INTERNSHIP

REPORT
On
Signaling & Train Control
At
L&T METRO RAIL (HYDERABAD) LTD
Submitted by: POLAVARAPU MITHUN SRI SAI

Submitted to: L&T METRO RAIL, HYDERABAD

Date of Submission: 30​th​ June, 2019

POLAVARAPU MIHUN SRI SAI Mr. S.

SUBRAMANIAN

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Reg. No. : RA1711004010400 Sr. DGM - Signaling

ACKNOWLEDGEMENT

I have taken efforts in this project; however, it would not have been possible without the kind
support and help of many individuals and organization. I would like to extend my sincere thanks
to all of them.

I am grateful to ​Mr. Sanjay Kumar​ – HR Head for providing me an opportunity to undergo

internship at L&T Metro Rail, Hyderabad.

I am highly indebted to ​Mr. K. Suresh – ​Sr. DGM signaling for his guidance and constant
supervision and also for providing necessary information regarding this project.

I would like to express my special gratitude to my company mentor

Mr. S. Subramanian ​- Sr. DGM signalling for his kind co-operation and encouragement which
helped me in completion of this project.

I would also like to thank my coordinators ​Ms. L. Megha Sravani - ​Sr. Engineer and
Mr. N.V.A.S.D. Rama Mohan - ​Deputy General Manager for teaching me various concepts and
clearing all my doubts regardless of their busy schedule.

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​DECLARATION

The title of internship report is

Signaling and Train Control – L&T METRO RAIL, HYDERABAD

I declare that

(a) The work presented for assessment in this Internship is on my own, that it has not previously
been presented for any other assessment and that my debts (for words, data, arguments and
ideas) have been appropriately acknowledged.

(b) Work conforms to the guidelines for presentation and style set out in the relevant
documentation

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 CERTIFICATE

This is to certify that ​P. Mithun Sri Sai student of Bachelor of Technology - ECE at SRM
Institute of Science and Technology, Kattankulathur has completed the internship report on
“Signaling & Train Control”, in Partial Fulfillment of the Requirements for the Degree of
Bachelor of Technology - ECE under my guidance.

The report has been checked for the plagiarism and it is acceptable.

​Mr. S. SUBRAMANIAN
Sr. DGM - Signaling

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 TABLE OF CONTENTS 

1. INTRODUCTION 7

2. LIST OF ABBREVIATIONS 10

3. EVOLUTION OF SIGNALLING 12

4. CBTC SYSTEM 14
4.1 AUTOMATIC TRAIN SUPERVISION 14
4.1.1 TRAIN TRACKING ON THE ATS 16
4.2 DATA COMMUNICATION SYSTEM 16
4.3 VEHICLE ON BOARD CONTROLLER 19
4.3.1 MOBILE RADIO UNIT 20
4.3.2 TRAIN OPERATOR DISPLAY 21
4.3.3 SPEED SENSOR 22
4.3.4 ACCELEROMETER 22
4.3.5 PROXIMITY SENSOR 22
4.3.6 MAIN PROCESSOR UNIT 23
4.3.7 PERIPHERAL PROCESSOR UNIT 23
4.3.8 TRANSPONDER INTERROGATOR UNIT 23
4.3.8.1 TAGS 23
4.3.9 WHEEL CALIBRATION 24
4.4 ZONE CONTROLLER 24

5. TRAIN MODES 25
5.1 AUTOMATIC TRAIN OPERATION 27
5.2 AUTOMATIC TRAIN PROTECTION MANUAL 27
5.3 RESTRICTED MODE 27
5.4 OFF 27
5.5 CUTOUT 28

6. TRAIN TRACKING 29

7. INTERLOCKING FUNCTIONALITY 30

8. DEPOT OPERATION 33
8.1 SOLID STATE INTERLOCKING 33

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 CONCLUSION 35
LIST OF FIGURES

