International Seminar on Emerging Technologies & Strategies for Energy Management in Railways

TUNNEL VENTILATION SYSTEM FOR THE UNDERGROUND

CORRIDOR OF DELHI MASS RAPID TRANSIT SYSTEM

Satish Kumar, Director Electrical

Sharat Sharma, General Manager Electrical
Delhi Metro Rail Corporation

1 INTRODUCTION
Delhi Metro Rail Corporation Limited, (DMRC) has been set up for the implementation and operation
of Delhi MRTS project. In order to facilitate the transportation need for the people of Delhi, an MRT
system of approx. 200 km has been envisaged by the end of completion of phase-II by 2010. Of which,
32 km will be the underground (Metro Corridor) section. An underground corridor on Yellow line from
GTB Nagar to Saket is around 24 kms long with 20 underground stations. The other metro corridor
from Central Secretariat to Badarpur of line-6 is about 4.5 km long and will have 4 underground
stations. The third existing metro corridor is 2.5 km long existing metro corridor from Rajiv Chowk to
Mandi House having 3 under ground stations. Thus by the end of Phase-II, DMRC will have 32 km of
underground section with 27 stations, besides 16 km of underground section of Airport link with 5
underground stations, which will be operated through the Concessionaire.

2. DESIGN CONSIDERATIONS OF TUNNEL VENTILATION SYSTEM:

The considerations for the comfort and safety of commuters in the subway area i.e. underground
stations and tunnels is of significant importance, keeping in view that a large number of people are
transported through a confined space, which does not have full natural ventilation.
The ambient temperature in the city varies between 2ºC in winters to as high as 44ºC in summers. In
addition, today's state-of-art modern-rolling stock provided with air-conditioners dissipates
substantial heat inside the subway. This results in the hot air entry into the platform of the underground
Stations.
The environmental conditions inside the subway need to be maintained within the comfort levels
irrespective of these extreme ambient temperature conditions. The design criteria and performance of
the Tunnel Ventilation System, thus, greatly influences the comfort of patrons and hence the success
of any MRT system.
Apart from the comfort requirements inside the subway, the issue of fire and life safety of the
passengers assumes greater significance. The evacuation pattern in the event of fire emergency is an
important design issue for any underground MRT system.
This paper deals with the subject of Tunnel Ventilation System studies and approach leading to the
design for the underground section of Delhi Metro.

3 ENVIRONMENTAL CONDITIONS; For the underground corridor, great emphasis has been
laid on proper selection of design parameters, ambient condition, system and equipment right in the
design stage itself.
a) Optimum Design;
During the summer the temperature in Delhi reaches maximum up to 47 ºC. However,
this temperature occurs during the afternoon i.e. non-peak hours when stations are not
heavily occupied. As for the MRTS the traffic peaks during the morning and evening rush
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hours. Therefore, in order to design optimum capacity and save energy, it is preferred to
adopt 1% design criterion. This implies that the design temperature shall not be
exceeded for 99% time during summer season. For Delhi, the 1% design conditions are
43 ºC (DBT), 28 ºC (WBT). Similarly, the design condition for monsoon season has also
been optimized. Based on this the design criterion outdoor temperatures are chosen as
under:
? Summer 43 ºC (DB) 28 ºC (WB)
? Monsoon 35 ºC (DB) 29 ºC (WB)
In winter instead of heating, free cooling has been resorted to. This implies that the heat
released by various equipments will be adequate to maintain acceptable conditions
inside the subway. Hence there is considerable energy saving on VAC system during the
winter season.
b) Choice of Acceptable conditions inside coaches and station areas
In an MRTS station passengers are not expected to wait for longer durations and
therefore they would not reach a thermal steady state with respect to the environment.
Relative Warmth index (RWI) is the widely recommended thermal index for subway
environmental control. In order to keep the RWI values within 0.4 and 0.45 the design
conditions for the platform area has been prescribed as 29 ºC and 65% RH. The
condition inside the coaches have been stipulated to be 27 ºC with 65% RH. These
conditions, fall within the borderline of comfort zone and the passengers would feel
comfortable as they face a graded environment from outside to the station and then to
the coaches. By selecting these design conditions the cooling capacity has been
optimized thereby reducing the initial cost as well as the recurring energy cost of
operation and maintenance.
The summer and monsoon ambient temperatures are to be used for the design of the
tunnel ventilation and air-conditioning system at the station. The design dry bulb
temperature for the public area within DMRC existing station is 290 C with 65% humidity
in phase-I and 270 C with 55% humidity in Phase-II under construction.
There are four system operating modes for the tunnel ventilation system in normal
operation depending on the outside ambient conditions of Delhi.
Hot: Vent shafts closed, full recirculation, minimum outside air, Air-conditioner
operating
Warm: Vent shafts open, 100% outside air, Air-conditioner operating.
Cool: Vent Shafts open. 100% outside air, Air-conditioner off.
Cold: Vent shafts closed, no TES, no Air-conditioner
In DMRC the air-conditioners remains off from 15th November to 15th February.

