SIX WEEKS INDUSTRIAL TRAINING REPORT

UNDERTAKEN AT DELHI METRO RAIL CORPORATION IN SIGNALLING AND TELECOM DEPARTMENT ON AUTOMATIC FARE COLLECTION and TELECOMMUNICATION

Submitted in partial fulfillment of the requirement for the award of Degree of Bachelor of Technology In Information Technology

Submitted By: Sourabh Kumar Garg University Roll No.: 0819213445 Under the Guidance of: Sh. Sudhir Mittal Submitted to:

DEPARTMENT OF INFORMATION TECHNOLOGY ENGINEERING G.L.Bajaj Institute of Technology & Management, Gr. Noida

Certificate of Training

This is to certify that Mr. Sourabh Kumar Garg student of Bachelor of Technology in Information Technology of G.L.Bajaj Institute of Technology & Management- knowledge park 3, Greater Noida, has successfully completed Industrial Training from from 09/06/2011 to 22/07/2011. During this training, he worked on Automatic Fare Collection & Telecom in Signalling & Telecom Department under the guidance of Mr. Sudhir Mittal. His overall performance during the training period was . .

(Signature) Name: Mr. Sudhir Mittal Designation: D.S.T.E Department: Signalling & Telecom Date:

(Authorized Signatory with company seal)

Acknowledgement

It is great pleasure for me to present this report on Delhi Metro Rail Corporation (DMRC). I got to learn about some of the latest technologies in the field of engineering. I would like to thank all my mentors at DMRC who with their unstilted support made this training a real success. I express my sincere thanks to Sh. Sudhir Mittal (Training Manager). I pay special thanks to DMRC staff, who in spite of their busy schedule have lent their precious time for my benefit. There is no denying with the fact that DMRC is the epitome of modern technology and getting training at such reputed organisation is an exquisite learning experience that made a mark at the profoundest part of my mind.

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Preface

Delhi Metro AFC (Automatic Fare Collection) technology system for contactless fare payment system for seamless mobility is presented in detail in the form of TOM, GATE, PTD, TR and media in this report. The report further enlightens the use of contactless smart cards, the smart media and its reliability, the scope of the project, overview of the system, business rules & procedures, central & station architecture and the key issues. In addition to the AFC system, the report also deals with Telecom department. FOTS, PAS, PIDS, CCTV, NPSCADA, MASTER CLOCK, TELEPHONE SYSTEM & RADIO SYSTEM are some major parts of the Telecom system.

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Contents

Page No. Certificate of Training Acknowledgement Preface Contents List of Figures 6. List of Photographs 7. Abbreviations 8. Profile of the industry 9. AFC Department TOM Gate PTD Media 10. TELECOM Department 1. 2. 3. 4. 5. ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ ............................................................................ 2 3 4 5 6 7 8 10 16 26 34 44 46 48

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List of Figures

Page No. 1. Fig.1 Automatic Fare Collection Training ............................ 16 18 20 24 29 35

2. Fig.2 Automatic Fare Collection Technology presentation ............................ 3. Fig.3 AFC Technology System Overview (LAN-WAN) ............................ 4. Fig.4 AFC Technology Station Architecture 5. Fig.5 TOM HW Presentation 6. Fig.6 Gate (side view and front view) ............................ ............................ ............................

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List of Photographs

Page No. 1. Pic.1 Delhi Metro Automatic Fare Collection System 3. Pic.3 Ticket Usage and Processing 4. Pic.4 Ticket Office Machine 5. Pic.5 TOM Presentation 6. Pic.6 Gate Hardware 7. Pic.7 Gate Types 8. Pic.8 Gate Operation 9. Pic.9 PTD HW and Operational Details 10. PTD Icons 11. Pic.10 TR 12. Pic.11 CSC 13. Pic.12 CST 14. Pic.13 Master Clock at OCC 15. Pic.14 Analog and Digital Clocks ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ ............................ 16 17 22 26 30 39 39 40 44 45 45 46 47 59 60

2. Pic.2 First Full Contactless integrated system (New Delhi) ............................

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Abbreviations
AFC AFM CC CSC CST DLP DMRC EFO N/A PID SC TOC TOM SMD AR BIM CPU CRT Id ISO LAN LMT MCBF MMI MTTR OCC DCC PC PS PSU R/W SJ SCR SM SV TMO TTRS UPS WAN : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : : Automatic Fare Collection Automatic Feeder Mechanism Central Computer Contactless Smart Card Contactless Smart Token Defect Liability Period Delhi Metro Rail Corporation Excess Fare Office Not Applicable Patron/Passenger Information Display Station Computer Test On Completion Ticket Office Machine Smart Media Dispenser Audit Register Bulk Initialization Machine at Central Production Office Central Processing Unit Cathode Ray Tube Identity International Standards Organisation Local Area Network Laptop Maintenance Tool Mean Cycle Between Failures Man Machine Interface Mean Time To Restore Operations Control Centre Depot Control Centre Personal Computer Production Server (dedicated to BIM) Power Supply Unit Reader/Writer Single Journey Station Control Room Security Module Stored Value Time Mode Over-ride Time To Return to Service Uninterrupted Power Supply Wide Area Network

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G-XX T-YY TR-UP TR-P TR-UP-N TR-UP-S TR-P-N TR-P-S TR-UP-E TR-UP-W TR-P-E TR-P-W SW-1 SW-2 SW-3 GED AC AS BO CA DC LP LW MC MS NMC SMS

: : : : : : : : : : : : : : : : : : : : : : : : : : :

Gate No. XX (XX is a number) TOM No. YY (YY is a number) Unpaid Area Ticket Reader Paid Area Ticket Reader North Side Unpaid Area Ticket Reader South Side Unpaid Area Ticket Reader North Side Paid Area Ticket Reader South Side Paid Area Ticket Reader East Side Unpaid Area Ticket Reader West Side Unpaid Area Ticket Reader East Side Paid Area Ticket Reader West Side Paid Area Ticket Reader Switch No. 1 Switch No. 2 Switch No. 3 Gate End Display Administration Console Archiving Server Booking Office Certificate Authority Data Centre Line Printer Local Workstation Metro Corridor Middleware server Network Management Console Station Monitoring/Management System

