AFC – TELECOM AND SIGNALING

A SUMMER INTERN REPORT

Submitted by
MITALI JAWA
Enrollment No. – 21914802820
in partial fulfillment of Summer Internship for the award of the degree
of
BACHELOR OF TECHNOLOGY
IN
Electronics and Communication Engineering

Under the supervision of

Mr. SUNIL KUMAR
Junior Engineer
Telecommunication
Noida Metro Rail Corporation (NMRC)
OCC Building, Depot Station, Greater Noida, Uttar Pradesh

MAHARAJA AGRASEN INSTITUTE OF

TECHNOLOGY, ROHINI, NEW DELHI

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 Maharaja Agrasen Institute of Technology

To Whom It May Concern

I, MITALI JAWA, Enrollment No. 21914802820, a student of Bachelors of Technology (ECE), class
of 2020-2024, Maharaja Agrasen Institute of Technology, Delhi hereby declare that the Summer
Training Project Report entitled “AFC – TELECOM & SIGNALING” is an original work and the
same has not been submitted to any other Institute for the award of any degree

Date:

MITALI JAWA
Enrollment No. – 21914802820
Electronics and Communication Engineering

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 ACKNOWLEDGEMENT

It is a great pleasure to present this report of Winter Training about Noida Metro Rail Corporation Ltd.
in partial fulfilment of B. Tech. Program under Maharaja Agrasen Instituteof Technology, India. At the
Outset, I would like to express my immense gratitude to all the trainers at NMRC, Mr. Inder Raj,
Mr. Sunil and Mr. Manish for providing me with the opportunities of learning and gaining practical
experience in various fields during the period of training. Their valuable suggestions not only helped
me to reach the successful completion of the tasks assigned, but also made me learn a lot. I am falling
short of words for expressing my feelings of gratitude towards them for extending their valuable
guidance,through critical reviews of project and the report and above all the moral support they had
provided me with all stages of this training.

I am also grateful to my Parents who trusted and supported me always in every field of my life and
Thanks to all my Friends and Faculty members of my university who had cleared my theoretical
concepts before the training.

A very big thank you to the staff of NMRC who always tried to make the training simple and
knowledgeable.

MITALI JAWA
Enrollment No. – 21914802820
Electronics and Communication Engineering

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 INTRODUCTION OF NMRC

To encourage usage of mass Transport System and to cater the public transportation needs of Noida
city, Government of India and Government of Uttar Pradesh jointly established Noida Metro Rail
Corporation (NMRC) Limited which is a Special Purpose Vehicle (SPV) registered under the
Companies Ac, 2013 for construction, operation and maintenance of Noida Metro 5 Project. In order to
accelerate the said transport integration plan in a cost effective and timely manner, Noida Metro intends
to implement Ticketing System which comprises of the Automatic Fare Collection (AFC) solution and
the EMV based contactless Smart Card system.

The project has been sanctioned by Government of India AND Government of Uttar Pradesh for project
completion cost of INR 5,064 Crores. Greater Noida Corridor of the Noida Metro Rail Project has a
total length of 28.086 kms between Centre Lines of end stations, fully constructed on elevated via duct
with 21 elevated stations. According to the DPR, 21 Stations are proposed and all are elevated stations.
Starting from Noida City Centre in Sectors 50, 51, 78, 101, 81, on the Dadri road 83, 85, 137, 142, 143,
144, 147, 153 & sector 149 in Noida.

NMRC envisages a unified, smart card based, multi-modal transport ticketing system for Noida City.
Multi-model ticketing system would help NMRC to provide seamless commuting experience to
commuters within city using a single common mobility card as fare media. The envisaged ticketing
system shall operate using open non-proprietary standards so that it can be integrated with ticketing
systems of other transit operators in Noida. Considering interoperability, scalability and reliability
offered by EMV based open loop ticketing system, NMRC has decided to implement open loop based
ticketing system across all metro stations. Due to non-proprietary standards this system can potentially
be extended across other public transport services in Noida such as city buses, etc.

The line connects to Delhi Metro at Noida Sector 51 station. Foundation for the NMRC project was laid
down in October 2014, with the construction being commenced by the end of December 2014 by then
Chief Minister of Uttar Pradesh Akhilesh Yadav. Trial runs started in August 2018 and the metro was
inaugurated on 25 January 2019 by Chief Minister of Uttar Pradesh, Yogi Adityanath Ji. [1]

FUTURE PLANNING

• Sector - 51 to Knowledge Park - V corridor (14.958 Km with 09 Stations)

• Sector - 142 to Botanical Garden corridor (11.504 Km with 11 stations)
• Depot Station to Boraki corridor (3 km with 3 stations) [1]

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 TABLE OF CONTENTS

Page
S.NO. Chapter
Number
1. Introduction 10
1.1 Introduction 10
1.2 Classification 10
2. Need of Urban Transportation 11
2.1 Metro Planning Initial Thoughts 11

2.2 Facts about Urbanization leading to Metro needs 11

2.3 Salient Features of metro based transport system 12

2.4 What is Metro Rail? 12

2.5 Characteristics of Metro Rail 13

2.6 Advantages of Metro Rail 13

3. An Overview of Train Operations 14

3.1 NMRC - Overview 14

3.2 Train Operations – Larger Objectives 14

3.3 Safety related features of rolling stock by NMRC 14

3.4 Crew Control Management 15

3.5 Main Functions of Crew Control Office 15

3.6 System of Working 15

3.7 Modes of Working 15

3.8 Automatic Mode 16

3.9 Coded Manual Mode(ATPM) 16

3.10 Restricted Manual Mode(RM) 16

3.11 Run on Sight(ROS) 16

3.12 Cut Out Mode 17

3.13 Automatic Reversal Mode(ATB) 17

Driverless and Unattended Train Operation (DTO & 17
3.14
UTO)
4. Operation Control Centre (OCC) 18
4.1 Duties Of Chief Controller (CC) 18

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4.2 Duties of Traffic Controller (TC) 19
4.3 Duties of FMC 20
4.4 Duties of TPC 20
4.5 Duties of RSC 20
4.6 Duties of Security Controller 21
4.7 Duties of CSS Staff 21
4.8 Duties of ATS Staff 22
5. Electrical & Maintenance in Rail Corridor 23
5.1 Other Panels in E&M System 24
6. Maintenance of Rolling Stock 25
6.1 What is Rolling Stock? 25
6.2 Maintenance Objectives 25
6.2.1 Operational Safety Requirements. 25
6.2.2 Reliability Requirements 25
6.2.3 Maintainability Requirements 25
Quality of comfort, including cleanliness and appearance,
6.2.4 25
experienced by passengers.
6.2.5 Minimum Life cycle cost 26
6.3 Various Checks and their descriptions 26
7. Overview on Telecommunication Systems 27
7.1 Telecommunication Systems 27
7.1.1 Public Address System (PAS) 27
7.1.2 Passenger Information Display System (PIDS) 28
7.1.3 Master Clock System (MCS) 29
7.1.4 Central Digital Recording System (CDRS) 30
7.1.5 Radio (TETRA) System 31
7.1.6 Telephone and 48V DC Power System 32
7.1.7 Closed Circuit Television System (CCTV) 33
7.1.8 UPS System 34
8. Signaling System Overview 36
8.1 Introduction 36

