TRAINING IN

DELHI METRO RAIL CORPORATION

in partial fulfillmentfor
the award of degree in
B.Tech.( ECE )

Submitted:-By
1151512
1151528

DHARAM SINGH
JASWINDER SINGH

Under the guidance of

PANKAJ SAXENA
Submitted to:-

ELECTRONICS AND COMMUNICATIONS

ENGINEERING DEPARTMENT

RIMT MAHARAJA AGGRASENENGINEERINGCOLLEGE

Mandi Gobindgarh (Punjab).

DELHI METRO RAILWAY CORPORATION

Contents
DELHI METRO RAILWAY CORPORATION...............................................................................1
OVERVIEW OF TELECOMMUNICATION SYSTEMS IN DMRC............................................5
FIBRE OPTIC TRANSMISSION SYSTEM (FOTS).....................................................................6
TELEPHONE SYSTEM.................................................................................................................6
TRAIN RADIO SYSTEM...............................................................................................................6
PUBLIC ADDRESS SYSTEM (PAS).............................................................................................7
PASSENGER INFORMATION DISPLAY SYSTEM (PIDS)........................................................7
CLOSED CIRCUIT TELEVISION SYSTEM (CCTV).................................................................7
2.FIBRE OPTICAL TRANSMISSION SYSTEM..........................................................................7
PERFORMANCE REQUIREMENTS:.......................................................................................8
Availability Requirements:..........................................................................................................9
Maintainability Requirements:....................................................................................................9
Maximum Traffic Interruption Time under Failure Conditions:.................................................9
OPTICAL FIBER CABLE BACKBONE NETWORK:...............................................................10
SDH NETWORK:.....................................................................................................................10
ACCESS NETWORK:..............................................................................................................11
CHANNEL INTERFACES:......................................................................................................11
FOTS NETWORK SYNCHRONISATION:.............................................................................12
NETWORK PROTECTION:....................................................................................................13
FOTS MANAGEMENT SYSTEM:..............................................................................................13
Performance Requirements:.......................................................................................................15
COMMUNICATION SYSTEM SUPERVISOR (CSS):...............................................................16
Performance Requirements:.......................................................................................................17
TELEPHONE SYSTEM...............................................................................................................17
EPABX Network:......................................................................................................................18
EPABX NETWORK:................................................................................................................20
CLOCK SYSTEM.........................................................................................................................20
MASTER CLOCK SYSTEM:...................................................................................................21
SLAVE CLOCKS:.....................................................................................................................22
PERFORMANCE REQUIREMENTS:.....................................................................................22
CLOSED CIRCUIT TELEVISION SYSTEM..............................................................................23
3

Station:.......................................................................................................................................24
OCC:..........................................................................................................................................24
Platform:....................................................................................................................................24
PERFORMANCE REQUIREMENTS:.....................................................................................25
Availability Requirements:........................................................................................................25
Display Performance:................................................................................................................25
FUNCTIONAL REQUIREMENTS:.........................................................................................26
Station Surveillance:..................................................................................................................26
Monitoring of Entraining and Detraining of Passengers:..........................................................27
Video Multiplexing, Recording and Retrieving:.......................................................................28
CCTV EQUIPMENTS:.............................................................................................................29
Lens:..........................................................................................................................................31
PUBLIC ADDRESS SYSTEM (PAS):..........................................................................................31
PAS Coverage:...........................................................................................................................32
PERFORMANCE REQUIREMENTS:.....................................................................................32
PASSENGER INFORMATION DISPLAY SYSTEM:.................................................................33
PERFORMANCE REQUIREMENTS:.....................................................................................34
Availability Requirements:........................................................................................................34
Maintainability Requirements:..................................................................................................34
Display Performance:................................................................................................................35
FUNCTIONAL REQUIREMENTS:.........................................................................................35
MESSAGE CONSTRUCTION:................................................................................................36
NON-POWER SCADA SYSTEM:...............................................................................................37
AUTOMATIC TRAIN CONTROL SYSTEM (ATC)...................................................................38
Hardware and software configuration.......................................................................................39
The ATP Covers :...................................................................................................................40
ATC Trainborne equipment...................................................................................................40
ATP Trainborne unit...............................................................................................................40
TIC unit......................................................................................................................................40
Cab display unit (HMI)..........................................................................................................41
ATP antennas.........................................................................................................................41
ODOMETER PULSE GENERATOR.......................................................................................41
4

ATP trackside unit......................................................................................................................41

ATP Trackside Unit, Principal Characteristics...........................................................................41
CONTINUOUS AUTOMATIC TRAIN CONTROL SYSTEM...............................................42
INTERLOCKING..........................................................................................................................42
Interlocking System shall:.........................................................................................................42
SIGNALLING EQUIPMENTS.................................................................................................43
ROUTE :....................................................................................................................................43
TRACK CIRCUITS...............................................................................................................43
POINT & CROSSOVERS :...................................................................................................43
SIGNAL ASPECTS : ROUTE SIGNAL...................................................................................44
Overview of FTG S Cabinet..........................................................................................................44
Unit frames................................................................................................................................44
Transmitter Board (S25533-B30-A4 or -A5)............................................................................48
Filter and Amplifier Board (FTG S 917 only)...........................................................................48
Relay Board (S25533-B36-A4 and S25533-B36-A7)...........................................................49
Introduction to the SICAS ECC System.....................................................................................50
General Benefits........................................................................................................................50
SIMIS safety principle...........................................................................................................51
Type of UPS...........................................................................................................................51
OFF LINE or STANDBY UPS..................................................................................................51
OFF LINE / STANDBY UPS....................................................................................................52
LINE INTERACTIVE UPS......................................................................................................53
LINE INTERACTIVE UPS......................................................................................................54
TRUE ON-LINE UPS...............................................................................................................54
ON LINE UPS...........................................................................................................................56

OVERVIEW OF TELECOMMUNICATION
SYSTEMS IN DMRC
This manual is applicable for the communication systems provided on all the lines (Standard
gauge, broad gauge etc.) of Delhi Metro Rail System. For efficient Railway Management and
Operations, it is essential to have a well-organized Telecommunication Network covering
strategic locations like OCC, Stations, Rolling Stock Depots and Maintenance Depots. It is also
equally essential to have reliable links between strategic locations, moving Trains and Staff
working along the Railway Track.
The Telecommunication System shall provide all necessary communication channels / links for
carrying Voice, Data and Video Signals for Management Control and Operations, irrespective of
the Track Gauge. The underground portion of the network is referred as Metro Corridor and the
elevated portion as the Rail Corridor. The Backbone Transmission Network shall be built of
Fibre Optic Transmission System (FOTS) and shall be of high Quality, shall have high
Reliability, Availability, Serviceability and Expandability.
Telephone Sub-system shall comprise of Telephone Exchanges installed at Stations, OCC,
Rolling Stock & Maintenance Depots, DMRC Headquarter Office and other strategic locations
within DMRTS. These will be interlinked together with the Channels drawn from the Backbone
Network of FOTS to facilitate direct dialing from one location in DMRTS to the other. System
for Control and Supervision of Trains shall be of Direct Telephone Line (DTL) type and shall
constitute a non-Blocking and Vital communication link. Links between OCC, Strategic
locations, Staff working along the Railway Track and moving Trains shall be part of a Train
Radio System. The Train Radio shall also be used for Depot Operations.
In the Stations and Depots, a Public Address System (PAS) shall be provided for making
announcements to Passengers regarding Train Arrival / Departure and shall work as the primary
means of communication with Passengers and Staff during emergencies. In the normal case,
Audio broadcast shall be made at Stations from the Station Control Room (SCR) and in a Train
by the Driver. It shall, however, be also possible for the OCC to make direct announcements to
any Station, Group of Stations or all Stations and to Passengers in the selected moving Trains.
The Passenger Information Display System (PIDS) shall be the primary means of visual
communications with Passengers at Station Concourses and Platforms for the notification of
scheduled Train Arrivals / Departures and for operational, normal and emergency including
evacuation message displays to Passengers. In the normal case, PIDS at Stations shall be
accessed from the Station Control Room (SCR). It shall, however, be also possible for the OCC
to directly access and control the dispatch of messages, via PIDS, to any Station, Group of
Stations or all Stations.
At all the Stations entraining and detraining at Platforms shall be secured by using Closed
Circuit Television (CCTV) System. A CCTV Surveillance System shall be built for supervising
6

strategic locations like AFC Gates, Ticketing Offices, Escalators and Platform operational area to
ensure safe Operation of the Metro. This system shall be supervised mainly from Station Control
Room but the Video Signals shall also be transmitted to the OCC from the Stations for remote
Supervision there from.
Master Clock System shall be provided to distribute Time Signal to all the Clocks at Stations
and Depots, OCC and at other important locations in DMRTS.