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Brief Profile of DMRC

For implementation and subsequent operation of Delhi MRTS, a company under the name DELHI METRO RAIL CORPORATION was registered on 03-05-1995 under the Companies Act,1956. DMRC has equal equity participation from Government of India (GOI) and Government of National Capital Territory of India (GNCTD). The Delhi Metro was opened on 22-12-2002. It became the second underground rapid transit system in India, after the one in operation in Kolkata. Unlike the Kolkata Metro, however, the Delhi Metro has a combination of elevated, at grade and underground lines. Trains operating within the network typically travel at speeds below 80 Kmph or 50 mph, and stop about 20 seconds at each MRTS Station. Since its opening in 2002, two more lines have been added to the system with 67 stations in all (underground and elevated) on three separate lines. Trains run from 0600 hrs till 2300 hrs, daily. Line name (identified by colour) Red Line Line number Between stations Rithala Dilshad Garden Central Secretariat Jahangir Puri Indraprastha Dwarka sub city Length (km) Number of stations Rolling stock

25.15

21

23 trains

Yellow Line

17.20

15

13 trains

Blue Line

32.10

31

24 trains

Structure:
Chairman: Shri M. Ramachandran Managing Director: Dr. E. Sreedharan Total No. of Directors: 16 Nominee of Govt. of India: 5 Nominee of Govt. of NCTD: 5 (including MD) No. of full-time functional directors at present including MD: 7 The corporate office of the company is located at:

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Metro Bhawan, Fire Brigade Lane, Barakhamba Road, New Delhi-110001, India

Mission:
To cover the whole of Delhi with a Metro Network by the year 2021. Delhi Metro to be of world class standards in regard to safety, reliability, punctuality, comfort and customer satisfaction. Metro to operate on sound commercial lines obviating the need for Government support.

Delhi Metros Corporate Culture:

One should be totally dedicated and committed to the Corporate Mission. Personal integrity should never be in doubt, one should maintain full transparency in all his decisions and transactions. The Organization must be lean but effective. The Corporation must project an image of efficiency, transparency, courtesy and we mean business attitude. The construction activities should not inconvenience or endanger public life nor should lead to ecological or environmental degradation. All the structures should be aesthetically planned and well maintained. Safety of Metro users is paramount responsibility. The stations and trains should be spotlessly clean. The staff should be smartly dressed, punctual, polite and helpful to the customers. Employees should discharge their responsibilities with pride, perfection and dignity.

Need for a Metro:

As cities grow in size, the number of vehicular trips on road system goes up. This necessitates a pragmatic policy shift to discourage private modes and encourage public transport once the level of traffic along any travel corridor in one direction exceeds 20,000 persons per hour. Introduction of rail based MRTS (Mass Rapid Transit System) is called for. Mass Rapid Transit Systems are capital intensive and have long gestation periods. It has been observed in

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developed countries, planning for mass transit system starts when city population size exceeds 1 million; the system is in position by the time the population is 2 to 3 million and once the population exceeds 4 million or so, planed extensions to the Mass Rapid Transit Systems is vigorously taken up. In developing countries including India, because of paucity of funds planning and implementation of rail based Mass Rapid Transit Systems has been lagging far behind the requirements. Delhi, the National Capital of India, with the population of around 12 million is, perhaps, the only city of its size in the world, which depends almost entirely on buses as its sole mode of public transport system, and to add ice to the cake, the bus services are inadequate and heavily over-crowded. This situation led to proliferation of personalised vehicles, so much so that Delhi alone has more registered vehicles than the total number of vehicles in Mumbai, Kolkata and Chennai put together. Nearly 70% of these are two-wheelers. The result is extreme congestion on the road, ever slowing speeds, increasing accident rate, fuel wastage and environmental pollution. Delhi has now become the fourth most polluted city in the world, with automobiles contributing more than two thirds of the total atmospheric pollution. Pollution related health problems are reaching disconcerting levels. The city of Delhi should have had an MRTS network of at least 300 Km by this time, whereas actually it is still at the take-off stage. Delhi has all the ideal dress-up for an excellent Mass Rapid Transit System to be brought in. It has wide roads (roads cover 23% of the city area) where road possession for construction is not difficult (except in the old city area). Implementation will also not involve demolition of large scale private properties. Most of the land acquired is under Government control and hence can be easily acquired. The citizens are enlightened and would eagerly welcome introduction of people friendly MRTS though they may initially face difficulties during the implementation phase. Added to this Delhi has an unassailable advantage in its excellent railway network comprising two rings and six spurs totalling about 120 Km within the urban area. Unfortunately, these rail assets are not presently fully being utilised as its share of commuter traffic is only a mere 2%.

Delhi MRTS project:

With the view to reduce the problems of Delhis commuter, the launching of an Integrated Multi-mode Mass Rapid Transit System for Delhi had long been under consideration. The first concrete step in this direction was, however, taken when a feasibility study for developing such a multi-modal MRTS system was commissioned by Government of National Capital Territory of Delhi (with support from Government of India) in 1989 and completed by RITES in 1991. A 198.5 Km predominantly rail based network was proposed, with the first phase to cover a length of 55.3 Km, report was completed by RITES during 1995. The present proposal of modified first phase of the Delhi MRTS project approved by the Union Cabinet costs Rs 4860 crore approximately, comprising a network of 11 Km underground (METRO) corridor along with 44.30 Km of elevated/surface (RAIL) corridors,

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having 45 stations in all. The project required acquisition of 340 ha of land, of which about 58% is government land, 39% private agricultural land, and 3% is private urban land. The project has implemented through a joint venture company (viz., Delhi Metro Rail Corporation Ltd.) setup on 50:50 partnership basis by GOI and GNCTD in May,1995.

Economic Benefits:
The Delhi MRTS is essentially a social sector project, whose benefits will pervade wide sections of economy. The modified first phase will generate substantial benefits to the economy by the way of: Time saving for commuters Reliable and safe journey Reduction in atmospheric pollution Reduction in number of accidents Reduced fuel consumption and wastage Reduced vehicle operating costs Increase in the average sped of road vehicles Improvement in quality of life More attractive city for economic investment and growth

Financing Plan:

As urban MRTS projects are means provide a safe, speedy and affordable mode of travelling to commuters, they have not generally been found to be financially viable in most of the cities of the world, despite their large economic benefits. MRTS fares cannot be fixed purely on the basis of commercial principles, without drastic decrease in ridership and defeating the very object of setting up such Mass Transit System. Hence, the city dwellers must necessarily supplement the contributions to be made by the system users to meet the cost of setting up as well as running the system. Delhi being National Capital and International city, the GOI and GNCTD must also contribute to meet part of these costs. It has accordingly been decided that the project will be financed by the way of equity contributions from the GOI and GNCTD, soft loan from OECF (Japan), property development revenue and certain decided levies/taxes on the city dwellers. The loan will be repaid partly from surpluses from the box revenue, partly through dedicated levies/ taxes in NCTD. The financial plan of the project has been approved by GOI and GOI on 24-07-1996 and 1709-1996 respectively.