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8.1.1 Signaling Equipment’s 36
8.1.2 Signaling Principles/Concepts 36
8.2 System of Working 36
9. Introduction to AFC System 38
9.1 What is AFC? 38
9.2 Benefits of AFC Systems 38
9.3 AFC System Application 38
9.4 Station Level Equipment’s in AFC System 38
9.5 Types of QR tickets in NMRC 43
9.6 AFC system network (Closed loop & Open loop) 43
9.6.1 Closed Loop System 43
9.6.2 Open Loop System 43
9.7 Advantages of AFC 43
9.8 Components/SLE’s of AFC 43
9.9 Automatic Gates (AG) 44
9.9.1 Components of AG’s 44
(a) Validator 45
(b) Flap 45
(c) Motor (DC) 46
(d) Sensor 46
(e) PCM (Passage control module) 46
(f) SMPS (Switched mode power supply) 47
(g) Concession lamp 47
(h) GED (Gate end display) 47
9.9.2 Internal mechanism on which AG works 48
10. Conclusion 49
11. References 50

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 LIST OF FIGURES

S. No. Figure Page Number

2.2 The Congestion Trap 12

4.1 Different OCC Controllers in OCC 18

5.1 Power Distribution System 23

5.3 EPP (Essential Power Panel block diagram) 24

5.4 EMLP block diagram 24

7.1 Public Address System (PAS) in NMRC 28

7.2 Passenger Information Display System (PIDS) 29

7.3 Master Clock System (MCS) in NMRC 30

7.4 Central Digital Recording System (CDRS) 31

7.5 Telephone and 48V DC Power System in NMRC 33

7.6 Closed Circuit Television System (CCTV) in NMRC 34

7.7 UPS System in NMRC 35

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 LIST OF PHOTOGRAPHS

S. No. Figure Page Number

2.1 Noida Metro View 11

4.2 OCC Main Room (Chief Controller) 19

4.3 OCC Main Room 21

4.4 OCC Main Room (ATS Staff) 22

5.2 MDB (Main distribution Board) 23

9.1 TOM/EFO 39

9.2 AFC Gate External View 39

9.3 Entry Only 40

9.4 Exit Only 40

9.5 TR (Ticket Reader) 41

9.6 POS Machine 41

9.7 ETIM 42

9.8 Automatic Gates 44

9.9 Validator 45

9.10 Flaps 45

9.11 PCM 47

9.12 Entry & No Entry 48

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 CHAPTER 1
Introduction

1.1 Introduction
Signaling is the use of signals for controlling communications. This may constitute an information
exchange concerning the establishment and control of a telecommunication circuit and the management
of the network. [2]

1.2 Classification
Signaling systems may be classified based on several principal characteristics.
a. In-band and out-of-band signaling: In the public switched telephone network (PSTN), in-band
signaling is the exchange of call control information within the same physical channel, or within
the same frequency band, that the telephone call itself is using. An example is dual-tone multi-
frequency signaling (DTMF), which is used on most telephone lines to customer premises.
b. Out-of-band signaling is telecommunication signaling on a dedicated channel separate from that
used for the telephone call. Out-of-band signaling has been used since Signaling System No. 6
(SS6) was introduced in the 1970s, and also in Signaling System No. 7 (SS7) in 1980 which
became the standard for signaling among exchanges ever since.
c. Line versus register signaling : Line signaling is concerned with conveying information on the
state of the line or channel, such as on-hook, off-hook (answer supervision and disconnect
supervision, together referred to as supervision), ringing, and hook flash. In the middle 20th
century, supervision signals on long-distance trunks in North America were primarily in band, for
example at 2600 Hz, necessitates notch filter to prevent interference. Late in the century, all
supervisory signals had been moved out of band. With the advent of digital trunks, supervision
signals are carried by robbed bits or other bits in The E1-carrier dedicated to signaling.
d. Register signaling is concerned with conveying addressing information, such as the calling and/or
called telephone number. In the early days of telephony, with operator handling calls, the
addressing formation is by voice as "Operator, connect me to Mr. Smith please". In the first half
of the 20th century, addressing formation is done by using a rotary dial, which rapidly breaks the
line current into pulses, with the number of pulses conveying the address. Finally, starting in the
second half of the century, address signaling is by DTMF.
e. Channel-associated versus common-channel signaling: Channel-associated signaling (CAS)
employs a signaling channel that is dedicated to a specific bearer channel.
f. Common-channel signaling (CCS) employs a signaling channel which conveys signaling
information relating to multiple bearer channels. These bearer channels, therefore, have their
signaling channel in common.
g. Compelled signaling: Compelled signaling refers to signaling where the receipt of each signal
from an originating register needs to be explicitly acknowledged before the next signal is able to
be sent. Most forms of R2 register signaling are compelled, while R1 multi-frequency signaling is
not.
h. Subscriber versus trunk signaling: Subscriber signaling refers to the signaling between the
telephone and the telephone exchange. Trunk signaling is the signaling between exchanges. [2]

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 CHAPTER 2
Need of Urban Transportation

2.1 Metro Planning Initial Thoughts:

a. All developed countries start planning for a Metro when the population of the city nearsone
million marks.
b. By the time the population level reaches two million mark a Metro network is in place. [1]

2.2 Facts about Urbanization in India leading to metro needs:

India’s Urbanization by 2030 (MGI report April 2010):
a. 590 million people will live in cities- nearly twice the population of US today

b. 68 cities will have 1 million plus population, up from 42 today; Europe has 35 today

c. 2.5 billion square meters of roads have to be paced, 20 times the capacity added in past
decade
d. 7400 km of metro or subway need to be constructed [1]

Fig. 2.1. Noida Metro View [1]

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 Fig. 2.2. The Congestion Trap [1]

2.3 Salient features of Metro based Urban Transport System:

a. Speed: high to achieve minimum travel time
b. Capacity - passenger per sq. space used should be significantly high
c. Punctuality - scheduled, reliable
d. Cost
• capital costs- initial investment high in creating infrastructure: Road, rail, bridges
• Operating costs- low due to efficiency and economy of scale
e. Energy consumption: more energy efficient
f. Pollution
• Air pollution- nil in case of metro trains, low for buses
• Noise pollution- less
g. Accident rates
• Metro trains almost accident free [1]