FIGURE 1 HYDERABAD METRO PLAN 8

FIGURE 2 FIXED BLOCK SIGNALLING 13
FIGURE 3 ATS ARCHITECTURE 15
FIGURE 4 DCS SUBSYSTEM 17
FIGURE 5 WAYSIDE ANTENNA 18
FIGURE 6 VOBC COMMUNICATION 19
FIGURE 7 MOBILE RADIO UNIT 20
FIGURE 8 TRAIN OPERATOR DISPLAY 21
FIGURE 9 PROXIMITY PLATE 22
FIGURE 10 TRANSPONDER TAG 23
FIGURE 11 ZONE CONTROLLER 25
FIGURE 12 MODE SELECTOR SWITCH 26

   
 

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 1. INTRODUCTION

Hyderabad Metro Rail Project is the World's Largest Public-Private Partnership Project (PPP) in
the Metro Sector.

Metros and MRTS (Mass Rapid Transport System) are emerging as a major area for
infrastructure development in major cities with high population (around 8 Million). The Metro Rail
Project, once completed will transform Hyderabad as the preferred city in India; with integrated
urban transport planning using inter modal connectivity and convenient sky-walks, which will mark
the beginning of an era of seamless commuting in India.

Hyderabad Metro Rail (HMR) is a ‘green’ transportation system which will reduce carbon
footprint through efficient power consumption, rainwater harvesting and other processes.

The Hyderabad Metro Rail Network will cover a total distance of around 72 Km across three
corridors​:
● Corridor I : Miyapur to LB Nagar
● Corridor II : JBS to Falaknuma
● Corridor III : Nagole to Shilparamam

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 FIG-1 Hyderabad Metro Plan

The Project will be integrated with existing railway stations, suburban railway network (MMTS)
and bus stations to ensure seamless and comfortable travel.

This prominent and the largest Metro Project in PPP will have three elevated corridors
interlacing the city of Hyderabad having metro stations en route in a distance of 1 km approximately.
Such hi-tech and environment friendly stations would be equipped with escalators, lifts and
staircase for the convenience of the passengers.

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 The Metro Rail Network will pass through the principal roads of Hyderabad which connects
major bus hubs, residential and commercial spots.

The metro would be connected to currently running MMTS services at Bharatnagar, Begumpet,
Malakpet and Falaknuma along with cardinal train terminals at Secunderabad, Nampally and
Begumpet.

The bus depots that would be interlinked include Miyapur, MGBS, Koti, Dilsukhnagar,
Charminar and Jubilee Bus Station.

The advanced signaling & Train Control technology, Communication Based Train Control
(CBTC), is adopted for Hyderabad Metro to control the trains. Hyderabad Metro would be first in
India to claim train control by CBTC technology. The trains running on three corridors will be
controlled and monitored from state-of-the-art Operation Control Centre (OCC) at Uppal.

The trains can run with headway of 90 Sec to tackle commuters during office peak hours in the
morning and in the evening. The overview display panel will mimic all three corridors and indicate
current locations of all trains running on these corridors. The OCC shall be the primary control
centre having a back-up control centre at Uppal depot to take over the operation if the OCC to be
evacuated due to unforeseen situation.

The platforms are designed for 3-6 car bi-directional trains. To detect trains ACB’s and
transponder tags are used. This project is highly reliable as everything has redundancy and it has
SIL-4. OCC controls the operations. There is a Backup control centre in case of emergency.

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 2. LIST OF ABBREVIATIONS

2oo2 Two Out Of Two (configuration)

2oo3 Two Out Of Three (configuration)

ACB Axle Counter Block

ACE Axle Counter evaluator

AP Access Point

ATC Automatic Train Control

ATO Automatic Train Operation

ATP Automatic Train Protection

ATS Automatic Train Supervision

CBTC Communication Based Train Control

CT Communicating Train

CTF Cable Termination Frame

DCS Data Communication System

DTG Distance To Go

EB Emergency Brake

ESD Emergency Stop Device

FEC Field Element Controller

HMRTS Hyderabad Mass Rapid Transit System

IFB Interface Board

IM Interlocking Module

LDC Local Data Collector

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LMA Limit of Movement Authority

