bumpers

Inspect safety blocks and clean if necessary
Check rigidity of compensating chain
Name of Fitter:

LIFT MAINTENANCE (HALF YEARLY)
No. Date
1 Machine/Deflector
Clean and overhaul brake
2 MG Set
Check and tighten Motor, Generator- terminal box
connections
3 Hoistway/Car Top
Check distance between the Reed switch and ring
magnet using gauge
Lubricate guide rails
4 Car Equipment
Lubricate all safety pivot points
Check SOS
Check trailing cable condition/bunching &
junction boxes
5 Selector
Check pawl magnet movement and adjust if
necessary
Check advance panel movement and check all
engagement and setting
Check and adjust advance panel speed
6 Controller
Adjust main Relay air gaps
7 Locks
Ensure all Screw in keeper and keeper’s angle are
in position
Lubricate the gate lock rollers.
8 Ropes
The core of the wire rope is impregnated with
lubrication
Clean the rope with nylon brush
Lubricate rope with cloth, Inspect damage if, any
9 Door Operator
Check Sprocket play
Check oil level in gear box
Tighten door limits/cams and brakes

Check and maintain governor tension
Check car and counter-weight buffer
Check fireman switch operation
Name of Fitter:

LIFT MAINTENANCE (YEARLY)
S. Schedule of work Year

No. Date
1 Machine Room/Governor
Check safety gear
2 Machine/Deflector
Check gland packing backlash and endplay
Check sheave groove
3 MG Set
Replace generator oil
Undercut the high mica
4 Hoistway/Car Top
Check rigidity of brackets and civil work
Clean shaft
Inspect the facia plates
5 Ropes
Automatic rope cleaners fitted near bed plate where
it was not fitted
6 Door Operator
Tighten link plate and link bolts

Check safety blocks and clean if necessary
Name of Fitter:

CHAPTER 6
PUMPS
6.1 CATEGORIES OF PUMPS
Water pumping by electric motor driven pumps is done for different functional
requirements of Metro Railway. Short descriptions of each such category are furnished
below:
6.1.1 Sanitary cum de-watering and Sanitary pump at Stations
Under normal operation, water can accumulate inside the tunnel due to the following
causes:
 Effluent from toilets. Each underground station is provided with toilet facilities for
Metro Railway Staff only but not for users of the Metro Railway. The effluents of
these toilets are pumped up and discharged into Municipal sewer. For this purpose
2 numbers or 3 numbers of pumps are provided per station. Of these one pump is
fitted at each end of the station at the platform level on the extended portion
beyond the platform end. The third pump whenever provided is at centre of the
station. These pumps clean the sanitary effluent as also the station/tunnel area
seepage washing (as and when done) water.
 Seepage of water through the tunnel and station structures. The rate of seepage in
Calcutta Metro had been maximum of 10 l/24h/m2. With improved materials and
construction technology, it has come down to a good extent. These data are from
page 337, Chapter 21 – Water Supply, Sanitation, and drainage of the publication
“THE CALCUTTA METRO” published by GM Metro Railway in 1991.
 Due to washing of the stations and occasionally portions of tunnels for cleaning
them.
 In addition during cases of fire emergency, water would be used for fire fighting,
causing accumulation of water inside the tunnel.
For de-watering of such water, sumps with sump pumps have been provided at the end
of each station. The provision of these pumps has been made according to the
guidelines indicated below. At a few stations additional pumps have been provided for
pumping out the sanitary discharge only. The brief technical specifications of these
pumps have also been furnished.
a) At station the platform zone track bed has been given a nominal downward slope
from the longitudinal centre of the platform to each end or from end to end. Few
metres beyond end of the platforms, sumps have been provided under the track
floor level. The schematic layout is shown in Fig. 6.1. Thus there are two such
sumps and 2 or 3 pumps per underground de-watering sump. No sumps etc. are
provided for Dum Dum and Tollygunge stations, where usual drainage serves the
purpose.
b) There are 62 numbers of such pumps in all stations taken together including the
sanitary pumps. The pumps at both car sheds are excluded in this list.

c) These pumps are centrifugal type, VS or submersible ones with capacity to pump
muddy water. With impellers always flooded no problem is associated with their
priming. These installations are provided with automatic liquid level controllers to
start and stop the pumps according to preset levels. Presently about 2 to 4 hours of
pumping per pump is done during a period of 24 hours.
d) The pumps are driven by 3 phase 415 V 50 Hz squirrel cage induction motors of
totally enclosed design / submersible design. The motors are of continuously rated
output of 6 kW to 15 kW.
The pipeline beyond the delivery point is maintained by Civil Engineering

Department. The details of the locations along with the capacities are available in
Annexure 1.1.
6.1.2 Mid –section De-watering Pumps
In between the two stations, sumps are provided. This point even otherwise normally
happens to be the lowest point for the section between the two concerned stations. But
if there is change in gradient there are more than one sump in between the two
stations. In total there are 21 mid section sumps with 52 pumps. This includes 10
pumps in the car sheds and underpass at Dum Dum.
The size of the sump layout etc for a typical mid section de-watering pumping
installation is given in Fig 6.2.
There are 2 or in some places 3 pumps per mid-point sump. On an average each pump
works for about 2 to 4 hours during a 24 hour period. Obviously there is seasonal
variation in the pumping. The automatic level controllers start and stop the pumps
sequentially. The VS pumps are grease lubricated with a special lubricating pump.
Originally all were vertical shaft centrifugal pumps but since then submersible pumps
have been provided in about half the locations. The performance of these submersible
pumps has to be kept under watch. These should be replaced by VS pumps, if the
performance of VS pumps is found to be better in respect of robustness, life cycle cost
and failure rate.
The capacity of pumps is from 25 kl/h to 50 kl/h. However, at Park Street mid-section
and Chitpur, higher capacity pumps have been installed. The intake of these pumps is
from reservoir sump located by the side of the track. The size of the tunnel box is
wider here for this purpose.
The mid-section ventilation complex accommodates the mid-section de-watering

pumps wherever nearby. Mid-section substations with 27 number 315 kVA capacity
11 kV/415V 3 phase 50 Hz transformers and 2 number of 500 kVA 11 kV/415 V 3
phase transformers supply the electrical power requirement of the exhaust fans, mid-
section de-watering pumps and the minor loads of lights and portable tools.
Pumps are driven by 3 phase 415 V 50 Hz squirrel cage induction motors of totally
enclosed type of 5 kW capacity with direct online starting. A few ones are with higher
power motor. The speed of pumps is about 1400 rpm.
For pumps of higher than 15 kW capacity star–delta starters have been used.
The motors are directly coupled to the pumps through standard couplings. Usual no
volt trip is provided in the starters with over load and instantaneous over current
protection.
Maintenance Manual for General Electrical Services 96

Apart from the substation system earths, separate set of earth electrodes is provided for
the equipment earths, to which the motor frames, starters etc. along with cable sheaths
and equipment bodies of the exhaust fans are connected. For the mid-section pumps,
the equipment earth is connected to the continuos earth MS strip running between
stations along the 11 kV cable hangers fixed on the tunnel walls.
The total number of mid-section de-watering pumps is 52. This figure is inclusive of
10 pumps in car sheds and the Dum Dum underpass (located between Dum Dum
Station and the car shed).
Alarm system has been provided if the water level in the sump rises above the high
water level mark. The alarm is by a visual indication by lamp. The high water level
alarm would be repeated to the traction power control room in the HQ through Remote
Control System.
6.1.3 Deep Tube well pumps for Station and Tunnel water supply
The most critical requirement of water in Metro railway, Calcutta is for fire fighting
system. All along the entire length of the Railway (i.e. approximately 17 km) water
hydrants have been provided at intervals of 100 m. Obviously there is no regular
consumption for this particular fire-fighting requirement. All the same adequate
pressures are to be maintained without fail round the clock and round the days and
round the years by keeping the overhead tanks always full at stations.
The other 4 types of requirements of water for:
(a) Requirement of ventilation and air-conditioning plants including air washery.
(b) Periodical cleaning and washing of platforms and other areas of the stations.
(c) Requirement of staff for drinking and washing
(d) Requirement of water in toilets in stations.
For meeting the above 4 groups of requirement, a captive water supply system has
been installed. Most stations have 2 deep tube-wells of about 200 m depth with 150
mm/300 mm diameter bore holes operated by VS centrifugal pumps and submersible
pumps. The output of the pumps varies between 15 kl/h to 75 kl/h deep bore hole
pumps deliver to one overhead RCC tank per station having storage capacity of 2.0
lakh litres. These overhead tanks are interconnected, on the delivery side to provide
reliability in water supply.
The typical layout of the 2 pumps and one overhead tank set up at stations is given in
Fig. 6.3.
Typically the VS pumps installed are of 7.5 kW to 25 kW capacity with 3 phase 415 V
50 Hz motors of totally enclosed type with automatic star delta starters. The pumping
head varies up to 75 m.
Pumps are to be operated on an average for 8 hours/day. But due to some dried up tube
wells, presently they are operated for longer hours. This situation must be corrected
promptly.

Presently a few pumps above 25 kW are operated by Pump Attendants and no
automatic operation is involved. For lower capacity pumps, time switches are used for
starting and stopping of the pumps.
The maintenance of the pumps from the suction valve to the delivery valve along with
the motors, starters and power supply is done by Electrical Engineering Department.
Co-ordination for the overall function of supply of water to the system is with Civil
Engineering Department.
Presently there are 32 such bore hole pumps in the Railway proper. However a few
wells have dried up and require sinking of new tube wells.
6.2 MAINTENANCE SCHEDULE
The preventive maintenance of these pumps of different categories is to be done

according to the following schedule:
Category of Pump Maintenance Schedule
(i) De-watering A. MONTHLY

Station
(ii) De-watering (a) Cleaning the pump and motor without opening up. Cleaning
Mid-Section the pump room.
(b) Watching the running of the pump for 15 minutes on manual
mode to observe any unusual noise, vibration or heating (of
the pump, motor, bearings etc). Since these pumps are
unattended, this test must be performed with care, and without
fail.
(c) Wherever valves have been provided, they should be operated
2/3 times to keep them in smooth working fettle.
(d) The performance of the automatic level controller should be
verified.
(e) The performance of the high water alarm should be verified.
(f) The timings for the changeover of the starters from star to
delta configuration should be checked.
B. QUARTERLY
All the pumping installations will be jointly checked by SE

(pumps) and SE (works) North & South as per Jt. Circular No.
MRTS/EL-516/5 dt. 16.12.1999 as given in Annexure 6.1.
C. ANNUAL
(a) It should be ensured that the earthing connections and earth

electrodes are tested and attended as required by the power
supply section of the Electrical General Services.
(b) The connection to “earth” from the installation should be
checked and tested by the Pump Section.
(c) The bearings of pump and motor shall be cleaned and
regreased.
(d) The current drawn by pumps should be noted. Pumps should
be opened and checked up if current is more than 5% over the
normal current.

Record of maintenance carried out annually should be maintained
as per Performa given in Annexure 6.2.
D. EVERY 4 YEARS
POH to be done for the pumps, motors and starters and valves.
During POH the water seals, gaskets should be replaced and
painting should be done.
Replacement of bearings, electrical wiring and rewinding of motor
should be done on life-cum-condition basis. Generally it would be
necessary at alternate POH.
E. ANNUALLY AFTER 10 YEARS OF LIFE
Replacement of the pump set to be done on condition basis.
Normally replacement should be done within 15 to 20 years of

commissioning. Decision should be based on performance of the
pump.
(iii) Sanitary services Same as for categories (i) and (ii) as above
pumps
(iv) Deep tube well Same as for items (i) and (ii): De-watering Station & Mid-Section
pumps for basic De-watering pumps, except for the following deviation:
water supply. The automatic time switches in bigger pumps are not provided,
they are manually controlled.
(v) Pumps for offices, Same as for item (iv) above with the following provision:
colonies, depots
workshops etc. Whenever the pumping is from ground tank, the pumps would be
started with low water overhead tank but enough water level in the
ground tank. The pumps would be stopped with high level in
overhead tank. Till a reliable automatic switching system is
operational, the pumps would be run manually by pump
attendants.
6.3 MAINTENANCE RECORDS
A planning cum actual execution chart as at Annexure 6.3 can be adopted for pump
maintenance. The chart may include following details:
 Asset name, number and location

 Maintenance work to be done over specified period
 Maintenance work already done vis-a-vis the performance. Any arrears would be
immediately visible due to vacant blocks.
6.4 TOOLS, PLANTS AND INSTRUMENTS
The suggested list of tools, plants and instruments to carry out the prescribed
maintenance schedule and repairs would not be static one. From time to time based on
new innovations and availability of technology, the requirement of tools would
change. However, a broad guideline is provided as to the basic provision:
a) Standard basic tools and instruments like chisel, hammer, screw drivers, pliers,
wrenches, spanners, Allen keys, portable drills, portable blowers, pipe wrenches,
hacksaws, measuring scales /tapes, line testers (electrical), bearing extractors etc.

b) Pressure gauges and flow meters.
c) Derricks and slings, ropes, ladders, chain pulley blocks and other basic material
handling items including “fishing hooks” for raising and lowering of VS pumps in
deep tube wells.
d) Hand operated pressure pumps to wash the pumps with cleaning fluid, in situ.
This guideline does not cover the need for the POH in workshop. These items would
form common facility for POH of ventilation (and preferably air-conditioning)
machines and plants.
6.5 BREAKDOWN REPAIRS
Enough reserve margin has been kept in the sump size, number of pumps, power
supply arrangements, alarm provisions etc.
A joint circular should be issued providing for periodical joint check [by SE (pumps)
and SE (water supply) North and South] of the sumps, valves, pipelines, leakage etc.
The defects/deficiencies found by such joint checks must be set right within the least
possible time.
No critical situation is anticipated on account of breakdown and the repairs of the

pumps thereof, if the routine maintenance and the joint checks are done regularly. All
the same, once a year a review should be made to ensure that unit exchange pumps and
motors are available as per requirement to cater for POH and emergency breakdown
repair. 10% of working pump sets would serve the purpose of unit exchange reserve.
All pumps (except a few pumps in Metro Railway HQ building) are under the SE
(Pumps) at Tollygunge. In fact, these residual pumps can be conveniently placed under
his maintenance. With accommodation available at Belgachia Complex, the present SE
(Pumps) should have a depot and workbench there for POH of pumps etc. The POH
work gang should be a unit comprising 1 skilled and 2 unskilled staff.
For preventive maintenance schedule and POH work as given here, staff requirement
would be in the following range:
Preventive Schedule 4 Gangs

Maintenance
POH 1 Gang
Repair – unpredictable ] ½ Gang
Notionally Provided ]
Operation 3 ½ Gangs
Sub-Total 9 Gangs
Leave reserve & Trainee 2 Gangs

Reserve
Total 11 Gangs i.e. 33 staff.
In addition, a total of 4-5 supervisors should be available, including the POH

workload.

The repair gang would be integrated with maintenance gang and booked accordingly.
In case of breakdown, the maintenance gang from a nearby place would be diverted
through pagers or radio telephones and Railway’s own emergency phones in tunnels
and stations.
(i) In Dum Dum – Esplanade section, submersible pumps have been used for de-
watering in lieu of VS pumps as originally done for the Esplanade – Tollygunge
section. The performance of these newly used submersible pumps should be
monitored. Should it become necessary in course of time, based on their actual
field performance vis-a-vis VS pumps, these submersible pumps can be replaced
by VS pumps.
(ii) Some amount of pre-settling needs to be done in the de-watering sumps. The
settled solids can then be cleaned periodically as at present.
(iii) The base plates of different group of pumps should be standardized for each
group. While procuring new pump sets, the supplier must supply them on a
standard base plate, to be specified in the Tender Paper by Metro Railway,
Calcutta.
(iv) The deep tube-wells would tend to dry up in long term. Already some of the wells
are dry and not functioning. These should be restored urgently by blowing back or
providing new borings.
Availability of enough water at suitable pressure head must be ensured round the
clock throughout the year to do fire fighting. Hence the maintenance and
operation of the water supply system should be given its due importance by both
the Electrical and Engineering Departments.
Open land to bore new tube-wells would become more and more scarce. It would
be advisable to plan for alternative source of water supply from Calcutta
Corporation. For this purpose, adequate ground storage tanks are to be provided,
possibly at Dum Dum and Tollygunge Car shed premises. Provision of ground
tanks in some more locations would be necessary. Further pumping facility from
these ground tanks to the present overhead tanks in the stations is to be provided
at that stage.
(v) To reduce the consumption of water, some form of on-line clarification of the
washery water is to be developed, instead of throwing it out, every few days.
Needless to mention that though such systems may be available in the market,
they should be thoroughly studied and field trial carried out on one or two
different types prototype plants for about a year. If this trial shows the system to
be reliable and cost-effective, this on line water clarification system can be
introduced for all the washeries.

ANNEXURE 6.1
Joint Note No. MRTS/EL-516/5 dated 16.12.99 issued by CEE & CE/Metro Railway Calcutta,
to SE (Pump Tollygunge, SE (W)/North, SE (W)/South and copy to Sr. DEN (O &M), DEN
(O&M)/N & Dy.CEE/M.
Sub: Joint inspection of water supply and drainage system by IOW and
Electrical Foreman.
To maintain proper water supply and drainage system, quarterly joint inspection by IOW and
Electrical Foreman is very essential. It has not been done since June 1999. Therefore, it is
decided that for North section, the joint inspection should be done in the 1st week of January,
April, July and October every year by SE/Pump and SE/Works North. For South section, the
joint checking should be done in the 1st week of January, April, July and October every year by
SE/Pump and SE/Works South.
Copies of joint inspection reports should reach Chief Engineer and CEE by 15th January,
April, July and October.
******

ANNEXURE 6.2
ANNUAL MAINTENANCE OF PUMPS
Location: Capacity: Make:

Sl. No. a) Capacity of Pump (m3) Date of Commissioning:
b) Capacity of Motor (HP)
Sl. No. Year 2000 2001 2002 2003

Date
Earth Resistance ()
a) Electrical Panel
b) Motor
Earth Continuity (m)
a) Electrical Panel
b) Motor
Insulation Resistance of Motor (M)
a) Phase to Phase
b) Phase to Earth
Checking of Motor Terminals
Checking of Voltage and Current

a) Current (A)
b) Voltage (V)
c) Full load Current (A)
Checking of all protection of motors

a) MCCB/MCB/Back up fuse rating (A)
b) Overload testing (A)
c) Contactors
d) Single Phasing Preventor
e) Liquid Level Controller at high level
f) Liquid Level Controller at low level
g) Auxiliary Relays and indicators
h) Condition of probes

Checking of Bearing
a) Noise
b) Lubrication
c) Greasing
Painting
a) Motor
b) Electrical Panel
Maintenance of Pump
a) Pressure Gauge reading during running
b) Functioning of Non-return Valve and
Sluice Valve.
c) Lifting of pump to check the condition of
impeller.
d) Checking of any other abnormality
e) Lowering of pump and testing
f) Condition of Foot Valve.
Name of Fitter:
Signature of Supervisor

ANNEXURE 6.3
RECORD OF PLANNING AND PROGRESS OF MAINTENANCE
1. Jurisdiction
2. Asset Location
3. Asset Description
Schedule Date Remarks

Planned Actual
6.2 A 12.03.2000
Monthly
12.04.2000
12.05.2000
===================================================================
=============
6.2 B 12.04.2000
Quarterly
12.07.2000
12.10.2000

Fig. 6.1

Fig. 6.2

Fig. 6.3

Fig. 6.4

ANNEXURE 6.2
ANNUAL MAINTENANCE OF PUMPS

Sl. No. a) Capacity of Pump (m3) Date of Commissioning:
Sl. No. Year 2000 2001 2002 2003

Date
1 Earth Resistance ()
a) Electrical Panel
b) Motor
a) Electrical Panel
b) Motor
3 Insulation Resistance of Motor (M)
a) Phase to Phase
b) Phase to Earth
4 Checking of Motor Terminals

5 Checking of Voltage and Current
a) Current (A)
b) Voltage (V)
c) Full load Current (A)
6 Checking of all protection of motors

a) MCCB/MCB/Back up fuse rating (A)
b) Overhead testing (A)
c) Contactors
d) Single Phasing Preventor
e) Liquid Level Controller at high level
f) Liquid Level Controller at low level
g) Auxiliary Relays and indicators
h) Condition of probes
7 Checking of Bearing
a) Noise
b) Lubrication
c) Greasing
8 Painting
a) Motor
b) Electrical Panel
9 Maintenance of Pump
a) Pressure Gauge reading during
running
b) Functioning of Non-return Valve and
Sluice Valve.
c) Lifting of pump to check the condition
of impeller.
d) Checking of any other abnormality
e) Lowering of pump and testing
f) Condition of Foot Valve.
Name of Fitter:
Signature of Supervisor
ANNEXURE 7.6
ANNUAL MAINTENANCE OF AIR WASHERY
Location Make:
Sl.No. Datel of commissioning:
Sl. No. Year 2000 2001 2002 2003
Date
1 a) Number of Nozzles defective
b) Cleaning of Nozzles
2 a) Air washery pump working

b) Riser pipe cleaning
3 Insulation resistance of pump motor

(M)
R-E
Y-E
B-E
R-Y
Y-B
B-R
4 a) Current drawn at full load (A)

b) Voltage (V)
5 Testing of safety Relays
6 Sump condition (Visual checking) for

leakage & muck
7. a) Earth Pit
Sl. No. Earth Resistance ()
b) Combined Earth Resistance ()
c) Earth continuity (m)
Name of Fitter:
ANNEXURE 7.7
ANNUAL MAINTENANCE OF AV FAN

Sl. No. a) Capacity of Pump (m3/s) Date of Commissioning:
Sl. No Year 2000 2001 2002 2003

Date
2 Earth continuity (m)
3 Full load current (A) (R-Y-.B)
4 Voltage (V)
5 Air out put (m3/s)
6 O/L Relay testing
7 SPP testing
8 Bearing greasing
9 Bearing noise
10 Noise at 1 m distance (dB)
11 Vibration
12 Duct condition
13 Duct condition
14 Fibre glass insulation
16 Defects to attend
17 Spring tension of contacts
18 O/heating marks of contacts
19 Insulation Resistance of Motor
(in M)
R-E
Y-E
B-E
R-Y
Y-B
B-.R
20 Condition of Fan
21 Painting
22 Al foil defects
Name of Fitter:
ANNEXURE 3.3
ANNUAL MAINTENANCE OF LEAD ACID BATTERY
Location: Make: Type of Battery Date of Commissioning:
Sl. No. Year 2000 2001 2002 2003

Date
1 Full Load current (A)
2 Electrolyte Level
3 Topping up by D/M water
4 Equalizing Charge given

a) Charging Current
b) Time of Charging
5 Condition of Inter Cell
connector
6 No. of defective inter-cell
connectors replaced
7 Petroleum Jelly application
8 a) Cleaning of Vent plug
b) No. of defective vent
plug replaced
9 Painting & Condition of
Battery rack
10 No. of weak cell with Sp.
Gr.
11 No. of Cells replaced
12 Capacity Test
13 Defects could not be
attended (if any)
14 Condition of Room
Ventilation/Exhaust Fan
Name of Fitter:
ANNEXURE 2.6
ANNUAL MAINTENANCE OF LT PANELS
S. No. Year 2000 2001 2002 2003