4 MODE OF OPERATION
The 'Open System' requires the tunnel ventilation and station air conditioning system to use 100%
outside air. In Open System all tunnel ventilation shaft dampers are wide open to permit a free
exchange of air between the tunnels and the surface during the train running.
The design selected for the 'Tunnel Ventilation Systems' of DMRC is commonly referred to as the
'Closed System' concept. In a Closed system the ventilation shaft dampers are closed and tunnel air
is re-circulated to the station air conditioning system.
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For the summer and monsoon design conditions, the enthalpy of the air entering the station air
conditioning system from the track way owing to piston effect of the train is considerably less than that
of air entering the system from outside environment. This translates into a reduced air conditioning
system capacity and hence the operating cost.

5 OBJECTIVES FOR TVS DESIGN

The Tunnel Ventilation System (TVS) is intended to provide:
? An acceptable environment in the tunnel and station track way for the operation of trains;
? 'Normal operation' - Air pressure relief
? 'Congested Operation' or Maintenance - Heat removal.
? 'Emergency operation' - An effective means of controlling smoke flow, to ensure smoke
free path for both patrons and employees during evacuation and fire-fighting personnel
access to reach an incident location without traversing a smoke-filled path.
? Acceptable environmental conditions in the stations so that the patrons and equipment
would not suffer from any adverse effects.

6. DIFFERENT OPERATING SCENARIOS

The Closed system for tunnel ventilation is described in the following text by way of its application to
the three operating scenarios: Normal, Congested and Emergency.
6.1 'NORMAL OPERATION' is when the trains are working to timetable throughout the
system, at prescribed headways and dwell times, within given tolerances.
The piston-action of trains moving through confined tunnel space is a natural resource
for the 'Normal Operation' ventilation. The key parameter in determining the
effectiveness of the piston-action is the blockage ratio i.e. the vehicle cross sectional
area/ tunnel cross sectional area. The greater the blockage area, the larger is the piston-
effect. The general reduction in the tunnel air temperature that will be achieved by this
ventilation plan will benefit vehicle air-conditioning systems, station air-conditioning
systems, and passenger comfort.
As the train travels inside the tunnel, the heat released from the train will increase the
tunnel temperature. At the same time, tunnel air is pushed by piston effect of the moving
train in the travelling direction. Therefore, the tunnel temperature profile is gradually
increasing in the train travelling direction. The temperature will depend upon
? Length of tunnel
? Train propulsion and braking performance
? Coasting operation
? Heat Sink effect - Sub Soil Temperature
The environmental simulation studies of the train operations indicated that the tunnel
temperature might rise to 40ºC temporarily and hence if the sub-soil temperature is
relatively low than there is possibility of the soil with huge mass working as a heat sink.
The stabilized underground temperature of the soil in Delhi has been measured at
various depths on different locations for a period of two years by using sophisticated
thermocouples. The average temperature as recorded is found to be 29 ºC. The tunnel