MPU Main Processor Unit

MRU Mobile Radio Unit

MSS Mode Selector Switch

NCO Non-Communicating Obstruction

NCT Non-Communicating Train

OBRU On-Board Radio Unit

OCC Operation Control Centre

PDC Power Distribution Cubicle

PESB Platform Emergency Stop Button

PPU Peripheral Processor Unit

PSB Platform Stop Button

ROA Region of Authority

SCR Station Control Room

SER Station Equipment Room

SSI Solid State Interlocking

TIU Transponder Interrogator Unit

TO Train Operator

TOD Train Operator Display

TZ Transition Zone

VOBC Vehicle On Board Controller

WRU Wayside Radio Unit

ZC Zone Controller

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 3. EVOLUTION OF SIGNALING

Signaling is one of the most important components of the many which make up a railway
system. Train movement safety depends on it and the control and management of trains depends
on them.

Earlier there was no fixed signaling - no system for informing the driver of the state of the line
ahead. Trains were driven "​on sight​". Drivers had to keep their eyes open for any sign of a train
in front so they could stop before hitting it.

Then ​Time Interval System was introduced to increase the train drivers stopping distance. Red,
yellow and green signals are used to communicate with the train driver. They ran their trains at a
10 minutes headway.

Then ​Fixed Block Signaling is introduced. The basic rule was to divide the track into sections
and ensure that only one train was allowed in one section at one time. This rule is still good
today. Each block is protected by a fixed signal placed at its entrance for display to the driver of
an approaching train. If the section and the overlapping block is clear, e.g. there is no train in it,
the signal will show a "Proceed" indication.

On timetable, train order, and ​token​-based systems, blocks usually start and end at selected
stations.

When calculating the size of the blocks, and therefore the spacing between the signals, the
following have to be taken into account:

● Line speed (the maximum permitted speed over the line-section)

● Train speed (the maximum speed of different types of traffic)
● Gradient (to compensate for longer or shorter braking distances)

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 ● The braking characteristics of trains (different types of train, e.g., freight, High-Speed)
passenger, have different inertial figures)
● Sighting (how far ahead a driver can see a signal)
● Reaction time (of the driver)

FIG-2 FIXED BLOCK SIGNALING

When a block and the overlapping block is unoccupied, the signal protecting it will show green.
If a block is occupied, the signal protecting it will show red.

One disadvantage of having fixed blocks is that the faster trains are allowed to run, the longer the
stopping distance, and therefore the longer the blocks need to be, thus decreasing the line's
capacity. The fixed blocks must be sized for the worst case stopping distance, regardless of the
actual speed of the trains. Therefore ​moving block signaling is introduced. The blocks are
defined in real time by computers as safe zones around each train. This requires both knowledge
of the exact location and speed of all trains at any given time, and continual communication
between the central signaling system and the train's cab signaling system. Moving block allows
trains to run closer together, while maintaining required safety margins, thereby increasing the
line's overall capacity.

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 4. CBTC SYSTEM

CBTC system creates a protection envelope for each train, which is dynamically updated based
on train location speed and direction.

The CBTC system can be broken down into the following main subsystems:-
● Automatic Train Supervision (ATS)
● Data Communication System (DCS)
● Vehicle On Board Controller (VOBC)
● Zone Controller (ZC)

4.1 Automatic Train Supervision

The ATS system provides the ATS Operator with a human machine interface. The ATS provides
an overview of the Hyderabad Metro Rail showing the location of platforms, points, specific
trains, etc.

A train supervision system will be installed to facilitate the monitoring of train operation and
also remote control of the station. ATS will log each train movement and display it on the
workstations with each traffic controller ​at the OCC and on one workstation placed in the Station
Control room (SCR) with each Station Controller.