Date
2 Insulation Resistance of each Feeder
(in M)
3 IR value of Busbar (in M)
4 Operation of different equipment

(I) ACB
a) Checking of Arcing Contact
b) Checking of main contact (Carbon
print)
c) Insulation value
R-E
Y-E
B-E
R-Y
Y-B
B-R
d) U/ V release
e) Shunt release
f) Electrical Operation
g) Spring Charging Motor
h) Arc Chute
(II) MCCB
a) Checking of operation
b) Shunt release
c) Arc Chute
d) Spring tention of contact
5 Testing of ACB
6 Operation of MCB
7 Fuse size/rating (A)
8 No. of fuse replaced
9 Indication Lamp
10 No. of indication lamp replaced
12 Painting
Name of Fitter:
ANNEXURE 3.4
ANNUAL MAINTENANCE OF INVERTER
S. No. Year 2000 2001 2002 2003

Date
2 Insulation Resistance of each Feeder

(in M)
R-E
Y-E
B-E
R-Y
Y-B
B-R
7 Recording of all readings:
a) dc voltage (V)
b) ac voltage (V)
c) Load Current (A)
d) Equipment Current (A)
8 Working of Auto Change Over Switch

9 Painting
Name of Fitter:
CHAPTER 7
AIR WASHERY, VENTILATION AND AIR CURTAINS
7.1 INTRODUCTION
7.1.1 In the early underground Metro Railways, the tunnels were of circular section with a
minimal annular space between a train and the tunnel. In such cases, there used to be a
pronounced “piston effect” due to movement of the trains. This piston effect used to push
out air through the station openings in the forward movement direction and later after
crossing the station, they could suck air in the trailing direction. Thus certain amount of
rudimentary ventilation was created as it is.
The role of ventilation was not pursued further except that in some later Metros pressure
relieving shafts were provided at the two ends of the stations to minimize the effect of
pressure surges inside the station caused by approaching and departing trains.
Subsequently in both London and New York Metros, there was a sudden revelation that
the temperature inside the tunnel was steadily increasing, slowly but indeed surely. A
panic was created and some Metros quickly took a number of steps to reduce such
warming up of the tunnels. Even provision of emergency air conditioning (cooling)
arrangement had to be done.
7.1.2 Need for Ventilation
The above situation led to serious and systematic study of the aspect of ventilation.
Now it is well established that ventilation is essential for an underground Metro Railway
System to take care of the following.
a) Biological Oxygen Demand: As a number of passengers and staff will be always

inside the underground systems, their biological oxygen demand for breathing must
be supplied to the full extent at all time. This demand in terms of normal quantity of
air can be taken as 0.22 m3 per person per minute on an average for persons in
stations and 0.16 m3 per person per minute for persons in trains.
b) Purging out the thermal Litter: For the purpose of traction, electrical energy is
consumed in the Metro Cars (in Traction Motors, Alternator Sets, lights and fans
inside cars etc.) When the trains are braked, heat energy is released in the wheels and
brake blocks. Again in the power distribution system losses take place in 3rd rail and
main 11 kV cables run inside the tunnel. The escalators and other plant and
machinery like ventilation fans, the light fittings inside the station and tunnel etc
consume electrical energy. The passengers also give out certain amount of body heat.
The amount of heat rejected inside the tunnel is of the following order on the basis of
present traffic of 140 trains per day.
i) With rheostatic braking (as at present):
 Average heat input for traction at

68 Wh /Tkm for the system - 0.24 x10 kCal/km/h
 Extra 66% of the above for
passenger heat, 3rd rail loss,
station lights etc - 0.16 x10 kCal/km/h
Total - 0.40 x10 kCal/km/h

ii) With regenerative braking (probable in future) for the same level of trains.
 20% reduced loss in traction - 0.20 x10 kCal/km/h

 Same level for others - 0.16 x10 kCal/km/h
Total - 0.36 x 10 kCal/km/h
To give an idea, the amount of heat mentioned above is equivalent to the heat given
out by an electric heater of 3670 kW working 24 hours a day inside the tunnel. This
heat i.e. the thermal litter must be taken out of the system, to prevent the rise of the
tunnel temperature, which will rise due to the heating up of the tunnel concrete and
surrounding earth mass. The rise would indeed be slow but sure unless the “thermal
litter” is taken out fully, over a period of each year. Due to geothermal gradient, the
heat can flow to the tunnel, but this phenomenon is applicable to deep Metros but not
for Calcutta.
c) To purge out obnoxious gases from the tunnel system - these obnoxious smells and
gases may be produced by the passengers, food stuff and other extraneous sources.
For this purpose a ventilation rate of 0.3 cubic metre per person per minute would be
enough.
d) In case of fire, the air flow to and from the tunnels has to be regulated to control and
extinguish the fire and also to harmlessly evacuate toxic smokes resulting from fire.
This aspect does not form a part of this Manual. It would be covered in Accident
Manual or any other similar document. This aspect may require emergency working
schedule for the existing fans or provision of new fans depending on the layout of the
ventilation air circuit.
7.1.3 Need for purging out of “Thermal Litter”
For a better understanding of the subject, extracts from Chap. 17, Vol. I of the Project
Report in Calcutta Mass Transit Study 70-71 (by Metropolitan Transport Project, Railway
Calcutta) is placed at Annexure 7.1. Further a copy of Chapter 10 of the IIT/Kharagpur’s
Report on Evaluation of the ventilation system of the Calcutta Metro Rail issued in March
1991 is placed in Annexure 7.2. An extract of pages 92, 93 and Fig. 5.2 of the
IIT/Kharagpur’s Report on the Ventilation System Design for The Calcutta Tube Railway
- February, 1978 is placed at Annexure 7.3. From the study of these two documents and
also the preceding portions of this Chapter it would be concluded that:
 Substantial quantity of heat is generated inside the tunnel due to train propulsion,
human body heat, and electrical appliances working inside the tunnel. The extent of
heat generated inside the tunnel /station would vary from year to year on the basis of
traffic volume and traffic patterns.
 Over a period of one year, for each year the heat generated must be extracted out of the
system by ventilation and air- conditioning.
 If the heat extracted is not fully taken out (purged) of the system, the temperature of the
tunnel and surrounding earth will go up. A thermal anchor will develop and prevent the
dissipation of heat away through earth. The earth adjacent to tunnel is already at 29oC,
as measured at Tollygunge Tram depot and Belgachia area as per Report of IIT/
Kharagpur issued in 1978. With this range of subsoil temperature, and Calcutta’s
ambient temperature and humidity being high, serious problems would be encountered
unless the situation is meticulously monitored and kept under control.

 Heat is generated everyday inside the tunnel when trains are operated for passengers.
The rate of heat generation is obviously more during peak hours. The tunnel face has a
tremendous heat capacity and if the generated heat is not taken out on real time basis,
the excess heat is absorbed in the tunnel face with a very small rise in temperature.
Again apart from this daily variation in the heat balance (between heat generated – heat
extracted out), during the annual seasonal variation in the ambient dry bulb temperature
and humidity, there would be wide fluctuation in the heat extraction capability of any
system. Trying to have a zero heat balance on a real time basis or on a daily basis
would be prohibitively costly. So an optimized design is to be adopted which by a year
round operation, covering the variation in ambient conditions can achieve a zero heat
balance. Any lapse in this principle would lead to slow increase in the tunnel face
temperature. If this increase in tunnel face temperature goes undetected and unabated
the running of Metro Railway itself would be in jeopardy. Hence the importance of this
issue.
7.1.4 Complexity of design of ventilation
Design of ventilation is a complex subject. The same is specially so for Calcutta as the
sub-soil temperature and the ambient temperature and humidity is higher than most of the
Metros of the world. The design of ventilation poses complexity due to the following
major factors:
 The sub-soil temperature and geological formation and the value of soil conductivity,
water layers, water flow of the subsoil water etc is difficult to find out to any
precision.
 The ventilation air circuit configuration, dynamic components like moving trains and
head of fans, change practically continuously along with the throughput. The presence
of dampers, ducts, passages, parallel paths etc. make it difficult to determine the fan
heads by theoretical calculation and recourse has to be taken to model study or
elaborate computer simulation based on empirical values.
 The design involves the study of several alternatives to come to a holistic optimum
solution. Some of such alternative choices involved are as follows:
a) If the “thermal litter” from the tunnel is to be extracted only by ventilation or by a

combination of ventilation and air conditioning.
b) To what extent the comfort (or avoidance of positive discomfort) of passengers is

to be provided?
c) What norms should apply for quality of air inside the stations and tunnels?
d) Whether stations and cars would be air conditioned or only stations and tunnels
are to be air-conditioned?
7.2 DESIGN OF VENTILATION AND AIR CONDITIONING – SUMMARY OF

SYSTEM DESIGN
An abstract summary description of the system design adopted for ventilation and air
conditioning in Calcutta Metro is furnished below:
a) The ambient air quality at Calcutta even in 1970’s Project Report stage was below
acceptable quality. Accordingly a decision was taken to wash the ambient air to reduce

the content of suspended particulate matter, carbon monoxide, sulphur dioxide,
hydrocarbons etc. The air quality has further deteriorated in the present decade due to
increase in road traffic and increasing population of two / three wheelers and diesel
vehicles.
b) To start with air conditioning of stations and tunnels have been accepted in preference
to air conditioning of cars and platforms. A few major items of consideration leading to
this choice are mentioned below:
i) Problem is to throw out the heat generated in the tunnels and stations to the
atmosphere, otherwise the temperature of the tunnels and stations will go on
increasing slowly over the years. Air conditioning of cars will only give comfort
to passengers, but will discard the heat extracted from the cars onto the tunnel
again from the air-conditioning plant condensers.
ii) The cost of air conditioning of cars would be prohibitive due to small size
numerous plants on board. The dead weight haulage of these air conditioning
plants on board and their power supply needs also would cost heavily. Frequent
opening of so many wide doors along with passenger movement would preclude
proper air conditioning inside the cars.
iii) In either case air conditioning of stations would be involved.
iv) With the ambient air conditions in Calcutta, along with the trains to be run, the
heat to be extracted out of the system can not be planned by ambient air only for
the following reasons.
 The air quantity required would be too high. Such high quantity of air flow
would cause excessive noise and train resistance due to aerodynamic
component.
 The size of fans and ducts would be costly and problematic specially for such
underground construction in limited space.
 Air conditioning of the stations in conventional manner would require

provision of return ducts. The provision of ducts for the return air in such a
big system would be costly and cumbersome. Exhausting the return air from
the station through the tunnel and finally from the midpoint exhaust is more
efficient way. The exhaust air through the tunnel absorbs heat from the tunnel
surface and is finally discarded at the midpoint exhaust at a few degrees above
the ambient. Hence the extraction of the “thermal litter” would be best done
by pre-cooled, pre-washed air and not by air-conditioned cars. A typical
layout of the ventilation and washing scheme is given in Fig 7-1. The
variation from the scheme is only in Kalighat station and in the section of
bored circular tunnel between Shyambazar and Belgachia.
 Approximately 2x 110 m3/s i.e. 220 m3/s of fresh air is taken in from the
atmosphere at each station. Out of this 2x 50 m3/s is sent directly along the
tunnel, 50 m3/s in each direction. The ventilation fans along with the intake
towers are equally distributed at two ends of each station.
 About 10 m3/s would be leaked out through the station entrances. To minimize
this loss, air curtains have been provided. In some locations some more air
curtains are to be provided.

 At stations under platform exhaust is provided where directly 2x 25 m3/s is
drawn from the bottom of the platform and discharged out to the atmosphere.
The balance i.e. (2x110 –2x50 – 2x5 – 2x25)=2x30 m3/s also goes to the
tunnel after traversing and cooling the station.
 Thus along the tunnel a flow of (2x50 +2x30) = 2x 80 m3/s takes place in 2
directions. Hence per twin tunnel the flow is 80 m3/s in each direction.
 At the mid-point 2 x 80 m3/s would be discharged to the atmosphere. These

mid points are located at a suitable location near the midway point between
the two stations.
7.3 DESCRIPTION OF VENTILATION SYSTEM
7.3.1 The ventilation system is sub-divided in several subsystems viz.
a) Intake and exhaust shafts at stations

b) Station intake and tunnel intake fans
Air washeries
c) Air curtains
d) Under platform exhaust fans
e) Mid-section exhaust fans
f) Ducting system for internal air circuits. These are integrated with the air conditioning
system.
g) Auxiliary power supply subsystem
h) In addition air conditioning system is integrated with the ventilation system, but the
subject is not dealt in this Manual.
The details of the above first 8 subsystems and a mention only of the 9th subsystem i.e. air
conditioning are furnished below in sequence.
7.3.2 Intake Shaft and Under platform Exhaust Shaft
a) Intake Shaft
The normal arrangement provides 2 intake shafts at each of 15 underground stations

(excluding Dum Dum and Tollygunj). The exceptions to normal 2 intake shafts per
station are for Kalighat with one intake, for Rabindra Sarovar with 3 intakes, and
Chandni Chowk with no intake shaft. There are a total of 30 intake shafts.
The schematic arrangement of the intake towers is shown in Fig. 7.2. It would be seen
that adjacent to the intake shafts are exhaust shafts which exhaust out from the under
platform locations.
These intake shafts are of masonry / concrete construction with cross section of 7m x
4m and height above ground level is approximately 3 m to 4 m. The air velocity
(average) thus works out to nominal value of 4 m/s through these intake shafts to give a
throughput of 110 m3/s per shaft. The shafts are covered at the top. Side openings are
provided with steel net coverings. But a lot of external items are dropped by birds
through these intake openings. A revised design is to be adopted as per schematic
drawing at Fig. 7.3.
b) Exhaust Shaft

The exhaust from the under platform section grills is sent out through two separate
exhaust shafts of size 2.5 m x 2 m. The intake and exhaust shafts are adjacent but have
barriers in between. Further the height of the exhaust shafts is kept 6 m above the
ground level. The exhausts from the battery rooms (of the emergency lighting system
and of S&T batteries) are to be connected directly to the under platform exhaust
system. At present the battery room exhaust is discharged onto the tunnels or stations
and this needs to be modified as a time bound programme. The designed air speed
through the exhaust shafts at present work out to 25 m3 /s/(2.5 m x 2m) = 5m/s. Hence
before the battery room exhaust is put on to the present exhaust shaft, the noise aspect
should be kept in mind. Even otherwise also for the level of air speed of 5 m/s, the
noise level should be monitored. The noise level would also be a function of surface
finish of the ducts / structures; bends and terminal contours of the exhaust shaft to
atmosphere.
7.3.3 Station intake and Tunnel intake fans
These fans at mezzanine level draw fresh ambient air through the washeries for supply to
station and tunnel. In these categories there are total 79 fans of size 30 m3/s, 40 m3/s and
60 m3 /s. Details of fan and motor capacities at different stations can be seen at Annexure
1.1.
The fans are horizontal spindle radial flow centrifugal fans with approximately 350 rpm.
These are driven through V-belt drives by 3 phase squirrel cage induction motors with
automatic star-delta starters. These fans can be controlled locally or from the central desks
in the Stations. It would be also possible to control them from the Remote Control Centre
(SCADA Control Centre) with some minor modifications.
These fans are described below:
a) Station intake fans
At each end of the Station, 2 fans of 30 m3/s capacity with 50 kW motor have been
provided. Thus at each station there are 4 such fans but with one exception at Chandni
Chowk where no fans are provided. All these fans are now working for 16 hours /day.
b) Tunnel intake fans
These fans, generally 50 m3/s capacity with 80 kW motor with automatic star-delta
starters, deliver the pre-washed and pre-cooled air to the tunnels. At each end of the
station there is one such fan. But here also due to design requirement etc, the capacity
and number of fans have some variation. At Chitpur (which is not a Station, but at the
midpoint of bored circular tunnel) 2 fans are provided.
7.3.4 Air Washery
The intake fresh ambient air at every underground station is first washed with water, with
the following two objectives viz.:
i) To remove or reduce the pollutants like SPM (suspended particulate matter), RPM
(respirable particulate matter), carbon monoxide, sulphur dioxide, oxides of Nitrogen
(NOx), lead etc. from the ventilating air. Air quality standard has been laid down by
the National Pollution Board. A copy of this National Standard is at Annexure 7.4.
ii) To avail some cooling by evaporative effect during dry hot seasons. At each station in
general 2 washeries each of 110 m3/s are provided, one at each end of the station. The

exceptions are at (i) Kalighat with no washery and (ii) Rabindra Sarobar with 4
washeries. Thus there are 34 washeries in Metro Railway.
The important parameters of a typical washery are:
 Source of washing water – from station water supply.

 Quantity of air washed – 110 cubic meter / sec.
 Number of Nozzles – 500 Numbers.
 Pressure at Nozzle – 18 mm WG
 Number of sump and pump – one each
 Moisture eliminator – provided.
The efficacy of the washeries in removing the pollutants is not monitored. Only in 1990,
IIT/Kharagpur had done some tests which showed the results only for SPM, but not for
other pollutants. These results in 1990 for SPM at Esplanade and Netaji Bhavan Stations
showed that between 42% to 48% of the SPM was removed by washing. The SPM loads
in the ambient measured between January to April 90 were about 900-1200 g/ m3.
Thus there is need for regular monitoring preferably 3 times in a year. The test should also
cover other pollutants like CO, NOx, SO2 etc.
It can also be concluded that the design and performance of the washeries need
improvement to have better efficacy in removal of pollutants.
The washing water is in closed circuit operation and hence absorbs the pollutants in this
process. This washing water requires full replenishment after 5 to 7 days, obviously
depending upon the station and the season. A norm should be laid down by Metro Railway
for discarding the water and replacement by new water.
While replacing the moisture eliminator plates as part of maintenance, polymer coated
fibreglass barrier plates can be adopted.
7.4 AIR CURTAINS
7.4.1 Description
The underground station buildings are air conditioned and as usual the conditioned space
is kept at a slightly positive pressure to prevent ingress of dust and ambient unwashed air.
The entrance gates of the Metro underground stations have to be kept open to ensure free
movement of passengers. Thus there would be continuous leakage of conditioned air
through these entrances/exits. To prevent this loss of conditioned air, air curtains are
provided at the entrances/exits of the underground stations of the Metro Railway. This air
curtain is provided by creating a vertical curtain of air by a set of fans fixed at a height of
3.5 to 4 m from the floor level. A schematic drawing showing the concept is in Fig. 7.4.
The fans are centrifugal fans with forward curved impellers with fixed motor speed.
Presently only stations in the North i.e., the Shyambazar to Chandni Chowk are provided
with air curtains. Even then some are not located in proper place. The new ones are to be
provided in south section from Esplanade to Rabindra Sarobar as also in the deficient
stations
7.4.2 Specification
The broad specification would be as follows:

a) The performance parameters
The air curtains fitted above the lintel level of the entrance will provide vertical curtain of
air with air speed of approximately 20m/s. The air-span should match the width of the
openings from 1500 to 2000 mm as required. The air displacement of 45 to 60 cubic meter
/minute shall be obtained by means of centrifugal fans. The noise level of any individual
air curtain up to 2000 mm air span should not exceed 65 dB. The air flow must be
streamlined enough to cause minimum disturbance / ruffling to the hair style and dress
configuration of the users.
b) Construction
The fans would be of centrifugal type, forward curve impeller with dynamically balanced
rotor. The whole assembly with the drive motor should be housed in an integrated metallic
structure of robust design with adequate factor of safety of at least 5 to eliminate any risk
of collapsing on the users. In addition as a back up, suitable cradle structure should be
provided to safely retain the air curtain assembly from dropping on to the passengers /staff
etc.
The speed of the fans should be around 1440 rpm. The fan should be directly driven by a
single phase induction motor of adequate capacity, but not less than 750 watts. The
operating voltage would be 230 V single phase ac 50 Hz and the motor must be rated for
continuous duty of totally enclosed type with natural air cooling. For the motors and the
fans only ball bearings shall be used requiring only replacement of grease once in a year or
even with lesser frequency as feasible.
The motors shall be provided with suitable terminal box and adequate number of earthing
lugs.
The fixing fasteners with the walls etc. shall be of extra heavy duty robust type, as the use
will be in a mass public transport system, and distributed over a large area. There would be
minimal time available for maintenance and hence the entire equipment should have extra
margins in the design and construction.
7.5 UNDER-PLATFORM EXHAUST
7.5.1 Under-platform exhaust – Concept
The bulk of the heat generated inside the underground Metro Railway is from traction
equipments. The net energy consumption for traction depends on the system of propulsion
and control. The net energy consumption on all day basis and hence heating up of the
station and tunnel is reduced if rheostatic control (as used in the present stock of Calcutta
Metro Railway) is replaced by chopper control with regenerative braking. If variable
voltage variable frequency (VVVF) drive with 3 phase brushless traction motors with
regenerative braking system is adopted the reduction in energy consumption will be
further more. On all day basis, a saving of approx. 20% over rheostatic control and
rheostatic braking can be achieved straightway in the traction energy consumption for the
whole Railway.
All the same this traction energy consumption ultimately manifests in heating up the
traction motors, alternators, resistors, and wheel sets depending upon braking. All these
heated up subsystems are mounted on the under-frame of the cars. It is envisaged that if
during the passage of the train through the platform area as also during the halt at the
platform air is drawn over these equipments, the extraction of heat will be efficient. This
in turn will reduce the total requirement of ventilation air and air conditioning load.

7.5.2 Under-platform exhaust – Description
The hollow space under the platform acts as the duct and at each end of the platform an
exhaust fan of 25 m3/s is provided. The air is drawn through 55 nozzles i.e. 28 on one face
of the platform and 27 on the other face. Thus on each face of platform the approximate
spacing of nozzles is 6 m.
The ends of the platform open up to the exhaust fan chamber which delivers the air to the
exhaust duct leading to the exhaust shaft opening to the atmosphere.
Approximately 110 s elapse from the time a train’s front enters the platform and till the
end of the train leaves the platform after halting for 30 s in the station. But tests by IIT/
Kharagpur team have shown that the effect of a train movement covers approximately 215
s after which the air flow stabilizes from the turbulent conditions. This is apparently
caused by piston effect while approaching a station as also while leaving a station with
negative pressure being created at the trailing direction as expected. In practice the peak
velocity through the inlet nozzles placed under the platform comes to 3 m/s. The design
value was contemplated at 7m/s. By redesign, the value can be increased. Such redesigned
nozzles have been installed in some stations only.
The fans are rated to run at a speed of 670 rpm. The drive is by 40 kW induction motors of
3 phase 415 V 50 Hz ac. The motors are of totally enclosed type with rpm of about 1440
and V-belt drive is adopted. The delivery side of the fans is provided with manual
dampers. These dampers are sometimes set wrongly causing excessive drop and thus
affecting air flow through the system. During maintenance, this aspect requires careful
checking every quarter. The need to close the dampers arises every time while starting the
fans i.e. at least once every 24 hours. The motors cannot develop enough torque at starting
to start against the incumbent pressure. The dampers are to be closed before starting the
fans; subsequently the dampers are opened. This unsatisfactory situation can be improved
by providing soft-start for motors or by providing variable speed drives through inverters.
The variable speed drives can be with variable frequency system or variable voltage
variable frequency (VVVF) system with provision for energy saving control depending on
the head and throughput of the pumping. A detailed study would be called for to ascertain
the financial viability of this energy conservation proposal. In this connection Chapter 9
may be seen.
7.6 MID- SECTION EXHAUST
7.6.1 Mid-section exhaust – General
Approximately midway between the two stations, a mid section exhaust complex has been
provided. In total there are 15 such mid section exhaust complexes. The locations of these
can be seen from Annexure 1.1. Drawings at Fig. 7.5 and Fig. 7.6 show the schematic
layout of such a mid-section exhaust for twin box tunnels.
7.6.2 Mid section exhaust – Description and Technical Specification
The availability of land finally fixes the exact location of the mid-section exhaust
complex. In the selected location, an underground chamber of approximately 24m x15 m
is constructed at or near the rail level or any one side of the tunnel alignment. This
chamber is connected to the tunnel by concrete lined passages, ensuring that the
connection is by smooth transition curves and abrupt changes in the air flow direction are
avoided.