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ventilation system has been designed such that the deep soil is not used as a heat sink,
thereby increasing the soil temperature in future and cause imbalance to the
environmental control inside the subway.
Relief of train generated piston action air will be through bypass shafts that permit the air
to be exchanged between the UP line and Down Line tunnels. Pressure relief is provided
through the ventilation shafts and cross connections at each end of the station, and
across the platforms themselves.
Track way extract System (TES) is installed in the track ways of each station to capture
both excessive tunnel airflows and the heat rejected by the vehicle
propulsion/braking/air-conditioning systems as the train dwells in the station. An under
Platform Exhaust (UPE) duct is often utilised to capture heat from the trains
undercarriage heat sources. An Over Track Exhaust (OTE) duct is normally utilised to
capture heat that is rejected from the rooftop mounted air-conditioning units from the
cars. Openings in the OTE and UPE are located so as to be near the heat generating
sources on the train.
The combined efficiency of TES is defined as the ratio of the train heat directly captured
by the system before it can mix in the train way to the total heat released by the train as it
dwells in the station of the system is at least 65%.
During summer and monsoon, when the station air conditioning is operating, the TVS
will be set in a “Closed” arrangement, in which all tunnel ventilation shaft dampers will be
closed and the air captured by the Track way Exhaust System (TES) will be re-circulated
to the station Air Handling Units, where it is mixed with the ambient fresh air in a fixed
proportion.
During temperate or cold outside conditions, such as, spring, autumn and in winter, or
anytime when the station air-conditioning plant is shut down, the tunnel ventilation
shafts dampers will be opened and the Track way Exhaust System (TES) will discharge
the station air directly to atmosphere.
6.2 'Congested Operation' conditions occur when delays cause disruption to the movement
of trains. It is possible that the delays may result in stabling of a train in a tunnel section.
The excessive tunnel temperatures due to heat dissipation of Air conditioning units on
the roof top of the cars may reach 46ºC in the vicinity of the condenser inlets, the air-
conditioning units are expected to begin “unloading” - a condition when the efficiency of
the system is drastically reduced too the point that there is no more cooling effect and
hence causing discomfort to the passengers on board.
The recommended mechanical response for preventing the accumulation of warm
tunnel air around idling trains is to provide and activate the Tunnel ventilation Fans at the
required location. In the affected ventilation zone, the TVF's would be operated so that a
steady flow of fresh air is passed over the idling train. The tunnel ventilation design
condition for congested train operations is a maximum stratified tunnel air temperature
of 46ºC. This temperature will be as measured near the inlets to the train AC units.
Generally, the TVF fans required to run in the direction of the train travelling so the
direction of air over the train to be ventilated can be maintained easily. In case of 'open
Mode', TVF's are required to operate in a push-pull mode. To generate the push-pull

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effect, one TVF of affected ventilation zone would be operated in the supply mode and
the other TVF on the other end of the train in exhaust mode so as to move the air through
the tunnel in the direction the train travel.
6.3 'EMERGENCY OPERATION' is resorted to when smoke is generated in the tunnel or
station trackway from any variety of occurrences (including transit vehicle malfunctions
or fires). In emergency conditions, the tunnel ventilation system is set to operate to
control the movement of smoke and provide a smoke-free path for evacuation of the
passengers and entry for the fire fighting personnel. The ventilation system is operated
in a 'push-pull' supply and exhaust mode with jet fans or nozzles driving tunnel flows
such that the smoke is directed to move in the desired direction, enabling evacuation in
the opposite direction.
Control over the direction of spread of smoke within the tunnel can be exercised if the
operation of the TVS is sufficient to produce the critical annular air velocity to prevent
smoke from back layering.
While preventing back layering (and thus, controlling the direction of smoke flow) in the
incident tunnel, the TVS must operate within three constraints:
i) a minimum annular air velocity in the tunnel evacuation path,
ii) a maximum allowable air velocity of 11 m/s in the tunnel evacuation path and
iii) The maximum allowable temperature in the tunnel evacuation path must not
exceed 60ºC.
The DMRC train fire heat release rate is 15 MW, for the purpose of Fire Emergency
calculations. With regard to emergency conditions, the success of the ventilation plan
for tunnel fire relates directly to the growth of a fire incident. Therefore, the fire integrity of
the vehicle components and the combustible content of the vehicle assume significance
in emergency ventilation analysis.
As per NFPA -130 section 7.2.1; the emergency ventilation system shall be designed to
do the following;
(a) Provide a tenable environment along the path of egress from a fire incident in
enclosed train ways
(b) Produce airflow rates sufficient to prevent back layering of smoke in the egress
within enclosed train ways.
(c) Be capable of reaching full operational mode within 180 Secs.
(d) Accommodate maximum number of trains between ventilation shafts during
emergency.
Communication between the incident vehicle and the Train Service Regulator at the
Command Center is vital because a timely response is needed from the Tunnel
Ventilation System in order to preserve a smoke-free environment in the selected
passenger evacuation route. Of the utmost importance is the identification of the exact
fire location aboard an eight-vehicle train, as it determines the direction of airflow of the
TVS and the passage of evacuation.
In addition, the response of the TVS has to be coordinated with the removal of non-
incident trains from the affected ventilation zone. Passenger evacuation, whether it is
from incident trains, non-incident trains or from stations is in compliance with NFPA-130
guidelines. Finally, the high temperature rating of the ventilation equipment must be
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assured so that axial-flow fans, dampers, etc. are capable of operation during extreme
heat conditions. The operation of the TVFs for emergency tunnel conditions, like that of
congested train operations, will be designed to generate a push-pull effect in the
incident tunnel.

