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Signaling and Telecommunication at DMRC Ltd.
|2015
ABSTRACT
Today the traffic on roads of Delhi is a heterogeneous mix of cycles, scooters, buses, cars and
rickshaws jostling with each other. This has resulted in a chaotic situation so much so that due
to road accidents, the average number of persons killed per day has increased to 5 and of those
injured to 13. The position is expected to deteriorate further in the years to come.
To rectify this situation the Government of India and the Government of National Capital
Territory of Delhi, in equal partnership have set up a company named Delhi Metro Rail
Corporation Ltd. under the Companies Act, 1956. As cities grow in size, the number of vehicular
trips on road system goes up. This necessitates a pragmatic policy shift to discourage private
modes and encourage public transport once the level of traffic along any travel corridor in one
direction exceeds 20,000 persons per hour. Thus this report aims at how Delhi Metro Rail
Corporation is operated.
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Signaling and Telecommunication at DMRC Ltd.|2015
CONTENTS
List of Figures
1: INTRODUCTION
1.1 Objective
1.2 Background of DMRC
1.3 Construction
1.4 Benefits of DMRC
1.5 Signaling and Telecommunication
2: SIGNALING AND TRAIN CONTROL

2.1 Continuous Automatic Train Control
2.1.1 Automatic Train Supervision
2.1.2 Automatic Train Operation
2.1.3 Automatic Train Protection
2.2 Automatic Train Control
2.3 Operational Control Center
3: EXTERNAL SYSTEMS USED IN S&T

3.1 Networking
3.2 Clock System
3.3 Telephone System
3.4 PIDS (Passenger Information Display System)
PAS (Passenger Address System)
Radio system
3.6 NP-SCADA (Non-power Supervisory Control and Data Acquisition)
3.7 FOTS (Fiber optics Transmission System)
4: CONCLUSION
5: REFERENCES
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LIST OF FIGURES
Fig 2.1.1a: Communication using radio system
Fig 2.1.1b: Telecommunication between metro and servers
Fig 2.1.2a: ATO equipment
Fig 2.1.2b: Driving Curve generation
Fig 2.1.2c: Profile tracking control
Fig 2.1.3a: ATP overview
Fig 2.1.3b: Antenna underneath cab
Fig 2.1.3c: Radar sensor, wheel sensor, accelerometer
Fig 2.1.3d: On board Odometer
Fig 2.2a: Overview of ATS as applied to a fixed block system
Fig 2.2b: Overview of ATS as applied to a moving block system
Fig 2.3a: OCC center
Fig 2.3b: OCC checks the train movement
Fig 3.1a: Network topologies
Fig 3.2a: Master clock block diagram
Fig 3.2b: Master clock at OCC
Fig 3.3a: Connection of phones at a station
Fig 3.3b: Numbering Plan 1
Fig 3.3c: Numbering Plan 2
Fig 3.4a: Block diagram of PIDS/PAS
Fig 3.4b: Connections at each station
Fig 3.5c: PA equipment at station
Fig 3.4d: PIDS system at Station
Fig 3.5a: Radio Central Equipment at OCC
Fig 3.5b: Radio Tower
Fig 3.7a: Total internal reflection in an optical fiber
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1. INTRODUCTION
1.1 OBJECTIVE
METRO is like a dream come true for Delhi, a revolutionary change in the city transport. Delhi
needs metro system in the first place and it would change things for the better not only for
people who would be using it and but for the people living in Delhi by reducing congestion, air
pollution, noise pollution and accidents.
1.2 BACKGROUND OF DMRC
Planning for the metro started in 1984, when the Delhi Development Authority and the Urban
Arts Commission came up with a proposal for developing a multi-modal transport system for
the city. The Government of India and the Government of Delhi jointly set up the Delhi Metro
Rail Corporation (DMRC) in 1995. Construction started in 1998, and the first section, on the Red
Line, opened in 2002, followed by the Yellow Line in 2004, the Blue Line in 2005, its branch line
in 2009, the Green and Violet Lines in 2010 and the Delhi Airport Metro Express in 2011.The
network consists of six lines with a total length of 189.63 kilometers (117.83 mi) with 142
stations of which 35 are underground.
1.3 CONSTRUCTION
Physical construction work on the Delhi Metro started on October 1, 1998. After the previous
problems experienced by the Kolkata Metro, which was badly delayed and 12 times over
budget, the DMRC was given full powers to hire people, decide on tenders and control funds.
The DMRC then consulted the Hong Kong MTR on rapid transit operation and construction
techniques. As a result, construction proceeded smoothly.
The first line of the Delhi Metro was inaugurated by Atal Behari Vajpayee, the then Prime
Minister of India on December 24, 2002 and thus it became the second underground rapid
transit system in India, after the Kolkata Metro. The first phase of the project was completed in
2006 on budget and almost three years ahead of schedule.
1.4 BENEFITS OF DELHI METRO
On the completion of the first phase of the Delhi Metro, it would be catering to around 2.18
million commuters per day resulting in decongestion of the roads. This would also mean that
there would be less number of buses on the roads. It has also reduced the travel time. Also the
pollution level is reduced to about 50%.
Since the first phase of the Delhi Metro is operational a large number of commuters are having
a lot of convenience in reaching their desired destination in the required time.
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Advantages of Rail-based Transit System:
• Can achieve carrying capacity as high as 60000-80000.