At the two mid section exhausts between Rabindra Sadan - Maidan and Rabindra Sadan –
Netaji Bhawan, the fan chambers have been constructed as mezzanine floors above the
running tunnel. This had to be due to non-availability of suitable land adjacent to the
tunnel. Again for Jatindas Park – Netaji Bhawan, the exhaust shaft has been located about
60 m away due to non-availability of land. The connection from running tunnel to the
exhaust fan chamber has been done by 2 m x 4.5 m running box. The exhaust fan
chambers are 10 m wide x 10 to 15 m long. The exhaust opening area is about 40 m2
comprising 2 Nos. x 4.5 m x 4.5 m shafts generally 6 m high above ground level. For
convenience of loading and unloading of heavy materials by trolley, the floor level of the
exhaust fan chamber is kept slightly higher than the rail level. In addition hoisting
arrangement has been provided for the fans and motors.
This chamber is connected to the atmosphere by 2 Nos. of exhaust shaft of section 4.5 m x
4.5 m and 6 m high above the ground level designed for exhausting 160 m3/s. Here also
the maximum permissible design level of noise shall be 65 dB at the exhaust level.
At each mid point exhaust complex, 2 fans each of capacity 80 cubic meter per sec are
provided. The fans are for 50 mm WG to 100 mm WG head of centrifugal type with
double inlet and each 80 m3/s fan with its own exhaust shaft of 4.5 m x 4.5 m. Thus the
design air speed is about 5 m/s. The fan impellers are of mild steel of thickness of 3.1 mm
and zinc spray coated. The overall efficiency of these fans is nominally 70% but as for
other fans, this efficiency drops significantly due to variation in head and quantity flow.
Movement of trains causing piston effect regularly disturbs the stable working condition.
The V belt drives are protected by screen guards against accident from running or torn
belts. The outlet sides of the fans are provided with manual dampers. The fan motors are
of 90 kW capacity continuously rated with 415 V 3 phase 50 Hz squirrel cage induction
motor. The starters are of star-delta auto changeover type with timer of around 15-20 s for
star delta transition. These motors are totally enclosed type.
Every night maintenance gangs work inside the tunnel during the Metro closure hours,
hence the ventilation fans have to be kept on even at a lower rate. But since there are only
2 fans of 80 m3/s each, one of them is kept on in the night. Thus one fan works for 24
hours and there is no other stand by fan. A fan should be added as a third fan in every mid
station exhaust. If an 80 m3/s fan cannot be accommodated, at least a smaller fan need be
added.
7.7 DUCTS
For entire air circuits, built in concrete ducts of rectangular section have been used as
appropriate. For the balance locations galvanized steel sheet rectangular ducts of
maximum section 1.3 m x 1.1 m with sheets of 18/20 SWG have been used. The running
length section of each duct is kept at 2.4 m and the adjacent duct lengths are joined by
flanged bolt and nut connection. Each running length of 2.4 m has at least one point of
clamping/suspension as applicable between the outlet of the fans and the ducts; connection
is made through canvas bellows. These canvas bellows need proper attention. The pre-
washed and pre-cooled air is distributed to the platforms and mezzanines by 4 sets of trunk
ducts connected to 4 fans of 30 m3/s in typical layouts. A drawing showing these ducts,
false ceilings, and luminaries in platform is given at Fig. 7.7.
7.8 POWER SUPPLY
The power supply for the ventilation system including washeries and AC plants is fed
from following three categories of substation as applicable:

 Auxiliary Transformer substation of 2 x 1.6 MVA capacity integrated with Traction
Substation at stations where traction substations are located.
 Auxiliary Transformer substation of 1.6 MVA capacity at each end of a station. Thus
there are 2 such substations at each station. Some of them are interconnected through a
cable tie line at 415V hierarchy and for some tie line is provided at 11 kV hierarchy.
 Mid-section Auxiliary substation of 2 x 315 kVA capacity at each mid section exhaust
complex. These substations supply a separate LT panel for supply of power to mid-
point exhaust fans, pumps and a portion of tunnel lighting, air conditioning and
ventilation loads. Further details have been furnished in Chapter 2.
7.9 AIR CONDITIONING PLANTS
For all the underground stations (15 Nos.) AC plants have been provided as detailed
below.
AC plants located at one place in a AC plants located at two places in a station

station
S. Name of the Capacity S. Name of the Station Capacity
No. Station No.x TR No. No.x TR
1. Belgachia 3x150 1. Shyambazar 3x500
2. Girish Park 3x180 2. Sovabazar 3x180
3. Central 3x450 3. Mahatma Gandhi Road 4x150
4. Chandni Chowk 3x180 4. Esplanade 10x90
5. Kalighat 7x90 5. Park street 4x90
6. Chitpur 2x150 6. Maidan 6x90
7. Rabindra Sadan 7x90
8. Netaji Bhawan 6x90
9. Jatin Das Park 6x90
10. Rabindra Sarovar 5x90
The maintenance and operation of these AC plants are not dealt in this Manual.
7.9 OPERATION
7.9.1 Intake Fans
The station intake fans are started and stopped manually at present, as the dampers need to
be closed during starting. Later the control of all fans at both ends of the station can be
centralized from the control board which also monitors the bearing temperatures. This
would be feasible only if soft starting (through solid state starters) or VVVF control is
adopted in future by its own justification. During Metro working hours the full scale
ventilation should be continued. During the balance (8 hours) only rudimentary ventilation
shall be continued.
But if the scheme to operate air conditioning plants in the early hours of the day say
between 6 to 9 Hours and keeping the condensing plants closed during morning and
evening peak hours, is adopted, the intake fans will have extended operating hours. Even
in this proposed scheme intake fans will definitely continue to work during the peak hours
also though air conditioning compressors are switched off.
The crux of the operation would be to have a zero balance between the heat input inside
the station/tunnel and heat extracted out of the station/tunnel by ventilation with ambient

air or cooled air during certain periods of the year. The period of one year is taken for the
balancing cycle as the ambient conditions complete the cycle over that period due to
seasonal changes. The excess of heat accumulated in the station/tunnel during certain
hours of the day or days of the year are absorbed by the tunnel body along with adjacent
layer of the earth mass. In other parts of the day or other days of the year, this accumulated
heat is extracted out by ambient air or cooled air as appropriate.
7.9.2 Washeries
The washeries will be worked during the same period when intake fans work. To conserve
energy, on a few days (30 to 40 days in a year) with adequate rainfall, the washeries can
be stopped. Details have been separately given in Chapter 9.
It should be kept in mind that the washing of the ventilation air not only removes
pollutants (at least to a good extent) but also pre cools down the ventilation air by
evaporative cooling. During rainy days the pollution load comes down, as also the
evaporative cooling is hardly effective due to relative humidity of the ambient air being
already quite high as a result of the rainfall.
7.9.3 Mid- section exhaust
At present only one fan of 80 m3/s each is operated at each mid-section exhaust location
out of two fans provided. This ad-hoc measure was apparently taken on an understanding
that the ventilation design was based on 2.5 minutes peak hour headway of trains whereas
the present peak hour headway is only 10 minutes. To follow the same or not, at the
present level of traffic, can be established only by long term monitoring of the tunnel
temperature over several years. Considering the hot and humid environment of Calcutta
and knowing that the present tunnel surrounding earth temperature had already reached
29o C in 1991 (according to IIT/Kharagpur study), it would be strongly advisable to use
both the fans of the mid-section exhaust as a regular measure, during the Metro operation
hours. During the balance period only one fan of 80 m3/s can be kept in use. Only after the
tunnel face or adjacent earth temperature stabilizes over a few years, the working schedule
of fans can be adjusted. However, at the most during the 3 months of December, January
and February only one 80 m3/s mid-section exhaust fan can be in use, provided an in depth
simulation study and temperature readings of platform area favours such a step. In this
context, Para 7.6.2 regarding provision of a 3rd fan at each mid-section can be also seen.
7.10 MAINTENANCE
7.10.1 A broad schedule of maintenance of the above ventilation system is furnished below.
Item Schedule Remarks
1. Intake Fans A. Monthly
i) Tunnel a) Thorough Cleaning

ii) Station fans of b) Critical examination of fasteners, V-belts,
sizes 30 m3/s, 40 canvas connections, dampers, bearings, etc.
m3/s, 50 m3/s. and to rectify the defects. The fans will be
run to observe any unusual vibration or
(Total –79 Nos.) heating of bearings. In that case the quality
of grease used need be checked and re-
greasing be done.

B. Annual
a) Cleaning and greasing of the bearings.

b) Checking and repairing of canvas and
dampers.
c) Replacement of v-belts. This must be done
as a set i.e. all belts must be changed at a
time with matched set with equal tolerance.
d) Checking and adjusting the alignment of the
motor and fan pulleys.
C. Every Four years
a) Periodical overhauling in a workshop. This

will include repainting the fan.
b) If impeller found to have deteriorated new
replacement impeller to be fitted.
c) V-belt drive pulley to be critically checked to
find out if replacement is necessary.
d) If required new set of bearings to be fitted. If
fan drive pulley is changed, the motor pulley
also must be changed simultaneously as a set
and vice versa.
D. Every Year After ten Years of Life
The equipments to be critically examined to

decide if complete fan replacements are to be
done. Maximum life to be taken as fifteen years,
any extension beyond that must be authorized by
Dy. CEE/M.
iii) Motor and A. Monthly

starter.
a) Thorough cleaning without opening up any
assembly.
b) Only visual inspection.
B. Annual
a) Cleaning and re-greasing the bearings.

b) Replacement of V-belts as a part of (i) B (c)
above.
c) Critical examination of fasteners, couplings,
terminals, set of cooling fans, foundation
bolts, keys of the pulley.
d) Insulation resistance of the motor starters is
to be measured. In case of below normal
values, they should be repaired if necessary
by rewinding.
C. Every Four Years
a) Periodical overhaul in a workshop including

painting. During this maintenance rewinding the

motor starter would be normally undertaken if
class ‘B’ insulation is involved.
b) Bearings to be replaced if necessary.
2. Washery Same as for the item 1(i) and 1(ii) and 1(iii) as given
in the Para 7.10.
i) Pump
ii) Motor A. Every 3 to 5 Years
iii) Pipe Line and
Valves. The periodicity of this schedule should be adjusted
Total – 34 Sets between 3 to 5 years at different locations depending
upon the condition of assets, based on water quality,
periodicity of water replacement, pollution load on
the station etc.
(a) Cleaning of the valves after dismantling, by

acid or any special chemical bath. While
refitting, the gaskets, washers, fasteners
should be replaced and sealant (like zinc oxide
or similar material) should be used to make
the joints leak proof.
(b) Pressure cleaning of the pipeline by dilute
hydrochloric acid or special chemical,
available for this purpose.
A. Every 3 months to 6 months
iv) Headers and Only nozzles would be opened and mechanically

nozzles. cleaned, the internal cleaning would depend on the
v) Baffles condition.
B. Annual
(a) Cleaning of nozzles. This particular

maintenance work would be better undertaken
during rainy season, when the washing load
would be less and even can be stopped on
certain days with good even rainfall throughout
the day.
(b) Same as in 2 (iii) A, when the headers and
distribution pipes and nozzles would be
pressure cleaned with diluted hydrochloric acid
bath. After acid cleaning a neutralizing bath of
mild caustic soda also should be applied. The
concentration of acid need be fixed by trial and
error depending on the extent of pollution in
different areas. Branded cleaning fluids (acid
based) can be also used in lieu of dilute
hydrochloric acid.
A. At intervals of 3 to 7 days
(a) The washing water should be drained out and

the sump should be de-watered by sump
pump. The sump would have to be cleaned

of solid deposits and then the washing water
need be replenished through the sump.
The interval of water replenishment would

be adjusted according to various operating
conditions and to be ascertained by the
prescribed set of tests.
vi) Sump and sump Sump Pump with motor

pump.
Same as for the Main washery circulating pump and
motor.
3. Under platform
Exhaust
i) Fans The maintenance schedule would be identical to Item

ii) Motors & Starters 1, Intake Fans.
4. Mid Section
Exhaust
i) Fans
ii) Motors & The maintenance schedule would be identical to
Starters. Item 1, Intake Fans.
Total – 30 Sets.
5. Ducts (a) The masonry ducts would be monitored by civil

Engineering department. But the damages
i) Masonry noticed should be advised to them.
ii) Ducts (b) The galvanized sheet steel ducts should be
iii) Galvanized steel annually examined to attend to the defects.
sheet main Deficiencies in fasteners, suspenders, bolted
ducts 1.1 m x joints, rusted sheets etc are to be attended to.
1.3 m, approx.– (c) Zinc rich paint (galvanizing action) should be
12000 m. applied for the ducts every 5 years.
(d) The glass wool insulation along with aluminium
sheet cover should be examined to set right the
defects.
(e) Yearly cleaning of inside portion of ducts by
vacuum cleaning.
The best preventive maintenance would be to

eliminate maximum amount of dust, soot and
corrosive gases (like SO2) by washing.
7.10.2 Maintenance Record
Broadly the following equipments in stations and tunnel involve maintenance:
a) Intake fans of capacities 30 m3/s to 50 m3/s 79 Nos.

b) Under platform exhaust fans of capacity 25 m3/s 30 Nos.
c) Mid-section exhaust fans of capacity 80 m3/s 30 Nos.
d) Motors and starters of 44 kW to 55 kW size 109 Nos.
e) Motors and starters of 90 kW 30 Nos.

f) Washeries – 34 Nos.
g) Pumps of washeries including motors – 34 Nos.
h) Steel rectangular main ducts of 1.1 m x 1.3 m cross section, 12000 m.
For this job to be done in time sequence, planning of the job in advance for periods of one
year each is necessary to arrange materials and deployment of manpower.
The same planning charts are to be made to function as “maintenance done” record, by
simply adding the date/dates of completion of the planned jobs in the column provided for
this purpose as also to enter any special remarks if required. The records of an equipment
or a group of associated equipments should be maintained for about 10/15 years at one
place. This would help in readily assessing the condition of the equipment and would thus
help in deciding about its or their replacement by new ones.
However, after the use of the chart, it could be further refined/improved based on the
actual working experience.
7.11 MONITORING THE PERFORMANCE
7.11.1 Para 7.1.2 above lists the objectives of the ventilation system supplemented by air
conditioning. The concept of reorienting or supplementing the normal ventilation system
by an emergency regime ventilation system has also been brought out.
For highlighting the same, the objectives are again repeated in short. These would be to
provide:
a) Supply of biological oxygen demand.
b) Purging out “thermal litter”
c) Purging of obnoxious gases.
d) Help in fighting of fire in station/tunnel and minimizing the hazard from smoke and
heat. The normal operation of the ventilation system should, however, be subject to
special conditions arising during such fire emergency. The operation of the ventilation
system during fire emergency must ensure maximum safety and minimum hazard.
Such fire emergency operation procedure would be codified in the Accident Manual or
Disaster Management Manual of the Metro Railway.
In traction sector, any shortfall in performance is visible by way of stoppage of trains or

reduction in trains or unpunctual running of trains etc. Where as in the ventilation system
the deficiency in performance can be known by instrumented monitoring of the following
parameters:
i) Air quality in stations and tunnels including air velocity, air temperature,
humidity.
ii) Temperature rise of the tunnel face and the adjoining soil at half yearly intervals.
iii) Monitoring of emergency ventilation: This has not been dealt here. It forms a part
of accident and disaster management as mentioned in sub-para 7.1.2(d).
Presently no such monitoring is done on a periodical basis.
7.11.2 Scheme of monitoring
The following Scheme of monitoring should be introduced.

i) Provision of direct reading monitors by using 2 portable instruments in rotation for
underground stations, as pilot scheme.
ii) Later, after identifying a set of robust and maintainable instruments, each station can be
provided with one such set.
iii) These instruments must be calibrated periodically as per manufacturers'

recommendation.
7.11.3 Scheme of monitoring - Tunnel Face Temperature
The heat extraction function of the ventilation (and air conditioning) System has been
explained in sub-para 7.1.3.
A perusal of Annexure 7.2 would show that 20 thermocouple type temperature probes
were installed in 1990-91 between Esplanade – Netaji Bhavan Station (then called
Bhowanipur) i.e about 4 probes per km. These probes need to be revived and activated.
The probes for the remaining portions (approximately 40 numbers) should be installed
early.
According to IIT/Kharagpur’s suggestion, vide Annexure 7.2, the readings are to be taken
at 3 monthly intervals. However it is suggested that the temperature need be measured and
recorded at 6 monthly intervals - in March and September each year. The need for more
frequent monitoring can be reviewed after 3 years.
The record keeping should be on a straight forward format by adopting one of the
proformae given in the other Chapters of this Manual.
7.11.4 Scheme of Monitoring – Emergency Fire Fighting Ventilation Set Up
This is a part of the fire prevention and fighting scheme in the Accident Manual/ Disaster
Management Manual of the Metro Railway.
Guidelines for the maintenance organization are laid down below. The actual number of
staff will be guided by the workload and level of technology of maintenance/repair/POH
as also the quantum of work done departmentally vis-a-vis by outside agency.
a) Thrust should be to maximize departmental work to the extent feasible.
b) Well defined jobs with known work content and amenability to strict quality control
only should be given on contract.
c) Even for jobs given on contract, attempt should be to do about 1/3rd to ½ portion
departmentally in house.
d) Unit exchange spares should be procured to facilitate POH of fans, motors, pumps etc.
e) Availability of complete spare units should be reviewed annually and procurement of

short falls should be done through M&P programme regularly.

Recent technological developments or other innovations are indicated below. These need
be appropriately adopted in course of time. Some of them would definitely require a field
trial to verify their efficacy and cost effectiveness before adoption.
a) Online purification of the washing water in the washeries, to reduce consumption of

water and to reduce down time of the washeries.
b) Use of electrostatic plants for removal of RSPM (respirable suspended particulate

matter) i.e. soot which is not removed by washing, but all the same gets inside the
system.
c) Monitoring of air quality inside stations/tunnels. See Annexure 7.5.
d) Monitoring the usability of washing water in the washery. See Annexure 7.5.
e) Modification to intake shafts. See schematic drawing at Fig. 7.3 as mentioned in sub-
para 7.3.2.
f) Use of VVVF drive/variable speed drive to conserve energy and to eliminate the need
for daily operation of dampers at fan outlets.
g) Improvement to the layout of the sump pumps.
h) Provision of an additional exhaust fan as standby in all the mid-section ventilation

complexes.
i) Road trailer mounted mobile Diesel Generating set of approximately 200 kVA capacity
for emergency power supply to the mid-section ventilation complex and also for
emergency use in other places of Metro Railway. Only one such plant need be procured
for the Railway.
j) The planning and recording of maintenance work of the various assets and systems
would be best done by use of a computer. Metro Railway’s existing PCs can be utilized
for this purpose, after acquiring suitable software or developing application with utility
software available in the market as standard product.
k) IIT/Kharagpur’s Report on Evaluation of the Ventilation System of the Calcutta Metro

Rail, March 1991, Chapter 11 mentions about a software for ventilation system
simulation. Such software can be used for developing improved design of the
ventilation system for any future extension of the system.

ANNEXURE 7.1
EXTRACT OF PARAS 1 TO 12 OF CHAPTER 17 OF PROJECT REPORT OF CALCUTTA

METRO, 1970 – 1971
CHAPTER 17: VENTILATION AND AIR-CONDITIONING
NEED OF VENTILATION
To be successful a rapid transit system must be attractive to its users, and adequate control of the
environment will play a dominant role towards achievement of this goal. In the earliest stage of
construction of underground railways, the importance of ventilation was not fully understood,
perhaps because these systems were constructed only in cold countries. There were complaints of
excessive draughts in the passages and corridors, feeling of inadequate ventilation, slow build up
of the tunnel temperature over a number of years bringing about a crisis in warmer months (113),
(114). Systematic studies were then carried out on ventilation problems, and the mechanism of
heat flow to and from the tunnel air to the tunnel faces and surrounding mass of earth came to be
understood properly, and in post-war constructions the system design was put on sound footing.
2. Ventilation in an underground railway is required for three purposes:
i) To supply the minimum quantity of fresh air for biological needs of passengers
and staff:
ii) To disperse off the large quantity of heat generated inside the tunnel by the
traction motors and equipment, body heat from passengers, electrical equipments
and appliances like lights, escalators, pumps etc. working in the tunnel. Heat input
inside the tunnel is also caused by geothermal gradient on account of inherent
higher temperature of the surrounding mass of earth at depth, auto compression of
the air due to higher pressure inside deep tunnels etc. Fortunately, the rapid transit
system in Calcutta is shallow and the heat load on account of geothermal gradient
and auto compression will be negligible.
iv) to dilute obnoxious and hazards gases like body odour from passengers, carbon
dioxide generated due to breathing, formation of gases like carbon monoxide etc.
3. Out of the three requirements, the quantitative requirement on account of item (ii) i.e.
removal of unwanted heat from the tunnel overshadows the requirement of ventilating air
to satisfy the other two needs.
4. Complexity of the problem: The existing underground railways in the world are mostly in
cold climates where the problem of removal of heat from the tunnel does not assume such
importance as in Calcutta, where high ambient temperature and relative humidity are
encountered. In addition, the air in the city is polluted by smoke, air-borne dust and other
undesirable gases given out by the industries and domestic consumers who generally use
coal and firewood as their fuel. The average outside design conditions in summer of a few
working rapid transit systems are shown in Table 17.4 (115). None of the working systems
including the two rapid transit lines under construction in Brazil have the severity of
climate as in Calcutta.
-------------------------------------------------------------------------------------------------------------
(113) ‘Ventilating the new Clicago Subway’, by Walter E. Raemus.
Journal of Heating, Piping and Air-conditioning Vol. 15. August 1943.
(114) ‘Ventilation of Osaka Subway’, by Yeshio Akamatsu and Masahire Maruo. Conference
Publication on “Performance of Electrified Railways”. The Institution of Electrical
Engineers London’ 60.
(115) ‘Modern Air-conditioning, Heating and Ventilation’, by Whillis H. Carirer & Realto E.
Cherne, Pitman, London 1970’.