Fig.: Train on fire in Tunnel

7 TUNNEL VENTILATION SYSTEM DESCRIPTION

7.1 Tunnel Ventilation Fan
Two tunnel ventilation fans of capacities 75 m3/s to 100 m3/s are installed in each of the
TVS Plant Rooms near vent shafts at each end of the station. The exact capacity, which
is dependent upon topology of the section, X-section area of the tunnel size of fire and
critical velocity etc, is obtained through the simulation. The total pressure the fan will
need to over come is approximately 1500 Pa.
TVF system is designed to control smoke flows in the tunnel during fire and limit the rise
in tunnel air temperature during the congestion. Tunnel Ventilation Fan System is
comprised of two large diameters, reversible TVFs to be installed in rooms adjacent to
each Tunnel Ventilation Shaft. In addition to the fans themselves, the mechanical
equipment components will consist of transitions piece, sound attenuators and
dampers. Transitions piece reduce pressure losses and allow a reasonably smooth air
velocity profile. Sound attenuators provide for noise reduction so as the operation of the
TVFs is not audibly disturbing. Dampers are used to control the direction of overflow.
There are tradeoffs between structure, fan system size and design. TVS system
performance is governed by the requirements confirmed through the SES modeling.

Fig.:- Tunnel Ventilation Fan

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7.2 Track way Exhaust Fan System

The TEF System fans are located in the concourse area of each station. Generally, three
Trackway Exhaust Fans are installed on either end of each station track way (6 per
station). The fan capacity required for each Trackway Exhaust Fan is of the order of 21 to
30 m3/s. The exact capacity is obtained through the simulation. The total pressure the
fans are to over come is approximately 1200 Pa.
In addition to the fans, the mechanical equipment components for the TES will consist of
transitions, sound attenuators and dampers. Dampers are used to control the path
through which the air will flow. When station air-conditioning plant is running the air
collected by the TES is re-circulated to the station AHUs. During winter seasons, when
the station air conditioning plant is turned off, the TES discharge directly to atmosphere.

Fig.: Track way Exhaust Fans

The TES fans operate in accordance with the TVF's during a fire in the station track way
area to prevent smoke from entering the station platform area and affecting
passenger's evacuation efforts.
TES is designed in accordance of platform area and affecting passenger evacuation
efforts. TES designed for heat capture during normal trains operations will also aid in the
system wide emergency response effort.
As stated, the TEFs run continuously during normal and emergency conditions. The
three track way exhaust fans are interconnected with air ducts and isolation dampers. In
case one fan fails to operate the other 5 fans can provide a minimum of 83% of the total
air exhaust rate. UPE and OTE intake openings are located to coincide with train-borne
heat sources, consist of train brakes, traction equipment and train air conditioning
system condensing units etc. Each intake shall be fitted with a fixed bar grille and shall
be provided with a means of balancing. Airflow at each intake shall be balanced to within
+ or - 10 percent of the design flow.
All ductwork and supports will be capable of withstanding temperatures of 250ºC for one
hour. The airflow is generally split on a ratio of 5:3 between the OTE Duct and the UPE
duct.
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7.3 TUNNEL BOOSTER FAN SYSTEM

The installation and operation of TBFs may be necessary and important in moving air in
the desired direction through the track way crossovers. The two TBF at each location are
ceiling-mounted. In all cases, the TBF shall be such located that the discharge velocities
do not impede the evacuation of people.
The operating plan for the TBF's in the tunnel sections with lay-up tracks and crossovers
is only applicable when incidents occur within these tunnel sections. The presence of
the TBF's in the mainline tunnels is mainly due to the mechanical ventilating
requirements during congested and emergency operations. The operating plan for the
TBF's, therefore, is dependent upon both the location, as well as the nature, of the
incident.
The number of TBFs operating during a congestion/emergency incident should be co-
ordinated with the operation of the TVFs. During congested train operations, both the
TBF's in the incident tunnel should be operated in a direction consistent with the flow of
fresh air - the TBFs are so operated to induce momentum onto this airflow and assure
the delivery of fresh air to the congested trains. The TBF's in the non-incident tunnels are
not operated during vehicular congestion. The TBF's in the incident tunnel should be
operated in the direction of fresh airflow so that they may direct more fresh air past the
incident location, but their performance and survival in close proximity of a fire incident
cannot be guaranteed. The noise level of the TBF is governed by the announcements by
the communication system which can be heard by patrons within the tunnel during
emergency.
7.4 TUNNEL VENTILATION DAMPERS
The fan dampers that are part of the tunnel ventilation fan system include track
dampers, draft relief dampers, isolation dampers, nozzle dampers and shaft dampers.
Draft relief dampers shall be situated to allow airflow between the track way and the
surface during periods for normal operation.
The fan dampers that are a part of the Track way Exhaust System are the TES. The use
of a closed system requires the installation of two dampers in the duct that connects TES
and AHUs.