• Required 1/5th energy per passenger compared to Road-based system.
• Causes no air pollution in the city.
• Causes lesser noise level.
• Carries same amount of bus traffic or 33 lanes of private motor car.
• Is more reliable, comfortable and safer than road system.
• Reduces journey time (about 50% to 75%).
1.5 SIGNALING AND TELECOMMUNICATION
The Delhi Metro uses cab signaling along with a centralised automatic train control system
consisting of automatic train operation, Automatic Train Protection and automatic train
signaling modules. A 380 MHz digital trunked TETRA radio communication system from
Motorola is used on all 6 lines to carry both voice and data information. For Line 3, 4 Siemens
Transportation Systems has supplied the electronic interlocking, the operation control system
and the automation control system. An integrated system comprising optical fibre cable, on-
train radio, CCTV, and a centralized clock and public address system is used for
telecommunication during train operations as well as emergencies. For Line-1 and Line-2
ALSTOM has supplied signaling system and for line 5, 6 Bombardier has supplied signaling
system.
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2. SIGNALING AND TRAIN CONTROL

2.1 Continuous Automatic Train Control
The System shall be suitable for working on Sections having 25 KV AC traction. The Continuous
Automatic Train Control (CATC) Function shall be responsible for implementing Train
movements in accordance with the requirements established by the ATS Function, within the
constraints established by the Interlocking Function. Complete system shall work in a Fail-Safe
manner, on the principle of Target Speed and Target Distance with Cab Signaling. It shall
continuously supervise the safe running of train and, in case of danger warn the driver and also
apply Brakes, if necessary, after a predetermined interval of Time.
The CATC System shall consist of three major Components:
2.1.1 Automatic Train Supervision (ATS)
2.1.2 Automatic Train Operation (ATO)
2.1.3 Automatic Train Protection (ATP)
These are the three major operations through which train can be controlled, supervised and
protected. This helps to figure out the intricacies of the train. This can be seen through
Operation Control Centre (OCC) which has an inbuilt screen for tracking the movement of
metro.
2.1.1 AUTOMATIC TRAIN SUPERVISION
The ATS system communicates with the Radio system provided by Motorola, to exchange
information about the whereabouts of the Metro. The communication between ATS and Radio
systems is available in OCC level .ATS system sends train location and train description in main
line and depot area, and receives radio parameter and train operation mode both in main line
and depot from Radio System. The information exchanged between Radio and ATS systems are:
• From ATS : Train Identification ( Train Identity ,Rake Id ,Crew Id, ATP Car number)and
Train Location(Train Circuit Number, Location Status).
• From Radio: Radio Parameter (Radio Identity Number),Train operating mode(Restricted
Manual, Running on sight, Cut-out, ATP or ATO modes)
The Radio System provides information to ATS concerning the train equipment: Radio Identity
Number and ATC current mode which are available from the ATC on-board system. Radio server
is sending the message to request for connection to every CATS server. Then only the active
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CATS server response to Radio server with Train Description message for all current active
trains located either in main line or depot.
Later, CATS will send the train description message for each individual train when there is a
change of train identification and train location data. In case there is no Train Description
message send from CATS. The Radio server maintains the communication with the CATS server
by the Operational ATS session message, which will be sent from the CATS in case there is no
other message for more than 10sec.
The Radio Server shall establish a new connection if it does not receive any message from the
CATS server for more than 30sec by sending a connection request message to both the CATS
server via LAN1 and LAN2. Below is the figure for information exchange between ATS and Radio
System.
Fig 2.1.1a: Communication using radio system
The network architecture is based on Dual LAN configuration with separated IP Addresses for
each LAN, using port number. The communication is separately for each LAN, no cross
connection between LAN.
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Fig 2.1.1b: Telecommunication between metro and servers
2.1.2 AUTOMATIC TRAIN OPERATION
The Automatic Train Operation (ATO) System is responsible for Train Operation between the
Stations. The Train Speed, Acceleration / Deceleration and Braking shall be automatically
controlled, without the Driver’s intervention, preventing unnecessary Braking, Stopping and
Starting.
The ATO System has the following functions:
(i) Automatic Control of Train running from Station to Station.

(ii) Automatic Opening of Train Doors at the Stations. Closing of the Doors shall be
activated by the Driver, on receipt of a Command from the ATS System to leave the
Station. When the Doors are closed, the Train Driver shall start the Train. The ATO
System shall then operate the Train to the next Station.
(iii) Execute Programmed Stops and Control, in conjunction with the ATS / ATP
equipment, of Dwell Times in accordance with the Timetable / Headway.
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The ATO System shall be able to send a Control to the Train to leave the Doors closed upon
arriving at the Station or to bypass / skip any Station. The ATO System shall accept Coasting
Commands from the ATS System and pass over them to Traction Power equipment. The ATO
System shall operate the Train within the Parameters set by the ATP System. As a Train
approaches a Station, the ATO System shall reduce the Speed and Control the stopping of
Trains at Platforms within a tolerance of ± 300 mm for 99.5% of Station Stops, and ± 500mm for
99.98% of Station Stops.
When the Train is properly berthed within the Stopping Window, the ATO System shall initiate a
Command for opening of Doors on the appropriate Platform side (s).ATO System shall prevent
the Train from starting, if Train Doors are detected ‘Not Closed’.
Degradation of Operating Mode:
In the event of failure of ATO, there shall be Automatic graceful degradation of Mode from ATO
to ATP in a Safe manner such that speed of the Train is brought below the Maximum Safe Speed
of the ATP Mode. In case of failure of ATP, the degradation to Rolling Stock Mode (Cut-out
Mode) shall not be Automatic. The Train will automatically come to a Stop and the Driver shall
change over to Cut-out Mode by a Manual sealed Switch.
The Train Driver shall also have the facility to place the Train into Manual ATP Operation, at any
time. In this Operation, the Driver shall operate the Train manually with ATP Enforcement of
Speed Restrictions. The ATP System shall also prevent the Train Driver from opening the Doors
unless the Train is properly berthed (within the stopping Window) and there is a Platform on
the side, he wants to open. In case of emergencies, however, the Train Driver shall be able to
open the Doors at other locations than the Platforms. Transfer from ATP to ATO back shall only
be possible at Standstill, at a Station Stopping Point.
There shall be two On-board ATO Equipment’s in Hot Stand-by Mode in each Cab. There will be
Dynamic Data Exchange between the two Units with automatic change over, in the event of
failure of one Unit.
ATO Operation Outline:

• The target speed and braking profile curve between stations are calculated based on the
line speed restrictions and grade conditions indicated by the ATP.
• The braking commands are then calculated to match the target speed and braking profile,
so that the train stops at the specified station-stop position.
• The target settings can be programmed to adjust automatically in response to actual
conditions through communication with the line side operating management system; this
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can be used to help counter delays or, conversely, to initiate energy-efficient driving when
ahead of schedule.
• The ATO System is also compatible with platform-gate interlocking control as well as
driverless automatic starting and automatic resetting of equipment-fault indications, using a
highly reliable system for the communication of safety information.
Fig 2.1.2a: ATO equipment
Fig 2.1.2b: Driving Curve generation Fig 2.1.2c: Profile tracking control
2.1.3 AUTOMATIC TRAIN PROTECTION
In this Mode, the Train Driver shall operate the Train manually. Indications shall be provided in
the Cab of the Train with On-board Displays for Maximum Safe Speed (MSS), Current speed,
Target Distance / Speed as deduced from the most restricting ATP Condition, Signaling Mode
and Routes established through Interlocking. The Braking curve shall be computed continuously
along the Line, so as to enable a minimum safety distance to be maintained. This computation
shall be based on the Line characteristics as well as the parameters of the Train with dynamic
monitoring and Enforcement of the change of Target Distance and Speed.
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The ATP Equipment shall also indicate which side the Doors may be opened when a Train enters
a Station. The ATP Equipment shall not allow the Doors to be opened on the wrong side, unless
an Emergency Over-ride Control is activated. It shall be possible to meet the Headway Criteria,
when Trains are operated in ATP Mode.
• Cut-Out Mode:
The Cut-Out Mode shall be used when the On-board ATP Equipment on ATP equipped Corridors
fails or both the On-board ATO & the On-board ATP equipment’s fail on the Corridors, equipped
with ATO. Automatic braking of the Train shall be initiated in the event of fault in On-board
Equipment to an irrevocable Stop. Under such condition, such Trains shall be run in Cut-out
Mode. Before entering Cut-out Mode, the Train Driver shall inform the OCC that ATP / ATO has
failed. OCC will ascertain the position of Trains ahead and then authorize the Train Driver to
enter the Cut-out Mode.
Accordingly, the Train Driver will operate from Interlocking to Interlocking following the Aspects
of the Line side Signals. In this Mode, the Train Driver shall operate the Train at a maximum
speed limited to 25 K mph and this Speed Limit Enforcement will be ensured by On-board
Rolling Stock Equipment.
• Restricted Manual Mode (RM Mode):
The RM Mode will be the Default Mode within the Depots. It shall be possible to enter RM
Mode by moving the ATO / ATP Switch to the RM Position in the absence of any Cab Signal
Input. In this position, the Train will operate without any Cab Signal Input, but the speed shall
be limited to 25 Kmph.
• Run on Sight Mode (ROS Mode):
The ATP shall authorize the ROS request, which can be selected by a ROS Button / Key, with the
Mode Selector being on ATP position. In this Mode, the Driver Runs-on-Sight. The only Control
is concerning the Train Speed, which cannot exceed 25 Kmph (Emergency Braking triggered by
ATP System). The running monitoring is the same as for RM. The ATP will give Cab Signal
Indications as soon as the Train reaches a Track position where normal running can be
resumed.
Degradation of Modes:
In the event of failure of ATO, there shall be Automatic graceful degradation of Mode from ATO
to ATP in a Safe manner such that speed of the Train is brought below the Maximum Safe Speed
of the ATP Mode. In case of failure of ATP, the degradation to Rolling Stock Mode (Cut-out
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Mode) shall not be Automatic. The Train will automatically come to a Stop and the Driver shall
change over to Cut-out Mode by a Manual sealed Switch.
OPERATIONAL REQUIREMENTS OF ATP
• Headway:
The System Design shall be based on Headway of 2 minutes in order to enable Trains to operate
on a sustained Headway of 3 minutes, under Normal Operations.
• Distance and Speed Measurement:
The ATP System shall measure the Train speed in a Fail-Safe manner. This shall be derived from
at least two independent Sensors. Any fault in the Speed Measurement System shall either be
detected as a fault or result in a higher than Actual Speed Indication. The Speed Measurement
System shall be able to measure the True Speed of the Trains and there should be no
measurement errors due to Wheel Slip or Slide. The Distance measurement, which may be
falsified by sliding and skidding, shall be synchronized regularly.
• Speed Supervision:
A number of different Monitoring Curves shall be provided within the ATP System. The Audible
Warning Tone for all the different cases given below, shall be different:
The Warning curve (The Normal Permitted Speed Issuing of an Audible Warning.
Curve).
The Full Service Brake (FSB) Curve. Issuing of an Audible Warning, Activation of
the Visual Display & Application of the
Service Brakes.
The Emergency Brake (EB) Curve. Issuing of an Audible warning (continuous),