2.4 What is a Metro Rail?

“A Metro is a high frequency, urban Rail-based transport Mass Rapid Transit System that operates
totally independent from other modes of traffic” [1]

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 2.5 Characteristics of Metro Rail
a. High acceleration/deceleration

b. Closer inner station distance

c. Closed doors

d. High safety levels

e. No ticketless movement

f. No luggage & storage

g. Air conditioned

h. Fast access and dispersal

i. Information friendly
j. Intra city travel [1]

2.6 Advantages of a Metro Rail

a. Has a carrying capacity as high as 60,000 – 80,000 people at time.
b. Requires 1/5th energy per pass km. compared to road-based system.
c. Occupies no road space if U/G and only about 2-meter width of the road along central median, if
elevated.
d. Causes no air pollution in the city.
e. Causes lesser noise level.
f. Saves journey time
g. Reliable
h. Safe and Secured
i. Economic for Travel
j. Comfortable journey
k. More reliable, comfortable and safer than road-based system.
l. Global Warming: Rail Transport Contributes very little to GHG emission i.e., 2.4%
contribution to CO2 emission (as per UITP publication)
m. Carries same amount of traffic as 9 lanes of bus traffic or 33 lanes of private motor cars (either
way).
n. Reduces journey time by 50% to 75% depending on road conditions. [1]

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 CHAPTER 3
An Overview of Train Operations
3.1 NMRC – OVERVIEW
a. NMRC is a rapid transit system
b. It connects twin cities of Noida and Greater Noida.
c. The network consists of Aqua Line with a total length of 29.7 km serving 21 stations.
d. The system has all elevated stations using standard gauge tracks
e. Presently NMRC is providing fast train services in peak hours. [4]

3.2 Train Operation - Larger Objectives

a. Small headway /Increased Train Frequency.
b. High ridership, hence high operational efficiency.
c. Rake Configuration
d. Train Punctuality.
e. Passenger Safety.
f. Service Reliability.
g. All these ensure a variety of things -- higher capacity on the metro rail network, better train
speeds, safe movement, traffic optimization, reliability and better tariff realization. [4]

3.3 Safety related features of Rolling Stock by NMRC

a. Use of low fire risk and Fire-Retardant Low Smoke material in body structure.

b. One hour emergency light backup and emergency ventilation.

c. Fresh air intake openings of ACs will close in case of detection of smoke.

d. Provision of fire extinguisher in each Car.

e. Provision of emergency doors.

f. Provision of Passenger Emergency Alarm.

g. Provision of CCTV. [4]

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3.4 Crew Control Management
a. In NMRC, there is a Crew Control to ensure efficient management of crew including managing
roster of Train Operators.
b. Currently, there is one Crew Control office that is located at SECTOR-51 Noida. [4]

3.5 Main Functions of Crew Control Office

a. Act as primary reporting office for TOs.
b. Managing roster of TOs.
c. To monitor sign on and sign off of the crew.
d. To provide HR functions for crew.
e. To ensure well-organized management of crew.
f. To ensure updated documentation and provide the same to crew.
g. To ensure proper cab management during sign on and sing off during odd hour duty of TO.
h. To log all details in crew control diary and must follow proper handing over and taking over in
crew control diary in all three shifts. [4]

3.6 System of Working

a. In NMRC, Continuous Automatic Train Control System is used for Train Operations.
b. CATC is an automatic system of controlling and monitoring train movements continuously.
c. It is used for movement of trains between stations and between depot and mail line.
d. It is based on the principle of target speed and target distance with cab signaling.
e. It provides the limit of movement authority and the maximum safe speed. [4]

3.7 Modes of Working

NMRC Trains uses the following modes for its operation:
a. Automatic mode
b. Coded manual mode
c. Restricted manual mode
d. Run on sight mode
e. Cut out mode
f. Automatic reversal mode/Automatic turn back mode [4]

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3.8 Automatic Mode (AM)
a. ATO mode where train is operated automatically including control of acceleration, coasting,
braking and stopping of trains.
b. Provides all indications necessary to operate the train.
c. It prevents the train from starting if doors are not properly closed.
d. Train starting and re-starting from the station stop shall be initiated by TO.
e. Prevent movement of train in excess of the maximum safe speed and limit of movement authority.
[4]

3.9 Coded Manual Mode (ATPM)

a. Train is operated manually but remains subject to maximum speed determined by the ATP
system.
b. Provide cab signals and other indications necessary to operate the train.
c. Prevent the train from starting if RSD/PSD are not detected closed.
d. Prevent train operation in excess of target speed.
e. Enable train doors and platform screen doors when the train is docked at designated stopping
point.
f. Provide audible and visual warning if the train speed exceeds the target speed or maximum safe
speed. [4]

3.10 Restricted Manual Mode (RM)

a. Train is operated manually and is subjected to Automatic train protection in respect of maximum
speed only.
b. Usually used in depots, absence of cab signals or instructed by TC.
c. Maximum speed is restricted to twenty-five kmph.
d. All PSD will have to be operated manually by TO from local panel.
e. The train doors on the correct side will also be operated by TO manually. [4]

3.11 Run on Sight (ROS)

a. Train is operated manually on line of sight and is subjected to Automatic train protection in respect
of maximum speed only.
b. Operates only in the absence of cab signals.
c. Maximum speed is limited to twenty-five kmph.
d. Transition from ROS to ATP is automatic when ATP signals from track are received.
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 e. All PSD will have to be operated manually by TO from local panel.
f. The train doors on the correct side will also be operated by TO manually. [4]

3.12 Cut Out Mode

a. Mode of operation of trains under CATCs when train borne ATP equipment is cutout.
b. Used in case of complete failure of train borne signaling and control system.
c. Maximum speed restricted to twenty-five kmph.
d. Train is operated manually by TO with line side signals and a radio verbal instruction by TC.
e. All PSD will have to be operated manually by TO from local panel.
f. The train doors on the correct side will also be operated by TO manually. [4]

3.13 Automatic Reversal Mode (ATB)

a. Used to reverse the running direction of a train automatically in specified section, possible only at
specified track circuits when train is at stand still.
b. The transition from ATO/ATP to ATB is initiated automatically.
c. Request from ATS has to be acknowledged by TO.
d. The train under ATP shall return from ATB to Coded manual mode once the reversal is done
successfully. [4]

3.14 Driverless and Unattended Train Operation (DTO & UTO)

1) Driverless Train Operation:

a. Train can start and stop by itself.

b. In DTO, a roving attendant is on boarding the train, but normally not in the leading cab.

c. He will be responsible for train operation except for failure recovery.