Table 17.4
Average outside conditions in summer
City Temp. in o C E. Relative

Dry bulb Wet bulb F. humidity
Madrid 35.0 23.9 40 %
New York 35.0 23.9 40 %
Tokyo 33.9 27.2 60 %
Osaka 33.9 27.2 60 %
Berlin 32.8 21.1 36 %
Rio-de-Janeiro (under construction) 32.2 25.5 58 %
Sao Paulo (under construction) 31.1 23.9 55 %
Toronto 31.1 22.9 50 %
London 29.4 21.1 48 %
San Francisco, California 29.4 18.3 34 %
Calcutta 37.8 30.0 60 %
The above Table 17.4 shows only average figures whereas peak figures are higher.
5. The average daily maxima and minima temperature (on the basis of figures for the last 10
years) and the relative humidity have been compiled in a graphical form in Figures 17.5(a) &
17.5(b). The climatic data for Calcutta has been indicated in Chapter 5.
6. A survey carried out in 1968 – 69 by the Central Public Health Engineering Institute, Nagpur,
showed that the extent of air pollution in Calcutta is fairly high. Extracts from the article
“Short-Term Air Quality Surveys in 4 major cities of India” (116) are reproduced below:
“It was observed that the level of carbon monoxide due to auto exhaust at street level
varied from as high as 35 ppm to less than 10 ppm at all selected streets depending upon
the traffic conditions. The level of carbon monoxide recorded during the observations at
Calcutta is comparable with that in the large cities of the world as shown in the Table
below –
City Maximum 1 hour Carbon monoxide values, ppm

London 58
Chicago 48
Los Angeles 43
Washington 41
New York 27
Calcutta 35
“Calcutta data shows that although the number of vehicles in Indian cities is smaller
compared to Western Cities, the intensity of pollution caused by them is apparently the
same, if not more. This can be attributed to old vehicles with poor engine performance.
“ Some of the highlights of the other observations gained in Calcutta are as follows:
-------------------------------------------------------------------------------------------------------------
(116): ‘Short term air quality surveys in four major cities of India’, by P.K. Yennswar, S. N.
Dixit, V. l. Pampittiwar, J. M. Dave and S. J. Anceivala, Environmental Health Vol. 12(4)
1970.

a) Particulate concentration in the atmosphere was high. The average concentration is 530
g/cu m with a peak of 1400 g /cu m recorded in one instance. Unlike Delhi, Calcutta
does not have dust storms and hence the heavy concentration of particulates is likely to be
from industrial, traffic and domestic sources. A detailed analysis of the nature of the
particulates would perhaps shed more light on their sources.
b) Sulphur dioxide concentrations were fairly high at all stations except Jadavpur during the
afternoon and evening hours.
c) Nitrogen dioxide was present at all stations with traffic activity. Its level shows an increase
in the afternoon and evening hours; this needs further investigation for verification of the
causes.
d) The levels of oxidants in the atmosphere are similar in their behaviour to nitrogen dioxide
levels. This also needs further verification and investigation.
e) The level of hydrogen sulphide is quite low at all stations.
“The survey has revealed that Calcutta is the most polluted of the four cities studied in this
survey. Coal is available relatively cheaper and abundantly in Calcutta due to the
proximity of coal fields. It is the principal fuel used by all classes of people, and is a major
source of atmospheric pollution in the city. Climatologically also Calcutta is in the most
unfavourable position. A detailed study of Calcutta is an urgent need so as to obtain the
accurate data and also assess the effect of air pollution on the health of the people and the
possible damage to plants and properties. The aim of such a study should be the
development of suitable monitoring programme and control measures.
*** *** *** ****
“Calcutta has significantly lower wind speeds particularly in winter months,

compared to other cities of this survey. It also has radiation inversions quite frequently.
The automobile exhaust polluting level was studied in Calcutta city on four important
traffic arteries. The parameter of carbon monoxide was chosen as an index to auto exhaust
pollution. Repeated instant samples of carbon monoxide on these streets showed
concentrations as high as 35 ppm during traffic peak hours which were comparable with
the other important cities of the world with high traffic density. Sulphur dioxide levels
were uniformly high at all stations in Calcutta. Particulates average value was 530 g/m3.
Peak recorded was 1500 g/m3. Since Calcutta is not subjected to dust storms this could
be attributed to traffic on unpaved roads and other emission sources. Nitrogen dioxide
levels and oxidant levels in Calcutta were also higher compared to Bombay and Delhi”.
7. A table showing the level of suspended particulate matter for different cities of the world
is reproduced in Table 17.7.

Table 17.7
Level of suspended particulate matter of
a few important cities of the world
City Suspended matter g/m3

London 221
Chicago 124
Cincinnati 154
San Francisco 68
Los Angeles 119
New York 134
Bombay 238
Calcutta 527
Delhi 700
Kanpur 488
8. From a perusal of the contents of the latter paragraphs of this chapter, it will be noted that
cooling of the ventilating air will be necessary. According to available information, except
in Japan, cooling of the ventilating air of the subway has not been adopted anywhere else
and in the matter of system design of an efficient ventilation system the benefit of the
experience of other rapid transit systems is not available. The system design will have to be
developed here with the help of bodies like Indian Institute of Technology, Kharagpur,
Central Mining Research Station, Dhanbad etc. supplementing the same with whatever
practical information can be obtained from other RTS authorities.
NORMS OF VENTILATION
9. The functional norms for the ventilation system have been evolved keeping in view its
minimum objective as also the cost factor. It will be appreciated that the standard of comfort
as specified for air-conditioned rooms, offices etc. cannot be expected in a mass
transportation system due to the fantastic cost involved in providing such standard of
comfort. In any case, the duration of stay of the passengers in the underground railway will
be short. This would justify only the avoidance of discomfort but not the provision of
positive full scale comfort. The following norms of ventilation have been fixed:
Maximum permissible temperature at station - 30oC (86oF)

Maximum temperature in running tunnels - 35oC (95oF)
Maximum station entry temperature of ventilating air - 27oC (80oF)
Maximum exhaust temperature from tunnel - 35oC (95oF)
Maximum relative humidity inside the tunnel - 75 %
Maximum air velocity in the tunnel - 7 to 8 m/s
Maximum air velocity in station - 2 m /s
Maximum limit of CO2 content in the tunnel air - 1 litre /m3 of air.
Maximum concentration of CO2 in the tunnel air - 0.04 %
Maximum concentration of NO2 - 5 ppm

HEAT LOAD INSIDE STATIONS AND TUNNELS
10. A large amount of heat is generated inside the tunnel due to various causes and an analysis
of a representative section of 1 km tunnel including one station shows the following
approximate break up of the various components of this heat load.
(1) Due to movement of trains - 60 %

(2) Due to passengers in trains - 18 %
(3) Due to passengers waiting at stations - 14 %
(4) Due to electrical appliances - 8%
11. Bulk of the electrical equipments are in the station area. Out of the heat load for the train
movement, if it is considered that 20 % of the heat is generated in the station area, then
approximately 34 % of the total heat load originates in the station area itself.
12. Production of heat is not uniform throughout the day but varies according to the intensity of
train service. To economize on plant, the maximum heat produced during peak hour has
been ignored and only average heat produced on the basis of 19 hours working of the RTS
has been adopted for estimating the plant capacity. The peak condition will be taken care of
by the absorption of heat in the tunnel faces and surrounding mass of earth which will act as
a thermal accumulator of enormous capacity. In turn heat will be given back to the tunnel air
during non-peak periods (117). This implies that the ventilation system and the air-
conditioning system will be operated according to the actual needs of temperature control.
-------------------------------------------------------------------------------------------------------------
(117) ‘Train Piston Action Ventilation and Atmospheric Conditions in Chicago Subways’, by
Walter E. Rasmus and Edison Brock Journal of Heating, Piping and Air-conditioning,
August 1994.

ANNEXURE 7.2
EXTRACT OF CHAPTER 10 OF IIT/KHARAGPUR’S REPORT ON CALCUTTA METRO
VENTILATION STUDIES IN 1991
CHAPTER 10: TERMINAL MEASUREMENTS ON TUNNEL WALL
The thermal studies on the tunnel wall consisted of temperature and heat flux measurements.
10.1. Temperature
Twenty thermocouple probes were designed, fabricated and installed on the tunnel wall
between Esplanade and Bhabanipur stations, as stipulated in item 2.10 of the
Memorandum.
One thermocouple of 26 SWG copper-constantan wire, was fitted into a cylindrical

aluminium block of 20 mm dia, 35 mm length. A probe, so prepared, was installed at a
chosen location of the tunnel wall by making a hole of approximately 100 mm depth from
the surface. The probe was secured in the hole by filling the space with cement mortar and
left to curing for at least two months, before a reading was taken. The thermocouple wires
are over two metres in length so that the cold junctions can be conveniently made using
lead wires and referred to ice-point.
The free end of the thermocouple wires are located inside a plastic box with a screwed-on
cover that can be opened easily for taking measurements. An electric plug point and light
have since been provided near each thermocouple installation. Each thermocouple is
located at an approximate height of 2.5 m from the floor level at route locations as given
in Table 10.1. Sample measurements are also given in the Table.
Table 10.1
Location and Readings of Temperature Probe
S. No. Location Nearest Station Readings wrt 0oC.

km/Track
o
Date Ambient mV C
1 9.016 Dn Esplanade (PF exit) 16.12.88 25 1.02 23.85
2 9.80 Dn Park St. (Tunnel exit) 16.12.88 22.5 1.00 23.38
3 9.18 Dn Park St. (PF Entry) 16.12.88 24.5 1.10 25.72
4 9.115 Up Park St. (PF exit) 16.12.88 25 1.01 23.61
5 9.246 Dn Park St. (Tunnel exit))
6 9.286 Up Park St. (Mid-Tunnel)
7 10.18 Dn Maidan (between MTE &

PF)
8 10.52 Dn Maidan (PF Entry)
9 10.80 Dn Maidan (Mid PF)

10 10.124 Up Maidan (Mid-Tunnel) 10.2.91 25.2 0.97 22.68
11 10.206 Up Maidan (Mid-Tunnel) 10.2.91
12 10.250 Dn R. Sadan (Tunnel End) 10.2.91 24.4 0.93 21.74
13 11.40 Dn R. Sadan (PF Entry) 10.2.91 24.4 0.93 21.74
14 11.000 Dn R. Sadan (PF Exit)
15 R. Sadan (Vent Mez) 10.2.91 24.2 0.95 22.21
16 11.157 Up R. Sadan (Mid-Tunnel) 10.2.91 23.8 0.95 22.21
17 11.220 Up Bhowanipur (Mid-Tunnel) 27.1.91 23.4 0.90 21.04
18 12.7 Dn Bhowanipur (PF Entry) 27.1.91 22.9 0.94 21.98
19 12.29 Dn Bhowanipur (PF Exit)
20 12.57 Up Bhowanipur (Tunnel Entry)
Note that the tunnel wall temperature being close to the ambient value, measurement with
respect to the ice-point is necessary for accuracy. Since the milli-volt readings are not
large, the corresponding temperature value from a chart may not be accurate. The
following expression may be used, instead:
mV = -7.85 x 10-4 + 3.8475 x 10-2T + 4.6241 x 10-5T2 (10.1)
Where T is in C and the reference is at 0C.
For convenience, we can use
100 C = 4.277 mV
or 1 mV = 23.38oC …………. (10.2)
The wall temperature values given in Table 10.1 were estimated using Eq. (10.2).
It is seen from the Table that the wall temperature towards Bhowanipur is lower than near
the Esplanade area. Firstly, the measurements at the Esplanade end were made shortly
after the hot and rainy seasons, whereas those at the Bhabanipur area were after the winter.
The tunnel was exposed to a lower ambient air temperature for a good length of time
during winter months. The second reason could be due to variations in the sub-soil
temperature and thermal conductivity in the two regions. Where the sub-soil temperature
is lower and the conductivity higher, the wall temperature can be marginally lower.
The real purpose of the wall temperature probes is to monitor the tunnel wall condition
over long years of use. The temperature value at a location would remain stable, if the
ventilation and air-conditioning systems are operated according to the schedule suggested
in the Design Report. Rise of the tunnel-wall temperature over the years would be the
signal that the ground thermal balance is not maintained. In such an event, there can be
considerable disturbance to the sub-soil ecology. The crux of the ventilation design is that
the operation of the total system should ensure a zero or less leakage of heat to the sub-soil
on an annual basis.

10.2 Heat Transfer
Heat transfer measurements on the tunnel wall were carried out at two sections; one near
the Bhowanipur station and the other near the Park Street station.
10.2.1 Heat Flux Device
A heat flux device of sensing size 152 x 152 mm was specially made for the purpose out
of a brass plate 6 mm thick. The sensing area was heated by a nichrome wire heating
element wound over a mica sheet. The underside of the heating element was insulated by
asbestos packing and placed in a square size wooden housing. The edges of the wooden
housing were tapered and plained so as to flush with the tunnel wall when the sensor was
hung. The sensing area was fitted with thermocouples for temperature measurement.
Regulated power supply through a variac was supplied to the heater under experimental
condition. The power input was measured by a voltmeter and an ammeter.
10.2.2 Measurements at Bhabanipur
The heat flux meter was located at an approximate height of 2 m from the track level on
the wall of the pump-room in the Dum Dum end up track. The readings were taken on
22.8.1990.
Heater switched on at 1.30 PM
Readings taken at 3.30 PM after steady state conditions were reached.
Current = 0.79 Amp.
Voltage = 9.3 V
Temperature difference with ambient:
T = 13.560 C
Ambient air at 29.2o C DBT, 92.2 % rh.
Tunnel air velocity = 1.5 m/s
Sensor area = 0.152 x 0.152 = 0.023104 m2
Heat input q = 9.3 x 0.79 = 7.347 W
Heat flux qn = 318 W/m2
Heat transfer coefficient h = qn / T
or, h = 23.45 W/m2/ oC . . . . . (10.3)
10.2.3 Measurements at Park Street
10.2.4 Heat flow measurements on the tunnel wall of the up track of the Dum Dum end of the
Park Street station were carried out near the AC plant room on 8.9.90.
Heater switched on at 12.30 PM

Readings taken at 3.30 PM, after steady state conditions were reached.
Current = 0.72 Amps.
Voltage = 8.9 V.
Temperature difference T = 12.4oC.
Ambient air at 30.4o C DBT, 86.3 % rh
Heat input Q = 8.9 x 0.72 = 6.408 W
Heat flux qn = 277.35 W/m2
Heat transfer coefficient h = qn / T
or h = 22.37 W/m2 oC. . . . . . . (10.4)
10.3 Conclusions
The thermal experiments lead to the following two major conclusions:
1. The temperature of the tunnel wall, at the present time i.e. 1990, is in the
neighbourhood of 23 oC.
2. It is to be noted that the present wall temperature in the winter months (23o C) is
lower than the virgin soil temperature of nearly 27o C, see Design Report. At this
stage and level of operation, heat will flow from the soil to the tunnel wall and
finally removed by the ventilating air. This was anticipated during the Design
study. The tunnel wall temperature will rise in the Summer as a consequence of
the ambient. Furthermore, the wall temperature will become higher with increased
frequency of trains. The value can well be above the soil temperature reversing the
direction of heat flow.
3. The operating schedules of the ventilating system should be such that the wall
temperature is not allowed to rise over the years. Frequent monitoring of wall
temperature, say three times a year, would be desirable.
4. The tunnel wall heat transfer coefficient value is approximately 23 W/m2 /oC. This
value has nothing to do with the wall temperature.

ANNEXURE 7.3
EXTRACT OF PAGES 92, 93 AND FIG 5.2 OF IIT KHARAGPUR’S REPORT ON

CALCUTTA METRO IN 1978
5.2 Sub-soil Temperature
Thermocouple probes, Fig. 5.2, made and tested in the laboratory, and on site, were
installed in the bore holes of about 18 meters depth at three locations; Tollygunj Tram
Depot, Tollygunge Railway Flat and Belgachia Veterinary College compound. Each probe
was capable of monitoring subsoil temperature at depths of 4, 8 and 12 metres,
simultaneously.
The details of probe fabrication, calibration, installation and detailed temperature

recordings were reported in the First Interim Report. Salient information is recalled here
for completeness.
Nearly daily readings of the thermocouples were taken with the ambient atmosphere as the
reference junction, for over a period of more than one year, by MTP engineers with
periodic check readings by IIT experts. The readings were taken mostly around 2 to 3 pm
of the day. Uncertainty, if any, in the thermocouple readings arose due to the variation of
the ambient temperature during the period of taking reading.
Such variation could be brought about the accidental exposure of the cold and to wind or
sunlight, against which reasonable precautions were subsequently taken. The most
consistent reading during a day was taken as the true value, and such results are plotted in
Figs. 5.3.a, b and c, together with the prevailing ambient temperature at the three locations
of the thermocouple probes.
It is noted from the measured values that seasonal variation of temperature at medium and
deep depths are relatively small, whereas at shallow depth the temperature varies with a
reasonable pattern and that such variation is at a time lag with the ambient variation.
The average sub-soil temperature at Tollygunge tram depot and Belgachia is in the
neighbourhood of 29o C. Lesser number of readings were available for the Tollygunj
Railway flat, from which (Fig.5.3.a) the sub-soil temperature is estimated to be at a higher
value of 33 0C.
5.3 Sub-soil Thermal Properties
It was indicated in the beginning of this Chapter that knowledge of the value of the
thermal conductivity of the soil is necessary for estimating the heat leakage to and from
the ground. Additionally, the value of the thermal diffusivity is needed for evaluating the
(penetration) depth to which the thermal effects are felt in the ground. Measurements of
these values were carried out in the laboratory of the IIT Kharagpur, on soil samples
supplied by the MTP engineers.
5.4 The soil samples were dug out from bore holes drilled at various locations in Calcutta at
route KM 12.638, 12.538

Fig. 5.2 Thermocouple

ANNEXURE 7.4
NATIONAL AMBIENT AIR QUALITY STANDARD
National Pollution Control Board have laid down the National Ambient Air Quality
Standard. This standard* is reproduced below:
Ambient Air Quality
Table 2.12: National ambient air quality standards
Pollutant Time-weighted Concentration (gm/m3) in ambient air

Average Industrial Area Residential Area Sensitive Area
SO2 Annual* 80 60 15
24-hour** 120 80 30
NOx Annual* 80 60 15
24-hour** 120 80 30
SPM Annual* 360 140 70
24-hour** 500 200 100
RPM Annual* 120 60 50
24-hour** 150 100 75
Lead Annual* 1 0.75 0.5
24-hour** 1.5 1 0.75
Concentration (ppm) in Ambient Air
Industrial Residential Area Sensitive Area

Area
CO 1-hour 10 4 2
8-hour 5 2 1
* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week
24-hourly at uniform interval.
** 24-hourly/8 hourly values should be met 98 % of the time in a year. However, 2 % of
the time, it may exceed but not on two consecutive days.
Centre for study of Man and Environment
Courtesy “CENTRE FOR STUDY OF MAN AND ENVIRONMENT”.

CK-11, Salt Lake, Calcutta-91. Recognized as Scientific & Industrial research Organization by the
Department of Science & Technology, Government of India.

ANNEXURE 7.5
MONITORING OF CONDITION OF WASHING WATER IN WASHERIES
I. Monitoring of air quality
As at present ambient air quality in busy roads of Calcutta falls below the National
Standard. Washing is done to improve the quality of the ventilation air by
removing/reducing the pollutants viz. CO (carbon monoxide), SO2 (sulphur dioxide), NOx
(oxides of nitrogen like NO, NO2 etc.), SPM (suspended particulate matter), RPM
(respirable particulate matter) and lead.
The performance of the washeries in reducing the pollutants need be monitored at least 3
times in a year say in April, August and December of each year, to generally coincide with
the summer, rain and winter seasons.
The monitoring may cover, as a matter of convenience, other measurements of

environment (not necessarily related to pollution) viz. air temperature and air velocity in
platform, temperature differential on two sides of the air-curtain etc.
On line continuos monitoring is available but would be prohibitively costly, and is not
recommended at this stage. A laboratory should be set up to analyze the batch samples.
This laboratory should have two main instruments viz.:
i) A visible light Spectrophotometer for all pollutants except SPM & RPM.
ii) For SPM & RPM a separate instrument to collect particles over a period of 8
hours / 24 hours. Subsequently, these would be analyzed in the laboratory.
All the instruments and accessories to set up this small laboratory are available in Calcutta
market.
Alternatively a works contract for 3 years should be entered into with any suitable
organization for these jobs.
II. Monitoring the washing water
The condition of the water in washery need be monitored to decide the need for
replacement by fresh water. As the level of pollution varies from time to time, a
monitoring scheme will ensure that neither usable water is discarded nor the efficacy of
washing goes down due to spent out water.
The proposed laboratory in I above can be used for this purpose. The instrument number
(I) viz. Spectrophotometer will be utilized for this job. The permissible limits of the
particulate contamination and the method of its assessment need be fixed by Metro
Railway.

ANNEXURE 7.6
ANNUAL MAINTENANCE OF AIR WASHERY
Location Make:
Sl. No. Date of commissioning:
Sl. No. Year 2000 2001 2002 2003
Date
1 Number of Nozzles defective
Cleaning of Nozzles
2 Air washery pump working

Riser pipe cleaning
3 Insulation resistance of pump motor (M)

R-E
Y-E
B-E
R-Y
Y-B
B-R
4 Current drawn at full load (A)

Voltage (V)
5 Testing of safety Relays
6 Sump condition (Visual checking) for

leakage & muck
7. Earth Pit
Combined Earth Resistance ()
Earth continuity (m)
Name of Fitter:

ANNEXURE 7.7
ANNUAL MAINTENANCE OF AV FAN

Sl. No. a) Capacity of Pump (m3/s) Date of Commissioning:
Sl. No Year 2000 2001 2002 2003

Date
2 Earth continuity (m)
3 Full load current (A) (R-Y-.B)
4 Voltage (V)
5 Air out put (m3/s)
6 O/L Relay testing
7 SPP testing
8 Bearing greasing
9 Bearing noise
10 Noise at 1 m distance (dB)
11 Vibration
12 Duct condition
14 Defects to attend
15 Spring tension of contacts
16 O/heating marks of contacts
17 Insulation Resistance of Motor (in
M)
R-E
Y-E
B-E
R-Y
Y-B
B-.R
18 Condition of Fan
19 Painting
20 Al foil defects
Name of Fitter:

CHAPTER 8
BUILDINGS & QUARTERS
8.1 INTRODUCTION
In all the foregoing chapters, the assets maintained and operated by the Electrical General
Services have been covered which are directly connected with the Train Services and users
thereof. However, in addition there are a number of assets which are provided in the related
support services viz. Service Buildings, Staff Quarters, Staff Colonies, Store Depots, Medical
Hospitals etc. In this Chapter all such assets are covered.
8.2 QUANTUM OF ASSETS
The quantum of these assets has been indicated in the following chart to indicate the extent
of workload and hence the quantities as shown here need not be taken as exact but indicative
only. For a break up of these assets, Annexure 1.1 may be consulted.
Sr. Item Qty in Nos.