The centralized system will be installed in the Operation Control Center. The OCC will have a
projection display panel showing a panoramic view showing the status of tracks, points, signals
and the vehicles operating in the relevant section/ whole system. ATS will provide following
main functionalities:

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 ● Automatic Route setting

● Automatic Train Regulation

● Continuous Tracking of train position

● Display Panel & Workstation interface

● Link to Passenger Information Display System for online information

● Computation of train schedules & Timetable

FIG-3 ATS ARCHITECTURE

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4.1.1 Train Tracking on the ATS

Communicating Train Tracking​:

The ATS tracks communicating trains based on the VOBC reported position. The ATS
graphically indicates the relative position of trains based on the train front position. It also
provides front and rear positions represented in chainage.

Non-Communicating Train Tracking:

When no information for a train is available from either the train or from the ZC, the ATS train
tracking is degraded to non-communicating train tracking.
The ATS tracks NCT trains and displays NCT images based on Block occupancy status and the
Point status.

4.2 Data Communication System

DCS is a non-vital CBTC component that provides an infrastructure for communication between
various CBTC components and external interfaces.

The DCS conveys information between

● ZC’s & SSI and VOBC’s
● ZC’s & SSI to ACE
● ZC to ACE
● ATS and ZC’s
● ATS and VOBC’s

The train control subsystems (ATS, VOBC, SSI and ZC ) and external applications communicate
with each other using the IP protocol that runs on top of 802.3 wired and 802.11 radio networks.

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 FIG-4 DCS SUBSYSTEM

The main components of the DCS are

● Wayside Wired Network
The Wayside Network inter-connects the Local Area Networks at each location for Wayside –to
Wayside communication and also provides access to the radio network that allows for
communication with the trains.

The wired portion of the CBTC consists of a backbone network that provides IP network
services between the central or wayside equipment. It consists of one or more 100/1000 Mbps
fiber optic Ethernet rings allowing exclusive full duplex use of a 100/1000 Mbps channel to each
connected node. The network uses layer 2 switches to provide flat connectivity to all the

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application equipment. It could also use layer 3 routers (or routing functionality in multi-purpose
switches) to provide traffic protection and in some cases additional security.

● Radio Network
The radio Network is formed by radio modules in the Thales Radio Wayside Radio Units on the
Wayside and Thales Radio Mobile Units on board. The wayside network utilizes the backbone
switches to connect the WRU’s (Wayside Radio Unit) to the overall network groups of WRUs
are connected in a ring topology. Each end of the ring has a bridge connection to a different
backbone switch. This configuration requires a managed switch (that provides ring reconfiguring
following a switch failure). If a single WRU or a single switch fails all the unaffected WRUs
remain connected.

FIG-5 WAYSIDE ANTENNA

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 ● On-Board Network
The On-Board network provides the On-Board devices access to the radio network for
communication with Wayside and also allows for On-Board to On-Board communication.

● Security
Network security is based on well-established international industry standards and security tools
that provide a guaranteed high level of security that is interoperable with other systems.

4.3 Vehicle On Board Controller

FIG-6 VOBC COMMUNICATION

Typical Equipments

● Redundant VOBC,
● Train Operator Display (TOD),
● Transponder Interrogator Unit (TIU),
● Local Data Collector (LDC),
● Speed Sensors,
● Accelerometers,
● Proximity Sensors.

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Responsible for

● Generating safe stopping location from destination and/or obstruction

● Commanding Emergency Brakes for violation of Movement Authority and ATP
● Automatic Door Operation.

Redundancy architecture with 2x2oo2 configuration

● Redundant 2 times 2oo2 (2x2oo2) ensures high availability of at least two CPUs
● Notion of Active & Passive VOBC
● Automatic switchover from Active to Passive for instance of CPU failure(s)

4.3.1 Mobile Radio Unit

The MRU is used to provide a secure radio interface from VOBC to the ZC and the ATS. There
is one MRU located at each end of the vehicle. Each unit is individually addressable on the
network. The MRU consists of a Mobile Radio, Network switch, and a Security device.