2) Unattended Train Operation:

a. Starting, stopping, operation of train doors and handling of emergencies are fully automated.
b. A Roving attendant or ETO or a TO may or may not be onboard. [4]

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 CHAPTER 4
Operation Control Center (OCC)
a. OCC is overall in charge of controlling the movement of trains on the main Line.
b. Its objectives are to combine the basic functions of operations management such as planning,
dispatching and control from one location.
c. OCC is the nerve Centre of Noida Metro.
d. Operational head of OCC is OCM. [5]

Fig. 4.1. Different OCC Controllers in OCC [5]

4.1 Duties of Chief Controller

a. Overall, in-charge of OCC during shift.
b. Supervises and guides the Traffic Controller in normal and emergency situations.
c. Is the liaison officer with DC and PPIO
d. Assigns Area of controls to the Traffic Controllers.

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 e. Authenticates User’s name and passwords of ATS workstations.
f. Is responsible for making available trains for schedule maintenance and for regular servicing in
the depot.
g. Is responsible for coordinating all activities in the event of all emergencies with the primary
concern being the safety of passengers and employees. [5]

Fig. 4.2. OCC Main Room (Chief Controller) [5]

4.2 Duties of Traffic Controller (TC)

a. Safe operation of all time tabled and non-time tabled trains.
b. Traffic regulation
c. Ensure availability of trains for revenue operation on main line in time.
d. Liaoning with Depot Controller, Crew Controller, Station Controllers, Train Operators and other
staff for ensuring safe and scheduled service.
e. Monitoring timely opening of all stations and efficient working of all station equipment
including AFC system, lifts and escalators.
f. Ensuring display and announcement of train information and emergency announcements to
passengers.
g. Coordinating all activities in the event of train delays.
h. Passing on timely information of failures to the concerned staff in OCC. [5]
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4.3 Duties of FMC
a. Reporting of incident/failures to controlling officers.
b. Handling failures related to signaling.
c. Preparing reports.
d. Submitting requisition for block & coordinating in granting/cancellation of EP.
e. Any other jobs assigned. [5]

4.4 Duties of TPC

a. Working of Power SCADA for traction and Auxiliary supply.

b. Handling failures related to OHE, P.Way and Works.

c. Reporting of failures/incident.

d. Coordinating in granting Power & shadow block and ensuring safe movement ofmaintenance
vehicle pertaining to OHE & P.Way.
e. Manage Lifts & escalator failures of stations. [5]

4.5 Duties of RSC

a. Handling failures related to Rolling stock & trouble shoot.
b. Reporting of incident/failures to controlling officers.
c. Planning for night stabling trains
d. Submitting requisition for block for testing & commissioning of trains.
e. Coordinating with various depot.
f. Submitting requisition for Engineer’s possession.
g. Preparing various reports.
h. Coordinating with Chief controller and case of any failure/incident.
i. Any other work assigned from time to time. Arranging/deputing RS maintenance staff on line.
j. Providing data for fault investigation.
k. Planning trains for depot for schedule maintenance. [5]

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 Fig. 4.3. OCC Main Room (Rolling Stack Controller)

4.6 Duties of Security Controller

a. Ensuring security of whole metro system.
b. Monitoring security system on CCTV.
c. Reporting of incident/accident.
d. Mobilize QRTs and additional teams as per requirements.
e. Planning BDS & dog squad as per requirement.
f. Lesioning with UP police.
g. Deputing security staff as per requirement.
h. Providing CCTV footage as per requirement. [5]

4.7 Duties of CSS staff

a. Handling & reporting failures related to Telephone, AFC, CCTV, PIDS/PAS & Radio andtelecom.
b. Arranging line staff for immediate rectification of fault related to AFC and Telecom.
c. Managing night maintenance and engineer’s possession. [5]
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4.8 Duties of ATS Staff
a. Handling failures related to CATS, LVS and LATS.
b. Help in loading time table in system.
c. Testing and commissioning of new ATS software's.
d. Providing ATS play back for enquiry & fault investigation.
e. Any other job assigned. [5]

Fig. 4.4. OCC Main Room (ATS Staff) [5]

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 CHAPTER 5
Electrical & Maintenance in Rail Corridor

Fig. 5.1. Power Distribution System [7]

Fig. 5.2. MDB (Main distribution Board)

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 Fig. 5.3. EPP (Essential Power Panel block diagram) [7]

Fig. 5.4. EMLP block diagram [7]

5.1 Other Panels in E&M System

a. MLP – Main Lighting Panel (ASS)
b. ACPP- AC Power Panel (ASS)
c. ESPP- Escalator Power Panel (ASS)
d. PAP- Public Amenities Panel (ASS)
e. FPP – Fire Pump panel (Pump room)
f. AMF- Auto Mains failure (DG Room) [7]

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 CHAPTER 6
Maintenance of Rolling Stack
6.1 What is Rolling Stock?
a. The NMRC trains are manufactured to state-of-the-art technology and design for passengerservice
operation in urban railways.
b. The trains are designed to provide high reliability, availability, maintainability and safety
characteristics, in addition to environmentally friendly features. To maintain the high quality and
performance state of the trains. [6]

6.2 Maintenance Objectives

The objective of the maintenance program is to ensure that the trains will satisfythe following
requirements throughout their design life:
a. Operational safety requirements.

b. Reliability requirements.

c. Maintainability requirements.

d. Quality of comfort experienced by passengers, including cleanliness and appearance.

e. Minimum life cycle cost.

6.2.1 Operational Safety Requirements.

Safety is defined as freedom from those conditions that can cause death, injury, occupational illness,
or damage to or loss of equipment or property, or damage to theenvironment.
6.2.2 Reliability Requirements.
The trains will achieve both the following reliability targets after a stabilization periodof 6 months
after putting into revenue service
(i) No delay to service of three minutes or more in 40,000 km/train

(ii) No premature withdrawal of a train from service in 40,000km/train. [6]

6.2.3 Maintainability Requirements

The trains will be maintained so that the following maintainability targets can be met:
6.2.4 Quality of comfort, including cleanliness and appearance, experienced by passengers.
a. The trains are designed and constructed in such a way that high level of both stability and ride
quality can be achieved under all operating conditions and all loading conditions when
travelling throughout the range of operating speeds and can’t deficiencies be prevailing in
normal passenger service. The maintenance will ensure that this high quality can be met at
all times of operation.
b. The exterior and interior of the trains will be cleaned regularly to maintain the trains at a high
standard of cleanliness. The cleaning procedure will ensure that the cleanliness standard can
be maintained.
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 6.2.5 Minimum Life cycle cost
An overview of the life cycle of the trains in terms of car overhaul can be seen in Table Approach
on Condition –based Maintenance

Commonly used maintenance approaches (according to maintenance plan)

a. Preventive maintenance depending on planned time cycle or mileage)
b. Failed and then replace
c. Depends on condition (condition-based) to judge for replacement before totally break down
[6]