No.
1. Passenger lift 10 *
2. Transformer 6 kV /415 3 phase 50 Hz 3
3. HT Breakers (in HQ Building) and Belgachia 4
colony Sub-station.
4. LT Breaker 33
5. Window ACs 1.5 TR /1 TR 76
6. Package / Split AC 5 TR to 10 TR 15
7. Pump Sets 2.5 HP to 20 HP 18
8. Incandescent, 24 V 40W lamps – Bulk head fittings
in car shed 580
9. 5 kVA – 230/24 V Transformer for item 8 above 8
10. 1x36 W / 2x 36W Fluorescent fittings indoor type 5200
11. HPSV –SON(T) lamps for street lights, car sheds, 517
workshops, station entrances – 70W
12. HPSV – SON(T) lamps: 150 W to 500W 329
13. HPMV lamps 125 W – 400W 235
14. HPSV – S0X lamps for Chandni Chowk Station,
indirect lighting in platforms only –35 W 140
15. HPSV – SON(T) lamps for 18 Nos. of high masts in 216
Noapara yard – 400 W
16. Socket outlets 2 pin/3 pin power, commercial and 350
domestic
17. DBs 6 way /4 way 250
18. Fans – Ceiling , Bracket , Pedestal etc 2000
19. Domestic Meters- 5 A/10 A 600
20. Cables, Wiring, Conductors, Switching fuse carriers
etc for lights, fans plug points etc. LS

*These lifts have been already included and covered in Chapter 5: Escalators and Lifts and
have, therefore, not been dealt further in this Chapter. These 10 lifts have been included
here again only to highlight that they are assets in the support services group of Electrical
General Services.
Note: A number of Specialized Medical Equipments like x-ray machines, sterilizers etc.
have not been included in the above lists. Medical Department maintains these.
8.3 DESCRIPTION WITH KEY PARAMETERS AND HIGHLIGHTS OF THE

SPECIFICATION
Fourteen of the asset groups mentioned in the list in Para 8.2 are common with the asset
groups mentioned and discussed in other chapters. Hence they would not be repeated here.
The other 6 items are only covered below:
8.3.1 Transformer (Item 2 of the list in Para 8.2)
These are distribution transformers with 6 kV as primary and 415 V, 3 phase 4 wire 50 Hz as
the secondary output voltage. They are manually controlled by their associated breakers and
in case of tripping of the breakers (HT or LT) they have to be manually reset. These being
located in built up areas and of comparatively low size, they are with ON cooling. All these
transformers are of indoor type installed in substations in ground floor with access to only
authorized persons. The transformers are double wound with copper winding with
appropriate grade of insulation (to be specified in the tender specification) and with provision
of off load tap-changer with 4 settings only.
Overcurrent and earth fault protections are provided in the controlling breaker on the primary
6 kV side. In addition to 6 kV transformers, standby 11 kV/ 400 V transformers from traction
supply have been provided in the two Auxiliary Substations. Specifications of these would
be same as for 315 kVA. Auxiliary Transformers, excepting that the capacity of these is
lesser according to the load.
These Transformers fed from 11 kV supply and 6 kV supply shall never be paralleled on the
LT side. To ensure this, suitable mechanical key interlocking or electrical fail safe
interlocking is provided at the 2 locations involved viz. in HQ building substation and the
Belgachia staff colony substation.
8.3.2 Window Air Conditioners of I TR /1.5 TR Capacity (Item 5 of the list at Para 8.2).
In the HQ building and other offices in car shed /workshops air conditioners are provided. In
the Metro Railway, Medical Unit at Tollygunge, such window type air conditioners have
been used. For electronic laboratory in the car shed also such air conditioners are in use.
Window Air conditioners should be with sealed compressors using non-CFC (Chloro Fluro
Carbon) compound as refrigerant material. Changeover to this new type of refrigerant gas
must be completed by the due date.
These air conditioners are operated with 230 V single phase 50 Hz ac supply and fed through
a DOL starter cum protection switchgear. This protection includes a no-volt relay with
definite time lag before it can be restored manually by the push button of the starting
contactor or else can restart automatically only after a specified time lag. The compressed
refrigerant passes through a capillary tube which acts as its expansion valve. A definite time

lag is necessary for the pressure in the capillary to drop. If the compressor is restarted
immediately, it has to start against this pressure and hence a very high starting current is
drawn for sometime. This results in fuse blowing or overheating of the motor depending on
fuse size. In the former case, an artisan has to come to replace the fuse or else the motor
burns out after a few cases of such starting of the compressor on load.
These air conditioners would be normally operated by the users of the room. For their
guidance a operating instruction diagram should be displayed, specially describing that fresh
air inlets are normally always kept open to draw about 30% of fresh air and the vent should
be normally kept closed.
In each installation adequate outlet passage / grills must be always provided to ensure intake
of sufficient amount of fresh air.
For special locations where process jobs are carried out like laboratories and
electronic/instrument repair shops, medical establishments etc, special electrostatic dust
absorbers to filter out dust particles up to 0.01 micron may be provided. In general offices or
meeting rooms etc standard dry filters would be enough.
The usual earth lugs need be provided at required points in the equipment body. Whenever
adequate contact is doubtful, extra earthing point should be resorted to, instead of depending
on bonds between the different exposed metallic parts of the body.
8.3.3 Package / Split Air Conditioners from 3 TR to 7.5 TR (Item No. 6 of the list in Para 8.2)
For the equipment rooms of the S&T Department, the package/split Air Conditioners of 3 TR
to 7.5 TR have been used.
8.3.4 In underground locations, the need for any air conditioning plant must be scrutinized in
depth. Prima facie there would not be any requirement to provide a separate plant for air
conditioning as the station and tunnel environment is already air conditioned. If so required
mechanical forced ventilation by station / tunnel air itself would serve the purpose. However
for any very special purpose if Air conditioners are provided inside the tunnel, the condenser
cooling air preferably be discharged directly along with the under platform exhaust air. The
provision of earthing lugs would be as given for room air-conditioners.
8.3.4 Clear Water pumps for office, colony etc. (Item No 7 of the Para 8.2)
There are 18 pumps for clear water pumping in offices, colonies etc. These are of different
sizes varying from 2.5 HP to 20 HP. The pumps are located as given below:
 Metro Railway Building (HQ) 4 Nos.

 Officers Quarters 6 Nos.
 Other Staff Quarters 6 Nos.
 Other Staff Quarters 2 Nos.
Total 18 Nos.
8.3.5 5 kVA –230 V to 24 V Single Phase Transformers (Item 9 of the Para 8.2)

In the car-sheds/workshops, 24 V ac single phase socket outlets are provided for hand lamps
/ light tools. The supplies to these sockets are from the 230 V /24 V single phase double
wound transformers.
These small dry transformers are double wound with copper conductor indoor type with AN
Cooling. These are normally floor or wall mounted on brackets at suitable height from the
ground / pit level.
The metal body of these transformers shall be earthed as per standard.
Provision for off load voltage ratio adjustment by links only need be given.
System earth shall be done by solidly earthing the midpoint of the 24V secondary winding
near the transformer location. Due to low voltage output, the operation of the fuses would be
vulnerable, hence RCCBs with 300 mA setting need be provided in the MCB of the outgoing
feeder of the 24V supply at the transformer.
8.3.6 Domestic 5A/10A House Service Meters for 230 V ac Single Phase Supply (item 19 of
Para 8.2).
These meters are provided for metering the domestic supply provided by Metro Railway to
the occupiers of the officers and staff quarters.
The meter readings are to be taken periodically and recovery must be made from the
concerned officer/staff.
The principles followed for arriving at the pooled rate to be charged from the employees for
their domestic consumption have to be followed as per Railway Boards guidelines on the
subject. This pooled rate should be adjusted from time to time depending on the tariff of
CESC for 6 kV supply.
The procedure for meter reading must be the same as adopted by ER in the Sealdah Division.
The meters should be of tamperproof design as much feasible.
The meter boxes must be sealed with lead tab seal with Metro Railways own distinctive logo
on the seal. It is not necessary to adopt the same logo design of the Metro Railway as used
for passenger operation items.
8.3.7 Fans – Ceiling , Bracket, Table, Exhaust & Pedestal (Item No. 18 of Para 8.2)
All the fans under this category are suitable for working with 230 V single phase 50 Hz
supply.
In some locations, say in workshops/car sheds etc. if industrial propeller type fans are used,
they can be with 3 phase motor drive. Generally, they will not be portable and will have
fixed wiring with adequate danger boards as per IE Rules.
The fans will conform to IS 374 and the span (of the fan blades) must be one of the standard
ones.

Whenever fans are within approachable distance without involving any ladder or other
device, they shall have protective screens. The mesh opening of the screens must be small
enough so that human finger cannot pass through. For bigger fans like industrial man coolers
etc the protective mesh can be bigger but in that case adequate gap would be provided
between the moving blades and the screen so that no accident can take place.
There have been a few cases of ceiling fans dropping from their fixings. These are highly
dangerous and have caused fatal accidents in the past. Hence the importance of adequate
workmanship during construction and subsequent maintenance of ceiling fan fittings can not
be over stressed.
The above type of mishaps (dropping of ceiling fans) can be avoided by ensuring the
following:
 The fixing hook on the roof reinforcement member or other concrete mass should be of
proper size. Tor-steel should be avoided for construction of this S hook.
 The pin passing through the fixing roof hook and fixing clamp of the fan should be of
proper quality and size.
 The locking (split) pin for the above suspension should be checked as an item of safety.
After initial construction, the above points should be checked annually once, 100% in 100%
fans by an Electrical Fitter and subsequently a supervisor must do 100% checking again
independently and certify in writing that the fan suspension arrangement to the ceiling is in
safe condition.
Fans accessible from ground level must be provided with body terminal earth connection and
have to be fed through three pin plugs only. For pedestal fans additional earth connection
directly to the pedestal stand would be needed for safety.
Flexible cables only with armouring and sheath shall be used for connecting portable
pedestal fans of 230 V single phase.
8.4 MAINTENANCE SCHEDULES
8.4.1 The maintenance of 12 items has been dealt with in the other relevant Chapters as common
assets in the respective chapters. The maintenance of the balance 6 items of Para 8.2 is to be
carried out according to the guidelines given below.
Item Periodicity & Work Content Remarks
Transformer Same as for Auxiliary Transformer in traction power As per AC

distribution. Traction
Manual.
Window A/C B. Quarterly
i) Cleaning of intake air filter

ii) Visual inspection and look out for any damage,
abnormal noise etc.

iii) Check up about the settings of dampers for fresh air
and vent.
iv) Thorough cleaning after opening front covers etc.
v) Checking the condition of fixing of window air
conditioners to the walls specially to for those on first
floor and above, to ensure absolute safety against
falling off to the ground.
B. Yearly
i) Measurement of starting and running current to spot

out abnormality and follow up thereof.
ii) Replacement of gaskets, washers, filter pads on
condition basis.
iii) Measurement of grill temperature and compressor cut-
in, cut-out time ratio.
iv) Measurement of grill air velocity by anemometer and
comparison with the standard one.
C. Every 4 years
POH in a Shop covering:

i) Replacement of bearings, gaskets, thermostats, starting
relays, fasteners, damaged grills, fan blades if
deformed and noisy, anti vibration mounting etc.
ii) Painting of the body and other metallic parts as
applicable
iii) If cooling is inadequate as shown by cooling time test /
grill temperature, running current drawn etc., the
compressor need be replaced by new one. No
overhauling of the compressor need be undertaken.
iv) Thorough cleaning of the condenser fins externally
only.
B. Every Year after 10 years of life
Critically examine and test the machine to decide on its

replacement by a new machine.
The age of the machine, the condition of the compressor as

known by starting and running currents and time to cool to
a pre-specified temperature and the general condition of the
body would help in taking a decision if the same need be a
holistic one to be guided by experience and judgement of
the concerned officer.
5 kVA A. Monthly
230V/24V
Single Phase Only cleaning from outside
Transformer

B. Annual
The earthing of the mid point of the secondary to be tested

for continuity and electrical resistance and overall
condition. Corroded or damaged earth wire and earth
electrodes should be replaced.
C. Every 4 Years
Thorough cleaning without disturbing the coils and core

clamping. If complaint of noise/ humming is found, core
should be tightened and re-clamped.
Painting of the body.
D. Annually after 15 Years of Life
Critical assessment to decide on the replacement by a new

one.
Domestic B. Annual
5A /10A
Meters i) Visual inspection for damages once a year preceded by
cleaning externally.
ii) Checking the seal and meter card.
Note: No other preventive maintenance necessary except

replacement on the basis of complaints about non-
functioning or damage by occupier or meter reader.
However meter readers should examine the seals during
each of their visit for meter reading.
B. Every 5 years
The meter should be sent to E-Railway or any other outside

party preferably M/s CESC or WBSEB for servicing, repair
and calibration.
Only minor repairs need be undertaken, or the meter be

replaced by new one. Due to skilled nature of repair work,
often the cost of heavy repair is disproportionate to the cost
of new meter.

Fans A. Annual
i) Dry cleaning along with visual inspection.

ii) Special check about the suspension arrangement of the
fans as per details in Para 8.3.7.
It should be verified by running the fan that there is no

bearing noise and no oscillation of the fan body. Such
defective fans need be checked in the work depot. The
suspension arrangement of such fans must be doubly
checked a second time to avoid falling of ceiling fan.
Rectification of the defects must be done before refitting
the fan back to the ceiling.
B. After every 8 / 6-7 years
The fans should be taken to the work depot for attending to

the following.
i) Replace bearings, lead wiring, grommet.

ii) Check the blade angles and re-position or replace
blades
iii) Depending on the visual conditions send for rewinding
about 10 to 20% of the fans only.
iv) Painting of the fan body, down rod etc.
v) Cleaning of the bearings and light re-greasing.
C. Annually – After 15 Years of Life
The condition of the fans to be critically assessed to decide

on replacement.
8.5. ORGANIZATION
The maintenance has been organized on functional basis mostly. However, some of the work
is carried out on territorial basis. This hybrid pattern can be rationalized in future when the
sanctioned extension from Tollygunge to Garia is completed; the maintenance organization
will need be reorganized at that stage. In the small territory involved that too an urban one,
either pattern of field organization viz. functional or territorial would be equally good.
8.6 MAINTENANCE RECORDS
The planning, monitoring the progress of actual maintenance jobs and records of values of
certain readings after maintenance would be best carried out by a single combined chart. For
each large asset one chronological chart would be required. Smaller assets where the
scheduled maintenance job of more assets can be done in one day by one gang, can be
clubbed into one item.

For the common assets which have been dealt with in earlier Chapters, the future
developments have been indicated in the respective places.
For the balance new items of assets the following comments are made:
i) The refrigerant gas used in the window, split and package air conditioners has to be
replaced by new non CFC (Chloro Fluoro Carbon) based refrigerant gas by 2005. This in
all probability would require replacement of the machines altogether. During that phase,
the specification of filters must be upgraded as now very fine dust can be conveniently
taken off by improved quality of filters.
Similarly for certain applications non-reciprocating compressor can be adopted after due
techno-economic appraisal and then followed by field trial and use for about a year.
ii) During last decade, the differences in price and availability between copper and
aluminium have narrowed down. The replacement of future wiring need be planned with
copper in lieu of aluminium for conductors, terminals, cables, busbars etc.

CHAPTER 9
ENERGY CONSERVATION
9.1 INTRODUCTION
9.1.1 In Chapter 2 the quantum of energy consumption in Electric General Services has been
mentioned in detailed break up. It is interesting to know that 1 % conservation of energy
annually would result in a saving of Rs. 23 lakh/year at 1998/99 level of consumption
and tariff. Therefore, importance of energy conservation is obvious. The energy
conservation does not mean reducing the energy consumption by withdrawing, curtailing
or compromising the laid down functions, standards and norms. The energy conservation
means a positive approach to reduce the consumption and cost of electrical energy by
well thought out steps of the following categories:
a) Adequate house keeping to reduce wastage of energy.
b) Adoption of more energy efficient devices, but at the same time which are also cost
effective due to use of better technology.
c) Operation of the equipments resulting in lesser losses or resulting in curtailing the

electrical maximum demand from supply system, resulting in reduced overall
cost/unit of electricity. This category also includes cases where older equipments
become less efficient and need to be replaced in time. A typical case is of the standby
dc battery sets for station emergency lighting.
d) Taking advantage of changing environmental conditions.
9.2 METHODOLOGY
The systematic methodology to be adopted for energy conservation would be to take the
following step by step approach under each of the categories indicated in Para 9.1 above.
a) Provide energy meters at selected points of the 415 V/230 V circuits to get the actual
consumption. Presently no meters are provided and hence monitoring the
conservation efforts is not effective enough.
b) Considering the loads grouped under each meter, target monthly consumption should
be laid down. Every month the meter readings should be recorded and compared with
the target. The month here can be fixed up as any consecutive 30 days and can be
specified for different meters differently so that the reading dates are distributed over
the month. Depending upon the actual consumption, remedial action will be taken,
after adequate analysis. If the actual consumption persistently falls below the target
consumption, the fixed target needs to be rechecked. For certain meters, obviously
seasonal targets would be fixed.
c) A suitable group reward and punishment scheme need be in force to encourage

savings and discourage wastage. All the same, the extent of reward and punishment
should be moderate, otherwise there is chance of misuse by curtailing the services
like lighting or ventilation.

d) The target consumption figures of the different meters have to be reviewed once in a
year to incorporate the changes in quantum of load, timing of load, induction of new
technology/equipment etc.
9.3 MEASURES FOR CONSERVATION OF ENERGY
Some of the measures which can be taken up as energy conservation activity are
described below in four groups as mentioned in Para 9.1.
9.3.1 House keeping
Adequate house keeping to reduce wastage of energy would include:
(a) Lights, fans, air-conditioners must be switched off in unoccupied rooms or bays
in offices, plant rooms, work-sheds and toilets. This is most publicized but least
followed over a period of time. The drive for enforcement is not a one time affair
but must be pursued regularly from time to time say once in a year. On platforms
75 % lights should be put off in night time. At each station all approach lights
shall be off except one in use in night time.
(b) For water supply, a number of pumps are operated at Metro stations, colony and
workshop. Often water overflows from the overhead tanks as the pumps are not
stopped manually or the automatic level control switches are defective. Monthly
joint check with SE (Works) should be held to attend to such defects and pipe
line leakage.
(c) For security purposes, yards and roads are lighted. These lights are switched on
and off manually or by auto switches. Checking of such switches should be done
every month.
9.3.2 Energy effective devices
Adoption of more energy efficient devices which are cost effective, due to use of better
technology, would result in economy. Three specific items are indicated below:
(a) Electronic ballast for fluorescent lamps: The technical details and advantages of
electronic ballast for fluorescent lamps (1x40 W or 1x36 W tubes) or other gas
discharge lamps like high pressure mercury vapour (HPMV), high pressure
sodium vapour (SON), low pressure sodium vapour (SOX) etc. have been given
in Chapter 4. The advantages are many folds. The loss in an electronic ballast of
a 1x36 W fluorescent lamp is about 9 W lesser than the ballast loss in a
conventional (wound ballast on a magnetic core) ballast. Even if higher cost of
electronic ballast is taken as against the conventional ballast, a gain of approx.
Rs. 30 lakh/year can be achieved by converting the existing fluorescent lamps
still working on conventional ballast. Out of approx. 20,000 fluorescent lamps of
Metro Railway, about 350 are already with electronic ballast by beginning of
2000. The detailed calculation of economy can be seen at Annexure 9.1. In
addition there will be indirect saving due to reduced heat extraction load of the
tunnel.
(b) Provision of air curtains in stations: Metro Railway stations (only the 15
underground ones) are ventilated by cooled air. The station buildings are kept
under positive pressure to keep dust out. The stations are needed to be sealed by
air curtains at the entrances so that loss of cold air is minimized and at the same
time the inflow/outflow of high volume of passengers takes place with least

interference. The stations in the south section have not yet been provided with air
curtains. The stations in the north are not yet fully covered and even the quality
of air curtains requires improvement and relocation. Presently only 25 Nos. air
curtains are available in total against requirement of about 50 Nos. Now-a-days
enough good quality effective air curtains are available in the market and
keeping these stations adequately provided with air curtain would not pose any
problem.
(c) Use of VVVF devices for ventilation fans: There are 120 Nos. of fans in the
Metro Railway exclusively for the purpose of ventilation (excluding air
conditioning but including air washeries) of the tunnel and stations. These fans
are of centrifugal type and the capacities of the drive motors are in the range of
20 kW to 70 kW. The head as also the volume of air through these fans fluctuate
as the ventilation pumping head of the air circuit undergoes change due to
movement of trains. The energy efficiency of centrifugal fan changes by wide
margins due to change in the suction pressure, delivery pressure as also the
volume throughput. By varying the speed of the fan, it can be operated at the
optimum speed, relevant to the available heads and throughput, to give maximum
efficiency of the drive motors. For more details, the various reports from IIT
Kharagpur may be consulted.
The periods during which the practically constant speed induction motor matches the
optimum speed is of the order of 30 % of the working hours of the ventilation fans.
Hence enough scope exists to carry out a study to go into the economics of this
changeover to variable speed drive. The overall saving of energy has to be weighed
against the extra cost for acquiring and maintaining the variable speed drive equipment.
After the study only, if found economical, the changeover need to be carried out in a few
installations to have field trials to know the performance of the new equipment as also
the actual savings in electricity bills. Depending on the result of this study further
installation of this variable speed drive can only be undertaken.
The other advantage of these variable speed drives would be that the motors can be
started without the need for closing the delivery dampers every time the fans are started;
presently the staff has to go to the individual fans to start them. Thus it would give
flexibility in operation and would be easy on man power requirement.
9.3.3 Operations of the equipments etc.
a) The 33 kV / 11 kV transformers at the four receiving substations stations (RSS).
There are 4 receiving stations each with 2 Nos. of 33 kV / 11 kV 3 phase 50 Hz

transformers of 16 MVA capacity each. Presently both the transformers in each RSS
are kept in use in parallel. Thus the percentage loading of the 33 kV / 11 kV
transformers is as follows:
Receiving Station Maximum Online - %age Loading of

Demand in July Capacity each
99 Transformer
Shyambazar 3948 kW 32 MVA 12.3

Central 8040 kW 32 MVA 25.1
Rabindra Sadan 3810 kW 32 MVA 11.9
Jatin Das Park 3235 kW 32 MVA 10.1

Without sacrificing the reliability of power supply only one 16 MVA transformer in
each RSS can be kept online and the second transformer should be kept switched off.
The working and the spare transformer should be mutually changed over once a
week. This will ensure that no moisture is absorbed by prolonged switch off. The
above will result in an annual saving of approx. Rs. 18.5 lakh. The detailed
calculation is at Annexure 9.2.
b) Rationalized working of under-platform ventilation fans
The station and tunnel ventilation system includes under-platform exhaust in stations.
Details of the system can be seen in Chapter 7. The design of the under-platform
ventilation arrangement is on the basis of a certain level of heat generation in the
platform area from the trains. However, the present frequency of trains is much lower
than the design figures. Thus platform exhaust system, which runs throughout is able
to extract heat only when the train is standing on platform and partially from the
trains which are entering or leaving. Thus heat extraction takes place during:
 30 % of the working time during 4 peak hours.