FIBRE OPTIC TRANSMISSION SYSTEM (FOTS)

FOTS shall provide a common Transmission Backbone for all the Telecommunication Subsystems and shall have sufficient Transmission Bandwidth to cater for current operational needs
of the Metro and Rail Corridors as well as for future system expansion. FOTS shall be equipped
with a Network Management System (NMS) to provide Status Monitoring, Configuration,
Analysis and Control of the various Network Elements. Master Clock System shall be part of
FOTS and shall be equipped to provide the Master Clock sources for Network Synchronisation
and reference timing Signal distribution for other Sub-systems, designated Systems and all Slave
Clocks at Stations, Depots, OCC and other important locations in DMRTS.

TELEPHONE SYSTEM
Telephone System shall provide a Digital EPBAX based fixed Telephone Network. It shall also
encompass a Direct Line Telephone Communication System to provide Direct Telephone lines
for Train Operation, Traction Power Supply Control and Maintenance Telephone lines for Track,
Rolling Stock, Signalling and Telecommunication. The Telephone System shall ensure instant
and un-interruptible communication between key locations of the DMRTS.
EPABX Network and Direct Line Telephone Communication System shall be equipped with a
common Network Management System to provide user Data Management, Alarm Monitoring,
Performance Monitoring and System Administration functions.
The Telephone System shall also provide Emergency Telephones from the Direct Line Telephone
System at fixed locations, close to the cross passages along the Tunnels / Guide ways. The
Network of Telephones shall be accessible from SCR / OCC / .

TRAIN RADIO SYSTEM

The Train Radio System shall comprise the following main functional elements:
(i) Train Radio to OCC / and vice-versa.
(ii) Hand Portable Phone to OCC / and vice-versa.
(iii) Hand Portable Phone to DCC and vice-versa.
(iv) Hand Portable Phone to Hand Portable Phone.
(v) SCR to OCC / and Hand Portable Phone / Train Mobiles and
7

Vice-versa.
(vi) Distress Call between the Train-borne Mobile and Hand Portable
Phone as well as between Hand Portable Phones.

PUBLIC ADDRESS SYSTEM (PAS)

The Public Address System (PAS) shall enable broadcasting of voice messages to Passengers /
Staff in all Stations, Depots and OCC / and DMRTS Headquarter. It shall also be used for
emergency evacuation broadcast in case of emergencies. The PAS Announcements shall be
coordinated automatically with PIDS for Real Time Passenger Audio Broadcasts and Visual
information for Train Arrival / Departure.

PASSENGER INFORMATION DISPLAY SYSTEM

(PIDS)
PIDS will be triggered by TC&S System and shall automatically provide real time visual
Information about Train Arrival / Departure throughout the Station. PIDS shall enable the
Operator in SCR / OCC to display routine and special emergency messages for Passengers and
Staff in Stations and in Concourse at intermediate and end terminal Stations and interchange
Stations. Delhi Metro Railway Corporation. The PIDS Displays shall be coordinated
automatically with PAS for Real Time Passenger Audio Broadcasts and Visual information for
Train Arrival / Departure. The PIDS and PAS shall respond to special Train running interrupt
messages from the Train Control & Signalling System (TC&S).

CLOSED CIRCUIT TELEVISION SYSTEM (CCTV)

CCTV System shall be provided for Real Time, colour visual Surveillance through colour
display of all public and selected areas of Stations throughout the Metro Corridor. It shall be
supervised locally from the Station Control Rooms and remotely from the OCC. CCTV System
shall also cover all Platforms on the Metro Corridor to provide Train Drivers with a clear, unobstructed view of the entire length of the Train from the driving Cab. The System shall also
cater for reverse running of the Trains in the event of Single Line working.

FIBRE OPTICAL TRANSMISSION SYSTEM

FOTS shall provide a common Transmission Backbone Network of Voice, Data and Video
Signals between all Stations, OCC, Depots and DMRTS Headquarters. with sufficient
transmission Bandwidth to cater for DMR Coporational needs of the Metro and Rail Corridors as
well as of the future system expansion. FOTS shall be a Synchronous Digital Hierarchy (SDH)
Fibre Optic Transmission Network based on Open Standards and fully conforming to the ITU
Recommendations. Mode of transmission shall include the following:
(i) Point-to-Point.
(ii) Point-to-multi Point.
(iii) Drop-and-Insert.
(iv) Cross-connect.
(v) Any other modes required for the implementation of the Subsystems.

The FOTS equipment shall operate satisfactorily at 48 V +/- 20% DC. The equipment shall be
capable of withstanding voltage spikes of up to 3 Volts over the maximum voltage.
Communication Channels shall be required for the Telephone subsystem, Control and
Supervision of Trains from the OCC & Traction Power Control (TPC), AFC subsystem
and other admin / data communication needs of the DMRTS. The equipment design of
FOTS shall be of standard rack with plug-in units. Hot swapping of the plug-in units shall not
affect the equipment operation.

The equipment shall be equipped with protected test points for measurement and performance
monitoring without affecting the traffic. Test access facilities shall be provided at different
transmission levels.

PERFORMANCE REQUIREMENTS:
Reliability Requirements: FOTS equipment shall comply with the following Reliability
figures:
- FOTS Equipment MTBF (Hours)
- SDH Node Equipment > 200,000 Hrs.
- Access Multiplexers > 50,000 Hrs.
9

- Work Station > 50,000 Hrs.

- Master Clock > 50,000 Hrs.
- Sub-master Clock > 50,000 Hrs.
- GPS Receiver > 50,000 Hrs.
- UPS and Battery Backup System > 50,000 Hrs.

Availability Requirements:
Availability of FOTS equipment at circuit and Subsystem
Level shall be as under:
FOTS Equipment Availability (%)
- Any circuit at 2 Mbps or higher level better than 99.999%
- Any circuit below 2 Mbps level better than 99.995%
- Master Clock Equipment & Communication
- System Supervisor Better than 99.99%
- Network Management System (NMS) Better than 99.5%

Maintainability Requirements:
(i) Mean Time to Restore (MTTR) of FOTS or its Sub-systems shall be less than 4 Hours (all
inclusive).
(ii) Service Life:
(a) FOTS & Master Clock System: 15 Years.
(b) Communication System Supervisor: 15 Years.
(c) UPS except VRLA Cell Blocks: 15 Years.
(d) VRLA Cell Blocks: 10 Years.
(e) All types of Cables: 25 Years.

Maximum Traffic Interruption Time under Failure Conditions:

10

The maximum traffic interruption time on any circuit due to Link, Node or any other Failure
shall be less than 50 m sec. This shall include the time duration for protection switching
completion in accordance with the sequence of events below:
(i) From the onset of a failure detection to the completion of protection switching.
(ii) From the clearing of a failure to the completion of protection
of revertive switching.

switching restoration in case

(iii) From the activation of the restoration command to the completion

of protection switching restoration in case of non-revertive switching.
(iv) Reframing time required by SDH Equipment, Multiplexers, Optical
Line Terminal and Data Modems.

OPTICAL FIBER CABLE BACKBONE NETWORK:

Optical Fiber Cable Backbone Network shall be formed by two Mono Mode Optical Fiber
Cables having a minimum Fiber count of 24, one laid along the Up Track and the other along the
Down Track, both for Metro and Rail Corridors.
The Normal and Protected Routes shall be routed through different Optical Fiber Cables with
Path Diversity.
The Optical Fiber Cables within Station shall also be laid along different Routes with maximum
Route Diversity.

SDH NETWORK:
SDH Nodes shall consist of STM Multiplexers with Optical Line Terminals connected to Optical
Fiber Cable Backbone network to form the SDH Network of the FOTS. The SDH Network shall
provide Dual and Self-healing protected transmission paths. Protection Switching Mechanisms
shall be provided for the tributaries of the SDH Node.
The Cross-connect type SDH Node shall support Cross-connect functions for Signals at least at
STM-1, E1 and 64 Kbps levels.
Each SDH Node shall be equipped with (1+1) redundant configuration at Optical and Electrical
level including Power supply, minimum STM-1 level, switching modules and Mux channelling
up to Channel level card.
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ACCESS NETWORK:
Each SDH Node shall be capable of providing direct access of tributary Signals including the
following:
(i) STM Optical and Electrical Signals of same or lower levels.
(ii) 2 Mbps or E1 tributaries.
(iii) Any other tributary of data rate between E1 & STM-1, as required.