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Source of Fund 1. Equity contribution from GOI& GNCTD 2. OECF (Japan) Loan 3. Revenue from Property Development 4. Subordinate Debt towards Cost and Land The above financial plan is based on : Debt Equity ratio 2:1

Percentage of Total Cost 15% each Approx. 56% Approx. 6% Approx. 8%

Fare: Base rate Rs. 5.00 (at April, 1995 prices) per passenger trip of 7.12 km.

Metro station to be mini airport lounge

City Airport Terminal Will Have Duty-Free Shops, Check-In Counters & Plush Waiting Areas This is a metro station with a difference. Imagine jazzed up interiors, glass lifts, a plush waiting lounge, huge LCD screens for flight information, a fully automated multi-level parking lot and a platform which enables trains to open both doors one for passenger entry and the other for exit. Welcome to the New Delhi station of the Delhi metros showcase Airport Express Line. The station Delhis first City Airport Terminal (CAT) is more than thrice the size of an average Metro station and will function as a mini airport terminal operating from the heart of the city. Passengers boarding the high speed link to the IGI will be able to do their baggage check-in at the Metro station itself, which will get loaded onto their flights directly. The station will have over 80 airline counters, where one can check-in and collect a boarding pass for the flight. The Metro station is expected to cater to a huge load of air travellers who will board the fast train to reach the airport in about 20 minutes. To reduce conflict between those moving in and out of the CAT, the station will have segregated arrival and departure areas. The track level will be at the bottom, over which will be at the departure area. The arrival has been kept on the first floor. So those getting into the station to board the train, will take the steps down from the entrance to reach the departure concourse where facilities like x-ray, airline check-in counters, etc will be located. Those arriving from the airport will take a lift straight to the arrival concourse and get out from an independent exit, with facilities like prepaid taxis, autos, and waiting space for chauffeur-driven cars.

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The platforms have been designed to reduce conflict. There are two side platforms for arrival and an island platform for departure where people will automatically be guided. When a train arrives, the doors towards the arrival platform will open first for everyone to get out. Once the train is empty, the doors on the island side will open to enable departing passengers to board the train. Space has been earmarked for huge flight information boards, like the ones seen at the airport. The boards will also be put up inside the train so as to keep passengers informed of delays and cancellations. While the look of the station is being kept at par with a world-class airport terminal, the design will facilitate movement of people with baggage. So even as there are glass lifts, they are extra-wide with a capacity for over 20 passengers. The escalators will be less steep to enable movement of people with bags. The waiting lounge will be planned with recliners and soft music playing in the background. The Automated Fare Collection (AFC) gates will also be wider. The ticketing system is such that a person can use the same ticket to enter the paid area, complete check-in, leave the CAT for a couple of hours and use the same ticket to re-enter. The idea is to enable passengers to check in their bags hours before the flight so that they can shop in Connaught Place or take a Metro to see a friend in the city without having to lug their baggage along. Once the passenger exits with the ticket at the airport terminal, it will become invalid. The mini airport will have a duty-free area too. With space marked for retail shops on the two levels, those waiting to board the Airport Express train can enjoy a meal at a cafe or fine dining restaurant, or check out an array of stores. The proper integration of the CAT station with the existing New Delhi station of Delhi Metros line 2 has been ensured through a tunnel link between the two adjacent stations. Those landing at New Delhi Railway Station can make use of the foot over bridge link being provided from the platforms till the entry of the new Metro station. For frequent fliers and business travellers, a multi-level parking lot with space for over 1,200 cars is being constructed near the station. This parking will be connected to the station area through lifts. The Airport Express Line will start at New Delhi railway station and go to Dwarka via IGI airport. It will stop at just three stations Shivaji Terminus, Dhaula Kaun and National Highway-8. The new service, to be operational by July 2010, promises relief from jams as one will be seated in a five-star train compartment speeding across the tunnels at a speed of 135 kmph. The fare has been kept at a maximum of Rs 150 till IGI and an additional Rs 30 to Dwarka, with a provision for monthly passes.

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Automatic Fare Collection (AFC)

Delhi Metro AFC System

Pic.1 Delhi Metro Automatic Fare Collection System AFC Training Introduction

1. AFC Technology Presentation

2. TOM Details

3. Gate Details

4. PTD Details

5. TR Details

6. Media Details

Fig.1 Automatic Fare Collection Training Introduction Contactless fare payment system for seamless mobility. Why contactless smart cards? Faster transactions User friendly Flexible fare policies Better protection against fare evasion

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 Lower cost of ownership Opens the door to broader range of services Promotes hi-tech image in the city Smart media and reliability. What effect will an all smart media solution have on reliability? Smart media solution is more reliable than one using magnetic technology as: Simplified equipment design (reduced electromechanical parts) Magnetic read/write heads are eliminated Smart media handling is simpler than current ticket handling and less prone to jamming Data errors are less frequent (RF read/writes to smart media involve more error detection and correction mechanisms than magnetic systems) Smart media are less susceptible to damages, such as scratching and from stray magnetic fields

Pic.2 First full contactless integrated system (New Delhi, India) Based on smart cards and smart tokens. Smart cards loaded with stored value Recyclable tokens for single journey use

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 Scope of project. New generation flap control gates to process smart cards and tokens and token capture mechanism Sale terminals Enquiry readers Station computers Central system with card initialization and personalization systems

1. AFC Technology Presentation

1. AFC Technology presentation

2. System/CC/SC details

4. Gate details

6. TR details

3. TOM details

5. PTD details

7. Media details

Fig.2 Automatic Fare Collection Technology presentation

AFC technology
System overview Central architecture Business rules and procdures Station architecture

Key issues

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AFC technology
System overview Business rules and procedures

Central archtecture

Station architecture

Key issues

AFC Technology System Overview Indicative quantities : 1 Central Computer (including Data Server, Work Stations, Printers) 1 Station Computer per station Flap gates Ticket Office Machines Ticket readers Excess Fare Office Portable Ticket Decoders Supply of media (Tokens and Contactless Smart Cards) and spares LAN UPS What AFC system does? Sales and after sales operations Access control Ticket reading Transaction collection and reports Equipment supervision What AFC system doesnt include? Cash management (advance, distribution and adjustment) WAN (Wide Area Network) Communication (G703/RJ48 interface)

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AFC technology
System overview Business rules and procedures

Central archtecture

Station architecture

Key issues

Fig.3 AFC Technology System Overview (LAN-WAN)

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AFC technology
System overview Business rules and procedures

