Train Control , Signalling

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Train Control , Signalling Telecommunication
System for Delhi Metro
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Delhi Metro Rail Corporation Ltd.

• DMRC came into existence in 1995
• Phase I implementation period cut down from 10
  years to 7 years
• Work on phase I started in 1998
• First section of about 8.5 km between Shahdara
  and Tis Hazari was opened by our Prime Minister
  on 24th Dec 2002

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Delhi Metro Network Phase I

• Line 1 (Rail Corridor), 22 Km in Length
• Elevated/ Surface
• Shahdara Rithala
• R1 Section Shahdara Tis Hazari
• R2 Section Tis Hazari Tri Nagar
• R3 Section Tri Nagar Rithala
• Line 2 (Metro Corridor), 11 Km in Length
• Underground
• Vishava Vidayalaya Central Secretariat
• M1 Section Vishava Vidayalaya Kashmere Gate
• M2 Section Kashmere Gate Central Secretariat

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Delhi Metro Network Phase I (cont..)

• Line 3 (East West Corridor)
• Mostly Elevated
• 23 Km in Length
• Barakhamba Road Dwarka
• Recently approved by GOM
• ST Contract yet to be finalized

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Salient Features of the System for Line 1 and 2

• 25 kV AC Traction
• Light-weight modern coaches
• 60 kg Rail and Thick Web Switches
• Bi-directional Running possible
• Distance to Target based Automatic Train
  Protection System with Cab Signalling Fixed
  Signals for Back Up
• Centralised control from Operational Control
  Centre
• System Designed for 8 Coach trains. Initially,
  only 4 coach trains

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Planned Headway

• Line 1 (Rail Corridor) Design Headway of 120
  seconds for sustained operating headway of 180
  seconds
• Line 2 (Metro Corridor) Design Headway of 90
  seconds for sustained operating headway of 120
  seconds

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Signalling System Overview

• Computer Based Interlocking
• Continuous Automatic Train Control
• Automatic Train Protection (ATP)
• Distance to Go with Track to Train communication
  through Coded AFTC with Cab Signalling
• Automatic Train Supervision (ATS)
• Automatic Route Setting Automatic train
  Regulation
• Centralized control from Operational Control
  Centre
• Automatic Train Operation (ATO)
• For Metro corridor only

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System Block Diagram
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Computer Based Interlocking

• ALSTOM CBI ASCV Smartlock
• Stations with points are called Main or CBI
  stations. All these stations have interlocking
  equipment (ASCV). Fixed Signals are provided at
  Entry Exit to Interlocking
• Stations without points are called Secondary
  stations. These stations are controlled from
  Main or CBI stations. Normally, no fixed
  signals are provided at these stations
• All interlocking are connected together through
  optical fibre link
• Bi-directional Signalling. Main line is fully
  track circuited with Joint-less Coded AFTC called
  SDTC (Smartway Digital Track Circuit) or
  DIGICODE
• NonTrailable ALSTOM MJ81 Point Machine on Main
  Line for operating 60 kg thick web switches

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Automatic Train Protection (ATP)

• Cab Signalling
• Track Related Speed Profile generation based on
  line data and train data continuously along the
  track
• Continuous monitoring of braking curve with
  respect to a defined target point
• Monitoring of maximum permitted speed on the line
  and speed restrictions in force
• Detection of over-speed with audio visual warning
  and application of brakes, if necessary
• Maintaining safety distance between trains
• Monitoring of stopping point
• Monitoring of Direction of Travel and Rollback
• Releasing doors on the correct side of the
  platform when train comes to a stop

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Modes of Train Running

• ATO or Auto
• Only on Metro Corridor
• ATP or SM (Supervised Manual) or MCS (Manual Cab
  Signal)
• ROS (Running On Sight)
• On failure of ATP mode
• Max. Speed will be limited to 25 kmph by ATP
• RM (Restricted Manual)
• In Depot
• Max. Speed will be limited to 25 kmph by ATP
• Cut Out Mode
• On complete failure of ATP Equipment
• Max. Speed will be limited to 25 kmph by Rolling
  Stock

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Movement of Trains in ATP
Safety Margin
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Cab Signalling Drivers MMI
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Fixed Signal Aspects and Indications

• RED
• Stop
• VIOLET
• Stop and Seek Instructions when working with
  fixed signals
• Ignore when in Cab Signalled Mode
• GREEN
• Proceed when working with fixed signals
• Ignore when in Cab Signalled Mode

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Automatic Train Supervision (ATS)

• Automatic Route setting
• Automatic Train Regulation
• Continuous Tracking of train position
• Mimic Panel Workstation interface
• Adjustment of station dwell time
• Link to Passenger Information Display System for
  online information
• Computation of train schedules Time table

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Operation Control Center (OCC)

• Located at Shastri Park
• Will control both Rail Metro Corridor
• Domino Type Mimic Panel
• SCADA for communication, Traction , Air
  conditioning, Ventilation and other Auxiliary
  Systems
• ATS, Radio, SCADA, PIDS workstations for Traffic
  and other controllers