Primary Order Multiplexer (PDMUX) (Access Multiplexer) shall be provided to connect to the 2
Mbps tributaries of the SDH Node for direct access of Channel circuits with data rate lower than
2 Mbps. Primary Order Multiplexer (PDMUX) shall multiplex 30 Analogue and / or Data
Channels to 2048 Kbps CCITT compatible digital stream on send side and on receive side it shall
de-multiplex CCITT compatible 2048 Kbps digital stream to 30 Analogue / Data Channels.
Primary Order Multiplexer (PDMUX) shall have at least two 2048 Kbps Ports (P1 & P2) each
for send and receive side. It shall be possible to drop / insert any channel to P1 / P2 port or make
a time slot through P1 port to P2 port and vice versa.
Channel circuits below 2 Mbps level shall be divided among the PD MUXes for providing
maximum diversity.
The Primary Multiplexer shall be provided with 1+1 protection for all Channel levels (VF, Data
etc.) with automatic switchover in case of fault.

All the Channel circuits, including spare circuits, shall be terminated at the Main Distribution
Frame (MDF) and the Digital Distribution Frame (DDF) as appropriate for direct access.

CHANNEL INTERFACES:
The Voice Interface shall be Pulse Code Modulated (PCM).
The Voice Interfaces shall include:
(i) Voice Interface with the selection of 2 W or 4 W E & M Signalling.
(ii) Voice Interface with Microphone current feeding, Subscriber Loop

12

Signalling , On Hook / Off Hook detection, Ring trip and Ringing

current provision.
(iii) ADPCM Equipment, either part of FOTS or the PAS Subsystem,
for carrying 7 KHz. Bandwidth near music quality Voice Channel
through 64 Kbps Channel.
(iv) Any other Voice Interface required by other Sub-systems.

The Data Interfaces shall support both Synchronous and Asynchronous data communication and
permit operation as both Data Terminal Equipment (DTE) and Data Communication equipment
(DCE).
The Data Interfaces shall include:
(i) 0-19.2 Kbps Synchronous / Asynchronous Data Interfaces.
(ii) 64 Kbps Synchronous Data Interfaces.
(iii) nx64 Kbps Synchronous Data Interfaces.
(iv) ISDN Basic Rate Interface with 2B + D Channels.
(v) Primary Rate Interface at 2.048 Mbps (30B + D).
(vi) Any other Data Interfaces required by other Sub-systems.

FOTS NETWORK SYNCHRONISATION:

FOTS Synchronisation shall adopt Master and Slave Synchronisation method. SDH Equipment
shall derive the synchronisation timing Signal from the following in order of priority:
(i) Master Clock Equipment.
(ii) An Internal Clock of the SDH Equipment.
(iii) Incoming STM Signal.
(iv) Incoming 2 Mbps Signal.

The SDH Equipment shall switch automatically to another timing reference, if the selected
timing reference is lost, under the criteria stipulated in ITU-TG.783. Manual switchover to a
specific synchronisation source irrespective of priority in synchronisation source selection shall
be provided and with password protection. Manual switchover to a failed synchronisation source
13

shall be prevented by the Equipment. Automatic re-configuration of a synchronisation source

shall not cause any interruptions or generation of errors into the Signals being transmitted by the
FOTS.

NETWORK PROTECTION:
The FOTS shall be provided with path protection with self-healing rings or equivalent, multiples
section protection and sub-network connection protection functions, as applicable. Protection on
Signal transmissions shall be provided for Signals at STM level as well as lower order including
VC-4, VC-3, VC-2 and VC1 levels.No single failure shall affect the availability of FOTS and its
Interfaces. FOTS shall remain in operation and automatically reconfigure, if necessary,without
the need for control by the FOTS Management System, under the fault conditions.
Failure of a single SDH Node shall not affect the operation of the remaining SDH Nodes in the
Network. Fault in any single Fibre Cable section shall not affect the operation of any SDH Node.
Signal transmission shall be protected on a per path basis. Normal and protected routes shall be
routed through different Fibre Cables with path diversity. Automatic path protection switching
shall occur upon detection of failure or alarm conditions which will affect the quality of Signal
transmission. The protection shall be completed within 50 m sec. Manual protection switching
shall be initiated by a Switch Command from the FOTS Management System.

FOTS MANAGEMENT SYSTEM:

A FOTS Management System shall be provided for centralised and remote control & monitoring
of the FOTS including SDH Equipment, Primary Order Multiplexers and Optical Line Terminals
etc. FOTS Management System shall have an internal clock synchronised to the Master Clock
for the time and date information. The internal Clock shall allow free running in case of loss of
Signal from Master Clock. The operational status and performance of all the network elements
shall be monitored on a real time basis by the FOTS Management System. The status monitoring
shall be down to the card level as a minimum.
The Network elements shall have alarm logging facilities so that a detailed history of the failure
alarms can be retrieved either locally using the Portable Service Terminal or remotely by the
FOTS Management System. Alarms to be collected from Network elements shall include the
following:
(i) Input failure.
(ii) Loss of frame adjustment.
(iii) High error rate alarm.
14

(iv) Loss of pointer.

(v) Loss of synchronisation.
(vi) Out of frame alignment.
(vii) Alarm indication.
(viii) High / Low Optical Power.
(ix) High Laser bias.
(x) Tributary unit failure.
(xi) External synchronisation failure.
(xii) Power unit failure.
(xiii) Mains power failure.
(xiv) Any card / Module failure.
All alarms generated by the System shall be self sustained until cleared. Failure Alarms shall be
classified into user configurable major / minor alarms. All alarms and status changes shall be
stored in local storage of network elements, stored in mass storage device at OCC and output to
the printer, on demand. All alarms and status changes shall be stamped with time and date within
an accuracy of 1 second. Each alarm log shall include details on the type and nature of the fault,
alarm category, fault location, date & time the fault is detected and date & time the fault is
cleared.An audible alarm shall be given at the management workstation and shall be reset by the
maintenance staff on acknowledgement.A local alarm indication for the network element shall be
given and shall be reset automatically when the alarm is cleared.
A summary alarm shall be provided at the Rack top to indicate the alarm status of any element
within the Rack. Summary alarm shall be reset automatically when the alarm is cleared. The
FOTS Management System shall provide function for user to enable and disable output of alarm
events to the log printer. The FOTS Management System shall calculate, display and provide
print-out of the performance statistics for the FOTS. In-service performance monitoring for all
network elements shall include the following:
(i) Laser Bias current.
(ii) Optical Power transmitted.
(iii) Optical Power received.
(iv) Degraded duration in minutes.
(v) Severely error seconds.
(vi) Protection switching counts.
(vii) Protection switching duration.
15

(viii) Error seconds of the received E1 and above Signals and Signal
level of the received E1 and above Signals.
(ix) Error free seconds of the received E1 and above Signals.
(x) Bit Error Rate of the received E1 and above Signals.

Loss of power shall not cause any corruption or loss of data in the Network elements and the
Management system. The In-service performance Data files shall be able to be transferred to disk
or any other storage media. The Data files shall be in format to allow analysis using
commercially available Softwares. The FOTS Management System shall allow the user to
configure all existing and new circuits with the following functions:
(i) Frame position allocation.
(ii) Interface Port allocation.
(iii) Low speed (64 Kbps & Lower) Interface Card configuration.
(iv) Lower order multiplex time slot allocation and routing.
(v) Higher order multiplex / cross-connect switch configuration.
(vi) Logging of circuit routing data logged into configuration database.
(vii) Operators configuration checks function prior to main and backup

database update.

The FOTS Management System functions shall be performed via an user-friendly Graphical
User Interface (GUI) in real-time mode.

Performance Requirements:
The System Response Times of the FOTS Management system shall be as under:
(i) Commands presented to FOTS Management System from FOTS
Management Workstation shall be processed to produce an
appropriate output within 2 seconds maximum.
(ii) Real-time data presented to the FOTS Management Workstation
from the network elements shall be processed to produce the
appropriate output within 2 seconds maximum.
16

(iii) Execution of parameter changes to SDH Nodes initiated from the

FOTS Management System shall be less than 2 seconds.

COMMUNICATION SYSTEM SUPERVISOR

(CSS):
Communication System Supervisor (CSS) shall be provided at OCC to perform the alarm and
status monitoring. Systems to be monitored through volt free contacts or exchange Protocols as
applicable shall include the following:
(i) Master Clock System.
(ii) CCTV System.
(iii) PA System.
(iv) AFC System.
(v) Power supply System.
(vi) Telecommunication Equipment Rooms.
(vii) Management Systems for FOTS, Telephone System, Train Radio,
PIDS and PAS.
(viii) NP-SCADA System for ECS, Tunnel ventilation, Lifts &
Escalators, LV Circuits, Rail Temperature, Seismic Activity and
Intrusion etc.
CSS functions shall be performed via an user friendly Graphical User Interface (GUI) in realtime mode. The CSS shall have an internal clock synchronised to the Master Clock for the time
and date information. The internal clock shall allow free running in case of loss of Signal from
the Master Clock. On restoration of the Master Clock, the internal clock of the CSS should
synchronise back to the Master Clock Signal. Protection and alternative routes shall be provided
for the CSS traffic in case of faults in the FOTS. In the event of failure of FOTS, the Remote
Terminal Unit (RTU) of the CSS shall continue to function as an autonomous system,
maintaining a local data base and all the Station facilities needed to operate the Station.
Out Stations shall be provided within the equipment room to interface to the other equipment
located there that requires connection to the CSS. Out Stations shall be intelligent, capable of
accommodating input / output Signals of digital / analog / pulse type shall be fully autonomous

17

in operation and modular in construction. It shall have self diagnostic features to enable testing in
a stand alone mode.