Central archtecture

Station architecture

Key issues

AFC Technology Business Rules Types of tickets Fare parameters Ticket usage Operational issues Type of media and product Single Journey Token (SJT) Return Journey Token (RJT) Exit Tokens Paid exit token Free exit token Stored value CSC Tourist CSC

Staff CSC Test CSC and test tokens

Fare parameters General parameters (beginning/end of operating day, trip time, etc.) Fare product options (list of tickets, associated parameters, etc.) Fare product sale options (maximum value, deposit, validity, etc.) Line description (list of stations) Origin/destination base trip fare (fare tier)

Fines/Charges/Levels/Amounts Calendars CSC Blacklists

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AFC technology
System overview Business rules and procedures

Central archtecture

Station architecture

Key issues

Ticket usage BIM Ticket Processing CSC Initialisation CSC replacement TOM Ticket Processing Ticket sale Cancellation after completion EFO Ticket Processing Ticket refund Lost ticket processing Ticket analysis/adjustment Ticket detailed consultation/information

Pic.3 Ticket Usage and Processing Gate Ticket Processing Entry/exit sequence Tokens and CSC entry controls Token control and capture at exit gate CSC exit controls and deduction of corresponding amount

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AFC technology
System overview Business rules and procedures

Central archtecture

Station architecture

Key issues

Ticket reader ticket processing Simple consultation/information Portable ticket decoder ticket processing Detailed consultation Ticket processing control functions Common control functions Common validity control Black list control TOM/EFO/BIM control functions Not used ticket Gate control functions Period of validity Time in system control Entry and exit at the same station Token deduction CSC deduction Trip fare computing Token under fare CSC insufficient remaining value

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AFC technology
System overview Central archtecture Business rules and procedures Station architecture

Key issues

Fig.4 AFC Technology Station Architecture

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AFC technology System overview Central archtecture Business rules and procedures Station architecture

Operational issues

AFC Technology Operational issues Parameters System parameters Fare parameters Equipment parameters Supervision CC SC Reports (Business object) Info View Reporter Stock management Media initialization Media recycling Media tracking

Security Media security Data security Equipment security

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Ticket Office Machine (TOM)

TOM Details TOM is a ticket transport semiautomatic vending and consulting machine, handling contactless smart cards and tokens. TOM is operated by an authorised operator to sale, add value, refund, replace, analyse cards and eventually make adjustment in case of surcharge detection. At the same time, passengers can follow operations with help of patron display. TOM General Description 1. TOM Passenger Display 2. TOM CSC Reader/Writer 3. TOM Receipt Printer 4. TOM Token Auto Feeder Mechanism 5. TOM Personal Computer

1. Pedestal mounted vacuum fluorescent graphic display capable of displaying messages in English and Hindi characters. Indicates the relevant information concerning the transaction or processing taking place. It is linked to TOM CPU via a serial link and it exists only for TOM.Hindi by default.

Pic.4 Ticket Office Machine

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2. Module constituted by a modem and an antenna included in a plastic housing. This set is linked to TOM CPU via a serial link. CSC reader is powered up with a 12V DC. The antenna is set under the top side of the box. This allows to put and leave the card on the box during the transaction. The CSC module reads and writes CSC data with secure access using diversified keys mechanism for authentication and selection of CSC. 3. Standard desktop dot matrix receipt printer. Linked to TOM CPU via a serial link. 4. Composed with 2 containers, 2 hoppers, one mechanical housing including the bowl and an electronic board : power and communication to TOM. It is linked to the TOM CPU via a serial link and it exists only on TOM. 5. TOM computer is a standard PC that has the following minimum features: Pentium III 800 and 256 MB of RAM. 1 hard disk > 20 GB.

1 floppy disk drive. 1 CD ROM disk drive reader. 1 parallel and 2 serial ports. 2 USB ports (reserved for the future). A standard QWERTY keyboard. A standard mouse. A 15 CRT screen. An Ethernet 10 baseT interface. Windows 2000 operating system and ACCESS 2000 database engine.

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TOM Operating Instructions TOM Switch ON/OFF Log ON procedure Identification Procedure Failure of Identification Wrong Id agent no. And code Unauthorised Access Level Pause Procedure End of Shift Procedure Token/Ticket vending or card vending Stock Management TOM Maintenance Maintenance of: Printer PID CSC CPU

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TOM Hardware Presentation

Fig.5 TOM HW Presentation

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TOM Software Presentation

Pic.5 TOM Software Presentation

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TOM/BIM Maintenance Preventive Maintenance Adjustment, cleaning in order to prevent to lengthen the reliability. Corrective Maintenance Servicing faulty sub-assemblies. Each defective function detected by the on-line diagnosis is systematically handled in accordance with alarm type. End result is repair or replacement of defective sub-assembly. Station Computer Supervision Diagnostic At Station Computer level all the equipments installed are shown on the screen. When one failure is detected on one equipment, the colour of the equipment initially green goes red. Electronic Main Module gives the status of time discrepancy. Equipment Operating Data check if EOD are correct. Data Security Module verifies if the security is respected. TIM gives the status of containers (presence) and the quantity of tokens. CSC gives the reader status. Services give the status of the configuration of the TOM/BIM (incident, time, override). RPU gives the receipt printer status and if the paper is present. Maintenance Menu General Feature The purpose of the maintenance test is to run a test on a component (peripherals) in order to check its correct operation. Configuration of a new TOM. 1. Insert Ghost CD. 2. Reboot the system. 3. Destination drive details wizard. 4. Proceed with the disk used? 5. Processing starts. 6. Insert next media and press enter to continue. [At about 80% completion, itll ask for another Ghost CD.]

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7. License agreement. 8. Regional settings. 9. Personalize your software. Name Organisation : Click Next 10. Product key. 11. Computer name and admin password. Name Admin Password Confirm Password : : : TOM*** (e.g. TOM_00001) : DMRC Delhi Metro Rail Corporation

12. Date and Time settings 13. Network settings. 14. Work group/computer domain. 15. Completing Windows 2000 setup. 16. Users of computer. 17. Completing network identification wizard. 18. Windows 2000 desktop comes. 19. Insert Drivers and Utilities CD. Installation of TOM software. Manufacturer serial no. Double click on it and change its value as per TOM/EFO, corresponding station, equipment no. with base hexadecimal. e.g. 090301 01 equipment no. (TOM_00001) 03 corresponding station Id 09 for TOM/EFO

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List of Failures (TOM) Application hang Blue screen TOM not getting power CPU not getting booted R/W module failure Multiple dispensing of token Not dispensing token Monitor not getting power No validation sound Not accepting agent Id Not on LAN Not refunding Out of Order PID failure Receipt Printer failure Virtual memory low Time mismatch TOM showing read ticket error CPU fan not working