Activation of the Visual Display &
Application of the Emergency Brakes.
The ATC System shall prevent Train movement outside the Safe Operating Envelope by
application of the Service Brakes. If the Actual Speed exceeds the Permitted Speed, a Warning
must be given to the Driver to enable him to react and avoid intervention from Train-borne ATC
Equipment, at least 2 sec. before the intervention of the Full Service Brakes until the Actual
Speed does not exceed the Permitted Speed.
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Thereafter, the Driver must be capable of selecting release of Full Service Braking i.e. bringing
the Train Speed down, as per Permitted Speed Curve. The Warning must continue until the
Actual Speed does exceed the Permitted Speed. The Full Service Brakes Intervention and
Emergency Brake Intervention shall be recorded. If the Full Service Brake fails or is not
adequate to stop the Train at the Target Point, the Train-borne equipment must apply the
Emergency Brakes.
• Speed Limits:
Top speed of Trains will be 80 Kmph. ATP shall enforce Civil Speed Restrictions and Diverging
Speed Restrictions over Turnouts and Crossovers. The Permissible Speed over 1:16 Turnouts
shall be 50 Kmph, over 1:12 Turnouts 30 Kmph and over 1:8.5 Turnouts 15 Kmph. The Speed
Restrictions shall be in effect for the entire Train.
When a Train is operating in Cut-out Mode due to failure of the On-board ATP Equipment, the
speed shall be limited to 25 Kmph. This limit shall be enforced by the On-board Rolling Stock
Equipment. When a Train is operating in RM Mode, the speed shall be limited to 25 Kmph. This
limit shall be enforced by the On-board ATP Equipment. When a Train is operating in ROS
Mode, the speed shall be limited to 25 Kmph. This limit shall be enforced by the On-board ATP
Equipment.
• Station Dwell Time:
The Normal Dwell Time shall be 30 sec. at each Station. The minimum Dwell Time shall be 20
sec.
• ATP Blocks:
The Size and Location of Track circuits for determining the ATP blocks shall be designed for
meeting the Headway requirements, based on the characteristics of the Vehicles & the Track
Geometry. The Back-up Signaling (in Cut-out Mode) shall use the same Track circuits. The Safety
Factor to be used for the Safe Braking Model shall have the Margin of at least 35% over the
calculated Braking Distance based on 75% Braking Efficiency. When operating in ATP Mode, a
Delay of 2 sec. (programmable) shall be provided for the Train Driver to acknowledge a
reduction in Speed and begin to apply the Brakes.
The Safe Braking Model for calculating the SBD (Safe Braking Distance) shall identify & take into
account various Systems’ Response Time and Driver’s Reaction Time.
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• Testing of ATP equipment:
The System shall have the facility of testing the ATP equipment to verify proper operation and
functioning of ATC Inputs and Outputs including the testing of adequacy of the Braking System
so as to complete pre-Departure Tests from the Depot to Main line.
Functions of ATP Wayside Equipment:
(i) Storage of Line Parameters like Line Gradient, Curve, Track section length, Civil Speed
Restriction Sections, Temporary Speed Restriction Sections, and Station Stopping Points
etc.
(i) Interface to ATS System.
(ii) Interface to the Interlocking (Operating States of Routes and Route Elements).
(iii) Communication with adjacent Wayside Units (Fail-Safe communication).
(iv) Interface to the Coded Audio Frequency Track Circuits.
(v) Interface to Peripherals i.e. Service and Diagnostic Computer, Contact Inputs,
Emergency Stop Inputs etc.
(vi) Generation and transmission of necessary Data in Fail-Safe manner for the Safe Train
Movement.
• Transmission from Train to Track:
The System shall be capable of transmitting from Train to Track some important Data like Train
Run Number, Destination and Crew Number, and Control Information for Automatic Train
Routing such as current Track circuit Identification, Odometer Reading etc., Registration Data
and Fault indications of the Train Data Recording Facility for the purpose of Positive Train
Identification and other requirements. The Data from Train to Track shall be transmitted to
Wayside ATC Equipment / OCC. The Transmission Points for Train to Track communications
shall be located at Depot Cut-in / Cut-out Track, ATC Inter-sector Boundary and at all Stations
and other Points, necessary from operating point of view.
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EVC
(Computer)
DMI
(ATP screen)
LEU
Balises
(Transponders)
Radar Tachometer Antenna