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OCC Theatre
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Automatic Train Operation (ATO)

• Automatic control of Train running from station
  to station while remaining within the safety
  envelope of ATP
• Opening of Train doors in the stations
• Control of dwell time and performance in
  accordance with the headway/ timetable in
  conjunction with ATP/ ATS

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First Section (Shahdara Tis Hazari) Opened in
December 2002

• R1SR (R1-Speed Restriction)
• No Cab Signalling at this stage. Trains run on
  fixed signals only
• All six stations (including secondary stations)
  have Entry Exit signals
• Maximum permitted speed on the section is limited
  to 50 kmph
• ATP provides only over-speed protection by
  application of Emergency Brakes

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R1SR (cont..)

• Route Signals (Controlling Points)
• Route not set or locked, Or first TC not clear
  RED
• Route set and locked, only first TC clear VIOLET
• Route set and locked, TCs ahead clear up to next
  signal adequate distance GREEN
• Block Signals (No Points Ahead)
• First TC not clear RED
• First TC clear VIOLET
• TCs ahead clear up to next signal adequate
  distance (Buffer Block) GREEN
• RED, VIOLET Stop GREEN Proceed

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Main Stages of Commissioning of Rail and Metro
Corridor

• R1 (ShahdaraTis Hazari, 8.5km)
• R1-SR (Dec 2002)
• R1-SR with Local ATS (July 2003)
• R1-R2 Combined (ShahdaraTri Nagar, 13km)
• Mastria ATP (Sept 2003)
• ATP with Screen based MMI (Feb 2004)
• R3, M1, M2 Planned with full system

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TELECOMMUNICATION IN DMRC

• For efficient Management and operation, it is
  essential to have a well organised
  telecommunication network covering strategic
  locations like OCC, stations, depots and it is
  equally essential to have a relaible links
  between strategic locations and moving trains or
  working staff along the railway track
• The telecommunication system provides all
  necessary communication channels for carrying
  voice , data and video signals for metro
  management and operation.
• Telecommunication channels are used for telephone
  sub system and more than that for the control and
  supervision of the train from OCC,supervision of
  AFC and other data communication for DMRTS.

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TELECOMMUNICATIONS IN DMRC

• FIBRE OPTICS SYSTEM INCLUDING MASTER CLOCK,
• NP-SCADA.
• RADIO SYSTEM
• TELEPHONE SYSTEM
• CCTV SYSTEM
• PA SYSTEM
• PIDS SYSTEM

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FIBRE OPTIC TRANSMISSION SYSTEM

• The fibre optic transmission system provides a
  common transmission backbone for the subsystems .
• The FOTS have sufficient transmission bandwidth
  to cater for current operational needs of the
  Metro and Rail corridors as well as for future
  system expansion.
• The FOTS is equipped with a network management
  system to provide status monitoring,
  configuration , analysis and control of various
  network elements.

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FIBRE OPTIC TRANSMISSION SYSTEM

• Master clock system is equipped to provide the
  master clock sources for network synchronization
  and reference timing signal distribution for
  other sub system, designated systems and all
  slave clocks at stations , depots, OCC and DMRTS
  HQ.
• A communication system supervisor including
  NP-SCADA shall monitor the status of the
  telecommunication equipment and ECS, Tunnel
  Ventilation , LV circuits etc as a whole.

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FIBRE OPTIC TRANSMISSION SYSTEM

• SDH NETWORK
• SDH Nodes are provided at each station and
  depots.
• These SDH nodes consist of STM multiplexers with
  OLT connected to optical fibre cable backbone
  network to form the SDH network of the FOTS. The
  SDH network provides dual and self-healing
  protected transmission path.
• Each SDH node is of at least STM-4 level
• SDH nodes at OCC and at ISBT both for metro and
  Rail corridor shall be cross connect types and
  SDH nodes at other stations are add/drop
  multiplexers

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NP-SCADA

• NP-SCADA monitors various equipments of Rail and
  Metro corridor.
• Provides data/information to maintenance staff to
  access the need for unscheduled preventive
  maintenance.
• In addition to above facilitates, recording
  ,analysis and printing of data for effective
  maintenance.

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VARIOUS SYSTEMS MONITORED BY NP-SCADA

• RAIL CORRIDOR
• Rail Temperature at selected location.
• FOR METRO CORRIDOR
• Fire Detection and Suppression System
• Lifts and Escalators
• Pumps
• Environment Control System
• Seismic Activity System
• Intrusion alarms
• Tunnel Ventilation System
• Equipment to be monitored through NMS at OCC or
  directly
• Master Clock System
• Fibre Optic Transmission System
• Telephone System
• Radio System
• Public Address System
• Passenger information and Display System
• Closed Circuit TV System
• UPS System

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NP-SCADA LAYOUT
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MASTER CLOCK SYSTEM

• Master clock is provided to assure uniform and
  reliable time information.
• A GPS Master clock distributes correct time to
  Master clocks and other systems requiring correct
  time.
• The Master clock is provided in OCC and transmits
  the correct time to the Sub-Master Clocks via
  LANs.
• One Sub-Master Clock is placed in every station.