Fig. : Tunnel Ventilation Dampers

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The TVF and TES dampers, like their corresponding fan systems, shall also be
temperature-rated for use during emergency tunnel/station conditions. Pneumatically
operated damper actuators are on reliability consideration. A mode table for damper
operations during normal train operations, congested train operations and emergency
tunnel conditions is developed. The table will, generally, show the recommended
damper positions (open or closed) during the aforementioned modes of train
operations.
7.5 Ventilation Shafts
Draught relief shafts have been be provided for train piston action pressure relief and
mechanical ventilation at each end of the station. The TES shafts will also carry exhaust
air away from the station ventilation and air conditioning system.
The terminal air velocity from relief shafts located in public areas would be exposed to
the air-stream, shall not exceed 2.5 m/s, or else the terminal air velocity from relief shafts
shall not exceed 5.0 m/s.
7.6 Tunnel ventilation Nozzles
The nozzles are required mainly for two reasons; Firstly, the system arrangement in
DMRC stations does not have Platform Screen Doors (PSD), hence both tunnel
sections are interconnected with each other across the platforms and to atmosphere
through station entrances. The station design is such that platform and concourse
volumes are large and have many interconnections between them and to the surface
and hence pressure conditions at the platform are affected by the atmospheric
conditions. An attempt to direct air across stalled train would result in large volumes of
air flowing through station and non-incident tunnel. This is likely to occur because the
resistance to flow across the train in the tunnel is greater than it is through the stations or
along the non-incident tunnel. To generate the required flow across the train with
pressurization alone would require grossly oversized TVF fans. Nozzles provide
momentum in the required flow direction.
Secondly, the high ambient dry bulb conditions (43ºC for design) in Delhi demands
closed mode operation. In the event of congestion when there are hot ambient
conditions, it is not desirable to introduce the outside air for the ventilation. It is preferable
to use cool station air for this ventilation. Use of a nozzle allows cool system air to be
drawn from upstream of the nozzle and directed down the tunnel without recirculation.
The hot air downstream station of the train is accommodated by the station cooling
system.

8 NOZZLE EFFECTIVENESS
The performance of nozzle is dependent on a number of parameters, including nozzle geometry. The
geometry of nozzle at various locations in the system would vary due to constraints of location. The
variations would include tunnel shape local to nozzle outlet (bored/cut and cover), nozzle inclination
angle, location of nozzle outlet (rooftop/sidewalk) and outlet size and shape. Nozzle effectiveness
describes the relation between the theoretical head a nozzle could develop and the actual head
delivered. The nozzle effectiveness (factor) is not a critical design parameter.
Following beta factor was observed for the three types of nozzle geometry which were used in Phase-
I of Delhi MRTS.
(i) Nozzle near the Cut and Cover tunnel: The nozzle is directed towards the cut and cover
at an angle of 20o to the tunnel centerline. The beta factor can be estimated at ß=0.969

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(ii) Nozzle near the Bored tunnel: The nozzle is directed towards the circular tunnel bores at
an angle of 15o to the tunnel centerline. The beta factor can be estimated at ß=0.948
(iii) Nozzle at a vertical plane corresponding to the tunnel walkway. The nozzle is directed
the air from the side wall at a high level. The nozzle centerline is at 15o to the tunnel
centerline. The beta factor can be estimated at ß=0.976

9 NOISE CRITERIA
Noise level criteria will need to be developed for each station. Consideration will need to be given to
local noise criteria and the placement of shaft outlets. Recommended maximum noise levels are as
follows:
Station's concourse, platform areas 55 dBA
To boundary of nearest property 60 dBA (7am to 11pm)
To boundary of nearest building 55 dBA (11pm to 7 am)
Equipment noise 85 dBA within plant room
These values are considered applicable during normal operation of the railway. During emergency or
train congestion situations, which are considered special, the maximum noise level in the stations'
concourse and platform areas are planned not to exceed 75 dBA.
Operation of one tunnel ventilation fan (per TV shaft) during Engineering maintenance hours after
normal operation hours will be anticipated. The maximum external noise level as stated above will be
complied with during this operation.