FIG-7 MRU

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4.3.2 Train Operator Display

The primary function of TOD is to allow the train operator to read the status of various CBTC
subsystems and other information such as DTG, actual speed, and target speed.
Some of important data displayed on the TOD of the Active cab includes
● Speed Information
● Distance to next stopping point
● Dwell Countdown Timer
● Doors status
● Train identification number
● Ready to depart indicator

FIG-8 TOD

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4.3.3 Speed Sensors

There are two speed sensors per VOBC unit and both are required for operation. Each speed
sensor channel generates 2 output signals that are 90 degrees out of phase. Output from the speed
sensor channel is used as input to PPU’s within the VOBC for determination of train speed,
travelled distance, and travel direction.

4.3.4 Accelerometers

There are 2 accelerometers per VOBC unit and both are required for operation. They are used to
measure the acceleration and in conjunction with speed sensors, to measure train speed and
travelled distance.

4.3.5 Proximity Sensors

One Proximity sensor is provided per each VOBC unit. It is used to detect the wayside installed
proximity plate. It provides information about the alignment of the train at the station​.

FIG-9 PROXIMITY PLATE

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4.3.6 Main Processor Unit

The MPU is in a 2oo2 application, two Pentium processors boards and Pentium power supplies
are required.

4.3.7 Peripheral Processor Unit

The PPU consists of Peripheral Interface Communications and Control, Process Cycle Monitor,
Input / Output Modules, Vital Interface Modules, and Disconnect Board.

4.3.8 Transponder Interrogator Unit

There is one TIU per VOBC unit. The TIU is used to read Transponders located at the track bed
and provide the system with information used to determine the position of trains in the system.

4.3.8.1 Transponder Tags

FIG-10 TRANSPONDER TAG

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Tags are passive elements that contain a hexa-decimal code. They are mounted on a metallic
equipment which is 230 + or – 5 mm from the top of rail. TIU’s when pass over a tag senses it
and sends information to VOBC, VOBC checks its database for that particular hexa-decimal
code and transfer information to the way side antennas. Way side antennas then sends
information to ATS and the location of the train is tracked. Tags should have a safe distance of
495 to 505 mm from the TIU’s to ensure proper transmission of data without any loss or
interruption.

4.3.9 Wheel Calibration

● Upon VOBC start up, default wheel size (defined in database) is used until wheel
calibration is performed
● Successful wheel calibration requires traveling through pair of calibration
transponders 100m apart
● VOBC calculates wheel diameter through inputs from two speed sensors (number
of pulses measured), distance between transponders and pulse per revolution
defined
● Diameter is accepted if it is within tolerance (between 780mm and 860mm)
● Wheel calibration is in effect when VOBC loses position
● Wheel calibration is not in effect when VOBC is powered off, or is reset.

4.4 Zone Controller

● The Zone Controller (ZC) is the core component of the wayside vital train control,
which performs Automatic Train Protection (ATP) and functionality including
Movement Authority determination, and route reservation. The ZC performs all
the interlocking functions when the system is in CBTC mode
● Each Zone Controller controls and monitors:
● All the field devices in its assigned guide way area using the IFB,

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 ● All the trains in its area via continuous communication with the CBTC on-board
equipment, and
● Train's access coming into or leaving its area via continuous communication with
the neighbouring Zone Controllers.

FIG 11 - ZC RACK
● Zone Controller is a vital component of CBTC with functionality deployed with
the integration of two components, the EC (Element Controller) and the IFB
(Interface Boards).
● The ZC is designed and built redundantly in a 2 times 2OO2 configuration,
ensuring that a failure of one or both CPU will still maintain the entire
functionality and safety of the system. Each of the two 2OO2 EC sub rack of the
ZC interfaces with its own IFB. When in CBTC mode, the ZC/EC sub rack in the
FEC at IXL stations is active and the Interlocking Module (IM) remains inactive.
The ZC/EC performs the full logic for the integrated zone controller.