6.3 Various Checks and their descriptions

➢ "A" Service Checks:
"A" Service Checks comprise the ‘A type tasks’, i.e. checks on safety and reliability critical
equipment, general visual inspections, and replenishment of items such as lubricants and water.
➢ "B" Service Checks
There are separate types of “B” Service Check for each time period of six months between two
Car Overhauls. Each “B” Service Check is to be performed at intervals of 15,000km
(approximately 45 days) during the specified applicable period.
➢ Car Overhauls:
(a) General Descriptions
Car overhauls are high level service checks, which require the train or cars to bedown for more
than one day. The contents of car overhauls are designed to meet the maintenance requirements
of individual equipment while making the best use of their service lives between overhaulsor
replacements. To minimize downtime, major equipment such as Air-Conditioning equipment’s
or Bogies is to be replaced on an item-for-item exchange basis. Repair or overhaul of the used
equipment is to be carried out independent of the car overhauls at the separate workshops. Car
overhauls are normally to be carried out on complete trains.
(b) Types of Car Overhaul:
1. General Overhauls: General Overhaul sessions include the work contents of ‘A&B type
tasks’ plus inspections, equipment replacements and repairs that require extensive stripping
down. This session will iterate at intervals of 4,20,000 km distance-run, with some
additional works being added in accordance with the trains’ mileage.
2. Mid-life Refurbishment: Mid-life Refurbishment session includes the work contents as that
of general overhaulsplus complete refurbishment and replacements or repairs that require
further stripping down.
3. After mid-life Refurbishment, the cars can be returned to a condition, which will enable
them to run until the expiry of their design lives without major attention. [6]

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 CHAPTER 7
Overview on Telecommunication Systems

Various Telecommunication systems in NMRC

7.1 TELECOMMUNICATION SYSTEMS

1. Public Address System (PAS)
2. Passenger Information Display System (PIDS)
3. Master Clock System (MCS)
4. Central Digital Recording System (CDRS)
5. Radio System
6. Telephone and 48V DC Power System
7. Closed Circuit Television System (CCTV)
8. UPS System [3]

7.1.1 Public Address System (PAS)

The Public Address System is designed to provide clear communication to the travellingpublic, along
with Automatic travel information and emergency evacuation announcements. The PAS will be
provided to broadcast voice messages (includes emergency, fire andevacuation messages) To
passengers/staff in all stations and to staff in the depot, OCC and NMRC HQ. The following PAS
zones will be provided for each stationas mentioned below:

1. Concourses and entry/exit

2. UP Platform

3. Down Platform

4. Staff areas including Office rooms, equipment rooms, plant rooms, staff toilets mainly for
emergency / fire announcements.

5. All common area in between Property Development and Station area used forpassenger
movement.

The PAS will support message announcement in Hindi and English or a combinationof these
languages. The PAS will be capable of maintaining the required intelligibility at all times
regardless of the changing environment including noise level. PAS announcement will be
capable of being originated from designated hand portableradios also to a set of Pre-defined PAS
zones at each station. PAS zones will be fully coordinated with fire protection zones in all
stations, OCC& Depot to make announcements to alert passengers and staff and broadcast
evacuation messages. The PAS/PIDS NMS will monitor system alarm status on real time
basis. [3]
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 Fig. 7.1. Public Address System (PAS) in NMRC [3]

7.1.2 Passenger Information Display System (PIDS)

The Passenger Information Display System is designed to provide clear visual informationto the
travelling public, along with automatic travel information, pre-determined, fixed, pre-formatted
messages, free-entry messages regarding safety, train delays and emergency evacuation messages.

The PIDS displays will comprise:

1. Platform Visual Information Displays; LED based display Boards

2. Concourse (Paid / Un Paid) visual Information Displays; LED Panel/Screenscapable of showing

video.
All information displayed will be presented in time sequence, with a set dwell timefirst in English
and then in Hindi. However, facilities will be provided for the station and OCC operators to display
messagesin one language or the other, as per the requirement. The PIDS management system will
monitor system alarm status on a real-time basis.The PIDS management system will store alarms
in the database for future enquiries and to access the fault alarm history database for retrieval of
alarm history data in the alarm memory. The PIDS management system will have necessary facilities
to produce reports based on user programmable time schedule on the overall performance of the
PIDSincluding traffic reports, fault reports, alarm history, display board usage statistic reports
and message usage statistic reports. [3]

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 Fig. 7.2. Passenger Information Display System (PIDS) in NMRC [3]

7.1.3 Master Clock System (MCS)

The Master Clock System is designed to provide accurate time information as well as for time
synchronization for all telecommunication systems and other designated external systems. In
order to assure uniform and reliable time information, the MCS uses GPS synchronized Central
Master Clock. The MCS is designed with required redundancy so that no single point failure in
the system.

a. A Master Clock Server to deliver Network Time Protocol (NTP) or Precision Time Protocol (PTP)
as required by other subsystems.

b. Master Clock system will be synchronized to GPS with Date/time. In the absence of valid GPS
signal, the Master Clock system will operate in free running mode with internal clock
supplying the time signal. On restoration of the GPS Signal the receiver validates theGPS signal
automatically without any manual intervention.

c. Master Clock system synchronized to GPS with Date/Time distributes the signal to Sub- Master
clocks. In the absence of valid Master Clock signal, the Sub-Master clocks will be operated in
free running mode with an internal Clock supplying the time signals. On restoration of the
master clock signal the sub-master clocks validates the signal.

d. Sub-Master Clocks further distributes the synchronized signal to all slave clocks. In the absence
of valid Sub-Master Clock signal, the Slave clocks operates in free running mode with an
internal clock supplying the time signals. On restoration of the Sub-Master clocksignal the Slave
clocks validated the signal.

e. Alarm and status monitoring of the Master Clock System will be connected to the NMSof
PAS/PIDS in OCC. In addition, MMI will be provided at CSS OCC for supervision and
maintenance of all stations/depot/OCC clocks provided.

f. Display Clocks exposed to outdoor environments will be designed, manufactured and installed
to survive the environment with IP65 standard and those used in Indoor environment with IP54
standard. [3]
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 Fig. 7.3. Master Clock System (MCS) in NMRC [3]

7.1.4 Central Digital Recording System (CDRS)

CDRS facility will be provided in OCC. CDRS will provide multichannel voicerecording and
indexing of direct line communication including communication from all direct line consoles and
emergency telephone lines, two-way radio communications, emergency or fire messages
broadcast on station PAS initiatedfrom OCC and on train borne. PAS initiated from OCC.
Integrated recorder will be provided for recording all calls on the corridor. The recorder will
be highly reliable and secure and will be provided with redundancy and comply with ITU-T
recommendationand Indian regulations.
The CDRS will provide search function for user to locate any part of the recordingmedium in terms
of:
1. date and time