(Speed sensor) (Speed sensor)
Fig 2.1.3a: ATP overview
• On Train Equipment:
The main equipment on trains includes:
An antenna, mounted underneath each cab, that receives information from balises.
Antenna
Fig 2.1.3b: Antenna underneath cab
An odometry system which has two radar sensors, two wheel sensors and an accelerometer
and which calculates speed, distance, acceleration and direction.
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Signaling and Telecommunication
cation at DMRC Ltd.|2015
Radar sensors Wheel sensors Accelerometer
Fig 2.1.3c:
2.1.3c Radar sensor, wheel sensor, accelerometer
The ATP screen, known as the driver machine interfaceinterface (DMI), allows Drivers to view
information about the current track speed, the track ahead and system details.
Fig 2.1.3d: On board Odometer
2.2 AUTOMATIC TRAIN CONTROL
The diagram shows the basic architecture of a fixed block automatic train control (ATC) system
with its three main components - ATP (Automatic
Automatic Train Protection), ATO (Automatic Train
Operation) and ATS (Automatic Train Supervision). The basic safety requirement, to keep trains
a safe distance apart, is performed by the ATP, which has a control unit for each block. This
control unit receives
ives the data from the blocks ahead, converts that into a speed limit for the
block it controls and sends the speed limit data to the track. The train picks up the data using
the codes transmitted along the track. The transmission system can be track circuits,
circu loops or
beacons (balises) located along the track.
The data received by the ATP control unit is usually limited to indicating that a train is in the
block or the speed limit currently imposed in the block. This data is sent to the ATS computer
where it is compared with the timetable to determine if the train is running according to
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schedule or is late or early. To adjust the train's timing, the ATS can send commands to the ATO
spots located along the track.
Fig 2.2a: Overview of ATS as applied to a fixed block system
The ATO spots, which can be short transmission loops or small boxes called beacons or
"balises", give the train its station stop commands. The spots usually contain fixed data but
some, usually the last one in a station stop sequence, transmit data about the time the train
should stop (the dwell time) at the station and may tell it how fast to go to the next station
(ATP permitting).
Moving Block:
There is little difference between fixed block and moving block as far as ATC is concerned. The
transmission of data to the rails is gone and is replaced by radio transmission.The train's
location is determined by the on-board route map, which is reset when the train starts its trip
and is verified by "checking balises" spaced along the route. The balises can be used to send
ATS instructions to the train but, like the ATO spots used in fixed block systems, they contain
static data about location and route profile. In a moving block system, the ATP control unit
differs from that used in a fixed block system. It sends data by radio as well. If the radio
transmission fails to reach a train, this train assumes that the train in front has stopped at its
last known position and will stop a safe distance behind it.
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Fig 2.2b: Overview of ATS as applied to a moving block system
2.3 OCC -OPERATION CONTROL CENTRE:
Fig 2.3a: OCC center
OCC is in overall in charge of controlling the movement of trains on the main line and its
objectives is to combine the basic functions of operations management such as planning,
dispatching and control from one location.
OCC FUNCTION:
• Ensure safe operation of revenue trains as per time table.

• Ensure availability of trains for revenue operation on main line in time.
• Monitor timely opening of all stations and efficient working of all systems including AFC
equipments, lifts & escalators.
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• Ensure display and announcement of train information to passengers.

• Make available trains for scheduled maintenance and for regular servicing in the depot.
• Arrange for track possessions.
• Manage emergencies and co-ordinate with external emergency services like fire
brigade, police, ambulance and accident relief in case of incidents/accidents.
• Generate various reports.
CONTROLLER IN OCC:
• Chief Controller (CC)

• Traffic Controller (TC)
• Fault Management Controller (FMC)
• Traction Power Controller (TPC)
• Auxiliary System Controller (ASC)
• Rolling Stock Controller (RSC)
• Communication System Supervisor (CSS)
• Security Controller
Fig 2.3b: OCC checks the train movement
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3. EXTERNAL SYSTEM USED IN S&T

3.1 NETWORKING
Network: It consists of two or more computers that communicate and share their resources.
There are three types of network:
1. LAN: A LAN (Local Area Network) connects network devices over a relatively short distance. A
networked office building, school, or home usually contains a single LAN, though sometimes
one building will contain few small LANs, and occasionally a LAN will span a group of nearby
buildings. LAN are typically owned, controlled and managed by a single person or organization.
2. WAN: As the term implies Wide Area Network spans a large physical distance. A WAN like the
internet spans most of the world .WAN is geographically dispersed collection of LANs. A
network device is called a router connects LAN and WAN. In IP networking, router maintains
both a LAN address and a WAN address.
3. MAN: It implies Metropolitan Area Network. It is used to encompass larger areas, usually that
of entire city.
Advantages of Networking:
1. Resource sharing
2. Management is easy
3. Cost reduction
4. Fast communication
Disadvantages of Networking:
1. Server dependent sometimes. If server fails whole data smashes.

2. As size of network increases, it becomes complex to handle it.
Network topologies:
In networking, the term topology refers to the layout of the connected devices on a network.
This article introduces the standard topologies of the computer networking. One can think
topology as a network’s “shape”. For example, the computers on the home LAN may be
arranged in a circle, but it would be highly unlikely to find an actual ring topology there.
Network topologies are classified into the following basic types:
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Fig 3.1a: Network topologies
3.2 CLOCK SYSTEM
The clock system is designed to provide accurate time information for the public and operating
personnel and reference time signal for all other systems in the whole DMRC system.
In order to assure uniform time information, a GPS (Global Position System) synchronized
Master Clock distributes correct time to sub master clocks and other systems requiring time.
The master clock is placed in the OCC and the correct time is provided via Ethernet LAN using
NTP (Network Time Protocol).
System Design:
The essential parts of the clock systems are:
1. Master clock
2. Sub Master clock
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Fig 3.2a: Master clock block diagram
• Master Clock
It is installed in the OCC. Its characteristics are:
1. It is equipped with an internal oscillator that gives an accuracy of 0.1 seconds per day as
well as GPS satellite receiver module, which will give long term accuracy.
2. Changing of time and date can be done at the master clock with the help of a program
function.
3. The actual time and date are shown on display.
4. It controls all related digital and analog clocks.
5. It works at 230V 50 Hz AC.
Fig 3.2b: Master clock at OCC
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• Sub Master Clock
Each sub master clock will control related clocks at the station. It is possible to adjust clocks via
the sub master clock and the actual time and date is shown. Changing of time and data can be
done from the master clock, or locally from sub master clocks To achieve a high degree of
reliability, a double security system is used in which the Time base module create a digital time
clock, which synchronizes the impulse amplifier. If the operation of Time base module is
disturbed, each amplifier automatically takes over the operation of the connected clocks. In the
case of power failures the time of connected clocks will be saved in the memory. When the
power returns, the connected clocks will automatically, and with no loss of time are connected
with rapid impulses. In case no impulse is received from the master clock, the sub master clocks
automatically takes over the operation of the connected clocks.
3.3 TELEPHONE SYSTEM
To establish a communication link for the staff, DMRC has installed an independent telephone
system.
Types of instrument used:
1. Digital: (work on 48-54V DC)