CSS equipment shall operate satisfactorily in the very high Electrical Noise environment
expected in DMRTS. Equipment shall be immune to the effects of conducted and radiated
electrical interferences. It shall be possible to disable an Out Station locally or from the
Workstation for servicing or re-configuring without affecting other Stations. Out Stations shall be
capable of following functions and facilities:
(i) Alarm handling from discrete inputs and derived parameters.
(ii) At least two alarm levels for both positive and negative excursions
of all analog signals, with adjustable dead band.
(iii) Combining of digital inputs using Boolean functions to give
conditional outputs.

Performance Requirements:
Speed of response to operator requests from the Workstation, under conditions of maximum
activity, shall not exceed:
(i) Display Page selection response time (Background): 1 Second.
(ii) Display of current data in database (Foreground): 1.5 Seconds.
(iii) Command response time: 3 Seconds.
(iv) Display of high sped alarms after occurrence: 3 Seconds.
(v) Display of normal alarms: 5 Seconds.
(vi) Display of normal events after occurrence: 10 Seconds.

TELEPHONE SYSTEM
Telephone Sub-system shall consist of following sub-systems:

EPABX Network:
(a) It shall be a highly Reliable, State-of-the-Art, Nonblocking ISDN compatible EPABX
Telephone Network for Voice, Facsimile and Data
18

communication services throughout the DMRTS. Telephone sets connected to respective

EPABXes shall be provided in the Control Rooms, Offices, Administration Offices, Roomsfor
Operation & Maintenance, Equipment Rooms, Staff Rooms in the OCC, Depots, DMRTS
Headquarters. and at all Stations. Each OCC Controller position shall also be provided with
EPABX Telephone.

(b) EPABX Network shall be equipped with EPABX Switches, Line & Trunk Interface units and
different types of Telephone sets - Analogue & Digital, for Telephone communication.

(c) The Telephone system shall interface to the Radio system to enable Radio users to initiate and
receive calls to / from EPABX extension or to / from the PSTN (MTNL) Telephones.

(d) EPABX Network shall be designed such that there is redundancy for the important
Interfaces / Modules and Diversity in terms of the
communication links for Call routing and Call establishment.

(ii) Direct Line Telephone Communication:

The Direct Line Telephone Communication system shall provide Control Telephone lines for
Train operation , Traction Power Supply Control and Maintenance Telephone lines
for Track , Rolling Stock , Signalling & Telecommunications. The System shall ensure
instant, uninterruptible communication between Key points, which shall include the following:

(a) Between OCC and different Key locations like all Station Control Rooms (SCR), Depot
Control Centre (DCC), Traction Sub Station (TSS), Receiving Sub Station (RSS), Auxiliary Sub
Station (ASS), Each Signalling Equipment Room & Telecommunication Equipment Room at
Stations and Depots and Emergency Telephones in the
Tunnels.

(b) Between adjacent and interfacing Station Control Rooms.

(c) Between adjacent and interfacing Interlocked Station Control Rooms.

19

(d) Between adjacent Interlocked Station Control Room and DCC.

(e) For emergency Communication at locations close to the cross passages in the Tunnels.

(f) Between OCC and DVB Control Room through leased PSTN (MTNL) Telephone lines.

(g) Between RSS and DVB Control Room through leased PSTN (MTNL) Telephone lines.

(h) Between OCC and Police, Fire and Ambulance services through leased PSTN (MTNL)
Telephone lines.

(iii) Centralised Digital Recording System (CDRS):

The Telephone System shall be equipped with a Centralised Digital Recording System (CDRS)
for recording of designated Telephone lines including Emergency Telephone lines,
Emergency PAS
Announcements and designated Radio conversations.
(iv) Network management System (NMS):
The Telephone Network including EPBAX and Direct line Telephone Communication System
shall be monitored, supervised and controlled by a Network Management System. All
Equipment of Telephone System shall be powered from 48 V DC.

EPABX NETWORK:
The EPABX Switch Network shall be an integrated non-blocking Digital Telephone Switch
Network formed by central EPABX Switches installed at important locations in the DMRTS,
which shall be connected to each other through 2 Mbps links of the FOTS to work in Tandem.
The EPABX Switch Network shall be synchronised to the Master Clock Signal from the Master
Clock System of FOTS. The EPABX Switch Network shall have internal clock in free running
mode in the event of failure or absence of the Master Clock Signal. The EPABX Switch Network
shall synchronise automatically back to the Master Clock Signal, when Master Clock Signal is
20

recovered. The Telephone extensions at way side Stations shall be connected to the central
EPABX Switches through PCM Channels of the FOTS. At each way side Station PCM
Signalling Multiplexers shall be equipped with Line Interface Cards for 30 lines. The Telephone
extensions at OCC and other Admin Offices including DMRTS Hqrs. Office shall be connected
to respective EPABX Switch via multipair indoor / outdoor telephone cables.

CLOCK SYSTEM
The Clock System shall be based on the principle of Master, Sub-master and Slave Clocks
working mechanism. Master Clock shall be installed at the OCC and shall be capable to drive
number of Sub-master Clocks as per requirements.
The Master Clock System installed in OCC shall include the following:

(i) Master Clock, producing a Centralised Time Signal, through a Primary

Reference Clock source..

(ii) Clock Distribution Panel to distribute the Centralised Time Signal from
Master Clock to Sub-master Clocks.

Sub-master Clocks at Stations , Depots and other locations shall receive the Centralised
Time Signals from the OCC Master Clock and feed these Timing Signals to various Subsystems, local Clocks and other necessary equipments. Alarm and status monitoring of the
Master Clock System shall be connected to the CSS. The Clock Signal shall be regenerated, if necessary, in the Subordinate Synchronisation Supply Units (SSU) with the
aid of phase-locked loops.

MASTER CLOCK SYSTEM:

The Master Clock System shall have duplicated Master Installation in OCC. Each Master
Installation shall have all functions duplicated, with automatic change over without interruption
in the event of failure. The Master Clock System shall be built around Global Positioning
System (GPS) Receiver and shall be self-correcting in the event that the synchronisation
GPS Signal is lost temporary and re-established. The Master Clock System shall perform
following functions:
(i) Provide the Master Clock Source for equipment synchronisation.
21

(ii) Provide the Master reference date and time information.

(iii) Provide reference Clock Signals for Station Clock Displays.
(iv) Distribute the Master Clock source and reference date and time
information to OCC, Stations, Depots and DMRTS Headquarters.

The Master Clock shall be capable of receiving Universal Co-ordinated Time (UTC) data
from GPS Satellite, decoding and verifying it and passing the data forward in recognisable form
to Slave Clocks and other systems requiring time synchronsation. In the absence of valid GPS
Signals, the Receiver shall operate in free running mode with an internal Clock supplying the
time Signals. An alarm shall be issued in such a case. On restoration of GPS Signal, the
Receiver shall validate the Signals. After the successful validation, the Master Clock System
shall self correct, if necessary.In case the Power supply to the GPS Receiver is lost, the
Navigation and Satellite data shall continue to be stored for at least 2 hours and the GPS
Receiver shall reacquire Satellite within 20 seconds after the Power is restored.Clock output
Interfaces of suitable Standards (such as RS-422 or RS-232 and LAN connection) in the
form of suitable outlets (such as RJ-45) shall be supported by the Clock System to serve
the Clocks at Stations, OCC, Depots and DMRTS Headquarters.

In the event of failure of Slave Clock Control System, the Master Clock System shall store
signals for at least 48 hours and shall automatically re-adjust the Slave Clocks on reconnection at high rates.

22

The Master Clock System shall work from 48 V 20% DC or 240 V AC UPS with a
minimum busy hour reserve of 4 hours. The Sub-master and Slave Clocks shall have
Battery backup of at least 4 hours.

SLAVE CLOCKS:
The design of the Slave clocks shall suit to the architecture of the area in which they are located.
All Slave Clocks shall be programmable both for 12 hours and 24 hours.
Slave Clocks shall be provided as follows:
(i) One wall mounted Digital Clock in each SCR, Supervisors offices, Equipment and Plant
rooms at Stations, Depots & OCC.

(ii) One single faced Digital Clock each at Head-end and Tail-end of
each Platform suitably positioned for the use of the Train Driver.
These Clocks should be visible from the Drivers Cab even in
emergency lighting conditions on Metro and Rail Corridors as also
bright sun light on the Rail Corridor.