2. by channel

3. Search by marker placed by the user.

4. By User ID

A redundant Centralized Digital Voice Recording System is to be provided at the OCC&

redundant/parallel at the BCC for recording multichannel voice recording of direct line
communication, two-way radio conversations, Emergency messages broadcast on station
PAS and train borne PAS initiated fromOCC.
Distributed recording units will be installed in DCC and in each SCO to record analog Help Points
& ambientsound also known as FSR (Free Space recording). Those distributed recording can
be expended to recorddigital phones if required. Fault tolerant design with protections against
failure will be provided in order to achievethe system availability. [3]

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 Fig. 7.4. Central Digital Recording System (CDRS) in NMRC [3]

7.1.5 Radio (TETRA) System

Dimetra IP is the product name for Motorola Solutions TETRA radio system for voice
and data communications According to the ETSI standard Dimetra IP is a digital
Trucking TETRA radio system. The Dimetra IP system is based on a constant IP
technology. This ensures maximum availability, makes possiblehighest flexibility during
build up or extensions of the network, and an easy integration of future technological
applications. The Dimetra IP system provides services to three groups of users:

Radio Users: Mobile users can roam throughout the radio coverage area provided by the
system. The radio users access the system using radio terminals, which in TETRA terms
are known as Mobile Stations (MSs).
RCW Dispatchers: Fixed users have access to advanced features and facilities provided
by the system. These features enable controllers to efficiently communicate with and
manage fleets of mobile users. Controllers access the system using Dispatch Consoles
(RCW).
Network Managers: They are responsible for managing and maintaining the Dimetra IP
system. The Network Management subsystem provides numerous applications that allow
the network managers to efficiently manage the system. The network managers access these
applications using Network Management Terminals (NMTs).
Train-borne mobile, hand-portables and Control Centers (OCC & DCC) will be permitted
to initiate emergency call. An emergency call can be either a group call or an
announcement/broadcast call. When the system is busy, emergency calls are set up
immediately by ruthlessly pre-empting thelowest priority call in progress. The lowest
priority call is dropped and the required resources immediately granted to theemergency
call. There shall be two types of emergency calls :

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1. Train Emergency call: The train emergency call will be automatically routed to the
designated jurisdiction control Traffic Controller.
2. Shunting emergency call: The Shunting emergency call will be sent to all users
involved in shunting operations.
The Radio system will interface with the Telephone system to permit selected Hand-
portable radios to initiate radio-to telephone calls and vice versa without the intervention
OCC and also for Radio to PAS call through EPABX link The availability of the Radio
Management System will be better than 99.95%. [3]

7.1.6 Telephone and 48V DC Power System

The Telephone system is design with one VOIP System in OCC which will act as a
centralized System as well as BCC and one sub system of IP PBX system. One IP-PBX
system will be installed at eachstation. Another one sub system will be installed at staff
quarter. In this project there are 21 elevated stations, 1 HQ and 1 Depot/OCCs and 1 for
StaffQuarter. Each Station, HQ, Depot/OCC has 1 IP PBX system and For Staff Quarter
1 EPABX System at depot building. OCC/Depot has one more VOIP and Unified
communication system. The Depot/OCC will be the main node ofthe Noida –Greater
Noida Project. In order to provide Noida Metro with the state-of-the-art product in the
Private Telephone Network equipment, solution based on the ALCATEL OMNI PCX
ENTERPRISE (OXE) PABX has been designed. This solution will permit both, IP PBX
Telephone Network & Direct Line Network System to work independently overthe
same Telephone system Network. In fact, a single fixed automatic network will support all
fixed telephoniccommunications. This equipment will Operate on - 48 Volts DC supply.
Help telephones are provided at Platform level for the help required by passengers. The
network management system will be provided with a, self-diagnostic, fault and alarm
management of all elements of the operational Telephone Network and associated interface.
Interfacing with traffic to and from the PSTN (MTNL/BSNL) exchange. All incoming calls
from BSNL/MTNL system will be received via PRI Trunks. All outgoing calls to PSTN
(BSNL/Private Operator) system will utilize PRI/CO outgoing trunks individually equipped.
The Radio system will connect to the Telephone System and the Telephone System will
provide necessary circuits and facilities so that user can make telephone call through the
hand portable/train mobile radios and call to hand portable/train mobile radios. The
availability of Network Management System for the Telephone System will be better
than 99.95%. [3]

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 Fig. 7.5. Telephone and 48V DC Power System in NMRC [3]

7.1.7 Closed Circuit Television System (CCTV)

The CCTV system will provide effective surveillance of an area as well as also provide
temper proof video recording for post event analysis. Video surveillance system will be
end to end IP based with Full HD IP cameras. The CCTV system will consist of the
following principal sub-systems:

Platform Surveillance - CCTV system for monitoring of entraining and detraining of

passengers at all platforms of all stations of NMRC.

Station Surveillance – CCTV system for monitoring entire station area locally from
concerned station and remotely from OCC/BCC.

CCTV surveillance system for monitoring important locations in all Depots of NMRC both
locally and remotely from OCC/BCC. CCTV surveillance system for monitoring important
locations outside the stations like RSS, Ramp, Parking and specifically identified theft prone
areas etc., from adjacent station and remotely from OCC/BCC. Night Vision (IR
illuminated) cameras will be used at these locations.
CCTV surveillance system for monitoring of the signaling point crossing at tracks
(interlocking station).Night Vision (IR illuminated) cameras will be used for this purpose.
LED Video wall of 5x2x70” size will be provided in Security Control Room at OCC to view
all cameras of Noida-Greater Noida corridor.
Video recording system will provide primary recording locally at the stations itself and
mirror recording at adjacent station for all NMRC stations. For Depot, only the local
recording will be provided in the depot itself. The primary recording of OCC will be done
at OCC and the mirror recording will be at the Depot/ BCC. [3]

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 Fig. 7.6. Closed Circuit Television System (CCTV) in NMRC [3]

7.1.8 UPS System

The UPS System is designed to provide power backup solution for Stations (Interlocking
& Secondary) and Depot. UPS system will provide clean and healthy power load for
smooth operation in online and backup mode.
In Online mode, system will work on the mains power available and provide constant
voltage to the load free from the input voltage fluctuations. Dual mains source selection will
increase the redundancy.
In Backup mode, system will work in case if both mains power fails, system willfeed
the load through the batteries available. In any abnormal condition, system will
automatically transfer in the by pass mode through static by pass switch inbuilt in the UPS.
An external Servo Stabilizer will be used to control andregulate the voltage on bypass mode.
Parallel configuration (1+1) of the UPS will further increase the redundancy. Batteries will
be charged by UPS in online mode & Standby mode.
The UPS system will be monitored and controlled through Network Management
Applicationsystem. This UPS NMS System will perform remote device configuration and
management for UPS System atStations (Secondary & Interlocking) and Depot. This NMS
have an intuitive GUI (Graphical User Interface)and includes well known features such as
Drag and Drop.
The battery cells are 2V, heavy duty; rechargeable, maintenance-free valve regulated lead
acid and type (MF-VRLA). [3]
Major Advantages of VRLA Batteries:
1. Supplied in factory filled, charged and ready to use condition.