2. Analog: (work on 38-40V DC)
Fig 3.3a: Connection of phones at a station
• EPABX: Electronic Private Automatic Branch Exchange

• MDF-Main Distribution Frame
• IDF-Intermediate Distribution Frame
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Numbering plan:
1. Two digit station code + three digit specific room number
Example: 89500
where, 89: station Code of Rajendra Place
500: Room No. of Telecom
Fig 3.3b: Numbering Plan 1
2. Direct line
6 + two digit station code + two digit specific room number
Example: 68950
where, 89: station Code of Rajendra Place
50: Room No. of Telecom
Fig 3.3c: Numbering Plan 2
3.4 PIDS-PAS (Passenger Information Display System)-(Public Address System)
This system is used for friendly nature of DMRC services as it gives information about arrival
and the departure of the trains. The purpose of PIDS is to display at station concourses and
platforms on-line information about scheduled train arrivals and departures and other general
Page | 24
purpose messages (normal and emergency) such as smoking is prohibited, evacuation messages
etc.
It displays information in any combination of English text, Hindi text, numerals, animated
graphics, punctuation and symbols in real-time. PAS provides broadcasting of voice messages to
passengers / staff in all stations, depots and OCC. It can also be used for emergency evacuation
broadcast in case of emergencies. The PAS announcements are coordinated automatically with
PIDS for Real Time Passenger Audio Broadcast.
Fig 3.4a: Block diagram of PIDS/PAS
PAS supports:
• Different Live or Recorded announcements to separate Zones or Group of Zones.

• Announcements from Designated Hand Portable Radios to a set of pre-defined Zones .
• In concourse, PIDS have only one side display screen in three lines.
• In platform, PIDS have two-side display screen in two lines on both sides.
Features of PIDS:
1. Simple to use.
2. It gives information in real time, in a clear attractive way, to the station through the use
of LED with matrix display on the serial link.
3. It simplifies the maintenance operations through the possibilities of help in diagnosis
offered by the central system responsible for the display.
4. It is based on standard wide spread computer equipment and on structured and
modulated software. The software allows the possibilities of adapting it to further needs
of the railway section, interconnection with another computer system, adding new
functions etc.
Page | 25
Features of PAS:
1. When the countdown reaches 2 minutes, then there is the announcement on the
platform on which the train is expected and as well as in concourse area about train’s
arrival through which commuters enter the station and its premises and if required you
can hear it inside SCR room also.
2. Exactly at the end of the countdown it makes an announcement that the train is going
to leave the platform and the announcement is mentioned in the area mentioned
above.
3. In case of announcement that are to be made by the SCR, it can be made by using the
system that is available in their control rooms, while they cannot make it another
station as they do not have permission and this can be done from OCC.4. From the OCC,
the operator can select a station and the platform in which the announcement has to be
made.
Fig 3.4b: Connections at each station
Fig 3.5c: PA equipment at station
Page | 26
The Station Control Rooms (SCR):
The SCR is the local PIDS/PAS installation exists in each station. It manages the local PIDS/PAS
system of that station.
The two servers at a single station are symmetric: one is active, and the other is on hot stand-
by. Both systems receive all the external events and update the local state, but only the active
system sends output to the displays or loudspeakers. Both systems are constantly monitoring
each other for a failure. When one system fails the other automatically takes on the active role.
When the changeover occurs an alarm indication (alarm pop-up window and audio signal) is
shown on the active MMI (Man-Machine Interface).
Operation of PIDS/PAS
Information about the train arrival is passed to OCC from interlocking station through track
circuits having sync loop. Every information from OCC server is sent with address bit, so that,
particular station for which information is sent, picks it up. Information sent will be in code
form, about announcement or display should take place in zone specified.
Display information goes directly to PIDS through bus-bar, but announcements from server
goes to universal interface module (UIM) through DVA (Digital Voice Announcements) channel.
Fig 3.4d: PIDS system at Station
3.5 RADIO SYSTEM
The radio system is one of the most important parts of DMRC. As it enables the choice at the
time of FOTS break down; this is the worst case so it adds the level of redundancy to the
communication network of the DMRC. It has all the features of the radio that resembles the
mobile communication. The whole communication between the source and the destination
does not take place through FOTS. The frequency on which DNRC radio works is 380-400Hz.
The Motorola DIMETRA (Digital Motorola European Trunk Radio) system is sophisticated digital
radio equipment having full benefit of TETRA (Terrestrial Trunked Radio) standards. Its system
Page | 27
components can be easily reprogrammed to meet the future requirement of new technology.
All available traffic channels are shared between all radio users..
Types of modes of communication
There are two types of modes of communication in DMRC network:
1. Trunked mode operation
a) Group mode- It is a half duplex communication mode in which many user can communicate
each other by selecting a common talk group. The operation is as follows:
i) Select a talk group to communicate.