 15 % of the working time during 12 off peak hours.
This works out to average 19 % of the working time of the exhaust fans of the under-
platform exhaust system. The balance 81 % of its total working time, not only it does
not exhaust heat out of the system but throws out usable and cold clean air without
reaching the designed discard temperature. Thus wastage of energy goes on during
this 81 % period in two ways viz. the wastage of cold air and running of the exhaust
fans at the expense of energy as also generation of some heat inside the tunnel from
the working of these fans. The obvious solution to this situation would be to switch
on the under-platform exhaust fans during only 21 % of the working hours of the
Metro Service. Rest of the times they are kept off. But such frequent automatic
switching on and off would pose problem of implementation. The alternative
solutions could be:
i) Run the under-platform exhaust system only during 4 peak hours.
ii) Stop the fans altogether till the frequency of service builds up to much higher
level.
The exact schedule of working of the under-platform exhaust system can be worked
out more meticulously, if necessary. after performing a set of instrumented field
trials. In this context Chapter 7 of this Manual may also be referred to.
9.3.4 Utilization of the changing environmental conditions
a) Switching off the security lights on nominated days in Noapara
18 high masts (25m high) are in use for security lighting of the yard. The whole
premises is provided with high compound wall. For security lighting, the level of
illumination required is marginal and in the night there is no need for yard working.
It is suggested that for about 5 days in a month around the full moon day in every
lunar month, the security light of these high masts be kept switched off. The saving
on energy cost would alone be approx. Rs. 2.9 lakh/year. There would be some
savings due to increase in life cycle of the lamps. The details can be seen in
Annexure 9.3.
b) Selective closure of air washeries for about 30 days in a year.

Intake ventilation air is washed in the 34 Nos. of air washeries provided in
underground stations. The purpose of the washery is to wash out/absorb the
pollutants like suspended particulate matter, sulphur dioxide, nitrous/nitric oxide,
carbon monoxide and hydrocarbons. During rainy seasons in Calcutta for about 40
days in the year, there is adequate rain to eliminate the need for further artificial
washing. The energy of the circulating water spray pumps and to some extent, the
intake fans would be saved during such days of closure of the air washeries. A rough
estimate (details in Annexure 9.3) of potential saving of energy costs is Rs. 3.3
lakh/year.
9.4 SUMMARY OF THE ITEMS OF ENERGY CONSERVATION
The following is an abstract summary of the above mentioned energy conservation

measures. It is obvious that this list is only indicative and there could be definitely more
items from time to time.
S. Item of Conservation Approximate Annual
No. Savings
1. House Keeping – Item 9.3.1 Cannot be quantified
2. Provision of Electronic Ballast - Item 9.3.2(a) - Rs. 22 lakh
Direct saving - Annexure 9.1
3. Provision of Electronic Ballast - Item 9.3.2(a)- Not quantified
Indirect saving due to reduced heat extraction load
of the tunnel.
4. Provision of Air Curtains - Item 9.3.2 (b) Cannot be quantified
5. Use of VVVF drives for ventilation fans – Item To be further studied
9.3.2( c )
6. Switching off the standby transformer – Item Rs. 18.5 lakh
9.3.3 (a) - Annexure 9.2
7. Keeping off the security lights around full moon Rs. 3.3 lakh
days - Item 9.3.4 (a) - Annexure 9.3
8 Non working of washeries for 30 days in a year - Rs. 2.9 lakh
Item 9.3.4 (b) - Annexure 9.3
Thus with strict enforcement approximately Rs. 47 lakh of identifiable amount can be
saved per year at the present rate of electricity.

ANNEXURE 9.1
ECONOMY BY USE OF ELECTRONIC BALLAST FOR FLUORESCENT LAMPS
The calculations are based on the following:
a) Costs of common items not taken into account, only cost of non-common items
compared.
b) Interest taken @ 10 % per annum
c) Depreciation worked by straight line method.
d) Prices are of year 2000 for standard quality material. Pessimistic prices are taken for
electronic ballast items, whereas optimistic prices adopted for conventional ballast.
e) Calculation is on “Annual cost of service” method.
f) Various items considered as below:
- 1 x 36 W and 2 x 36 W FTL are used.

- Saving in power (power consumed both for lamp and ballast together) per 1 x 36
W lamp by using electronic ballast: 45 W - 37 W = 8 W
- Saving in power per 2 x 36 W lamp by using electronic ballast: 90 W - 74 W =
16 W
- Cost of maintenance taken as same for both types of ballasts hence not taken in
the calculations. (In fact due to longer ballast life and absence of starters and PF
capacitors, the cost of labour charges for replacement would be reduced in the
case of electronic ballast.)
I. DIRECT SAVING DUE TO REDUCED BALLAST LOSSES, INTEREST, ETC.
Capital Cost
(Amount in Rupees)
Item Electronic Conventional Electronic Conventional
1 x 36 W 1 x 36 W 2 x 36 W 2 x 36 W
Ballast 360 130 720 260

Starter -- 10 -- 20
PF Capacitor -- 30 -- 60
Total 360 170 720 340
Annual Cost of Service
Item 1 x 36 W 2 x 36 W
Electronic Conventional Electronic Conventional
Interest @ 10% 36 17 72 34
Depreciation
a) Ballast (Electronic - 72 40 144 80
life 5 years Conv. -
life 3.3 years)
b) PF condenser & starter -- 5 -- 10
(life 8 years)
Energy cost @ Rs. 4.00 per 710 864 1420 1728
unit 4800 hour of use per
year.
Total 818 926 1636 1852

Percentage return and pay back period on straight line method:
The %age return in straight line method is given below:
A sample calculation is made below, other values are worked likewise and the table is filled up.
For 1 x 36 W lamp:
Extra capital employed for conversion to electronic ballast: Rs. 360 - Rs. 170 = Rs. 190
Gain by use of electronic ballast: Rs. 926 – Rs. 818 = Rs. 108
%age return = (108/190) x 100 = 57%
Payback period: (190/108)x12 = 21 months.
II INDIRECT GAIN DUE TO REDUCTION IN MAXIMUM DEMAND
The station & tunnel lighting load constitutes a true base load. The reduction of load is
approximate 8 W x 20,200 lamps/1000  160 kW. The MD charge is Rs. 160/kW/month i.e. Rs.
25,600 per month. This works out to Rs. 3.07 lakh per annum.
III ANNUAL GAIN
Already 350 fittings of 1 x 36 W and 2 x 36 W are in use. Excluding those as also the lamps in
staff quarters, the annual savings would work out as below:
Annual Gain
i) For 7000 Nos. of 36 W fittings in station/tunnel for 16 Rs. 7.56 lakh

h/day and Rs. 4.00/kWh
ii) For 4000 Nos. of 2 x 36 W fittings in station/tunnel on the Rs. 8.64 lakh
same basis as above.
iii) For 1600 Nos. of 1 x 36 W fittings in offices with 8 h Rs. 0.86 lakh
working/day
iv) For 1800 Nos. of 2 x 36 W fittings in offices with 8 h Rs. 1.94 lakh
working/day
v) On account of reduction of MD as in II above Rs. 3.07 lakh
Total Rs. 22.07 lakh,

say Rs. 22 lakh

ANNEXURE 9.2
ENERGY SAVING BY SWITCHING OFF STANDBY TRANSFORMERS AT

RECEIVING STATIONS
There are 4 Receiving Stations with each one having 2 Nos. of 16 MVA transformers of 33 kV /
11 kV, 3 phase. Presently both the transformers are kept on load. The present loading on the
system does not justify using both the transformers.
It is proposed to keep only one number of 33 kV/11 kV transformer in service at a time. In case
of need the standby transformer can be brought in use at a short notice through SCADA, may be
in 3 minutes time.
The calculations below show the expected saving by adopting the suggested procedure, which
will require no preparatory time nor any expenditure.
The no load core loss of the 33 kV / 11 kV transformer = 13.3 kW.
For 4 transformers, each working for 24 hour per day, the loss is
= 4 x 13.3 x 24 x 30 = 38,304 kWh per month.
Cost of this energy = Rs. 4 x 38,304

= Rs. 1,53,216 per month
= Rs. 18.4 lakh per year, say Rs. 18.5 lakh.
Annual Saving = Rs. 18.5 lakh

APPENDIX 9.3
1. ENERGY SAVING BY CLOSURE OF AIR-WASHERIES ON RAINY DAYS
Number of washeries 34
Average working hours 16 h/day
Pump capacity 5 kW
Energy consumption 5 kW x 34 Nos. x 16 h = 2720 kWh/day
Saving @ Rs. 4/unit 2720 units x Rs. 4 = Rs. 10,880 per day
In one year, 30 days are expected to be with enough rainfall to avoid mechanical washing in
the washery.
Saving in 30 days = Rs. 3,26,400 per year, say Rs. 3.3 lakh per annum.
2. ENERGY SAVING BY KEEPING OFF THE 18 NOS. OF HIGH MAST LIGHTS IN

NOAPARA CAR SHED YARD
Load per high mast = 6 fittings x 2 lamps per fitting x 400 W per lamp
= 4.8 kW per high mast
With an average 10 hour working per day, energy consumption per day = 86.4 kW x 10
hour = 864 kWh/day.
If lights are switched off seven days in a month, yearly savings @ Rs. 4/unit = Rs.
864x 7x12 x 4 = Rs. 2,90,304/-, say Rs. 2.9 lakh per annum.

CHAPTER 10
SAFETY
10.1 INTRODUCTION
For any organization or individual, safety is the first objective in precedence to other
objectives of efficiency, economy and performance. This is more so for any public
transport organization.
The term safety is holistic and covers all aspects but the major ones are listed below:
 Protection of human beings and animals etc. from personal injury of any nature viz.
fatal or major or minor or trivial, irrespective of the cause of injury.
 Protection of property from loss caused by various factors like fire, external
mechanical accident, collapse of the structure or equipment etc.
10.2 SCOPE OF THIS MANUAL AND THIS CHAPTER
In this manual consideration is restricted to issues and topics which are relevant only to
the electrical general services as defined earlier in Chapter 1.
Earthing forms the backbone of electrical safety. A separate Chapter 11 on earthing

system has been added to highlight the topic.
The achievement of safety should not be treated as “luck” or “chance”. It should be

perceived as an outcome of systematic continuous efforts, in the direction of this
achievement, with a deep sense of commitment to the objective of safety.
10.3 METHODOLOGY
The systematic efforts towards safety are necessary during the design, manufacture,
installation, maintenance and monitoring of the various items of electrical general
services as listed below.
However this list cannot be exclusive but only indicative. Hence additional efforts need
always be made by authorities in charge of the installations.
10.3.1 DESIGN
a) The statutory provisions of the Indian Electricity Act, Lifts and Escalator Act of the
Govt. of West Bengal, Indian Railways Act, Indian Telegraph Act. Factories Act,
Boiler Act, Workmen’s Compensation Act, as also the Rules made under these Acts
should be followed rigidly. There are number of codes issued by the Bureau of
Indian Standards, these should be also consulted and followed as relevant.
b) While deciding on the ratings of machines, cables, contactors, switches or any other
equipment, at least 30% extra rating should be provided. In other words the full load
current should not normally exceed 70% of the rated current.
c) For certain critical applications higher factor of safety should be adopted over and
above the usual norm. There should be no hesitation even if such higher factor of

safety appears to be factors of ignorance. This applies to structural arrangement for
Lifts and Escalators. There would be similar other areas where this scenario will
apply.
d) Materials to be used must be specified adequately to ensure safety. It would be

relevant for electrical cables and wires to be insulated with materials having fire
resistant and low smoke emission properties, or for station platform flooring
material with antislip properties, or for lighting luminaries to avoid glare inside
platform etc.
e) In the design stage itself, preference should be given for safer alternative even if it
happens to be costlier.
f) Full provision should be incorporated in the design for protective devices and other
external preventive supports. A few examples:
i) Provision must be made in the LT Distribution circuits for residual current

circuit breakers with 30 mA tripping Current.
ii) Screen guards must be provided for V-belts used in drive motors of intake/
exhaust fans.
iii) Back up fuses must be incorporated in LT distribution circuits protected by

miniature circuit breakers, at required locations depending on the level of
short circuit current vis-a-vis clearing capacity of miniature circuit breakers.
iv) Decentralized standalone battery operated emergency lamps must be provided

for selected vulnerable locations for use during sudden power failure.
v) Provision of fireman’s switches has to be made in outdoor neon signs where

the normal main switch becomes inaccessible during night closure.
vi) All the standard protective features for lifts and escalators must be
incorporated.
vii) The safety against electrical hazards of electrocution and fire is primarily
ensured by system earthing and equipment earthing. Hence the design and
installation of these two earthing schemes must be done with great care.
viii) The electrical safety system is largely dependent on the protective relays. The
relay protection scheme has to be designed with great care.
ix) In the design stage itself, the protective items like barriers, covers, fences,
gates etc. are to be decided upon to prevent entry of unauthorized persons to
hazardous locations.
Similarly the staircases and passages leading to mid-section exhaust

chambers, mid-section pumps, underground auxiliary substations should be
well designed and well finished to avoid the risk of slippage by staff. Again at
underground exhaust fan/substation chambers, fencing should be provided to
avoid hazard for the staff. Accidentally a person can fall from mezzanine level
on to the track.
x) The design must take into account the requirement of ‘Danger Boards’, chart
for artificial respiration of electric shock victims, small sized fire

extinguishers of approved type, alarms / sirens in dangerous situations, first-
aid boxes, hotline telephones as considered necessary to fire brigade and
police etc.
xi) In electrically caused fires, often more fatalities take place due to asphyxia
rather than direct burns in high rise building with centrally ducted air
conditioning system and also in underground MRTS (Mass Rapid Transit
System). The spread of fire and the incidence of asphyxia are largely
dependent on the air circuit of ventilation. The ventilation system should be
subjected to scrutiny with respect to spread (or otherwise) of fire and
exhausting the resultant smoke in the least hazardous manner. There may be
need for redeployment of fans for intake and exhaust during a fire in a station
or tunnel or running / standing train. It may require provision of special fans
which work only during such fire emergencies. Stoppage of all or some of the
fans in use may be necessary. The design and maintenance of the systems
should aim at avoiding any fire. All the same as a matter of safety precaution,
it would be necessary to have a stop and start up schedule for the ventilation
fans including any additional fans which may be provided as a result of the
proposed study. At a later stage, the issue of automatic start up and closure of
these ventilation fans during fire emergency can be considered. The lack of it
may lead to more confusion during such rare emergencies.
xii) All important installations like traction receiving station, auxiliary substations
should have automatic fire alarm and extinction system. Fire alarm may be
connected to TPC through remote control.
xiii) Portable equipments / tools like hand lamps, drills. grinders etc. must be of 24
V single phase ac 50 Hz or 24 V dc. Such equipments / devices are available
in the market. Even otherwise they can be made to order.
If 24 V ac portable tools are not available, the use of 110 V ac single phase
equipments should be resorted to. Supply for this purpose should be obtained
from a 230 V/110 V double wound (not auto) transformer. The mid-point of
the secondary winding should be earthed.
The above stipulations will also apply to cases where equipments /switches
/wiring etc are in open or in moist or waterlogged locations and accessible
from ground without any ladder etc. A case in point is the sump pumps
installed at various ventilation washeries which are manually operated.
xiv) For high-rise buildings and structures, the provision of lightning protection
finials with necessary earthing thereof should be done as per established
procedure and IS Code of Practice IS 3043.
xv) In a lead-acid battery room, hydrogen and oxygen are liberated during the
process of charge /discharge. The ratio of hydrogen /oxygen may form a ratio
which reacts chemically with exothermic reaction and consequent explosion
in the presence of sparks. Primarily the battery room should be continuously
ventilated with about 10 changes /hour.
10.3.2 WORKMANSHIP IN ERECTION AND COMMISSIONING
The erection and subsequent commissioning of the electrical general services assets
should obviously be done by knowledgeable persons, with good workmanship, using
the best quality tools and consumables. The inspections and tests prior to

commissioning as per laid down norms must be gone through without any shortcut. If
any equipment / item fails in commissioning test, the same should be replaced by a
new/ modified one unless there is provision in specification / contract to accept the
same after realizing liquidated damages from the supplier / contractor. But before doing
so it must be verified that safety is not jeopardized by acceptance of such deviations
from the specification.
10.3.3 MAINTENANCE
Other concerned Chapters in this Manual deal with maintenance aspects of various
assets / services. Some of them are highlighted again in the context of safety:
i) Staff of the Metro Railway should be given periodical exposure to aspects of

safety, Fire Fighting and First Aid during the initial and refresher courses of
training. The staff so trained will be subjected to test and the successful staff only
would be given a Certificate of Competency covering his trade. Only such
authorized staff should be entrusted with electrical maintenance jobs. This also is
a requirement of the Indian Electricity Rules, 1956 framed under the Indian
Electricity Act, 1910. Testing of Fire Alarm with RPF staff should be done as per
joint circular.
ii) Periodical testing and recording of system earth and equipment earth continuity
and condition must be done without default. The required repairs must be done
immediately. The periodicity of testing shall not exceed one year.
iii) Periodical testing of earth leakage circuit breakers and residual current circuit
breaker must be carried out at specified periodicity of one year.
iv) The relay protection system should be tested with secondary injection once in
two years.
v) The periodic safety inspection of all low voltage and medium voltage
installations must be carried out in terms of Rule 46 of IE Rule. The Reports
should be prepared as given in Forms I and II of Annexure IX A of the IE Rules.
The Rule 46 of the IE Rules with Forms I and II in the Annexure IX A of the IE
Rules are reproduced in Annexure 10.1.
vi) Before introducing any new material or equipment its safety aspects should be
assessed.
vii) Normally each Railway observes a week every year as a safety week. During
safety week, the General Electrical Services officers and staff must inspect all the
safety equipments and procedures.
viii) Monitoring of pollutants like SPM, RPM, CO, SO2, NOx, lead in the
station/tunnel air should be resorted to by use of portable monitors. Details are
given in Chapter 7.
10.3.4 SPECIAL TOOLS AND INSTRUMENTS
Other than the normal tools and tackles, the following instruments, tools, tackles and
gadgets will contribute towards higher safety. These will only supplement the
preventive maintenance but will in no way be useful subsequent to the occurrence of
any electrocution or fire. The list of such items is:

 Earth resistance “Megger” with 3 spike method.
 Earth continuity tester – bell battery or lamp battery type.
 Portable infrared detector to spot out hot joints in electrical wiring/terminals.
 Hand crimping tools or crimping compressors for crimping as per the size of the
conductors.
 The tools used in battery room should have following special features:
a) The metallic tools like screw driver, spanners, pliers should be with insulation, so
that accidental dropping of the tools onto bare battery terminals does not cause
any short circuit.
b) Hammers used should be of non-metallic head viz. hammers with wooden handle
and with wooden, nylon or polymer material head. The mallets (hammers with
non-metallic heads) are used for working on the terminal pillars and inter-cell
connectors, or any other miscellaneous work, to avoid any metal to metal
sparking with a view to avoid any chance of fire explosion.
 Portable instruments for monitoring air quality at stations/tunnels.
 Decibel-meter for measurement of sound level.
 Life belts and helmets for working on outdoor lighting / distribution posts.
 Earthing chains / rods for working on mains.
 Rubber mats, gloves required for switching operations specially in damp and wet
locations.
 Road truck-mounted ventilation fans which can either pump in or exhaust out air
from mid-point exhaust locations or at stations, if feasible. These mobile plants must
have their own power supply diesel generator sets mounted on board. Their use is
envisaged as standby units during failure of present ventilation fans at mid-points as
also during fire emergency to evacuate smoke from the tunnels / stations. These will
be specially useful, if due to fire, the power supply HT/LT cables or fans are
damaged.
 A special kit for artificial respiration utilizing hand pumps after electrical shock
accidents need be provided at selected locations and medical units. Staff should be
given proper training for using this equipment.
10.3.5 ORGANIZATIONAL
a) During annual safety week a safety awareness campaign for the staff and users of
Metro Railway has to be undertaken by means of lectures, posters, cartoons,
circulars, news letters etc.
b) The preparedness and knowledge of the concerned staff need to be tuned up in

surprise checks from time to time, by creating artificial faults and fake fires etc.
Obviously such surprise checks can be of limited extent.

c) As stated earlier, safety should be a holistic concept.
d) All electric mains pertaining to electrical general services are to be treated as “live”
all the time. The rules and procedures for working on electric lines and apparatus,
should be laid down clearly in the power distribution Subsidiary Rules of the
Railway.
e) For working on LT equipments, lines etc. the supply should be cut off. Depending on
the type of work the further isolation of the equipment or line would be done by the
following procedures:
(i) Only authorized persons should be permitted to work. For this purpose
suitable certificate of competency would be issued by empowered officers to
the staff after they pass the required test. The details can also be seen in
Chapter 12.
(ii) Drawing out of the Air Circuit Breakers and putting up notice board and
personal lock, so that nobody can close the breaker. Discharging of the live
portion by earth rods before commencement of work. This earth should be
kept in sight and kept connected.
(iii) Removal of the fuse with carrier after operation of the switch to off position.
The fuse should be kept in the custody of the person working on the
equipment/line or for a group of persons with their supervisor.
(iv) A few categories of simple work on LT line/equipment can be permitted for

authorized persons by merely switching off the line /equipment. However the
list of such permitted work should be circulated in writing for the guidance
of supervisor and artisans /unskilled staff.
(v) Whenever a group of people is deputed, invariably a supervisor should be

assigned for the job. The supervisor would remain responsible and
accountable for safety of work and restoration of normal status.
For this purpose the supervisor will ensure the following before restoration
of normal power supply:
- All men have been advised to stop further work and have been physically
withdrawn safely.
- All equipments, lines, wiring are back to normal and safe condition.

ANNEXURE 10.1
EXTRACT OF RULE 46 OF THE INDIAN ELECTRICITY RULES 1956
46. Periodical inspection and testing of consumer’s installation - (1) (a) Where an
installation is already connected to the supply system of the supplier, every such
installation shall be periodically inspected and tested at interval not exceeding five years
either by the Inspector or any officer appointed to assist the Inspector or by the supplier
as may be directed by the State Government in this behalf or in the case of installations
belonging to, or under the control of the Central Government, and in the case of
installations in mines, oil fields and railways, by the Central Government.
(b) Where the supplier is directed by the Central or the State Government, as the
case may be, to inspect and test the installation he shall report on the condition of
the installation to the consumer concerned in a form approved by the Inspector
and shall submit a copy of such report to the Inspector or to any officer appointed
to assist the Inspector and authorized under sub-rule (2) of rule 4-A.
(c) Subject to the approval of the Inspector the forms of inspection report contained
in Annexure IX-A may, with such variation as the circumstances of each case
required, be used for the purpose of this sub-rule.
(2) (a) The fees for such inspection and test shall be determined by the Central or the
State Government, as the case may be, in the case of each class of consumers and
shall be payable by the consumer in advance.
(b) In the event of the failure of any consumer to pay the fees on or before the date
specified in the fee notice, supply to the installation of such consumer shall be
liable to be disconnected under the direction of the Inspector. Such
disconnection, however, shall not be made by the supplier without giving to the
consumer seven clear days’ notice in writing of his intention to do so.
(c) In the event of the failure of the owner of any installation to rectify the defects in
his installation pointed out by the Inspector or by any officer appointed to assist
him and authorized under sub-rule (2) of rule 4-A in the form set out in Annexure
IX and within the time indicated therein, such installation shall be liable to be
disconnected under the directions of the Inspector after serving the owner of such
installation with a notice:
Provided that the installation shall not be disconnected in case an appeal is made under
rule 6 and the appellate authority has stayed the orders of disconnection:
Provided further that the time indicated in the notice shall not be less than forty-eight
hours in any case:
Provided also that nothing contained in this clause shall have any effect on the
application of rule 49.
(3) Notwithstanding the provisions of this rule, the consumer shall at all times be
solely responsible for the maintenance of his installation in such condition as to
be free from danger.