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RADIO SYSTEM

• The Radio system shall comprise the following
  main functional elements
• Train Radio to OCC and vice versa
• Hand portable to OCC and vice versa
• Hand portable to DCC and vice versa
• SCR to OCC and Handportable/Train mobiles and
  vice versa.
• Distress call between the train borne mobile and
  hand portable as well as between hand portables.

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RADIO SYSTEM

• The Radio system is a digital trunked radio
  system operating in 380-400 Mhz band and
  confirming to TETRA standards.
• The Radio system have central control equipment
  installed in OCC
• Base station are installed at Welcome,Pulbangash,
  Rohini East for Rail corridor and at Connaught
  Place and ISBT for Metro corridor.
• The audio and data is conveyed to the central
  equipment through FOTS.
• The Radio system in MC have a leaky coaxial cable
  along each track in the tunnels for communication
  with train borne mobile radio.

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RADIO SYSTEM

• Following categories of call are capable in
  radio system
• Individual call-Point to Point voice calls.
• Group Call- communication between the number of
  users within a pre defined area.
• Broadcast call- One way call from OCC/DCC to all
  users of the same call group within a pre defined
  area.
• Data call- Text messages from train radio,hand
  portable or from OCC.
• Emergency call Train and shunting emergency
  calls to designated controller.
• Direct Mode call Voice calls possible both ways
  between train mobile and another train
  mobile,train borne mobile and hand portable and
  between hand portables located within a radius of
  2 Km.
• Train PA call OCC to train borne PA system.

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HAND PORTABLE
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RADIO CONTROL PANEL IN STATION
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TELEPHONE SYSTEM

• The telephone system provides a digital EPABX
  fixed telephone network
• The Telephone system includes a direct line
  telephone communication system to provide direct
  line telephone lines for train operation,
  traction power supply control and maintenance
  telephone lines for track , rolling stock ,
  signalling and telecommunication . The system
  ensures instant , un interruptible communication
  between key location of DMRTS.
• The EPABX network and direct line telephone
  communication system is equipped with a common
  network management system to provide user data
  management, alarm monitoring , performance
  monitoring and system administration functions.
• The telephone system is provided with emergency
  telephone from direct line telephone system at
  fixed location close to cross passages along the
  tunnels. This network of telephones shall be
  accessible from SCR and OCC.

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EPABX NETWORK
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DIRECT LINE TELEPHONE NETWORK
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CLOSED CIRCUIT TELEVISION SYSTEM (CCTV)

• The CCTV system shall be provided for real
  time,colour display of all public and selected
  areas of stations through out the metro
  corridor.It shall be supervised locally from the
  station control rooms and remotely from the OCC.
• The CCTV system shall also cover all platforms on
  the metro corridor and curved platforms on the
  Rail corridor to provide train drivers with a
  clear,un obstructed view of the entire length of
  the train from the driving cab.

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MMI at station
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PUBLIC ADDRESS SYSTEM

• The Public address system is provided to
  broadcast voice messages to passengers/staff in
  all stations,depots and OCC and DMRTS HQ
• The PAS shall also be used for emergency
  evacuation broadcast in case of emergencies.

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PUBLIC ADDRESS SYSTEM

• The PAS have control equipment located at the
  equipment room of each station depots, OCC and
  DMRTS HQ.
• The station PAS is interfaced to the FOTS for
  connection to the equipment located in CER to
  facilitate control from OCC.
• The PAS at depots is stand alone without any
  control from OCC.
• The PAS at station is accessed from
• Platform supervisory booth (PSB).
• Station control room (SCR).
• OCC
• The PAS is capable of maintaining the required
  intelligibility at all times regardless of the
  changing environment including crowd
  density,temperature,humidity and noise level.

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PUBLIC ADDRESS SYSTEM

• Four types of messages are provided by PAS
• Fixed messages
• Pre formatted with data to be added
• Instantly recorded
• Live audio broadcast
• Priority of PAS announcement
• Live audio broadcast from PSB
• Live audio broadcast from SCR
• Live audio broadcast from OCC
• Announcement intiated from TCS
• Pre formatted message from SCR/OCC.

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PASSENGER INFORMATION DISPLAY SYSTEM (PIDS)

• The Passenger Information Display system
  triggered by TCS system automatically provides
  real time visual information about train
  arrival/departure through the station.
• The PIDS display is coordinated with PAS for real
  time passenger audio broadcasts for train
  arrival/departure PIDS enables the operator in
  SCR and OCC to display routine and special
  emergency messages for passengers and staff in
  stations. Display boards are provided at for each
  platform side and concourse at all stations.

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PASSENGER INFORMATION DISPLAY SYSTEM
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PASSENGER INFORMATION DISPLAY SYSTEM