(iii) One double faced suspended Clock at each entrance gate to the
Passenger areas to be visible in all lighting conditions.

(iv) One double-faced suspended Clock for each concourse suitably

positioned to be visible from all over the concourse areas in all
lighting conditions.

PERFORMANCE REQUIREMENTS:
(i) The delay within the Master Clock System equipment between the
23

reception of an update Signal and transmission of a data message

shall be a maximum of 20 m Sec.

(ii) When receiving valid GPS Signals, the Master Clock System
accuracy shall be within 50 m Sec.

(iii) The Master Clock System accuracy shall be better than 0.01
seconds per 24 hours.

CLOSED CIRCUIT TELEVISION SYSTEM

Closed Circuit Television (CCTV) System shall consist of following principal subsystems:

(i) Platform Surveillance CCTV System for monitoring of entraining And detraining of
Passengers at all Platforms. Monitoring of entraining and detraining of Passengers and
surveillance of Train doors from the Driving Cab shall also be provided by the Platform CCTV
System. Video Signals from designated Cameras, for this purpose, shall be available to the
CCTV Monitors installed at head end and tail end of each Platform. These Monitors can as well
be used during reversal of Trains.

(ii) Station Surveillance CCTV System on Metro Corridor for Monitoring important
locations in the Station, both locally from SCR and remotely from the OCC. Video Signal
output from CCT Cameras in various locations shall be fed to the Video Switchers to distribute
these Video Signals to various Monitors.

Control equipment of CCTV System shall be located in the TER at all Stations and in CER at
OCC. Station Surveillance CCTV Control equipment shall be accessed from the following
locations:

(i) SCR to CCTV System at the concerned Station.

(ii) Traffic Controller and Chief Controller at OCC to CCTV System at all the Stations.
24

(iii) Security Controller at OCC to CCTV System at all the Stations.

Station Surveillance CCTV Control equipment shall be interfaced with FOTS for connection to
the equipment located in the CER at OCC for remote control. Both centralised and localised
Video Recording System shall be provided. CCTV Coverage: CCTV Surveillance System
shall provide full (100 %) coverage of the following areas:

Station:
(a) Platform Operational Areas.
(b) Complete length of all Escalators.
(c) Concourse Area.
(d) All Station Entrances and Exits.
(e) All Automatic Fare Collection (AFC) Gates.
(f) Exterior of Ticket Booking Offices.
(g) Exterior of Fare Adjustment Offices.
(h) Subways.

OCC:
(a) Main Building Entrance and Exits.
(b) Computer and Equipment Room of Signalling 1 &
Telecommunication, SCADA and AFC.
(c) OCC Theatre Entrance.
(d) AFC Ticketing Room, Audit / Analysis Room and
Ticket Storage Rooms.

Platform:
25

At the Head End and Tail End of the Platform for Coverage of all Train doors. All equipments of
CCTV System shall work from 240 V AC Single Phase Supply from UPS.

PERFORMANCE REQUIREMENTS:
Reliability Requirements: MTBF of constituent Sub-systems of the CCTV System shall be
as under :

- CCTV System Equipment MTBF (Hours)

- Station and Central Equipment. > 50,000.
- Cameras. > 60,000.
- PTZ Units. > 50,000.
- Monitors. > 60,000.
- Video Recording Equipment. > 40,000.

Availability Requirements:
The CCTV System shall have an overall System Availability of better than 99.95%.
Maintainability Requirements: The Mean Time To Restore (MTTR) of the CCTV
System to full normal operation following a failure shall be less than Four (4) Hours, including
the time required to travel to the Site.
The Service life of the CCTV System shall not be less than 10 years. CCTV Camera
Response Time: The Response Time to display a Video image from a CCTV Camera
selected from a control facility shall not exceed 250 m sec., measured from the time the
command is issued to the time the Video image is displayed on the corresponding Monitor.

Display Performance:
Display of full screen mode of a 1.8 m tall person standing upright, within the CCTV
Camera coverage area, on any Monitor shall not be less than one-tenth (1 / 10 ) of a screen
for both fixed lens and zoom lens cameras at the shortest focal length. No image degradation
shall result on each of the CCTV monitor owing to any external sources of interference
including distortion of the image at the periphery of the screen, rotation of image,
26

misconvergence of colour image and changes of colours on the screen due tochanging of external
magnetic field level.
End-to-End Performance: The overall System Performance for all possible transmission
paths, shall meet the following requirements:
(i) Picture Signal: 0.7 V 0.1 V (peak).
(ii) Sync Signal: 0.3 V 0.1 V.
(iii) Signal to Noise Ratio: 48 dB CCIR weighted.
(iv) Frequency: 50 Hz. To 5 MHz. 3 dB, Measured w.r.t. a Video
Signal of 100 KHz.
(v) Hum: 50 dB below peak white.
(vi) Crosstalk: 50 dB below peak white at 4.43 MHz. (contributed by all
other parts or Channels).
(vii) K Rating of a 2T & Bar Test Waveform: Pulse to Bar Ratio: 5%.
2T Pulse response: 5%. Bar Response: 4%.
(viii) Luminance non-Linearity: 12%.
(ix) Luminance / Chrominance Delay Inequality: 40 ns.
(x) Luminance / Chrominance Gain Inequality: 10%.
(xi) Luminance / Chrominance Crosstalk: 8%.
(xii) Differential Gain: < 8%.
(xiii) Differential Pulse: < 8 Degrees.

FUNCTIONAL REQUIREMENTS:
CCTV shall have facilities for colour monitoring in Real Time. CCTV shall comprise of a
combination of fixed and PTZ Cameras to provide indoor and outdoor coverage. FOTS
shall be used for the transmission of Signal and Data between Stations and OCC. The
internal clock for all the CCTV System equipment shall be synchronised to within 1
second of the Master Clock System at all times. System-wide Railway Control functions for the
CCTV System shall be carried out from the OCC.
27

Station Surveillance:
(i) The Camera outputs shall be sequentially monitored on 14" (14 Inch) colour Monitors kept in
the SCR and also on the 14/14 inch Monitor, one for each Station, at OCC. Separate Video
Switches or suitable Analog multi channel equipment shall be provided for the OCC and SCR.
The locations of the CCTV Monitors and Control Panel shall be as under :
Stations: Two (2) Nos. of minimum 14" (14 Inch) colour Monitors with split image unit and a
CCTV Control Panel at each SCR Console.
OCC: One (1) colour Monitor of minimum 14" (14 Inch) size and CCTV Control Panel on
Console for Chief Controller. One (1) colour Monitor of minimum 14" (14 Inch) size for each
Station in the Security Control Room together with a Patch Control Panel to connect any
Monitor to Video Signals from any of the Stations in case of failure of any Monitor. Two (2)
Nos. Of minimum 14" (14 Inch) size colour Monitors on the Security Controllers Console
with the facility to select the output from any Camera location at any Station / OCC on these
monitors through a Key Board. Video Recorders shall be provided for
simultaneous recording of intentionally selected Station.

(ii) There shall be Two (2) Remote Station Monitoring Systems from the OCC, one for
Operations i.e. Chief Controller and the other for Security Controller. The two Systems shall be
independent of each other for user facilities. It shall be possible for the two System users viz.
Traffic Controller & Chief Controller and Security Controller to view entirely different cameras
from the same Station simultaneously and control the scan time, skipping
or locking a particular input independently. Security Controller shall have PTZ control facility
for Station and OCC Surveillance. Traffic Controller and Chief controller shall not require the
facility of controlling the PTZ Cameras.

Monitoring of Entraining and Detraining of Passengers:

(i) At least Two (2) CCTV Cameras, fixed length focus, for each
Platform side shall be provided

and

their

position

shall be

arranged such that the whole Platform and the Train doors can be
monitored on 14" (14 Inch) Monitors, two

numbers

of

each, fixed
28

close to the Head End and Tail End of the Platform. The position
of the Monitors shall be adjustable so as to accommodate working
of 4/6/8 coach Trains. Where, due to presence of pillars and other
obstructions, all Train doors cannot be monitored by two Cameras, additional Cameras may be
provided. Monitors, in addition, shall have the facility of splitting the Screen in multiple
Windows to enable projection of views of more than one coach on the same Monitor.

(ii) Video Signals of the CCTV Cameras monitoring the Platform and
Train shall be available to the following equipment simultaneously:

(a) Two Nos. of min. 14" (14 Inch) Head End Monitors.
(b) Two Nos. of min. 14" (14 Inch) Tail End Monitors.
(c) One No. of min. 14" (14 Inch) Monitor each with OCC Traffic
Controller and Chief Controller.
(d) Two Nos. min.14" (14 Inch) Monitors for Security Controller in
OCC.
(e) One No. of min. 14" (14 Inch) Monitor in Security Control Room.