2. No topping up is required.

3. Spill proof and leak proof.

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4. No corrosive fumes are emitted, hence user friendly.

5. Safe and Explosion proof.

6. Easy to install. [3]

Fig. 7.7. UPS System in NMRC [3]

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 CHAPTER 8
Signaling Systems
8.1 Introduction
1. “Signal” means an indication given to a train operator for controlling the movement of his train.
2. “Fixed Signal” means a signal of station at a fixed location controlling the movement of trains and
forming part of the signaling system.
3. “Point Machine” is a device used to control train point in “normal” or “reverse” directions.
4. “Track Circuit” means an electrical circuit provided to detect the presence of a vehicle on
aportion of track forming part of the circuit. [8]

8.1.1 Signaling Equipment’s

1. “Axle Counter” means an electrical device which, when provided at two given points on the
track, proves, by counting ‘axles in’ and counting ‘axles out’, whether the section of the track
between the said two points is clear or occupied.
2. “Emergency Stop Plunger” means the device, the operation of which causes the trains, within
the station limits, running on Automatic Train Protection, to come to a stop.
3. “Platform Screen Doors” means a system of automated doors synchronized with the train doors
which are provided at the platform edge to isolate passengers on platform from track. [8]

8.1.2 Signaling Principles/Concepts

1. “Interlocking” means an arrangement of signals, points and other appliances, operated from a
panel, so interconnected that their operation must take place in proper sequence to ensuresafety.
2. “Locking” the establishment of a condition within the CBI (computer-based Interlocking) for a
signal, set of points, route or other automatic function such that its state cannot be altered except
by a predetermined and inviolable sequence of events.
3. “Route” is a specific path from an origin signal to a destination signal.

4. “TORR (Train Operated Route Release)” is the release of a route after the passage of a train
without further action from the Operator.
5. “Crossover” The combination of two points connecting two parallel lines of a double trackis
known as a crossover. [8]

8.2 System of Working

1. “Continuous Automatic Train Control system” means an automatic system of controlling and
monitoring train movements continuously by means of sub-systems namely: Automatic Train
Protection System, Automatic Train Operation System andAutomatic Train Supervision System.
2. . “Communication Based Train Control (CBTC) system is a continuous, automatic train

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 control system utilizing high-resolution train location determination, independent of track circuits;
continuous, high-capacity, bidirectional train-to-wayside data communications; and train-borne and
wayside processors capable of implementing automatic train protection(ATP)functions, as well as
optional automatic train operation (ATO) and automatic train supervision (ATS) functions.
3. “Automatic Train Protection” means a subsystem of Continuous Automatic Train Control system
which maintains safe train operation, including train direction, train separation, interlocking and
speed enforcement.
4. “Cab Signal” means visual indication displayed as speed limit and target distance on the train
operator’s console granting him the authority to proceed under Automatic Mode, or Coded Manual
Mode of driving.
5. “Proceed Code” means the Automatic Train Protection code other than zero speed code on the Train
operator’s console which indicates the target speed.
6. “Coded Manual Mode/ATP mode” means the mode of operation of train under Continuous
Automatic Train Control System where train is driven manually but remains subject to maximum
speed determined by Automatic Train Protection codes.
7. “Run On Sight Mode” means a driving mode where the train is driven manually and is subject to
Automatic Train Protection restriction in respect of speed only until Automatic train protection track
indications are recognized after which it automatically changes to Coded Manual Mode.
8. “Restricted Manual Mode” means a driving mode where train is driven manually and is subjected
to Automatic Train Protection in respect of maximum speed limit only.
9. “Automatic Mode (AM)” means the mode of operation of train under Automatic Train Operation
where train is driven automatically including control of acceleration, coasting, braking and stopping
of trains.
10. “Driverless Train Operation (DTO)” means a train operation where a roving attendant is
onboarding the train, but normally not in the driving cab, and he will have no responsibility for train
operation except for failure recovery, and any other duties assigned.
11. “Unattended Train Operation (UTO)” means a train operation with no regulatory requirement of
roving attendant onboard the train. Roving attendant when onboard may not be in the driving cab,
and he will have no responsibility for train operation except for failure recovery, and any other duties
assigned.
12. “System of Working” means one or more of the systems specified in Chapter VIII for thetime being
for the working of trains. [8]

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 CHAPTER 9
Introduction to AFC System
9.1 What is AFC?
AFC = Automatic Fare Collection Systems
a. It is a system that supports the Fare Collection Service of the Passenger Transport Business.
b. It is a service that obtains the compensation from passengers for over travel, withoutticket and
other penalties by reaching them through system. [9]

9.2 Benefits of AFC System

a. AFC system Increase in fare collection revenue

b. Better planning & optimization of services

c. Flexible pricing schemes

d. Customer convenience

e. Easy collection of usage data by automatically logging transactions

f. Less possibility of leakage of revenue due to automatic check by control gates

g. Efficient & easy to operate, faster evacuation both in normal & emergency. [9]

9.3 AFC System Application

a. Access control.

b. Ticket reading/writing.

c. Revenue transaction collection and reports.

d. Equipment supervision.

e. To make it easy for the staff to monitor the sales data. [9]

9.4 Station level Equipment’s in AFC System

a. TOM – Ticket Office Machine
b. EFO / CCC – Excess Fare Office or Customer care Office
c. AG – Automatic Gates
d. TVM – Ticket Vending Machine
e. TR – Ticket Reader
f. ETIM Parking Machine [9]

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PAS
CCS

Receipt Printer

Card
Reader

POS

QR Printer Cash Drawer

Fig. 9.1. TOM/EFO

Fig. 9.2. AFC Gate external view

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Fig. 9.3. Entry Only

Fig. 9.4. Exit Only

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Fig. 9.5. TR (Ticket Reader)

Fig. 9.6. POS Machine

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Fig. 9.7. ETIM

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9.5 Types of QR tickets in NMRC
a. SJT- single journey ticket.
b. RJT- Return journey ticket.
c. Group ticket
d. Free exit (if ticket or card get validate but flap do not open).
e. Paid exit (in case of penalties). [9]