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 5. TRAIN MODES

The Train Operating mode is selected using MSS available in both cabs.
There are 2 operating modes
● Normal Operating Modes
o ATO
o ATP
● Degraded Operating Modes
o RM
o Off
o Cutout

FIG-12 MODE SELECTOR SWITCH

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5.1 Automatic Train Operation

This system will operate the trains automatically from station to station while remaining within
the safety envelope of ATP & open the train doors. Driver will close the train doors and press a
button when ready to depart. In conjunction with ​ATP/ ATS, ATO ​can control dwell time at
stations and train running in accordance with headway/ timetable​.

5.2 Automatic Train Protection Manual

In this mode, the train operator performs the control of the train’s speed, monitoring, coasting
and braking. The train operator manually controls door opening and door closure, but door
opening is only possible when the doors have been enabled by the VOBC equipment.

The VOBC equipment continues to monitor speed following application of the service brake and
either applies the emergency brake, if the train speed exceeds the maximum safe speed, or
releases the FSB if the speed is successfully reduced to the required target speed.

5.3 Restricted Manual

The RM mode is a degraded mode of operation and can be used in any of the following
conditions:
● The On-Board CBTC does not receive information from the ZC (or)
● The On-Board CBTC communicates with the ZC but the train is not authorized to move
because of wayside failures or obstructions
RM mode is usually used for recovery from a temporary failure and for sweeping non
communicating obstructions. The CBTC limits the train speed to 25 kmph.

5.4 Off Mode

The Off mode is used while the train is parked during travel direction change or Active cab
changes from one side or another.

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5.5 Cutout Mode

The Cutout mode is a degraded mode of operation which is used when all the VOBC’s on a train
are failed.

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 6. TRAIN TRACKING

● Communicating Train (CT) Tracking

• VOBC reports position to ATS & ZC

• VOBC sends front & rear position, rollback distance and positional uncertainty to
ZC
• Concept of Extended CT position
• Positional Uncertainty used to determine Extended CT position
• Used to represent area that could be occupied by train
• Example: exiting a block, traversing over Point
• Concept of Contracted CT position
• Position Uncertainty used to determine Contracted CT position
• Used to represent minimum area that must be occupied by train
• Example: sweeping a NCO

● Non-Communicating Train (NCT) Tracking

• Secondary train detection is used to detect NCT

• Two main components of NCT tracking:
• Vital tracking by ZC
• Responsible for tracking obstructions using NCOs
• Non-Vital tracking by ATS
• Responsible for tracking train IDs on ATS line overview
• NCT image timer used to provide capability of VOBC to recover communication
with ZC
• Example of NCT
• CT loses communication and last known position becomes NCT position
• NCT timer is run by ZC (60s)

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 7. ​INTERLOCKING FUNCTIONALITY

● Route Locking

○ ZC route reservation provides route locking where guideway elements within

route are reserved.

● Approach Locking

○ Element of the guideway authorized for a train cannot be released if the route is
cancelled
○ When a route is cancelled, movement authority is pulled back to train front.
○ Approach locking will remain until train stops or timer expires

● Point Locking

○ Point locking is activated based on route reservation over said Point

○ Overpoint locking may be activated when CT or NCT overlapping the Point
Zone, or NCO overlapping overpoint blocks
○ Automatic point movement is prohibited if overpoint locking is activated
○ Manual point movement is permitted if overpoint locking is activated (eg: to
sweep NCO)

● Flank Protection

○ Locking of point in a particular position to protect the flank of another route to

prevent sideswipe hazard with a train
○ LMA will not be set if Flank conditions are not satisfied for the route

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 ● Point Control & Supervision

○ Position and status of Points are always monitored by IFB to ZC/SSI

○ ATS provides capability to move Points automatically or manually

● Conflict Zone

○ Prevents simultaneous routing of multiple trains through a particular area of

guideway
○ Prevents conflicting train movements at turnbacks and crossovers
○ Two configurations
○ Single train reservation
○ Fleeting train reservation