Video Multiplexing, Recording and Retrieving:

(i) Video Recorders shall be user programmable and all Recordings shall have the associated
time and date stamped information superimposed on to the Video image. Recorders shall be
provided at each Station and in OCC.

(ii) For the purpose of recording Video Cameras at each Station shall be divided into a suitable
number of groups and each group shall be recorded by dedicated Video Recorders.

(iii) Recording of Video signals on each MMI in the OCC shall be done on dedicated Video
Recorders (Digital Versatile Receivers order DIVARs). In the OCC, Controllers shall be able to
select manually Video images to be recorded.

29

(iv) The Video Recorder shall be capable of operation for 24 hours per day, 365 days per year.

(v) The Multiplexer shall allow a maximum of 16 Video inputs to be time multiplexed on a
single output for recording and playback purposes.

Video Signal Transmission from Station to OCC:

(i) Video Signal and Data Transmission between the Stations and the OCC shall make use of
FOTS. Options for Transmission shall include any one or a combination of the following:

(a) Analog Transmission, making use of Dark Fibres.

(b) Digital Transmission, making use of SDH Transmission Network.
(ii) In the case of Digital Transmission, Compression Algorithm used shall be Motion JPEG
(Joint Photographic Experts Group) and the Bandwidth shall be fixed and shall be uniform
throughout the DMRTS Network.

(iii) In the case of Analog Transmission over Optical Fibre Cables, a Multi-channel System
shall be provided over a single Fibre to cover all the Cameras at 5 Stations. In the OCC,
5x16 Channel Receivers using FM Technology shall be used to cover any of the 16 selected
Cameras at the 5 Stations simultaneously. Optic Fibre Diversity shall be configured to provide
protection against failure of the remote monitoring and control of Station Surveillance CCTV
System due to damaged Optical Fibre Cable. Fault and Alarm Management: All Alarm
status of the CCTV System including CCTV Cameras, Video Switchers, Multiplexers, Video
Distribution Amplifiers and Optic to Video Transmitters / Receivers, as necessary, shall be
connected to the Communication System Supervisor (CSS).

CCTV EQUIPMENTS:
Video Switch:
(i) Video Bandwidth: 10 Hz. to 10 MHz.
(ii) Video Signal Level: 1 Vpp.
(iii) Input / Output Impedance: 75 Ohms.
30

(iv) Crosstalk: Better than (-) 55 dB Between any two Inputs up

to 4.43 MHz.
(v) Differential Phase: 3 Degree Maximum.
(vi) Differential Gain: 3% Maximum.
(vii) K Factor using 2T Pulse: 3% any Input to any Output.
(viii) Bar Tilt: Maximum 3% any Input to any Output.
(ix) Pulse to Bar Ratio: Within 3%.
(x) Luminance / Chrominance Delay Inequality: 14 ns Maximum.
(xi) Luminance / Chrominance Gain Inequality: 4% Maximum.
(xii) Picture Signal: 0.7 V 0.03 V.
(xiii) Sync Signal: 0.3 V 0.01 V.
(xiv) Number of Characters for Camera ID: Up to 10 Alphanumeric
Characters in 1-line Display.
(xv) Number of Characters for Test Identification ID: Up to 14
Alphanumeric Characters in 1-line Display.
(xvi) Minimum Size of Characters: 10% of screen size.

CCTV Cameras:
(i) Image sensor types:1 / 3 Inch interline interface
CCD.
(ii) Active Picture Element: Not less than 330,000.
(iii) Signal Format: CCIR, 625 lines, 50 fields per second.
(iv) Sync System: Internal and External Sync.
(v) Video Output: 1.0 Vpp Composite.
(vi) Minimum Illumination: 1 Lux.
(vii) Signal to Noise Ratio: > 48 dB weighted.
(viii) Video Bandwidth: > 5.5 MHz.

31

(ix) Horizontal Resolution: > 480 TV Line Resolution.

(x) AGC: 10:1.
(xi) Gain Control (Selectable AGC On /Off): 14 dB.
(xii) Automatic Light Compensation - Outdoor: 60,000:1.
(xiii) Automatic Light Compensation - Indoor: 25,000:1.
(xiv) White Balance: Fixed or full Time Automatic.
(xv) Back Light Compensation: On / Off selectable. Camera mountings shall meet the
requirements of Pan & Tilt movement and pose no restrictions to obtain the optimum field of
view.

Lens:
(i) Fixed lens Focus shall be adjustable continuously from less than 1.8 m to infinity, pre-settable
and fixed to that position by a locking device with auto iris control and manual focus.

(ii) Zoom lens shall be provided with 10:1 zoom capability. The zoom operation shall be Track,
i.e. after focusing on an object at any distance at a particular length, the lens shall stay in focus at
that object distance for all zoom settings. The zoom speed shall be at least 8 seconds end-to-end
and the time taken for changing focus from 3 m to infinity and vice-versa shall be less than 5
seconds. The lens shall have auto iris and auto focus control.

PUBLIC ADDRESS SYSTEM (PAS):

The PAS shall be provided to broadcast voice messages to Passengers / Staff in all Stations,
Depots, OCC and DMRTS Hqrs. The PAS shall have Control equipment shall be located in the
Equipment Rooms of each Station, Depot, OCC and DMRTS Hqrs. PAS facilities for the Depots
shall be standalone without any control and access from OCC .The Station PAS control
equipment shall be interfaced to the FOTS for connection to the equipment located in the CER at
OCC to facilitate system control from OCC.

The PAS at Stations shall be accessed from the following locations:

(i) Platform Supervision Booths (PSB).
(ii) Station Control Room (SCR).
(iii) Operations Control Centre (OCC ).
32

The PAS and Passenger Information Display System (PIDS) shall be coordinated automatically
to provide real time Passenger Audio broadcast and Visual information at each Station. The PAS
and PIDS shall respond to special Train running interrupt messages from the Train Control &
Signalling System (TC&S) and also enable any PAS Operator to send special announcement or
emergency messages for Passenger / Staff.

Four major types of messages shall be provided by the PAS:

(i) Fixed Digital Recording.
(ii) Pre-formatted with Data to be added.
(iii) Instantly recorded.
(iv) Live Audio Broadcast.

The PAS shall be capable of maintaining the required intelligibility at all

Times regardless of changing environment including crowd density, temperature, humidity and
noise level. The PAS at Stations shall have external Audio Input Ports for providing background
music to selected public zones.

PAS Coverage:
Station Coverage: The following PAS Zones shall be provided at each Station:
(i) Concourses and Entry / Exits.
(ii) UP Platform.
(iii) Down Platform.
(iv) Staff Areas including Office Rooms and Staff Toilets.

Depot Coverage and Zoning: The PAS Zones shall be provided at each Depot for Service Shed
and Stabling Lines. All equipment of the PAS shall work from 240 V Single Phase Power Supply
from the UPS.

PERFORMANCE REQUIREMENTS:
33

Reliability Requirements: MTBF of constituent Sub-systems of the PAS shall be as

under:
- PAS Equipment MTBF (Hours)
- Control & Switching Equipment. > 50,000.
- Power Amplifier. > 40,000.
- Digital Voice Announcement Equipment. > 50,000.
- Microphone. > 50,000.
- PAS Management System. > 50,000.
- PIDS / PAS MMI. > 50,000.
- Loud Speaker. > 50,000.
Availability Requirements: The PAS shall have an overall System Availability of
better than 99.99%. The Radio-to PAS Announcement shall have an Availability of better than
99.9%.
Maintainability Requirements: The Mean Time To Restore (MTTR) of the PAS to
full normal operation following a failure shall be less than Four (4) Hours, including the time
required to travel to site. The Service life of the PAS shall not be less than 15 years.

PASSENGER INFORMATION DISPLAY SYSTEM:

The Passenger Information Display System (PIDS) shall be the primary means of visual
communications with Passengers at Station Concourses and Platforms for the notification of
scheduled Train arrivals / departures and for operational, normal and emergency including
evacuation message displays to Passengers.

The PIDS shall have Control equipment located in the Equipment Rooms of each Station, the
OCC and DMRTS Hqrs. The Station PIDS Control equipment shall be interfaced to the FOTS
for connection to the equipment located in the CER at OCC to facilitate System control from
OCC.

The PIDS shall be accessed from the following locations:

(i) From the Station Control Room (SCR) to the PIDS at the Station.
(ii) From the Operations Control Centre (OCC ) to the PIDS at one
Station / a group of Stations / all Stations of a section.
34

The PIDS and PAS shall be coordinated automatically to provide real time
Passenger Audio broadcast and Visual information on designated Platforms at each Station. The
PIDS and PAS shall respond to special Train running interrupt messages from the Train Control
& Signalling System (TC&S) and also enable any PIDS Operator to display special or
emergency messages for Passenger / Staff on individual or all Display boards.