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Gate
Introduction A Gate is an electromechanical device which controls passenger flow from free area to paid area and vice-versa to the business rules. Gate consists of two gate cabinets which makes it. Following operations are performed by a gate: Validate, check and charge Authorize passage Manage fraud Manage events, data and maintenance operations Communication with SC Gate General Description Operating system Gate software runs with WINDRIVERS/VXWORKS V5.4 and allows real-time gate control. Cabinet Types According to locations Standard Middle (SM), Standard End (SE), Standard End Wide (SEW), Standard Hybrid Wide (SHW) Cabinet Dimensions Cabinet Width Cabinet Height : Cabinet Length : 1900 mm : 280 mm 1020 mm

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1900 mm Side view Fig.6 Gate (side view and front view) Passage types According to direction of movement: 1. Entry Gate 2. Exit Gate 3. Reversible Gate/Bi-directional Gate According to width: 1. Standard Gate (spacing between two cabinets is 550mm) 2. Hybrid Gate (spacing is 900 mm) Standard for cabinet numbering SM/SE/SEW/SHW I I II III type. : : : 1/2/3/4 II a/b/c/bb III

200 mm Frontmmview

Should be SM or SE or SEW or SHW. Should be 1 or 2 or 3 or 4, as per flap position. Should be a or b or c or d or blank, depending on movement

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Standard cabinet numbering S XYZ X can be : E M EW HW : : : : End (Normal) Middle (Normal) End (Wide) Hybrid (Wide)

Y can be 1, 2, 3 or 4 depending on the flaps position in the cabinet. Z can be a, b, c depending on whether validating devices (SMV and SMA). How is X decided? To decide X check whether a given cabinet has neighbouring cabinets present or not ON BOTH SIDES!!! If cabinets are not present on both sides of the cabinet then the cabinet is End cabinet. Now check whether cabinet contains hybrid flap or standard flap. If cabinet contains hybrid flap (dont get confused in quantity) then the cabinet is of Wide type (contains W), otherwise the type of the cabinet is Standard (no W). How is Y decided? To decide Y, from the free area check the position of the left flap in the cabinet.

This is valid for all cabinets except the cabinet which contains 1 Standard Flap and 1 Hybrid Flap and the SE Cabinets which do not contain flaps on the right side of the cabinet. For the cabinet which contains 1 Standard Flap and 1 Hybrid Flap, decide Y according to the position of Hybrid Flap in the cabinet. How is Z decided? Z is decided by the presence of media validating devices i.e. SMA and SMV. Z = A, if both SMA and SMV are present. Z = B, if only SMA is present. Z = C, if only SMV is present. Z is not needed if both SMA and SMV are not present.

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Gate Operational Modes In-service Mode The gate flaps position depends on gate mode. The GED is controlled according to the passage direction. The PID, SMA and SMV are controlled according to the passage direction and date mode. Gate modes will be entry, exit and reversible only. Out-of service Mode The gate flaps are closed and gate validating devices (SMA and SMV) are off. Station Close AFC Gates can only be used to exit only. NO ENTRY is allowed. PID will display Station Close message and GED (free) will be Red Cross. When the gate is in Station Close mode, it is possible to force it into the Emergency Open or Out of Service (access door/top cover open e.g. for maintenance purpose). The gate may also switch to Out of Order by itself upon failure. Emergency The gate flaps open immediately after receiving the command. Patrons can walk freely through aisle without smart media ticket. Paid and Free PID will display Emergency. No Ticket media needed for Exit. Paid GED will be Green arrow and Free GED will be Red. The emergency open mode is special state which has the highest priority and which applies to all other modes. Aisle normally open Flaps remain open in normal condition. Passenger can pass through the gate after validating the media. Flap closes if passenger tries to pass through the gate without validating media. This mode is normally not used as it has the possibility of hitting a passenger who isnt used to the with the system. Aisle normally closed Flaps remain closed in normal condition. Flaps open when passenger shows a valid media. Flaps remain closed after the passenger passes through the gate.

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Gate Fare Modes Normal Gate will work in default gate mode. The fare will be deducted according to the fare table. Entry/Exit mismatched is checked by the gate (Error - 109,110). Surcharge of overstay in the system will be checked (Error - 159). Time mode over-ride Gate will work in default gate mode. The fare will be deducted according to the fare table. Entry/Exit mismatched is checked by the gate (Error - 109,110). Surcharge of overstay in the system will be checked (Error - 159). Entry/Exit over-ride Gate will work in default gate mode. The fare will be deducted according to the fare table. Entry/Exit mismatched is checked by the gate (Error - 109,110). Surcharge of overstay in the system will be checked (Error - 159). Incident This mode incorporates both Time mode over-ride and Entry/Exit over-ride mode. In this mode, no fare will be deducted from the CSC and CST has to be dropped in the gate after refunding from EFO. Refunded CST will work as the EFO will also be in the incident mode. High Security Black listed cards will not work in this case. Buzzer will activate if a black listed card is produced at the gate. Amber LED will flash in GED. Gate Details

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Pic.6 Gate (Hardware)

Pic.7 Gate types

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Gate Operation

Pic.8 Gate Operation

ENTRY MODE Paid area

Detectionzone

Sur v eil an cezo n e

Safetyzone

Exitz one

Sensor engaged

EXIT MODE Paid area

Exitz one

Safetyzone

Sur v eil an cezo n e

Detectionzone

Passenger enter in the station

Sensor engaged

Passenger exit from the station

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Different Zones in Gate Detection Zone It is used to detect the presence of a passenger into the aisle. When a passenger is in this zone, he is authorised to validate his transport ticket. The passage device reports no intrusion while a passenger stays in this zone. Surveillance Zone When a passenger enters into the surveillance zone without a valid transport ticket or without validating his transport ticket, the passage device buzzer is switched ON and the flaps are closed immediately if the aisle mode is set to normally open. This is called Intrusion. The buzzer remains activated until the passenger leaves the surveillance zone towards the detection zone or after the buzzer time out has expired. Safety Zone The sensors located near the barrier flaps constitute the safety zone. Whatever the situation, if one of the sensor of this zone is activated the flaps must not be closed. Exit Zone The exit zone is in charge to acknowledge the passage in order to update the passage authorization counter (Entry or Exit) and to detect the intrusion in the reverse direction. Gate Modules 1. Central Unit EMM/UCM (Electronic Main Module/Unit Control Module) Purpose : This sub-assembly (UCM) is the central unit of the aisle, based on a standard embedded PC. It allows the gate to work in stand-alone or connected to a station computer through a local area network type Ethernet 10 base T. The UCM is linked to a switch from which are linked the Station Computer. The link between the switch and the station computer is using a 10 Base T Ethernet connection. Operations : i. ii. iii. iv. Initialization Mode management Passage management Ticket processing of SMV and SMA