● Overspeed Protection

○ VOBC determines authorized speed based on ATP speed profile and defined
speed restrictions
○ ATP speed profile is calculated based on:
■ ATP speed profile
■ Temporary Speed Restriction
■ Maximum speed for current train operating mode
■ End of movement authority
■ VOBC adheres to ATP speed profile
■ Violation of ATP speed profile results in over speed, and a warning alarm
is sounded on the TOD
■ Violation of EB curve results in application of Emergency Brakes
■ Overspeed Alarms:
Overspeed 1 Alarm: Raised for ATO train when speed is approaching
authorized Speed

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 Overspeed 2 Alarm: Raised for ATO train when speed is greater than ATO
target Speed

● Rollback Protection

○ VOBC supervises movement in opposite direction than commanded travel

direction in Controlled and Non-Controlled modes
○ Rollback of more than 3m results in application of Emergency Brakes

● Obstructed Motion

○ VOBC detects motion obstruction if train does not travel a minimum of 1m within
5s after propulsion has been commanded
○ Emergency Brakes are applied when VOBC detects Motion Obstruction
○ Motion Obstruction is cleared when Emergency Brakes are reset

● Crawlback Functionality

○ Crawlback is a low speed maneuver in Reverse direction to align at platform in

case of overshoot
○ Overshoot of less than 10m can be complemented with Crawlback. Train operator
will be provided with message on TOD
○ System prevents Points within Crawlback area from being moved and prevents
trains from being routed into Crawlback area
○ Train performing the Crawlback maneuver is fully protected by ZC
○ Crawlback speed is limited to 10km/h
○ Crawlback permitted when position is not established
○ Emergency Brakes applied when total distance travelled exceeds 10m​.

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 8. DEPOT OPERATION

Depots handle the maintenance of the metro lines and is the place where the trains are parked.
Static Post installation checkouts is the process of programming and finding faults in trains. A
particular code is sent to the train as input and the output is checked. Dynamic post installation
checkouts are also similar just that it is done when the train is moving. If the train approves these
two tests then it is approved to run on the main line. Every depot has stabling lines, workshops
and test track. Depot uses SSI mode in the equipment room and not the ZC. Each depot has its
own depot control room which have large screens for monitoring and showing the guideway
tracks for the metro on it and also their signalling is controlled from this room.

8.1 SOLID STATE INTERLOCKING

The fallback operation is based on the fixed block operation principle.

The SSI is a microprocessor-based system used for the control and operation of points, signals,
and other devices and works out of Two out of Three ( 2oo3 )
configuration.

The SSI encompasses two subsystems,

● The Interlocking Module (IM)

The IM is based on hot stand-by architecture via a 2oo3 processor design to mitigate the failure
of the CPU, active memory, active inputs/outputs, or active communication links within each IM
processor.
During a failure of a processor in ‘Normal’ mode, the IM will switch to the ‘Degraded’ mode of
operation. It will automatically switch back to Normal mode once the failed replica processor is
replaced with a healthy unit.

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 ● The Field Element Controller (FEC)

The vital subsystem that performs the control and supervision of field elements. This subsystem
is based on 2 layers the Element Controller and the Interface Board.
To receive field element status and to command the field elements, the IM communicates vitally
with the FECS.
SSI is primarily designed to provide
● Route setting, locking and releasing
● Point movement, locking and point position monitoring
● Over point deadlocking
● Approach locking
● Point self-normalisation
● Conflicting route management
● Signal control and signal status ​m​onitoring

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 CONCLUSION

Hyderabad Metro Rail (HMR) is a rapid transit system, partially constructed. It is being
implemented entirely public - private partnership on basis, with the state government holding
minority equity stake.

We learn how the signalling system in the train actually works. We also gain the knowledge of
how the metro train works practically. The interior exterior of the train, the field elements used
on the track are shown. We were also taken to the OCC room from where the trains on the main
line are controlled. They also took us to sites that were still under construction that gave us an
even clearer picture of how the metro is designed and this was also a good exposure for us. The
depot operations were also shown by them which enhanced are knowledge on this topic.

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