Three major types of messages shall be provided by the PIDS:

(i) Fixed.
(ii) Pre-formatted with Data to be added.
(iii) Instantly constructed.

The PIDS Display boards shall present a full message in Hindi and English characters and
graphics. All messages shall be displayed simultaneously in Hindi and English characters and /
or scrolling / blinking from one language to another language as selected by the PIDS operator.
The PIDS Display boards shall be connected by either serial or LAN connections to the Station
PIDS Control equipment.

PERFORMANCE REQUIREMENTS:
Reliability Requirements: MTBF of constituent Sub-systems of the PIDS shall be as under:
- PAS Equipment MTBF (Hours)
- Control Equipment. > 50,000.
- Display equipment / Display boards. > 35,000.
- PIDS Management System. > 50,000.
- PIDS / PAS MMI on common Workstation. > 50,000.

Availability Requirements:
The PIDS shall have an overall System Availability of better than 99.95%.

35

Maintainability Requirements:
The Mean Time To Restore (MTTR) of the PIDS to full normal operation following a failure
shall be less than Four (4) Hours, including the time required to travel to site.The Service life of
the PIDS shall not be less than 15 years.

Display Performance:
(i) Display Contrast Ratio: The PIDS shall produce images with a minimum contrast ratio
of 20:1 when operating in all ambient artificial lighting conditions and outdoor lighting
environment up to full sunlight conditions found throughout the Station.

(ii) Viewing Angle: The viewing angle is the angular point where the
illumination intensity drops to half of the peak intensity. The
viewing angel in the horizontal plane and normal to the face of all
display boards shall be no less than 65 degrees.
(iii) System Response figures:
(a) The display of a fault alarm at the PIDS Management Workstation and the MMI shall not
exceed 2 seconds from the time of the fault occurrence of fault.
(b) The maximum response time from sending a message, after selecting the destination to the
message being shown on the selected display boards shall not exceed 1 second if the message is
initiated locally within the Station and shall not exceed 2 seconds, if the message is initiated
remotely from OCC to the Station.
(c) On screen performance report generation on the PIDS Management Workstation shall not
exceed 15 seconds.

(iv) MMI Response Figures:

(a) The MMI screen update time shall not exceed 0.5 second.
(b) The MMI alarm update time shall not exceed 2 seconds.
(c) The MMI alarm acknowledgement time shall not exceed 1 second.

FUNCTIONAL REQUIREMENTS:
36

The PID shall support:

(i) Display of Messages in any combination of Hindi text, English text, Numerals,
Animated Graphics, Punctuations and Symbols. Each page of the Display shall be complete in
meaning and be easily interpreted by the Passengers.

(ii) Directing manually triggered different Messages to individual side of the Display board, both
sides of the Display board or group of Display boards simultaneously within a Station.

(iii) Sending different Messages, other than initiated by the TC&S System, in either one of the
following user programmable orders:
(a) Display of first Message in different languages followed by the second Message in the same
order of languages and so on.
(b) Display of a set of Messages in one language followed by the same set of Messages in
another language and so on. The PIDS equipments internal clock shall be synchronized to within
1 second of the Master clock of FOTS at all times.

MESSAGE CONSTRUCTION:
(i) Special and Emergency Messages shall be fixed, pre-formatted or instantly constructed
Messages, depending on the Message nature, typical examples being the following:

(a) Fixed message: Smoking is prohibited in the

entire Station.
(b) Pre-formatted Message: This Station is ----------- .
(c) Special Message: Due to ------------- failure, the arrival / departure of the Trains shall be
delayed.
(d) Emergency Message: Owing to an Accident --------------, the Train services shall be
disrupted inordinately. Please leave the Station as soon as possible.
(ii) Messages shall be constructed and stored in Hindi and English characters, along with the
associated animated Graphics, Symbols and Punctuation. Every Message shall be displayed in
one language or any combination of the two languages and Graphics / Symbols.
(iii) The pre-formatted Messages at each Station shall be identical, providing fields for Name,
Time or other variables to be added.

37

(iv) Messages shall be selected from a screen Look-up Table. Message additions required for
pre-formatted Messages shall be typed in directly from the Keyboard or Click & Dragged
from another Look-up Table of commonly used characters, words and phrases.
(v) Fixed or pre-formatted Messages initiated from OCC shall be issued in Message codes to
respective Station PIDS control equipment.
(vi) Instantly Constructed Messages: The PIDS shall enable the OCC and SCR MMI Operators
to instantly construct Messages and store them in the local Message Database of the PIDS
control equipment. These messages can then be retrieved for display or be deleted if they are no
longer required by the Operators.

NON-POWER SCADA SYSTEM:

The NP - SCADA is meant for communication of operational and maintenance data from
the field locations at Stations / Depots to the OCC and to monitor and / or control following
equipments:

At Stations in under ground corridors:(a) Fire Detection and Suppression System.

(b) Lifts and Escalators.
(c) LV Station Circuits (i.e. Lights, UPS, Diesel Generator).
(d) Pumps (Fire main, Sprinklers, Drainage, Drinking Water, Sewage).
(e) Environmental Controls (ECS) - Air Conditioning, Heat Exhaust, Smoke
Control.
(f) Seismic Activity.
(g) Intrusion Alarms (Track way, Building Entry, Room Entry).
(h) Tunnel Ventilation System (TVS) including mode setting for Fans &
Dampers. Fire Detection and Intrusion Systems shall be monitored and
controlled by Security Controller. Faults & Failure warnings and Alarms
of other Systems shall be monitored by other Controllers in OCC.SCADA
shall, in addition, provide the OCC staff with the necessary information to
know the capacity of these systems to cope up with the traffic being
carried. The SCADA shall also provide relevant data / information, which
38

would enable the maintenance staff to assess the need for unscheduled
Preventive Maintenance based on the degradation of normal operating
parameters.

Following equipments shall be controlled and monitored through their respective Servers and
NMS at OCC:
(i) FOTS including Master Clock, UPS and Power System.
(ii) Telephone System (Direct Line and EPBAX).
(iii) CCTV System.
(iv) Radio System.
(v) Public Address System (PAS).
(vi) Passenger Information Display System (PIDS).
(vii) Automatic Fare Collection (AFC) System.

AUTOMATIC TRAIN CONTROL SYSTEM (ATC)

The Automatic Train Control System ATC ensures the safe passage of trains and optimised line
operation. ATC guarantees the signalling safety and high reliability at the same time.
By means of the audio frequency track circuits (FTG S) data are transmitted to the train
inductively. Thus, it is not required to lay additional track conductors or coils.

LZB700M : Automatic Train Control System

39

The Automatic Train Control System (ATC) covers the technical equipment for supervising,
operating, controlling and safeguarding the train service.
The ATC is made up of the following basic functions:
- ATP Automatic Train Protection
- TIC Train Interface Computer
- DMI Driver Machine Interface

Hardware and software configuration

The LZB 700 M continuous automatic train control system covers the components shown in the
Figure. ATC functions are implemented in separate subsystems on the train and at the track. The
ATP trackside unit is interconnected to the interlocking system and to the ATS. Track circuits are
used for track vacancy detection by the ATP trackside unit and the interlocking as well for data
transmission to the ATP train borne units by the LZB.
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The ATP Covers :

- determining and supervising the speed
- applying the emergency brake
- train spacing
- door release
- backward rolling supervision.
- track vacancy detection (by means of track circuits)

ATC Trainborne equipment

The ATC trainborne equipment consists of an ATP trainborne unit, an external TIC unit, a Cab
display, two ATC antenna (pick up coils) and two odometer pulse generators. Each train head
requires an ATP unit, TIC unit, a set of two ATP antennas, a set of two OPG and a MMI.

ATP Trainborne unit

One ATP trainborne unit is provided for each cab. The ATP trainborne unit carries out
comprehensive safety-relevant functions. For this reason it is equipped with fail-safe
microcomputer system SIMIS. The SIMIS-3116 design is used for the ATP trainborne unit
because of the high mechanical and climatic stress. The software programming language is
PASCAL 86. Programs run under the real-time operating system COSPAS
The ATP trainborne unit processes the data from the odometer pulse generators and the incoming
data from the ATP antennas. The ATP trainborne unit supervises the train's movement and, if
required, initiates emergency braking. Furthermore, it is linked to the TIC and display unit of the
LZB 700 M ATC Trainborne equipment

TIC unit
One TIC unit is provided for each vehicle. Based on data, transmitted from ATP and ATS, it
automatically controls the service braking in case of a driver failure. Via the radio interface
communication between TIC and ATS is provided. The TIC unit consists of a tailored rack
housing power supply, interface boards and a personal computer based on the INTEL processor
series in a non-vital one out of one configuration. It is mounted in an one-tier 72*5.08 mm sub
rack nearby the radio control. The software programming language is PASCAL 86, Modula 2
and Assembler. Programs run in the TIC train borne equipment under a non vital operating
system similar to COSPAS
The TIC fulfils two main tasks:
Providing the 'Full Service Brake' function.
Providing communication interface between the ATC on-board unit and the Train Integrated
Management System (TIMS), the On board Announcement System (OAS),train to track
communication channel to the ATS via Train radio

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Cab display unit (HMI)

One display unit is provided for each vehicle and installed in the drivers panel. The cab display is
an IBM compatible personal computer based on the INTEL processor series and suitable for
vehicles.
It performs visual and audible indication based on process data via a LCD colour display and a
buzzer to advice and inform the driver. With the display touch panel it is possible to execute
input to the cab display. Communication between cab display and ATP/ TIC is done via DINBus.
The cab display unit transmits the following process control data to the TIC unit:
- crew number,
- car number,
- service and destination number (train ID),

ATP antennas
Two antennas (pick up coils) are provided per cab of a train.The ATP data (Telegrams)
inductively send from FTGS track circuits is received through these antennas. These data/signals
are then passed to the ATP train borne unit for further processing.