ANNEXURE IX
Form of Order under sub-rule (4) of rule 5 or sub-rule (2) of rule 46

-------------------------------
To
Supplier, consumer, owner / or occupier.
1. Whereas installation was inspected on …………………………… and whereas it appears to

me that you have not complied with rule 5 . . . . . . . . . . . . . . . . of the Indian Electricity Rules,
1956, in the following respect, namely . . . . . . . . . . . . . . you are hereby called upon to
comply with the said rule 5 on or before the . . . . . . . . . . . . . . . . day of . . . . . . . . . 19 and to
report compliance in writing to me.
2. An appeal may be filed against this order under sub-rule (4) of rule 5 of the Indian Electricity
Rules within three months of the date on which this order is served or delivered or is deemed
to have been served but this order must be complied with, notwithstanding such appeal unless
the appellate authority on or before the date specified in Para 1 above, suspends its operation.
Dated at . . . . . . . . . . . . . . . . .
The . . . . . . . . . . day . . . . . . . . . . . .19
Signature
Electrical Inspector
Officer appointed under sub-rule (4) of rule 5.

ANNEXURE IX-A
(See rule 46)
Model Forms of Inspection Report

FORM I
Inspection Report
(Under rule 46 of the Indian Electricity Rules, 1956)
Low Voltage Installation of Consumers
Report No. . . . . . . . . . . . . .Date of Inspection . . . . . . . . . . .

Challan No. . . . . . . . . . . . . Date . . . . . . . . . Inspection fee Rs. . . . . . . . . .
Date of last inspection . . . . . . . . . . .

1. Consumer No. . . . . . . . . . . . .
2. Voltage and system of supply
( i ) Volts . . . . . . . . . . . . . .
( ii ) No. of phases . . . . . . . .
( iii ) AC/DC . . . . . . . . . . . . .
3. Type of wiring* . . . . . . . . . . . . . . . . . . . .. . . .. . .
4. Name of the consumer / owner . . . . . . . . . . . . . .
5. Address of the consumer / owner . . . . . . . . . . . . .
6. Location of the premises . . . . . . . . . . . . . . . . . . ..
7. Particulars of the installation
Number Connected load in kW
I. (1) Light points ……………………………..
(2) Fan points ……….………………………
(3) Plug points ……….……………………….
II. Other equipments (complete details to be furnished):

(1) ……………………………..
(2) …………………….
Total connected load in kW …………………………….
Maximum current demand in Amps. …………………………….
(On the basis of total connected load)
III Generators (in the case of consumer himself generating energy):

(1) ………………………
(2) ………………………
8. General condition of the installation:

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Rule of the Indian Requirements Report
Electricity Rules, 1956
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1 2 3
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29. (i) Is /Are there any signs of over-loading in respect of any apparatus / wiring?
(ii) Condition of flexible cords, sockets, switches, plug-pins, cut-outs and lamp
holders and such other fittings.
(iii) General condition of wiring.
(iv) State if any unauthorized temporary installation exists.
(v) State if sockets are controlled by individual switches.
(vi) Any other defect or condition which may be a source of danger.

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1 2 3
30. Give report on condition of service lines, cables, wires, apparatus and such
other fittings placed by the supplier / owner of the premises.
31. Has the supplier provided suitable cut-outs within consumer’s premises,
within enclosed fire-proof receptacle?
32. ( i ) State if switches are provided on live conductors.

( II ) State if indication of a permanent nature is provided as per this rule so
as to distinguish neutral conductor from the live conductor.
(iii) Whether a direct link is provided on the neutral in the case of single-
phase double-pole, iron-clad switches instead of fuse?
33. ( i ) State if earthed terminal is provided by the supplier.

( ii ) Have three-pin plugs been provided for plug points.
( iii ) Report on the efficiency of the earthing arrangement.
49. Leakage on premises:

State insulation resistance between conductors and earth in mega ohms.
50. ( i ) State if linked switches of requisite capacity are provided near the
point of commencement of supply.
( ii ) State if the wiring is divided in suitable number of circuits and each
circuit is protected by suitable cut-out.
( iii ) State if supply to each motor or apparatus is controlled by suitable
linked switch.
( iv ) Has it been ensured that no live part is so accessible as to cause danger?
61. ( i ) Have the frame of every generator, stationary motor and so far as
practicable portable motor and the metallic parts (not intended as
conductors) of all other apparatus used for regulating ** or controlling
energy been earthed by two separate and distinct connections with
earth?
( ii ) Is the earth wire free from any mechanical damage?
( iii ) In the case of conduit / lead-covered wiring has the conduit or lead-
cover been efficiently earthed?
( iv ) If the consumer has his own earth-electrode, state if it is properly
executed and has been tested with satisfactory results.
74 to 93 Over head lines:

( i ) State if the consumer has any overhead line and if so their condition
with specific reference to relevant rule.
( ii ) Is there any other overhead line near the premises of the consumer
which does not comply with rules 79 or 80?
( iii ) Is guarding provided for overhead lines, if it is inside the factory, for
road crossing and busy localities?
( iv ) Any other remarks ……………………………..

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* Here state casing, capping, lead covered on teak wood batten, concealed conduit, through
rubber sheathed and such other types.
** Not applicable to isolated wall tubes or to brackets, electric switches, ceiling fans and such
other fittings other than portable hand lamps and portable and transportable apparatus
unless provided with earth terminal.
Inspecting Officer’s Signature ……………….

Name ……………………. ……………………
Designation ……………… ……………………
Dated ……………… File No. ……………………………….
Copy forwarded to the Electrical Inspector for …………………………. in accordance with rule
46 (1) (b) of the Indian Electricity Rules, 1956.
Signature…………………………….
Name……………………………..

FORM II
Inspection Report
(Under rule 46 of the Indian Electricity Rules, 1956)
Medium Voltage Installation of a Consumer
Report No. ……………………….. Date of inspection ……………………………………

Challan No. …………………. Dated …………….. Inspection fee Rs……………….
Date of last inspection ………………………
1. Consumer No. ………………
2. Voltage and system of supply:
( i ) Volts ……………….. ( ii ) No. of phases ………… ( iii ) AC/DC ……..
3. Name of consumer/ owner ………………………. …………...
4. Address of the consumer / owner ………………………………
5. Location of premises …………………………………………..
6. Particulars of the installation:
I. Motors:
Make No. HP A V
(1) ……………………..
(2) ……………………..
(3) ……………………..
(4) ……………………..
(5) ……………………..
II. Other equipment (complete details to be furnished):

(1) ……………………..
(2) ……………………..
(3) ……………………..
Total connected load in HP/ kVA ……..
III. Generators (in the case of consumer himself generating energy).
(1) ………………………….
(2) ………………………….
(3) ………………………….
7. General condition of the installation:

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1 2 3
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3. Is the list of authorized persons properly made and kept up to date
duly attested?
29 (i) Is/Are there any signs of overloading in respect of any
apparatus?
(ii) State if any unauthorized temporary installation exists.
(iii) Are the electric supply lines and apparatus so installed, protected,
worked and maintained as to prevent danger?
iv) Any other general remarks.
30. Service line and apparatus of the supplier on consumer’s premises.
Give report on condition of service lines, cables, wires and
apparatus and such other fittings placed by the supplier/owner on
the premises.
31. Has the supplier provided suitable cutouts within consumer’s
premises in an accessible position? Are they contained within an
adequately enclosed fire-proof receptacle?
32 (i) State if switches are provided on live conductors.
(ii) State if indication of a permanent nature is provided as per this
rule so as to distinguish neutral conductor from the live
conductor.
(iii) Whether a direct link is provided on the neutral in the case of
single-phase double-pole, iron-clad switches instead of fuse?
33 (i) State if earthed terminal is provided by the supplier

(ii) Is the consumers separate earth efficient.
(iii) Report on the efficiency of the earthing arrangement.
34 (i) Are bare conductors in building inaccessible?

(ii) Whether readily accessible switches have been provided for
rendering them dead.
(iii) Whether any other safety measures are considered necessary?
35. State if “Danger Notices” in Hindi and the local language of the
district and of the type approved by the Electrical Inspector are
affixed permanently in conspicuous position as per this rule.
38. State if flexible cables used for portable or transportable

equipment covered under this rule, are heavily insulated and
adequately protected from mechanical inquiry.
44. (i) State if instructions in English, Hindi and the local language of
the District for the restoration of persons suffering from
electric shock have been affixed in a conspicuous place
(ii) Are the authorized persons able to apply instructions for
resuscitation of persons suffering from electric shock?
49. Leakage on premises.

State insulation resistance between conductors and earth in mega
ohms.
50 (i) Whether a suitable linked switch/circuit breaker is placed near

the point of commencement of supply so as to be readily
accessible and capable of being easily operated to completely
isolate the supply?
(ii) Whether every distinct circuit is protected against excess

energy by means of suitable circuit breaker or cutout?
(iii) State if a suitable linked switch or circuit breaker is provided
near each motor or apparatus for controlling supply to the
motor or apparatus.
(iv) State if adequate precautions are taken to ensure that no live
parts are so exposed as to cause danger.
51 (i) State the condition of metallic coverings provided for various

conductors.
(ii) a) State whether clear space of 90 cm (3 ft) is provided in
front of the main switchboard.
b) State whether the space behind the switchboard exceeds 75
cm (30”) in width or is less than 23 cm (9”)
c) In case the clear space behind the switchboard exceeds 75
cm (30”) state whether a passage way from either end of
the switchboard to a height of 1.80 metres (6 ft) is
provided.
61 (i) Has the neutral conductor at the transformer been earthed by
two separate and distinct connections with earth?
(ii) Have the frame of every generator, stationary motor and so far
practicable portable motor and the metallic parts (not intended
as conductors) of all transformers any other apparatus used for
regulating or controlling energy and all medium voltage energy
consuming apparatus been earthed by two separate and distinct
connections with earth?
(iii) Have the metal casings or metallic coverings containing or
protecting any electric supply line or apparatus been properly
earthed and so joined and connected across all junction boxes
as to make good mechanical and electrical connection?
(iv) State if the consumer’s earth electrode is properly executed and
has been tested with satisfactory results.
(v) Is the earth wire free from any mechanical damage?
74 to
93
(i) Overhead lines
(ii) State if the consumer has any overhead lines and if so their
condition with specific reference to the relevant rules.
(iii) Is there any other overhead line near the premises of the
consumer which does not comply with rule 79 or 80?
(iv) Is guarding provided for overhead lines, if it is inside the
factory, for road crossings and busy localities?
(v) Any other remarks.
Inspecting Officer’s signature------------------------

Name---------------------------------------------
Designation-----------------------------
File No.-------------------------
Date------------------------

CHAPTER 11
SYSTEM EARTHING & EQUIPMENT EARTHING
11.1 INTRODUCTION
Earthing along with use of proper size of fuses, circuit breakers, residual current circuit
breaker (RCCB) and earth leakage circuit breakers (ELCB) forms the back bone of
electrical safety under the Indian Electricity Rules, 1956, particularly for the users of
low and medium voltage installations.
Indian Standard Code of Practice IS: 3043 is available as a comprehensive code of

practice to ensure “safety of life and apparatus against earth faults.
The provision of adequate earthing system is done at the construction and

commissioning stage. The continued maintenance of the quality and 100% continuity
over the entire life of the “earth” is of paramount requirement of safety. Thus, it calls
for special attention in the scheme of electrical maintenance. To ensure safety, there is
no short cut or compromise with the provisions of earthing systems.
11.2 SCOPE
11.2.1 Five different categories of “earthing” are in existence. In any premises there can be all
or some of these categories. Only 2 categories cover the bulk of electrical general
services of Metro Railway assets and installations and are discussed in details:
i) System Earthing: The earthing of the current carrying metal conductor at the
neutral point of the secondary side of a double wound 3 phase transformer with
star connected secondary winding. One purpose is to limit the potential (with
respect to general earth mass) of current carrying conductors forming part of the
system, to a value consistent with the system and grade of insulation adopted. The
other purpose is to afford protection to users, public and operators during
accidental connections to live parts or due to failure of insulation or mistaken
interchange of the phase neutral connection at the input terminals.
ii) Equipment Earthing: This is done by connecting all non-current carrying metal
work associated with the equipments, apparatus and appliances connected to the
system to one or two earth conductors and connecting the earth conductors to a
earth electrode for low voltage system and 2 earth electrodes for medium voltage
systems.
Note: Generally only accessible metal work requires such earth connection and at the
same time portable and hand held equipments like hand lamps, hand-tools, irons,
immersion heaters, geysers require special attention. This special attention is required
as due to portable function the lead wires get damaged and live wires get connected to
the body. For geysers and heaters the special situation is due to likely presence of
water/ wet floors etc. which leads to lower body resistance path and hence higher value
of current following through human body.
Other categories of earth
Mention is, however, made below of other 3 categories of earth which may be present
in any premises. A premises can have all 5 categories of earth or some of these
categories as per requirement. However, it is of great importance that there should be

no inter-connection between the electrodes of different categories. Further the ground
earth electrodes should be all separated preferably by 10m distance from each other to
avoid any chance of hazardous back potential effect from one independent earth to the
other one during any fault.
The other 3 categories of earth are listed below:
i) Signalling / Telecommunication Earth
For the signal and telecommunication equipments / installation separate earth is

provided. This category includes the installations for the Remote Control System
(SCADA system).
ii) Lightning Earth
Protection system for tall buildings and other structures. This earth is directly
connected to the finial (lightning rod) on the top of a tall building.
iii) Static Earthing
Earth provided to counteract effects of static electricity in certain specialized

manufacturing / computer installations /medical facilities.
For any of the above 5 categories of earthing, earth electrodes finally make the contact
with the general mass of the earth.
11.2 BASIC CONCEPTS OF SAFETY FROM ELECTRICAL INSTALLATIONS AT

MT/LT
11.2.1 Any electrical installation can cause the following, under adverse / abnormal situations:
- Electrical shock to human beings and animals, which can be fatal. The shock voltage
can be a touch voltage or a step voltage.
- Initiation of fire due to flow of leakage current or sparking.
The above two topics are discussed below.
11.2.2 Electrical Shock for human beings and animals
Shocks can be of 2 origins viz.
i) Touch voltage
ii) Step voltage
In touch voltage the human beings / animals get in direct touch to live conductor or
component, which normally is live. Alternatively, a touch takes place indirectly to a
“normally not live” metallic object in any installation due to any cause like failure of
insulation, presence of termites / lizards / reptiles etc or any extraneous metal body
between the live part and the metallic parts of the equipment body. The touch voltage
also appears in cases of wet and damp locations viz. in water pipes of electrical pumps,
wrong reconnection (interchange) of live and neutral wires in the front terminals after a
repair.

The step voltage is felt between the two stretched legs of human beings or between the
forelegs and hind legs of the animals standing on the ground in the vicinity of an earth
electrode with excessive resistance or even from a HT live wire broken and resting
loosely on ground. The conceptual drawing is at Fig. 11.1.
The above voltages produce a current flow in the human or animal body, the magnitude
of which not only depend on the voltages as such but the value of the human / animal
body resistance; body to ground resistance which vary widely depending upon
individuals and wetness of the ground and any insulation like shoes / rubber mats etc.
The indirect touch voltage would also be dependent on the fault resistance.
Without going into further details, it can be said that for human beings safety can be
assured if current flow through the body is below 30 mA. Positive protection would be
current sensing type and a current driven RCCB should be adopted with 30 mA
sensitivity (tripping current). Presently RCCB with electronic components are available
which would also trip the circuit if the normal earth connection and neutral gets
disconnected and goes to a higher voltage. In the extreme conditions the above range of
30 m A current can be caused by a touch voltage of 12 V in wet floors etc.
In average situation, the fuse in the live line is about 4 times the full load current and
with low resistance faults, the fault current is enough to cause ‘fusing’ of the fuse
immediately and thus the dangerous touch shock voltage is eliminated. It is only to be
expected that the maintenance people will remove the fault before restoring the
installation back to normal.
There can be safety hazards when:
 The earth of the equipment is not functioning due to discontinuity of the earth lead
wires / electrode connection.
 The fuse is overrated and ‘fusing’ does not take place specially with a high
resistance fault.
 The incidents take place in a wet place in a wet surrounding like bathroom / toilet/
pump house / kitchen etc. and through the proper fuse may not blow due to high
resistance fault, the current through human body would be more due to low human
resistance.
The above brings out the need for fool-proof maintenance of the earthing and other
system for ensuring safety.
For the above types of cases, the protection can be provided by residual current circuit
breaker (RCCB). For more details of these RCCBs and ELCBs see Chapter 2 and
Chapter 4.
For protection against step voltages, the following would be necessary:
 The earth electrode resistance must be kept below 1  for system earth and below
10  for equipment earth.
 No public or even animals should have access over the ground up to 5 m from the
earth electrode for system earth.

In cases where a direct contact takes place accidentally to a live point, the leakage
current through the person’s body even up to 30 mA strength will operate the RCCB
and disconnect the live point from the mains at very high speed.
11.2.2 Fire hazard
For fire hazard the voltage of leakage is not critical in determining the incidence of fire.
It only determines the current flow in the fault circuit. Initiation of fire would depend
on the factors like fault resistance, materials involved nearby etc. Even low voltage of
12 V can initiate fire.
11.3 ROLE OF “EARTH” IN THE CONCEPT OF SAFETY
The effectiveness of the system earth and equipment earth in ensuring safety would
depend upon maintaining a low value of the earth loop impedance and obviously in also
ensuring that the earth leads, earth electrodes etc. remain electrically connected to the
system / equipment body as required.
The prospective fault current at any earth fault would be the line to earth voltage
divided by fault loop return impedance which comprises of the following:
a) Line conductor impedance

b) Impedance of the fault
c) Earth continuity lead resistance including joint resistances in between.
d) Earth electrode resistance at substation’s system earth and also at consumer’s
equipment earth.
Fig. 11.1 shows these components.
The Item a) above depends on the distance of the earth fault from the supply end
busbar, and hence is unpredictable.
The Item b) depends on the type of fault i.e. it can be low resistance or high resistance
connection to the earth. It is obvious that if the contact resistance is high the resulting
touch voltage will be correspondingly lower, but all the same hazardous.
The Component c) is more or less constant and predictable.
The Component d) varies with the geological formation of the earth and varies with
moisture content of the earth.
With all these probable variations, the settings of the protective relay or fuse to
disconnect the faulty feeder have to be fixed with proper care. For current operated
fuses, it is usual practice to keep the fusing current at about 4 times the full load current
in the feeder. At this fuse setting there could be instances when the earth faulted feeder
will not trip (because of a high resistance fault) but continue to remain like that posing
danger to human life as also to initiation of fire due to passage of continuous current
through the fault path.
Such potentially dangerous situation which can not be covered by fuses can be covered
by use of Earth Leakage Circuit Breaker (ELCB – voltage operated – normally at 40V)
or residual Current Circuit Breaker (RCCB- current operated – normally at 30 mA).

In Metro Railway, use of such ELCBs/RCCBs has been made but full coverage is yet to
be given. The provision of full complement of these breakers should be done as early as
possible in compliance of Rule 61A of the IE Rules 1956.
11.4 SYSTEM EARTH
11.4.1 Rule 61 of the IE Rule 1956 deals with provision of both system earthing and
equipment earthing in MT and LT Installations. An abstract of rule 61, 61A and 62 of
the IE Rules 1956 is available in Annexure 11.1.
It should be noted that Rule 61(A) was introduced in Oct 1985. Prior to that Metro
Railway works were by and large completed. According to earlier provision the neutral
point of any MV/LV system would be earthed only at one point in the substation.
During the construction period by machine tunneling, unearthed neutral system for this
limited application was in existence. For the present, the Metro Railway General
Electrical Service would only comprise earthed neutral system with only one point
earthing in substation. This one point earthing would however be done by duplicate
earth connection with duplicate earth electrode.
As per Rule 61 of the Indian Electricity Rules 1956, the neutral conductor of a 3 phase
4 wire system up to medium voltage shall be earthed at the substation by not less than
two distinct and different connections to at least two separate earth electrodes or more.
A schematic diagram is given at Fig. 11.2. These earth electrodes can be inter-
connected to reduce the earth resistance. The resistance of such electrode need be below
1.
These electrodes for electrical general services application would be of 2m long

galvanized mild steel pipe of 65 mm diameter of heavy according to IS 1239. These
electrodes would be driven in a vertical position in the ground and to facilitate that the
lowest end of the electrode pipe would be provided with a conical nose piece. The
installation of the electrode would be facilitated by use of manual earth augurs. The
electrode pipes should be provided with “loop holes” for watering the surrounding
locations during dry months. But the Calcutta area earth generally maintains good
profile during the dry months also. Checking the electrode resistance during dry spells
has been provided for in the maintenance schedule. In difficult soil locations, use of
charcoal layer and common salt around the electrode need be used to lower the value of
electrode resistance.
The earth electrode can be in form of a mat or plates of copper. The connecting earth
lead would be of galvanized MS flats of 25 mm x 6 mm for General Electrical Service
requirement. In general 2 or 3 pipes placed within 1 m distance and bonded together
gives a very satisfactory value of the earth electrode resistance. At certain locations 230
V / 110 V single phase transformer is used with midpoint of the secondary “earthed”.
Such midpoint earthing will be also a system earth.
The provision of this system earth along with the use of compatible safety devices like
fuses, MCBs, ELCBs, RCCBs ensures safety against hazards of unwanted direct or
indirect accidental connection between live parts and the accessible metal
parts/enclosures of the installation or even nearby conductive objects. Such unwanted /
accidental contacts caused due to any cause, may cause even fatal electrocution.
Some common causes may be:
i) Failure of insulation of live conducting wires / components etc.

ii) Interposition of termites / lizards / reptiles etc. between live parts and metallic
parts of the enclosure.
iii) Excessive dampness or flow of water of the surrounding area. Even nearby
metallic objects like pipelines can also be affected by leakage voltage.
Accordingly, it is important to maintain the earthing system always in absolute working

condition. This critical maintenance activity must ensure the continuity of the earthing
points and the earth electrode resistance to be kept at less than 1 . This value of 1  is
mandated for only the system earth (i.e. the neutral earth at the substations).
11.5 EQUIPMENT EARTH
11.5.1 Basic Objectives
The basic functions of equipment earth are:
i) To avoid dangerous shock voltages to persons.

ii) To provide adequate capacity in magnitude and time duration to carry the ground
fault current safety.
iii) To ensure better performance of the electrical system.
The equipment earthing for LT equipments like computers, monitors, printers etc. and
also for specialized medical equipments would need special provisions. The details can
be seen in Code of Practice for Earthing: IS 3043.
11.5.2 Description
The description of the electrodes, electrode resistance characteristics, materials of the

electrodes etc. are generally the same as for system earthing schemes. But the electrode
resistance for system earths can be allowed up to 10 , if it cannot be lowered further.
But in Calcutta Metro Railway area, there should be no problem in achieving a lower
value than 10 , due to the type of soil and moisture content in the concerned area.
It is to be noted that the diameter of the electrode pipes and the length of the pipes as
also depth of the electrode pipes produce very little change in the value of the earth
electrode resistance.
For single phase LT equipment, earthing would be by single earth lead with single
electrode as against connection lead and double earth electrodes for MT earthing.
The earth grid (or bus) will be with 75 mm x 6 mm galvanized steel flats.
The earthing lead connections for equipment earth would be by galvanized steel strips
of 40 mm x 6 mm or 6 SWG (BS) annealed copper conductor.
(Note: Water pipelines or cable sheaths should never be used as equipment earthing
electrode).
The general arrangement drawing can be seen at Fig. 11.3.
The connections to earth electrode from the earth bus shall be with bolted connection
and visible. The top of the electrode should be about 200 mm above the ground level

and protected by masonry work and covered on the top by a reinforced cement concrete
slab.
11.6 MAINTENANCE OF EARTHING SYSTEM
The representative value of the resistivity of earth and earth electrode resistances with 2
m long galvanized steel pipes of 65 mm diameter would be expected as below for the
clayey and generally moist soil of the terrain of Calcutta Metro:
Design Actual
a) Resistivity of soil 5 .m -

b) Resistance of system earth
electrode (either single
or a cluster of 2 or 3 pipes) 1 Below 1 
c) Resistance of
equipment earth electrode (pipe) 10  Below 10 
It is interesting to know that the resistivity of earth varies between extremely wide limits
of 1 .m to 10,000  .m.
Since the resistivity of the earth also varies with the moisture content, it is necessary to
measure the earth electrode resistance during dry seasons.
11.6 MAINTENANCE
11.6.1 System Earth
Frequency Items of Maintenance

6-monthly (i) Visual inspection of earth lead connections from transformer to earth
bus and to earth electrode. This inspection would be to detect any
physical damage or rusting of the joints or loosening of the joints.
Annually (i) Measurement of earth electrode resistance. This should be done

during dry season. The measurement of this electrode resistance can
be done by fall of potential method with 3 electrodes driven in the soil
by using an earth resistance testing instrument. The details can be seen
at Clause 37 of IS 3043. An extract has been given at Annexure 11.3.
Such measurements of earth electrode resistance along with the
inspection and maintenance of the electrodes has been suggested at
yearly intervals in Chapter 2 of the Manual. This is mandatory at least
once in every 2 years as per Rule 61 of the Indian Electricity Rules,
1956. But considering the importance and rigors of a Public Transport
System this maintenance work has been scheduled at yearly interval.
This shall be done and results preserved for next 2 years thereof for
inspection by Inspector (in case of Metro Railway, The Chief
Electrical Engineer, Metro Railway, Calcutta). If necessary putting
water / common salt /coke around the electrode should be done.
(ii) The earth continuity should be tested by a standard bell-battery or

light battery tester. Fig. 11.4 may be seen.
(iii) Critical examination of the earthing system should be done annually

after 7 years of life. The system should be replaced with new one if
situation so warrants.