ii) Press PTT (Press To Talk) to speak.
iii) Release PTT to listen.
b) Private mode- It is a half duplex communication mode in which many user can communicate
each other privately without interfering a talk group. The operation is as follows:
i) Select a private mode by using mode key I radio.

ii) Dial private ID.
iii) Press PTT and release. A ring will be heard.
iv) Press PTT to speak.
v) Release PTT to listen.
c) Phone mode- It is a full duplex communication in which radio user can talk to a dialed phone
number used within DMRC or external network connected to DMRC. It can also communicate in
reverse direction i.e. from phone to radio. The operation is as follows:
i) Select the phone mode by using mode key.

ii) Dial phone number.
iii) Press call/cancel key.
iv) Talk when call established.
v) Press call/cancel key to end call.
2. Direct mode operation (DMO)
In its basic form, DMO represents direct communication between two or more TETRA DM
terminals/mobile stations (DM-MS) without the use of trunking network infrastructure. The
simplest way of DM is the two way communication between two or more MS terminals, back to
back. Through the use of Direct Mode Repeater (DM-REP), it is possible to further extend the
area coverage, over which these terminals can communicate.
Page | 28
Fig 3.5a: Radio Central Equipment at OCC Fig 3.5b: Radio Tower
3.6 NP-SCADA (Non-Power Supervisory Control and Data Acquisition)
The SCADA is the system through which the entire network is monitored and all the alarm
messages are collected and send to the respective departments for doing required operations.
SCADA is defined as the brain of the DMRC network.
Communication System Supervisor (CSS) including NP-SCADA system is designed for monitoring
and controlling E&M equipment and other non fraction equipment disturbed through out the
rail and metro corridors during the normal as well as emergency operating conditions.
The system controlled or monitored at OCC are:
• Master Clock System

• Fiber Optic Transmission System
• Telephone System
• Radio System
• Passenger Address System
• Passenger Information and Display System
• Closed Circuit Television System
• UPS system
• Rail Temperature
• Automatic Fare Collection
These systems are at stations in rail corridors. Additionally for metro corridors:
• Fire detection and suppression system

• Lifts and Escalators
Page | 29
• Low voltage station circuit

• Pumps
• Environmental Control System
• Seismic Activity System
• Tunnel Ventilation System
Functions:
CSS including NP-SCADA system incorporates following:
• It provides continuous, effective recording of data transmitted from non-power

equipment.
• It provides continuous, effective monitoring at OCC of all non-power equipment.
• It provides facility to analyze downloaded data on a historical basis.
• Alert operations and maintenance staff rapidly to analyze equipment main functions.
• Generates routine maintenance schedules automatically based on time and equipment
operation.
• It provides centralized data storage and software backup facilities for complete system.
3.7 FOTS (Fiber Optics Transmission System)
FOTS is considered as the backbone of DMRC telecommunication network. Fiber optics is

responsible for all the data and voice communication in DMRC. This foxed network is based on
fiber optical cables on both sides of the track with access to all the stations. The number of
fibers is determined in order to comply with 50% spare capacity. The fiber is redundant for
security and protection, which incase of a fiber optic failure communication can take place via
the redundant route while the fiber that is down may be fixed. The redundant fiber also runs on
the tracks.
The main components of the fiber optic transmission are:
1. Optical fiber cables