ODOMETER PULSE GENERATOR

Two odometers are required per cab of a train. One odometer is mounted on the second axle of
the D-Car on the right side and the other on the third axle left side.
ODOMETER PULSE GENERATOR (OPG) generates pulses according to the axle rotation.64
pulse are generated per rotation. These pulses are processed and then used for the determination
of distance traveled and speed calculation.

ATP trackside unit

The ATP trackside unit uses the SIMIS-3216 because of the required high computing capability
and storage capacity. It is configured as 2-out-of-3 and provides the specified high level of safety
and availability. Should one of the three microcomputers fail it will continue to operate without
impairment to safety and functionality. The ATP trackside unit is linked to FTGS track circuits.
The ATP trackside unit communicates with neighbouring ATP trackside units, the ATS, and the
interlocking.

ATP Trackside Unit, Principal Characteristics

Interface to the Electronic Interlocking
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Interface to the FTG S Track Circuits

Communication with neighbour Trackside Units
Long-term storage of Track Parameters
Calculates Running Orders for trains

CONTINUOUS AUTOMATIC TRAIN CONTROL SYSTEM

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 and Automatic Train Supervision
System.Automatic Train Operation means a subsystem of Continuous Automatic Train Control
system, which automatically controls acceleration, coasting, braking and stopping of
trains.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.

Automatic Train Supervision means a subsystem of Continuous Automatic Train Control

system, which automatically monitors the entire system and directs train running so as to provide
scheduled service under normal circumstances.

INTERLOCKING
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 ensure safety.

Interlocking System shall:

Control and lock the points to the position required by the route
Set up and lock the route
Set traffic direction
Authorize the route
Set the proceed signals aspect at the origin of the route.
Locking the establishment of a condition within the Interlocking for (signalling gears) a
signal, set of points, route or other automatic function such that its state can not be altered except
by a predetermined and inviolable sequence of events.
Cab Signal means visual indication displayed as speed code on the Train Operators console
granting him the authority to proceed under Automatic Train Operation, or Coded Manual Mode,
or Automatic Train Protection mode of driving.
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SIGNALLING EQUIPMENTS
Point Machine is a device used to control train movement in normal or reverse directions.

Signal means an indication given to a train operator for controlling the movement of his train.

Track Circuit means an electrical circuit provided to detect the presence of a vehicle on a
portion of track forming part of the circuit.

ROUTE :
Route is a specific path from an origin signal to a destination signal.Normal Direction Route
is a route in the normal direction (on the left hand track) of the train travel. Reverse Direction
Route is a route over which trains run in the opposite direction to normal.Opposing Route is
geographically identical to given route, but in opposite direction.
Fleet Mode A condition applicable to interlocking routes under which a number of trains may
run the same route without the necessity of canceling and re-establishing the route in between
successive movements.
Conflicting Routes Two or more route which oppose, converge or intersect such that
simultaneous movements can not be made without the possibility of collision.

TRACK CIRCUITS
Berth Track Circuit is the track circuit just before the origin signal.

First Track Circuit is the track circuit situated just after the origin signal.

Last Track Circuit is the track circuit situated just before the destination signal.

POINT & CROSSOVERS :

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Trailable Point is a point in which trail through movement (movement of train from trailing
direction) can take place.
Non-Trailable Point is a point in which there can be no trail through movement possible and
in such case train is derailed.

SIGNAL ASPECTS : ROUTE SIGNAL

Red :Stop Route not set and locked or first track circuit after the signal is occupied.
Violet :Conditional Proceed Route is set and locked and the first track circuit after the signal
is clear or the green aspect is failed. For running on site mode, Violet means STOP.
Green: Proceed Route set and locked and the track circuits to the next route signals are clear
and the overlap locked if necessary.

Overview of FTG S Cabinet

The FTG S cabinet is delivered fully equipped.
It houses the equipment for up to 10 Unit frame.
Each track circuit requires one unit frame
Each power supply unit, mounted at the rear, feeds 2 Unit frame.

Unit frames
Unit frames are available for:

standard-track circuits (with one receiver)

points and centre fed track circuits (with two receivers)
crossing track circuits (with 3 receivers) only available for FTG S without ATP

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Transmitter Board (S25533-B30-A4 or -A5)

The transmitter board consists of a quartz oscillator with modulator. Here, the audio-frequency
voltages from 4.75 kHz to 16.5 kHz are generated and modulated with the bit pattern.
The track circuit frequency is generated by means of a variable frequency divider which, via a
counter chain, steps down the clock pulses of the quartz oscillator (16.336 MHz) to the
frequency required. The ratio of frequency divisions of the counter chain is set by a coding plug.

Filter and Amplifier Board (FTG S 917 only)

This board is available for eight different frequencies, i.e. for frequency 9.5 kHz the full number
will read S25533-B40-B1, for 10.5 kHz it reads ...B40-B2 etc.
The -B1, -B2 etc. is directly translatable to the frequency code, e. g. -B1 = f1, -B2 = f2 etc.,
The filter and amplifier board raises the modulated audio frequency of the transmitter to the level
required and transmits it via a selective filter to the feed-in point on the track.

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Relay Board (S25533-B36-A4 and S25533-B36-A7)

The relay board S25533-B36-A4 constitutes the interface of the FTG S indoor equipment to the
interlocking. It transmits the "track occupied" or "track clear" signal of a section to the
interlocking and the LZB.
Similar to the receiver-2 board, the relay board is of dual-channel design, and contains one track
relay per channel (GF1 and GF2). Both channels are identical. The interlocking regularly
checks the switching state which must be the same for both.
S25533-B36-A7 is used for FTG S track circuits with ATP and -A3 is used for FTG S track
circuits without ATP, i.e. in Depot area only, except test track.

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Introduction to the SICAS ECC System

General Benefits
High level of safety, reliability and availability
Fail-safe computer based on proven SIMIS principle
SIMIS computers in operation for more than 20 years in over 300 interlockings
High level of availability due to 2-out-of-3 computer configuration (SIMIS ECC) or 2 x 2-out-of2 computer configuration (SIMIS PC)
Development according to CENELEC standards
Hardware approved by Federal German Railways Office (EBA)
EMC in accordance with CENELEC
Safety integrity level SIL 4 according to CENELEC
Centralised or decentralised interlocking structure
Low life-cycle costs
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Future-proof: compute-intensive railway applications run on a future-proof high-performance

platform
Commissioning possible without stoppages

SIMIS safety principle

2-out-of-2 system (fail-safety)
2-out-of-3 system (fail-safety and high level of availability)
The SIMIS safety principle has been applied since 1982
Electronic interlockings from Siemens are in operation worldwide
SICAS ECC is based on

the SIMIS safety principle

the interlocking table principle

Uninterrupted Power Supply

Type of UPS
1. Off-Line or Standby UPS
2. Line Interactive UPS
3. True On-Line UPS

OFF LINE or STANDBY UPS

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OFF LINE / STANDBY UPS.

Inexpensive.
Cost effective choice for small and less critical & standalone application e.g. PCs,
Peripherals.
Simple & hence reliable.
Rides out more than 90% of mains outages.
Overall effectiveness 55%

53

LINE INTERACTIVE UPS

54

LINE INTERACTIVE UPS

Highly effective power conditioning and UPS backup.

Most suited for application areas where power outages are rare but there are frequent
voltage fluctuations.
Accepts wide range of input voltage variation (+15% to 25% )
Higher energy efficiency
Overall effectives 85%

TRUE ON-LINE UPS

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56

ON LINE UPS

Full featured.
Provides highest level of Power protection and power conditioning and backup.
Zero switchover time during mains outages.
Completely Regenerated output power and not just conditioning of the mains power as in
Off-line or Line-Interactive UPS.
Provides frequency regulation (Essential for operation with backup D.G. sets)
Overall effectiveness 100%

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