11.6.2 System Earth Records
a) 6- Monthly –(i)
Visual Inspection of System Earth
Location -
Asset Name -
Asset Number -
Sl. No Date of Inspection Remarks
b) Annual (i)
Earth Electrode Measurement.
Location -
Asset Name -
Asset Number -
Sl. No. Date of Inspection & Value of Earth Remarks

Testing Resistance in 
c) Annual – (ii)
Earth continuity test of the connected installation
Location -
Installation Name -
Installation Number -
Date of commissioning -
Sl. No. Date of Testing Result Remarks
Note: Record the number of earth connections tested. Normally at one location
only two connections would be involved.
d) Annual (iii)
Life Assessment
Location -
Asset Name -
Asset Number -
Sl. No. Date of Assessment Remarks
Replacement
YES / NO

11.6.2 Equipment Earth
Same Schedule to be adopted as for system earth given in Para 11.6.1.
However against item (c) – Annual (ii) – Earth continuity test of installations, there
would be a number of earth connections per installation depending on the size of the
installation.
For big installations, the number of equipment earth leads should be grouped
conveniently for the purpose of identification and record keeping.

ANNEXURE 11.1
EXTRACT OF RULES 61, 61A AND 62 OF THE INDIAN ELECTRICITY RULES, 1956
61. Connection with earth
(1) The following provisions shall apply to the connection with earth of system at
low voltage in cases where the voltage normally exceeds 125 volts and of
systems at medium voltage -
a) Neutral conductor of a 3-phase, 4 wire system and the middle conductor of a 2-

phase, 3 wire system shall be earthed by not less than two separate and distinct
connections with a minimum of two different earth electrodes or such large
number as may be necessary to bring the earth resistance to a satisfactory value
both at the generating station and at the sub-station. The earth electrodes so
provided may be inter-connected to reduce earth resistance. It may also be
earthed at one or more points along the distribution system or service line in
addition to any connection with earth which may be at the consumer’s premises.
b) In the case of a system comprising electric supply lines having concentric cables,
the external conductor of such cables shall be earthed by two separate and
distinct connections with earth.
c) The connection with earth may include a link by means of which the connection
may be temporarily interrupted for the purpose of testing or for locating a fault.
d)(i) In a direct current three-wire system, the middle conductor shall be earthed at the
generating station only, and the current from the middle conductor to earth shall
be continuously recorded by means of a recording ammeter, and if at any time,
the current exceeds one-thousandth part of the maximum supply-current,
immediate steps shall be taken to improve the insulation of the system.
d)(ii) Where the middle conductor is earthed by means of a circuit-breaker with a
resistance connected in parallel, the resistance shall not exceed 10 ohms and on
the opening of the circuit-breaker, immediate steps shall be taken to improve the
insulation of the system, and the circuit-breaker shall be reclosed as soon as
possible.
d)(iii) The resistance shall be used only as a protection for the ammeter in case of earths
on the system and until such earths are removed. Immediate steps shall be taken
to locate and remove the earth.
e) In the case of an alternating current system, there shall not be inserted in the
connection with earth any impedance (other than that required solely for the
operation of switch-gear or instruments), cut-out or circuit-breaker, and the result
of any test made to ascertain whether the current (if any) passing through the
connection with earth is normal, shall be duly recorded by the supplier.
f) No person shall make connection with earth by the aid of, nor shall he keep it in
contact with, any water main not belonging to him except with the consent of the
owner thereof and of the inspector.
g) Alternating current systems which are connected with earth as aforesaid may be
electrically interconnected.
Provided that each connection with earth is bonded to the metal sheathing and
metallic armouring (if any) of the electric supply lines connected.

(2) The frame of every generator, stationary motor, portable motor, and the metallic parts (not
intended as conductors) of all transformers and any other apparatus used for regulating or
controlling energy and all medium voltage energy-consuming apparatus shall be earthed by
the owner by two separate and distinct connections with earth.
(3) All metal castings or metallic coverings containing or protecting any electric supply line or
apparatus shall be connected with earth and shall be so joined and connected across all
junctions, boxes and other openings as to make good mechanical and electrical connections
throughout their whole length:
Provided that where the supply of energy is at low voltage, this sub-rule shall not apply to
the isolated wall tubes or to brackets, electronics switches, ceiling fans or other fittings
(other than portable hand lamps and portable and transportable apparatus) unless provided
with an earth terminal and to class II apparatus / appliances:
Provided further that where the supply of energy is at low voltage and where the
installations are either new or renovated all plug sockets shall be of the three pin types, and
the third pin shall be permanently and efficiently earthed.
Explanation - The words “Class II apparatus-appliance will have the same meaning as
assigned to these words in the relevant IS”.]
(4) All earthing systems shall, before electric supply lines or apparatus are energized, be tested
for electrical resistance to ensure efficient earthing.
(5) All earthing systems belonging to the supplier, shall, in addition, be tested for resistance on
dry day during the dry season not less than once every two years.
(6) A record of every earth-test made and the result thereof shall be kept by the supplier for a
period of not less than two years after the day of testing and shall be available to the
Inspector or any officer appointed to assist the Inspector and authorized under sub-rule (2)
of rule 4- A when required.
61A. The supply of energy to every electrical installation other than low voltage installation
below 5 kW and those low voltage installations which do not attract provisions of Sec. 30
of the Indian Electricity Act, 1910, shall be controlled by an earth leakage protective
device so as to disconnect the supply instantly on the occurrence of earth fault or leakage
of current:
Provided that the above shall not apply to over-head supply lines having protective devices
which are effectively bonded to the neutral of supply transformer and conforming to rule
91 of Indian Electricity Rules, 1956.]
Comment
This rule makes provision for supply of electrical energy and its control by an earth
leakage protective device.
62. Systems at a medium voltage - When a medium voltage supply system is employed, the
voltage between earth and conductor forming part of the same system shall not under
normal conditions, exceed low voltage.

ANNEXURE 11.2
EXTRACT OF CLAUSE 37 OF IS 3043
37. MEASUREMENT OF EARTH 37.1.4 The auxiliary electrodes usually consist of

ELECTRODE RESISTANCE 12.5 mm diameter mild steel rod driven up
to 1 m into the ground.
37.1 Fall of Potential Method - In this
method two auxiliary earth electrodes, 37.1.5 All the test electrodes and the current
besides the test electrode, are placed at electrodes shall be so placed that they are
suitable distances from the test independent of the resistance area of each
electrode (see Fig. 36). A measured other. If the test electrode is in the form of
current is passed between the electrode rod, pipe or plate, the auxiliary current
A to be tested and an auxiliary current electrode C shall be placed at least 30 m
electrode C and the potential away from it and the auxiliary potential
difference between the electrode A and electrode B midway between them.
the auxiliary potential electrode B is
measured. The resistance of the test 37.2 Alternative Method
electrode A is then given by:
V 37.2.1 The method described in 37.1 may not give
R = --- satisfactory results if the test electrode is of
I very low impedance (one ohm or less). This
Where: applies particularly while measuring the
combined resistance of large installations. In
R = resistance of the test electrode in these cases the following method may be
ohms, adopted.
V = reading of the voltmeter in volts,
and 37.2.2 Two suitable directions, at least 90 degrees
I = reading of the ammeter in apart, are first selected. The potential lead is
amperes. laid in one direction and an electrode is
placed 250 to 300 metres from the fence.
37.1.1 If the test is made at power frequency, The current lead is taken in the other
that is, 50 Hz, the resistance of the direction and the current electrode located at
voltmeter should be high compared to the same distance as the potential electrode.
that of the auxiliary potential electrode A reading is taken under this condition. The
B and in no case should be less than current electrode is then moved out in 30-m
20000 . steps until the same reading is obtained for
three consecutive locations. The current
37.1.2 The source of current shall be isolated electrode is then left in the foregoing
from the supply by a double wound position and the potential electrode is
transformer. moved out in 30-m steps until three
consecutive readings are obtained without a
37.1.3 At the time of test, where possible, the change in value. The last reading then
test electrode shall be separated from corresponds to the true value of earth
the earthing system. resistance.
Note: In most cases, there will be stray currents flowing in the soil and unless some steps are taken to
eliminate their effect, they may produce serious errors in the measured value. If the testing current is of the
same frequency as the stray current, this elimination becomes very difficult and it is better to use an earth
tester incorporating a hand-driven generator. These earth testers usually generate direct current, and have
rotary current-reverser and synchronous rectifier mounted on the generator shaft so that alternating current
is supplied to the test circuit and the resulting potentials are rectified for measurement by a direct reading
moving-coil ohmmeter. The presence of stray current in the soil is indicated by a wandering of the
instrument pointer, but an increase or decrease of generator handle speed will cause this to disappear.

AMMETER
CURRENT A
SOURCE
VOLTMETER
V + 1m
A B C
Test Electrode Potential Electrode Current Electrode
Fig. 36 Method of Measurement of Earth Electrode Resistance

Fig. 11.1

Fig. 11.2

Fig. 11.3

Fig. 11.4

CHAPTER 12
TRAINING OF STAFF
12.1 NEED FOR TRAINING
In any organization, training improves the performance of staff and hence its importance.
But the aspect of training in Metro Railway is more important, mainly due to the following
factors viz.:
a) Interdisciplinary interaction is more.

b) High volume of sensitive and vocal traffic is to be transported safely, punctually and
economically with reasonable convenience.
c) Safety aspects concerning derailment and fire in trains/ stations assumes great
importance because of underground locations involved.
12.2 SCOPE OF TRAINING
12.2.1 Officers
The number of officers in the Electrical Department is too small to organize any viable
training organization. The officers in any case are encadred with the Indian
Railways/Zonal Railways, and are liable to be transferred to and from Metro Railway at
periodic intervals.
The training of these officers would thus be best conducted in the Zonal Training
Schools, Indian Railways Institute of Electrical Engineering, Nasik as also at Railway
Staff College, Vadodara.
Moreover the officers would be encouraged to attend seminars on relevant topics as

sponsored candidates in India or even outside India. Metro Railway, Calcutta being the
only Metro Railway in India (in the year 2000) it would be essential to get exposure to
other Metro Railways in Asia such as in Japan, Singapore, Hong Kong, Seoul as also
LRTs in Manila and Bangkok. Exposure to other Metros of the world would also be of
advantage.
In the field of Rolling Stock, Traction Power Supply, Traction Distribution,

Illumination, Escalators etc adequate documentation and expertise for their design,
operation and maintenance is available in India and globally. But in respect of
ventilation (and associated air conditioning) the scenario in Calcutta Metro is unique.
Technical documentation and relevant data is hard to get by. Training in this field
would be a specially difficult proposition.
It would be necessary to organize a Seminar-cum-Workshop on the subject of

ventilation, including the entire perspective of environment as relevant to Calcutta
Metro. In this Seminar-cum-Workshop, other interested National bodies can usefully
participate. A list of such likely organizations would be:
i) Indian Institute of Technology at Khargpur, Delhi and other places

ii) Directorate General of Mines Safety, Dhanbad
iii) Coal Mines Planning and Design Institute, Ranchi
iv) Public health Engineering Institute, Nagpur.
v) Engineering Colleges in India with Mining Engineering Faculty
Manual for Electrical General services 192

vi) College of Mining, Dhanbad
vii) West Bengal State Pollution Board
viii) Central Pollution Board
ix) Department of Science and Technology in States and Centre.
x) NGOs specially interested in Calcutta and Environment.
xi) National Fire College, Nagpur.
Such Seminar-cum-workshop need be organized every three years and would form
training for officers, supervisors and artisans of Metro Railway.
12.2.2 Supervisors
The training of Supervisors would be carried out in the following categories:
i) Induction Training
This would be for new supervisors recruited through Railway Recruitment Board. The
induction training of 52 weeks duration would be commenced within first 3 months of
induction to the post of a supervisor for the first time. This 52 week training should
include 12 weeks of class/laboratory room training in the training school.
ii) Refresher Training
Working supervisors would be given a refresher training of 8-12 weeks during a period
of every 5 years of service or part thereof.
iii) Promotional Training
Whenever promotion is involved by selection, (and not by seniority-cum-suitability) the

relevant candidate must pass a promotional Training Course before promotion. These
courses would have focus on safety aspects and would be for short duration of 2-4
weeks as required.
In general, provision of one instructor would enable the following courses per year:
i) Induction Course –1
ii) Refresher Course –2
iii) Promotional Course –1
This would cover the leave entitlement of the Instructor and also some slack period for
preparation of course material etc.
12.2.3 Skilled Staff
The categories of training involved would be:
i) Induction Training for 12 weeks

ii) Refresher Training for 4 weeks at 5 years interval.
iii) Promotional Training for 4 weeks preferably before the promotion or otherwise
later.
Note: The details of these three categories of training would be the same as for
supervisors in item 12.2.2.

iv) Orientation Training – When any staff is transferred from one group to another by
promotion or lateral transfer, this training would be given. However this training
can be avoided if the relevant candidate has worked in this trade in earlier spells in
any grade. The duration should be 4-8 weeks depending upon the trades involved.
For this training programme of skilled staff, 2 instructors be necessary, to keep the
number of trainees per batch within a proper limit. In addition the number of staff
who can be spared at a time, would also influence the batch strength.
12.3 SYLLABI
The syllabus for each of the training courses would cover not only technical aspects but
also other aspects of relevance to the duties of staff.
The percentage weightage of time allotted for the different topics would be as under:
Subject Percentage of training time for Percentage of

Supervisor training time for
skilled staff.
Technical 50 60
Administrative 15 5
Safety and 15 15
accidents
First Aid 15 15
Courtesy and 5 5
public behavior
Total 100 100
Explanatory Notes
i) Technical syllabus for supervisors would cover basic computer literacy and
knowledge to make use of Computer for data entry, data retrieval etc. Computer
training would be of 2 weeks duration.
ii) Among other topics, the Syllabus for administrative aspects for supervisors must
cover:
a) Security of assets in their stores and on line and post-theft / pilferage

procedures.
b) Various stores procedures.
c) Welfare items like medical facilities, leave, provident fund, pension,
educational and holiday benefits, residential accommodation, etc.
iii) The subject of Safety and Accidents must include study and understanding of
Accident Manual issued by Metro Railway, Calcutta. To the extent required, site
visits with live demonstration need be arranged. This applies to the syllabi of both
supervisors and skilled staff.
iv) For both supervisors and skilled staff, the First Aid training has to incorporate
hands-on-experience of artificial respiration for electric shock victims, both with
portable respirator and without any respirator.

Both categories viz. supervisors and skilled staff need be given hands-on-
experience in use of hand held fire extinguishers.
12.3 THE FACULTY
In addition to the usual full time Instructors, visiting lecturers from Metro Railway, ER,
SER or outside Institutions and industries need be inducted for imparting the training.
12.4 REWARD AND PUNISHMENT
The reward and punishment scheme for the training regime must follow the policy laid
down by the Railway Board on this issue.
12.6 ASSESSMENT OF TRAINEES
The assessment of trainees must be made after each course by grading their
performance. However whether to do it by a formal examination or by regular in-class
assessment by the Instructor, is kept open as an executive decision to be taken by CEE
/Metro Railway from time to time according to the need.
12.7 STATUTORY CERTIFICATION
The Indian Electricity Rules, 1956 in clause 3 lays down the Rules to be complied for
authorization of skilled staff for certain work involving safe working. The issue of these
competency certificates would require the passing of the courses which include Safety
and Accident topics. Based on the certification of the Instructor / Officer incharge of
Training School, an Officer nominated by CEE/Metro Railway (who is also the Chief
Electrical Inspector for the Metro Railway in pursuance of the I.E. Rules and in terms
of separate orders by the Union Government.) would issue the competency certificate
after satisfying himself by additional tests as considered necessary. The form of the
Authorization is given in Annexure 12.1.
The IE rules require that a register be maintained to show the particulars of competency
certificates issued from time to time. This Register must be maintained regularly as a
statutory requirement.

ANNEXURE 12.1
Proforma for Register of Competency Certificates
NAME Designation Certificate Date of Test Date of Remarks

No. & issue next check

METRO RAILWAY
ELECTRICAL DEPARTMENT
CERTIFICATE OF COMPETENCY No. GL –1

(For Electrical Fitter Electrical General Services)
Shri ……………….s/o …………………. has been examined for his knowledge of rules
and is authorized to work as an Electrical Fitter, Grade …
This certificate will remain valid from …. ………to ……………..
He is authorized to*:
a) Take power block from TPC on 750 V dc line in Emergency.

b) Effect shut down in medium tension & low tension electric installations for his own work,
and work thereafter only after ensuring the safety rules as laid down
c) Operate switches in Electrical General Services sub-stations and other installation under
instructions from TPC or from any of his supervisors or Officers
d) Carry out the work of installation, maintenance, repair, and operation of General Electrical
Services, duly observing the prescribed rules.
He is not authorized to:
a) Issue Permit – to – work

b) Bring into operation any new installation
Date ……
*Strike out items not applicable.
AEE

ANNEXURE 12-1
Proforma of Register of
COMPETENCY CERTIFICATES
NAME Designation Certificate Date of Test Date of Remarks

No. & issue next check
NO.
METRO RAILWAY
ELECTRICAL DEPARTMENT
CERTIFICATE OFCOMPTENCY No. GL –1

For
Electrical Fitter
Electrical General Services
Shri ……………….S/O …………………. has been examined for his knowledge

of rules and his authorized to work as an Electrical Fitter – Grade …
This certificate will remain valid from …. ………to ……………..
He is authorized to*:---
a)Take power block from T.P.C. on 750 V.D.C. line in Emergency

b)Effect shut down in medium tension & low tension electric installations
for his own work, and work thereafter only after ensuring the safety rules
as laid down
c) Operate switchesin General Electrical Services sub-stations and other
installation under instructions from T.P.C. or from any of his supervisors
or Offices
d) Carry out the work of installation, maintenance, repair, and operation
of General Electrical Services, duly observing the prescribed rules.
He is not authorized to :---
a) Issue Permit – to – work

b) Bring into operation any new installation
Date ……
 Strike out item not application Sd/-
A.E.E.

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METRO RAILWAY

Metro Railway, Calcutta started first train from Esplanade to Belgachia on

Calcutta UCD SHRENI

1.1 THE BACKDROP

An interesting statistical revelation is that in 1998-99 approximately 72% of the total

- Ventilation including air washeries of stations.

- Escalators and lifts.

- Provision of emergency standby power supply to certain installations.

1.2 THE RAILWAY

Number of passengers carried during the year - 4.47 crore

Average number of passenger carried/day - 1.43 lakh

Sr. Item Electrical General Electrical Department.

1.3 THE BASIC CONCEPTS AND PRECEPTS

e) Failures should be analyzed with a view to prevent recurrence of such failures by

1.4 THE ORGANIZATION

Manual for Electrical General Services 3

The field organization is in 8 groups each headed by a Section Engineer/Senior Section

1.5 THE DUTIES OF VARIOUS FIELD SUPERVISORS AND ARTISANS

1.5.1 Senior Section Engineers (SSE)

He is the senior-most Supervisor working under the AEE/DEE /Maintenance and is

The duties will, inter-alia, cover the following:

f) Keep the organization for attending to breakdowns in constant readiness to act

n) To ensure compliance of all statutory provisions, specially for

1.5.2 Field Supervisors

a) Maintenance and operation of installations in his jurisdiction in accordance with the

b) Submission of requirements of power blocks for maintenance in co-ordination with 3rd

j) Preparation and submission of periodical reports and returns to superior officials as

l) Carrying out any other duties allotted by Superior Officials.

1.6 THE CHAPTERS AND THEIR LAYOUT

Manual for Electrical General Services 6

ABSTRACT OF MAJOR ELECTRICAL PLANTS AND EQUIPMENT

Ventilation Fans Substation Transformers R

Manual for Electrical General Services 7

Manual for Electrical General Services 8

Manual for Electrical General Services 9

34 Tollygunj 17.0 - - - - - - 1.0, 1.0, 1.0 3.3 10, 15, -

Manual for Electrical General Services 10

1.1 Gauge 1676 mm (5’-6”)

a) Centre to centre of Termini 16.450 km

a) Average weekday Transit Trips

b) One way peak hour volume

2.1 No. of coaches to be procured

a) Year of opening 232

b) Current Collection 3rd Rail. Return through running rail.

c) Braking Electrodynamic with electro

i) BHEL Make 93 kW, 338 V/ 310 A

i) For 144 coaches already on order Rheostatic

Manual for Electrical General Services 12

3.0 POWER SUPPLY

3.1 a) No. of Receiving cum Traction cum Auxiliary 4 Nos.

4.0 VENTILATION AND AIR-CONDITIONING

4.1 a) Maximum permissible temperature at stations 30o C

5.0 SIGNALLING & TELECOMMUNICATION

i) ATP Automatic Train Protection

5.4 Telecommunication i) Automatic dialling telephone for administrative

Manual for Electrical General Services 13

ORGANIZATION CHART OF ELECTRICAL

AEE (AV/M) AEE (PD/M)

SSE/HQ SSE/General SSE/AV SSE/Stores SSE/AV SSE/PD