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v. vi. 2. Passage Unit

Communication with SC Maintenance management

PLC (Passage Logic Controller) Purpose : As the name suggests, PLC is used to control the passage after receiving Passage authorization command from UCM and acknowledge the passage after giving the passage. It performs following operations : i. ii. iii. iv. Manage the passage under EMM control Passenger detection system (sensors) Gate flap control Gate and display control

Primary Interface Board Secondary Interface Third Interface

Opto-cells Motor Limit Switch 3. Peripherals PID GED Flap Barrier

Loud Speaker 4. Power supply LAMBDA (240/24) Variator Gate Battery (Power Supply Unit) Dispatcher

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SMA Assembly SMA stands for Smart Media Acceptor. As the name suggests, it has the responsibility of both validating and accepting CSM. SMA reads the CSM by means of antenna provided, which continuously emits RF. Different AFC Gate Failures Auto-booting Container not getting fitted Flap making abnormal noise Flaps moving in and out continuously Flaps not opening after accepting/validating media Flaps remain open after passage Flaps remain permanently open Flaps stuck in cabinet Gate/Gates not getting power GED not working Gate showing Use Card Only Hanged during initialization Hanged in in-service mode Inner flap came out of assembly Maintenance menu not accessible No beep sound during transaction No display on PID Not getting booted Not sending data to OCC Out of Service SMA not accepting token (CST) SMA slot permanently open

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Portable Ticket Decoder (PTD)

Pic.9 PTD HW and Operational Details respectively PTD HW Details Navigation, Selection, Controls Four navigation keys : Up, Down, Left and Right keys Confirm key : Validation, Escape, Wake Up and Power On Keys lock/Unlock : Down and Confirm keys Screen - back light On/Off : Up and Confirm keys Automatic Sleeping by No action Time-out Wake up by confirm key

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Media Details CST

Pic.12 CST Operating Environment Temperature Humidity : : -10 to +600C 50% or less (at 0 to +500C) 0% (at +50 to +600C) Storage Environment Temperature Humidity : : -20 to +700C 60% or less (at +700C)

Outside Dimensions (Token shape) Diameter Thickness : : 30 0.2 mm (maximum projection part) 3 0.2 mm (maximum projection part)

Surface material Plastic materials that can be easily recycled and : have the least environmental impact by incineration. : 2.7 0.2 gm.

Mass

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Telecom
Communication at a distance by electronics transmission of impulses, as by telegraph, cable, telephone, radio, or television constitutes telecommunication. Transmission of information is possible through co-axial cables, wireless media, fibre optics. Every media has its advantages and disadvantages over others. Telecommunication department consists of following systems : FOTS (Fibre Optics Transmission System) PAS (Public Address System) PIDS (Public Information Display System) Master Clock CCTV (Close Circuit Television) Radio System Telephone System NPSCADA (Non Power Supervisory Control And Data Acquisition)

Fibre Optics Transmission System (FOTS)

FOTS can be termed as the backbone of DMRC telecommunication network. Fibre optics eases up the data and voice communication or access to various systems at different stations. This network is based on fibre optical cables on both sides of the track. The number of fibres are determined in order to comply with redundancy. The fibre is redundant for security and protection. In case of fibre optic failure, communication can take place via spare fibre while the fibre that is down may be fixed. The main components of the fibre optic transmission system are: 1. Optical fibre cables 2. Synchronous Digital Hierarchy (SDH) 3. Digital Distribution Frame (DDF) 4. Flexi Multiplexer (FMX) 5. Optical Distribution Frame (ODF)

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1. Optical fibre cables Fibre cables are used for the transmission of the data from one station to the other station. An optical FIBRE has two concentric layers called the core (n1, refractive index = 1.48 to 1.5) and the cladding (n2, refractive index = 1.46 to 1.48). The refractive index of core is slightly higher than that of the cladding i.e. n1 > n2. This difference between n1 and n2 allows total internal reflection. Light ray enters the FIBRE and strike core cladding surface at an angle greater than the critical angle. This is totally reflected back into the core. As angle of incidence and angle of reflection are equal the reflected light will again be reflected. The light will continue to travel in zigzag manner down the length of the FIBRE. Advantages of Optical Fibres : When compared to conventional metal wire (copper wire), optical fibres have: Higher Bandwidth High speed as information is travelled in form of light. Less signal degradation. Unlike electrical signals in copper wires, light signals from one fibre do not interfere in those of other fibres in the same cable. This means clearer phone conversations or TV reception is possible. No I2R losses and Non-flammable. Lower-power transmitters can be used instead of high voltage electrical transmitters needed for copper wires due to less signal degradation. Optical fibres carry digital information, which is useful in computer networks. Lightweight, an optical cable weighs less than comparable copper wire cable.

Because of these advantages, fibre optics is in use in many industries, mostly telecommunications and computer networks. Losses in Optical Fibre Cable : a) Attenuation loss : Attenuation loss takes place due to coupler, splices, connectors, Fibre itself. Attenuation varies with the wavelength of the light 850 nm- 2.5 to 3.0 dB/km 1300 nm- 0.4 to 0.5 dB/km 1550 nm- 0.25 to 0.3 dB/km

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b) Absorption loss : Absorption is a natural property of glass itself. Losses due to absorption are very large in UV and infrared regions. c) Scattering loss : Loss of the optical energy is due to imperfections in the fibre known as Rayleigh scattering loss, takes place due to variations in the density and composition of glass material in the fibre. Rayleigh scattering loss is inversely proportional to four power of wavelength, i.e., for high wavelength, losses will be significant. d) Geometric Effects : 1) Macro bending: Loss is caused due to deformation of fibre axis during cabling process. 2 ) Micro bending : Excessive bending of the cable or fibre may result in loss known as macro bend loss. For single mode fibre attenuation at longer wavelength like 1550 nm is sensitive to bending. 2. Synchronous Digital Hierarchy (SDH) In early 60s the analog communication was taken over by the digital communication. There are number of advantages of digital communication over analog system. With the advent of semiconductor circuits and the increasing demand for the telephone capacity, a new type of transmission method called Pulse Code Modulation (PCM) made an appearance. It allows multiple use of a single line by means of digital time domain multiplexing. The analog telephone signal is sampled at a bandwidth of 300-3400Hz, quantized and encoded and then transmitted at a basic bit rate of 64Kbps. Audio range = 4 kHz 2 x 4000 Hz 8 8000 Hz x 8 bits/sample = 64 Kbps = = 4000 Hz 8000 Hz

Sampling frequency = No. of bits/sample Bit rate = =

Further the bandwidth of speech signals and visible range is limited, with the advancement in the needs of the frequency bands, this bandwidth must be utilized. So the frequencies must e multiplexed in order to transmit maximum information through the channel. The multiplexing is achieved by time division multiplexing (TDM). In TDM, the time axis divided into slots and more information can be transmitted. For an audio signal the time period of the signal is 0.025s. Time period of the sampled signal = 1/ 8000 = 125 s This implies that between two samples there is gap of 125 s. Between this time interval of 125 s, we can multiplex number of signals. This is called Time Division Multiplexing. If we multiplex 32 signals then the signal is transmitted at the rate of 2.048 mbps. The bit rate of 2.048 mbps is called as E1.