9.6 AFC system network (Closed loop & Open loop)

9.6.1 Closed loop system
a. In this architecture, All AFC station level equipment communicate between each otherand with
central server at the same time for transaction.
b. No outside Server can access the CC and there is no communication with outside system of any
c. company and organization for further validation.
9.6.2 Open Loop system
a. Unlike Closed loop system this architecture explores the multiple option for variousservices
which can be enabled in our EMV SBI City-One card.
b. Other than data is shared with CC, different type of data shared with remoteservers and firewall
for transaction at acquirer end.
c. With addition of open loop system we can achieve one nation one card platform. [9]

9.7 Advantages of AFC

a. Increase in fare collection revenue

b. Better planning & optimization of services

c. Flexible pricing schemes

d. Customer convenience

e. Easy collection of usage data by automatically logging transactions

f. Less possibility of leakage of revenue due to automatic check by control gates

g. Efficient & easy to operate, faster evacuation both in normal & emergency

h. Improving of environment due to the reducing of private transport usage [9]

9.8 Components/SLE’s of AFC

a. TOM (Ticket operating machine)

b. EFO (Excess fare office)

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 c. TVM (Ticket vending machine)

d. TR (Ticket reader)

e. ETM (Electronic ticketing machine)

f. AG (Automatic Gate) [9]

9.9 Automatic Gates (AG)

a. Controls access between paid & unpaid area of station

b. Validate, check & charge

c. Authorize passage

d. Manage fraud

e. Manage data & maintenance operations

f. Communication with SC [9]

9.9.1 Components of AG’s

a. Validator
b. Flap
c. Motor (DC)
d. Sensor
e. PCM (Passage control module)
f. Power supply
g. SMPS (Switched mode power supply)
h. Transformer
i. Concession lamp Pictogram/GED (Gate end display) [9]

Fig. 9.8. Automatic Gates

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9.9.1. (a) Validator
There is an integrated validator (GV7) which validates the ticket & send the
command to AG

Fig. 9.9. Validator

9.9.1. (b) Flap
The nominal value of the force exerted by the magnetic field, measured on
the closingedge of the flap is 250N±30% (175 to 325 N)
Flap Mechanism
• Standard
• Wide [9]

Fig. 9.10. Flaps

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 9.9.1. (c) Motor

Specifications
a. Volage-48VDC

b. Rpm-1500

c. Resistance-2.6ohm

d. Current-2.9A

e. Max. current-25A

9.9.1. (d) Sensor

a. Performed through a set of 16 couples of photocells(emitter/receiver)

b. Passage is split into following four zones according to sensor placement

1. Detection Zone

2. Surveillance Zone

3. Safety Zone

4. Exit Zone

9.9.1. (e) PCM (Passage Control Module)

a. Location- Unpaid cabinet

b. Input-26v AC, 28v AC, 38v AC

c. Output- 48,24,12,5VDC Purpose/ Function-

d. Passage management with authorization from AG

e. Provide passage tracking

f. Provide control voltage & signals to flap assembly

g. Provide Gate end indications (GED) [9]

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 Fig. 9.11. PCM

9.9.1. (f) SMPS

a. Input- 220V AC from UPS

b. Output- 24V DC to Validator

Purpose/ Function-
a. Provide DC regulated output

b. Provides overload/ short circuit protection

9.9.1. (g) Concession Lamp

Input – 24V DC from PCM
Following are the types of lights which glows and their meaning-
• Green- Successful ticket validation
• Red- Unsuccessful ticket validation, validation error
• Blue- Out of service, gate error, emergency
9.9.1. (h) GED
Input – 24V DC from PCM
Purpose/ Function-
• Visual indication for availability for use from that direction.
• Visual indication for any intrusion.

For passenger guidance

• Green arrow-for entry
• Red cross- forbidden pass [9]

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 Fig. 9.12. Entry & No Entry

9.9.2 Internal mechanism on which AG works

Whenever a media tapped on Gate validator, if the media tapped is valid, AG application will send
signal to PCM board, which in turn will send signal to Flap mechanism to open, meanwhile Gate
sensors will detect any object passing, if not after certain seconds, flap willclose automatically. If
the passenger passes through the aisle, then various sensors will sendsignal to PCM board, once the
commuter crossed safety zone of the gate, PCM board initiates a signal to close the flap. [9]

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 CONCULUSION

a. Overall, this internship was an enriching experience.

b. Gained knowledge about new concepts and learnt new skills.

c. Noida Metro is one of the most important means of transportation. It will save the time and

energy of the people. It also reduces traffic problems and traffic jams. Metro is most advance step

taken by the government which will give Noida a solid foot mark in this world. Because it

directly cut of the timeline from humans’ lifeline. It reduced the distance between health &

money, reduces pollution.

d. I summarized about Noida Metro Rail Corporation that it has three department being rolling

stock, signaling and power system. An eco-friendly, zero-discharge depot constructed on 25

Hectare of land, features roof-top solar panels and water recycling facilities. It offers facilities

for the accommodation and maintenance of the train sets.

e. Two receiving substations were commissioned to support the power requirements of the rolling

stock and stations. Additionally, 21 auxiliary substations were commissioned in all the 21

stations along the metro line.

f. Noida Metro is equipped with communications- based train control (CBTC) signaling system

supplied by Hitachi. Noida Metro will run a fleet of 19 light weight trains provided by CRRC

Nanjing Puzhen. Each train consists of two motor train units and two trailers’ units and can

accommodate 1,034 passengers.

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 REFERENCES

[1] (2020) “NMRC Official Website” [Online]. Available: https://www.nmrcnoida.com

[2] (2013) “Nagpur Railways Description – Chapter 11” [Online]. Available:
https://www.metrorailnagpur.com/dpr-pdf/chapter11.pdf
[3] (2013) “Power point presentation on telecommunication” [Online]. Available:
https://www.slideshare.net/rudyrishi003/telecommunacation-indmrc
[4] (2020) “Descriptive document provided by NMRC” [Online]. Available:
https://www.nmrcnoida.com/Content/pdf/VOLUME329092020.pdf
[5] (2020) “Design Description by NMRC” [Online]. Available:
https://www.nmrcnoida.com/Content/pdf/189_01/DesignCRI.pdf
[6] (2013) “Federal Transit Administration – Definition Rolling Stock” [Online]. Available:
https://www.transit.dot.gov/funding/procurement/third-party-procurement/definition-rolling-stock
[7] (2023) “Chemtronics – Maintenance of Electrical and Electronic Systems in Trains” [Online].
Available: https://www.chemtronics.com/maintenance-of-electrical-and-electronic-systems-in-trains
[8] (2022) “Presentation on Slide Serve – Train Control Signaling Telecommunication System for
Noida Metro” (website) | Powered by Digital Office Pro [Online]. Available:
https://www.slideserve.com/lourdes/train-control-signalling-telecommunication-system-for-noida-
metro
[9] (2012) “MCML Projects Private Limited Website – Benefits of Automatic Fare Collection”
[Online]. Available: http://mpplindia.in/benefits-of-automatic-fare-collection/

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