10 MID TUNNEL VENTILATION SHAFT

The designed headway for the operation of DMRC is 2-minute in 2021. If the inter station distance is
more than 1.5 kms there may be two train in the same tunnel, if trains are run as per the headway,
requirement of having the one train in one ventilation zone or means of evacuation are to be provided.
In the proposed metro corridor of phase-II the inter-station distances are more than 1.5 kms at various
locations, hence to split the ventilation zones into two zones, the mid tunnel ventilation system is being
considered.

11 CONTROL AND MONITORING FACILITIES

The tunnel ventilation system shall be completed and equipped with provisions for automatic,
manual, local and remote controls so that the fans and motors can be operated from a station control
center or from the Operations Control Center (OCC). The control system shall comprise of a local
control system that shall interface with the other system. The TVS will normally be controlled and
monitored from the OCC. At OCC, an Integrated Supervisory Control System (also referred to as
SCADA System), will control and monitor the TVS plant in each station.
The local control system for the TVS is designed to receive control commands from OCC, to control
the TVS equipment to the desired conditions and report equipment status, including operation
alarms, to the OCC through the SCADA system.
The control philosophy shall embrace the provision for a multi-alternate facility having a hierarchy as
follows:
1. Centrally, by main system control room at the Operation Control Centre This operation
will be controlled via SCADA.
2. Centrally at each station from the Station Operations Room. This operation will be
controlled via the local SCADA panel at the SOR
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3. Override provision shall be made to provide for control by the fireman's control panel at
each station
4. Locally at each tunnel ventilation plant room by operation of the “Manual Off Auto”
switch
The system shall be set-up for “fail-safe” operation such that under failure of controls
power, the system shall operate as for Emergency Mode. Track way isolation dampers
shall fail open and by-pass damper shall fail closed. Speed controllers, if fitted, shall be
complete with full speed by-pass which shall be automatically energized in the event of
a fault condition from the controller. The fan can then be started and will run at high
speed in whichever direction the fan-run signal dictates:
The control from OCC is generally performed using 'Mode Tables' for each system. This
table defines the sequence of the desired equipments that need to be operated based
on the event. The abnormal conditions such as train congestion, emergency, fire in
subway would be detected by various components and the emergency response
thereto will be activated based on the mode tables. In the event that remote control is not
possible due to any reason, the local control via SCR would be performed. The OCC will
also be used for logging the alarm status, fault occurrences, and other maintenance
related data for the above systems.

12 COMPUTER SIMULATION
The Subway Environmental Simulation (SES) Computer Program has been used to model the
subway environment. The computer simulation program shall model the tunnel sections and all the
stations. The simulation provides train performance and civil design data to aid in the design and
verifies the adequacy of all systems during normal, congested and emergency conditions.
The SES computer model provides a dynamic simulation of the operation of multiple bi-directional
trains in a multi-track subway and permits continuous reading of the air velocity, temperature, and
humidity throughout any arrangement of station, tunnels, ventilation shafts and fan shafts. The
program is useful to simulate the fans of different capacities for the congestions and emergency
considerations in the different tunnel sections of the corridor.
In addition, the programme has been designed to provide readings of the maximum, minimum and
average values for system air velocities, temperatures, and humidity during any preset time interval.
The programme estimates the station cooling and heating capacities necessary to satisfy any given
environmental criteria, as well as the percentage of time during which any specified environmental
criteria are exceeded. Although a simulation can extend over any period of subway operations, the
primary focus of the SES is on short-term simulations, such as the peak rush hours, when there is
often an extreme deterioration of the subway environment. Both, the input information required by the
programme and the output produced are tailored for the use of design engineers concerned with
practical environmental problems.

13 CONCLUSIONS
Thus a close type TVS has been adopted in DMRC. The system is so designed that it provides an
acceptable environment in the tunnel and station track way for the operation of the trains during
normal, Congested and emergency operations. The system design has already been successfully
implemented in 13 underground stations, which have been completed in Phase-I. Now the similar
system design criteria have been considered for 19 underground stations of phase II of DMRC.

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