2. Optical Distribution Frame (ODF)
3. Synchronous Digital Hierarchy (SDH)
4. Digital Distribution Frame (DDF)
5. Access MUX
Optical fiber cables are used for the transmission of the data from one station to the other
station. Mainly the clock signal from the master clock is transmitted as it helps in the
synchronization so that it does not cause any delay in the data transmission and hence the
metro trains can run in their required time.
Page | 30
Working of Optical Fiber:
The light in a fiber-optic cable travels through the core by constantly bouncing from the
cladding. Because the cladding does not absorb any light from the core, the light wave can
travel great distances. However, some of the light signal degrades within the fiber, mostly due
to impurities in the glass. The extent that the signal degrades depends on the purity of the glass
and the wavelength of the transmitted light.
Fig 3.7a: Total internal reflection in an optical fiber
Advantages of optical fibers:
When compared to conventional metal wire (copper wire), optical fibers are:
• Less expensive- Several miles of optical cable can be made cheaper than copper wire.
This saves your provider (cable, TV, internet) and you money.
• Thinner- Optical fibers can be drawn to small diameters than copper wire.
• Higher carrying capacity- Because optical fibers are thinner than copper wires, more
fibers can be bundled into a given-diameter cable than copper wires. This allows more
phone lines to go over the same cable or more channels to come through the cable into
your cable TV box.
• Less signal degradation – The loss of optical fiber is less than copper fiber.
• Light signals – Unlike electrical signals in copper wires, light signals from one fiber do
not interfere in those of other fibers in the same cable. This means clearer phone
conversations or TV reception.
• Low power – Because signals in optical fibers degrade less, lower-power transmitters
can be used instead of high voltage electrical transmitters needed for copper wires.
Again, this saves your money.
Page | 31
• Digital signals – Optical fibers are ideally suited for carrying digital information, which is
especially useful in computer networks.
• Non-flammable – Because no electricity is passed through optical fibers, there is no fire
hazard.
• Lightweight – An optical cable weighs less than comparable copper wire cable. Fiber-
optic cables take up less in the ground.
Because of these advantages, you see fiber optics in many industries, most notably
telecommunications and computer networks. With the advent of semiconductor circuits and
the increasing demand for the telephone capacity, a new type of transmission method called
Pulse Code Modulation (PCM) made an appearance in 1960. It allows multiple use of a single
line by means of digital time domain multiplexing. The analog telephone signal is sampled at a
bandwidth of 3.1 KHz, quantized and encoded and then transmitted at a basic bit rate of 64
Kbps.
Page | 32
CONCLUSION
The training under DMRC provide complete insight view of the latest cut edged technology
involved in the field of electronics and telecommunication. It covers various departmental work
like electrical, electronics, civil for infrastructural design and mechanical work for making
reliable gears and relays and telecommunication. It covers the various topics of
telecommunication which seems to be more useful for the electronics student.
The Delhi Metro uses cab signalling along with a centralised automatic train control system
consisting of automatic train operation, Automatic Train Protection and automatic train
signalling modules. A 380 MHz digital trunked TETRA radio communication system from
Motorola is used on all lines to carry both voice and data information. For Blue Line Siemens
Transportation Systems has supplied the electronic interlocking Sicas, the operation control
system and the automation control system. An integrated system comprising optical fibre
cable, ontrain radio, CCTV, and a centralised clock and public address system is used for
telecommunication during train operations as well as emergencies. For Red and Yellow lines
ALSTOM has supplied signalling system and for line Green and Voilet Bombardier
Transportation has supplied signalling system. The Airport Express line has introduced WiFi
services at all stations along the route on 13 January 2012. Connectivity inside metro trains
travelling on the route is expected in the future. The WiFi service is provided by YOU Broadband
& Cable India Limited. A fully automated, operatorless train system has been offered to Delhi
Metro by the French defence and civilian technologies major Thales.
Page | 33
REFERENCE
• Wikipidea encyclodipea.
• Information gathered during internship period.
• http://www.railway-technical.com
• http://www.delhimetrorail.com/about_us.aspx#Introduction
• http://articles.timesofindia.indiatimes.com/2013-11-21/india/44326276_1_dmrc-
jakarta-metro-delhi-metro-rail-corporation
• http://indianexpress.com/article/cities/delhi/come-be-our-consultant-kuwait-to-delhi
metro/
• http://indianexpress.com/article/cities/delhi/come-be-our-consultant-kuwait-to-delhi-
metro/
• http://www.business-standard.com/india/news/bhubaneswar-not-yet-ready-for-metro-
rail-sreedharan/498062/
Page | 34

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Signaling and Telecommunication at DMRC Ltd.

2: SIGNALING AND TRAIN CONTROL

3: EXTERNAL SYSTEMS USED IN S&T

1.2 BACKGROUND OF DMRC

1.4 BENEFITS OF DELHI METRO

Advantages of Rail-based Transit System:

• Can achieve carrying capacity as high as 60000-80000.

1.5 SIGNALING AND TELECOMMUNICATION

2. SIGNALING AND TRAIN CONTROL

The CATC System shall consist of three major Components:

2.1.1 Automatic Train Supervision (ATS)

2.1.2 Automatic Train Operation (ATO)

2.1.3 Automatic Train Protection (ATP)

2.1.1 AUTOMATIC TRAIN SUPERVISION

Fig 2.1.1a: Communication using radio system

Fig 2.1.1b: Telecommunication between metro and servers

2.1.2 AUTOMATIC TRAIN OPERATION

The ATO System has the following functions:

(i) Automatic Control of Train running from Station to Station.

Degradation of Operating Mode:

ATO Operation Outline:

Fig 2.1.2a: ATO equipment

2.1.3 AUTOMATIC TRAIN PROTECTION

• Restricted Manual Mode (RM Mode):

• Run on Sight Mode (ROS Mode):

OPERATIONAL REQUIREMENTS OF ATP

• Distance and Speed Measurement:

The Emergency Brake (EB) Curve. Issuing of an Audible warning (continuous),

• Station Dwell Time:

• Testing of ATP equipment:

Functions of ATP Wayside Equipment:

• Transmission from Train to Track:

Radar Tachometer Antenna

Fig 2.1.3a: ATP overview

Fig 2.1.3b: Antenna underneath cab

Radar sensors Wheel sensors Accelerometer

Fig 2.1.3d: On board Odometer

2.2 AUTOMATIC TRAIN CONTROL

Fig 2.2a: Overview of ATS as applied to a fixed block system

Fig 2.2b: Overview of ATS as applied to a moving block system

2.3 OCC -OPERATION CONTROL CENTRE:

Fig 2.3a: OCC center

• Ensure safe operation of revenue trains as per time table.

• Ensure display and announcement of train information to passengers.

• Chief Controller (CC)

Fig 2.3b: OCC checks the train movement

3. EXTERNAL SYSTEM USED IN S&T

1. Server dependent sometimes. If server fails whole data smashes.

Fig 3.1a: Network topologies

3.2 CLOCK SYSTEM

The essential parts of the clock systems are:

Fig 3.2a: Master clock block diagram

It is installed in the OCC. Its characteristics are:

Fig 3.2b: Master clock at OCC

• Sub Master Clock

3.3 TELEPHONE SYSTEM

Types of instrument used:

1. Digital: (work on 48-54V DC)

Fig 3.3a: Connection of phones at a station

• EPABX: Electronic Private Automatic Branch Exchange

1. Two digit station code + three digit specific room number

where, 89: station Code of Rajendra Place

500: Room No. of Telecom