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Public Address System (PAS)

The PAS is one of the systems that creates a user friendly ambience in the DMRC computer services and it plays a very important role as well. It is provided to broadcast voice message to passenger/staff in all stations, depots & OCC & DMRC headquarters. It shall be used for emergency evacuation broadcast in case of emergencies. It has control equipment located at the equipment room of each station depots, OCC and DMRC HQ. The station PAS shall be interfaced to FOTS for connection to the equipment located in CER to facilitate control from OCC. The PAS at depots shall be stand-alone without any control from OCC. At station it is asserted from : Platform Supervisory Booth (PSB) Station Control Room (SCR) Operations Control Centre (OCC) It shall be capable of maintaining required intelligibility at all times regardless of changing environment including crowd, density, temperature, humidity & noise level. This system collects data from TIMS (Train Information Management System), which is something similar to a train timetable, and as per the present time it sends information to the system and announcement is made. This is one of the reason that a universal clock is needed, and thus the system is incorporated with a master clock server. The scheme is such that, the train driver has information about timing and he has to see that a train reaches a particular station as per the time frame, it has been allotted, which is similar to northern railways. The thing which makes it a bit different from the railways is that, this time table is a static one & so is fixed &totally computerized, while that in railways is a dynamic one & is user controlled. The present addressing scheme is in the following way : 1) When the countdown reaches two minutes, then there is an announcement about the train timing and its platform. 2) Exactly at the end of the countdown, it makes an announcement that the train is going to leave the platform. 3) In the case of the announcement that is to be made from the SCR, it can be made by using the system that is available in their control room. 4) From the OCC, the operator can select s station and the platform in which the announcement is to be made.

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The PAS system works in three modes : 1) Automatic mode : The diffusion of messages will be held through a weekly scheduled program. In automatic mode, the PAS central system receives messages from the central passenger information system involving data about train movement. The information is analyzed by the PAS that automatically launches announcements to the designated stations. Each issued message will interrupt another of lower priority being diffused. The interruption will signal locally to the equipment trying to access the system. The connection between the OCC and each station will be established through FOTS channel. 2) Manual central mode : The system will be operated through the OCC that will direct manual messages to the microphones. 3) Manual Local Mode : The station operator, independent from the OCC, will control the system. The local PAS at each train station is able to accept signal from the local exchanger Net Client Unit to activate pre-recorded announcement from the train station. The different types of messages provided by PAS are : Fixed messages Pre formatted with data to be added Instantly recorded Live audio broadcast Priority of PAS announcement Live audio broadcast from PSB Live audio broadcast from SCR Live audio broadcast from OCC Announcement initiated from TCS Preformatted messages from SCR/OCC

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Passenger Information Display System (PIDS)

This system allows passengers to know when the train is expected to arrive, time left as well as the destination of the train. This system also allows the data input transmission and diffusion of information concerning the movement of train in real time to all station users and the same for the application in the main centre using Ultra Bright LED Display Panels. The system has capability to control virtually infinite number of stations, which can be done by the configuration of network design. This system has several functions such as displaying train scheduling information & data related to train circulation like arrival and departure time. The system is divided into two main parts: 1) BLOCK (OCC) : All the equipments installed in the OCC the details of which are Server, Assistance to chief controller PIDS/PAS workstation & PIDS control backup control panel. 2) STATION SYSTEM : This refers to all equipments installed in the terminal station, which includes Work Station, Ultra Bright LED Display Panels. Features of PIDS are : 1) Simple to use 2) It gives information in real time, in a clear attractive way, to the station through the usage of LED with matrix display on serial link 3) It simplifies the maintenance operations through the possibilities of help in diagnosis offered by the central system responsible for the display. 4) It is based on standard wide spread computer equipment & on the structured & modulated software. The software allows the possibilities of adapting it to the further needs of the railway station, inter connection with other computer system, adding new functions, etc. The station function is relevant to make the audio programmed signal available & the digital to analogue conversion. It will also dispatch to the required zones, all the messages maintaining a hierarchy priority scheme between the stations.

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Closed Circuit Television (CCTV)

This system is used to monitor the station and the platforms along with the metro corridors where it is very difficult to keep a view on the corridors. Mostly it is used for security purpose and help train operators in clearing off the doors when the train is stopped on the curved platform (entraining/detraining of passengers). The camera of CCTV captures light which falls on CCD (charge couple device) chip, it converts light into electrical signal that is fed to signal conditioning circuit which rises voltage of the signal and is fed to multiplexer. Locations at which CCTV is placed: 1. Curved platforms 2. Underground stations 3. Concourse area Parts of CCTV system 1. Camera This is the main part, which captures the screen. It captures light, which falls on the CCD chip inside the camera. This chip converts the light into electrical signal. Generally they are equipped with many kinds of signal conditioning systems, which raise the voltage of signal so that it can be fed into multiplexer, or switch. A lens is used to focus on the screen and is also used to control light entering the camera, since the lightening conditions keep varying during the day. Multiplexers or switches are used to change to different cameras and viewed on the monitor. The cameras are protected with dust, moisture and unauthorized access. Each platform has 4 cameras and 8 cameras are present in the concourse. There are three types of cameras used in metro : a) Fixed Camera These cameras are at fixed positions and controller cannot change its view. It is positioned at platforms, stairs, entry and exit. b) Dome Camera This is used in the concourse area. It has most of the advanced facilities installed and can be controlled and directed from the station control room. This camera has PTZ (pan-tilt-zoom) facility. It is also used at OCC. The cameras operate at 12 V DC or 24V DC. c) PTZ Camera PTZ camera can rotate 360 degree azimuthally, can tilt in any direction and can be zoomed. 4 PTZ cameras are present in the OCC.

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2. Serge Arrester This is used to protect the interference caused in the signal of the camera towards the QUAD. It suppresses the extra noise signals and limits the fluctuations in voltage. It is used at monitors end, one for every monitor. 3. QUAD Here the four inputs are used to insert camera outputs and one output goes to video amplifier. For recording mechanisms the four outputs form QUAD (which is interlinked to camera) goes to DVR. It has option of viewing one camera output or QUAD in the monitor. 4. Coaxial Distribution Frame (CDF) It acts as a termination between camera and QUAD. 5. Video Amplifier This amplifies the signal and transfers it towards the serge arrester of the monitor. 6. Monitor This is used to view all camera movements. Two monitors are situated at one point at the platforms via provisions of viewing all the eight camera outputs (view of coaches). There are four such points at the platforms, having two each such points. 7. Digital Versatile Recorder (DVR) This has 16 inputs from QUAD and it transfers signals to MATRIX and records the outputs as well. It has got hard disk of 160 GB or 320 GB and can record for seven days and then overwriting is done on the hard disk. Recording is done at the speed of 1 image/sec. It is supported by TCP/IP protocol. All the 16 cameras are controlled independently. The CCTV system located at OCC works as a master controller of all cameras in all Metro Stations. CCTV system has two ways of operation : A remote one from OCC to all Metro stations

Local one in all stations Therefore there are three types of stations : 1. Metro Stations 2. Railway Stations and 3. The Operational Control Centre (OCC)

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Rail Corridor station architecture of CCTV System : 16 Fixed Cameras. 1 Multiplexer. 1 DVR. 1 Video Matrix Switcher. 4 Quad Units. 8 Platform Monitors. 1 Line Amplifier. Metro Corridor station architecture of CCTV System : N * DOM Cameras . N* Fixed Cameras. 3 (16 Channels). n DVRS (n = 3/4/5). 1 Video Matrix Switcher. 4 Quad units. 8 Platform Monitors. 2x 8 Channel V-Class TX. 1 Keyboard. 2 SCR Monitors.

1 Line Amplifier. The signal transmission system for CCTV is composed by two signals: Video signal dedicated and Control Signal. The video signal transmission is accomplished through a fibre network using the FOTS subsystem. CCTV Keyboard Keyboards enable operators to communicate with telemetry receivers and video matrices. Keyboards incorporate a numeric keypad for camera selection, a three-axis variable speed joystick and function keys (for zoom in/out, focus, wipers, wash and lamps). The keyboard operates from a 12 V DC supply derived from either the TCU-II or a separate PSU. Each

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operator log-on at the start of each shift and log-off at the end. Log-on will require the entry of a numeric PIN. The following facilities are provided : Allow operator selection of any camera. Allow operator control of pan, tilt, zoom and wash/wipe functions of any PTZ camera. Variable speed control of pan and tilt motion. Configuration of privacy zones and home position. Define the monitor-camera assignment and sequence monitor outputs individually or in defined groups (through control of the video matrix). Programming of up to sixty-four pre-set positions for each PTZ camera. Generation of text on monitor views to identify the camera location and the pre-set view in the case of a PTZ camera. The latter appears briefly on reaching a pre-set position then clears the screen. Full VCR control enabling the operator to initiate recording of images from any camera. Assignment of priority levels to each operator such that a high priority operator can take over control from an operator with lower priority.

NPSCADA (Non Power Supervising Circuit And Data Administration)

It monitors various equipments of Rail and Metro Corridors Provides data/information to maintain staff to access the need for unscheduled preventive maintenance. In addition to above facilities, recording, analysis & printing of data for effective maintenance.

Various systems monitored by NPSCADA are : 1. Rail Corridor Rail temperature at selected location.

LV circuit at depot. 2. For Metro Corridor Fire Detection And Suppression Systems Lifts And Escalators

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 Pumps Environment Control System Seismic Activity System Intrusion Alarm Tunnel Ventilation system Equipments to be monitored through NMS at OCC or Directivity : Master Clock System Fibre Optic Transmission System Telephone System Radio System Public Address System Passenger Information Display System Closed Circuit TV System UPS System

Master Clock
Clock system is used to provide accurate time to staff, passengers and time reference to systems at DMRC. Accurate and synchronized time information is obtained from Global Positioning System (GPS) by Master Clock at OCC. Master Clock passes time information to Sub-Master Clock at each station via switches and routers. Sub-Master Clock at each station supplies this information to Digital and analog clocks through feed box. Clock system takes 1-phase supply from ACDB (AC Distribution Box). Time Administration Concept The internal master clock as well as the battery associated real-time clock run with UTC (Universal Time Co-ordinate). The synchronization input and time outputs as well as the time shown on the display are linked via a time zone entry with the master clock time, i.e., all inputs and outputs can be individually allocated to a specific time zone. Two types of clocks are used at stations : 1) Digital Clock In DMRC single-sided and double-sided clocks are used. LED segment of high luminance provide excellent readability of display from all view angles. Manual or automatic adjustment

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of LED display light intensity. Since digital clocks have memory, they keep working when they stop receiving data from sub-master clock. Basic properties: Digit height 57, 100 or 180 mm which corresponds to readability of approximately 25, 40 or 65 m. Manual or automatic adjustment of LED display light intensity. Anti reflex Front cover acrylic glass which prevents light reflects and provides the digit readability. Possibility to connect unlimited number of digital Clocks to One Single receiver. Time Display in 12 or 24-hour cycle, 4 digit (HH: DD) or 6 digit (HH:MM:SS) format. Digits of same Height on request (HH:MM:SS); Optionally 4 digit or 6 digits Format (Including Indications of the year). Temperature Indications (providing The Temperature Sensor is Connected) in 0C or in 0F. Alternating Indication of time, date and temperature with adjustable Period of each of the displayed data. 8 digit display format on request (Time: HH: MM; date: DD: MM)

Pic.13 Master Clock at OCC

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Pic.14 Analog and Digital Clock respectively 2) Analog Clock Double sided analog clocks have been used at platforms and concourse zone in DMRC. This clock gets time information from Sub-Master clock through feed box and stop working when they stop receiving data. These analog clocks stops only at time 12O clock.

Telephone System
Types of phones used : 1) Digital : work on 48 to 58 volt DC a) Digital phone b) Direct line console 2) Analog : work on 38 to 40 volt DC Priority of digital phones is kept higher than that of analog phones, i.e. digital phones can take channel from analog ports if all digital ports are busy. Numbering Plan : 1) Analog line : Two digit station code + three digit specific room no. E.g.: For 89500 number (89 : Station Code + 500 : Room No.) 2) Direct Line : 6 + two digit station code + two digit specific room no. E.g.: For 68950 number (6 : Fixed + 89 : Station Code + 50 : Room No.)

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