training report sourabh
TRANSCRIPT
SIX WEEKS INDUSTRIAL TRAINING REPORTUNDERTAKEN 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 GargUniversity 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 to22/07/2011.
During this training, he worked on Automatic Fare Collection & Telecom in Signalling &Telecom Department under the guidance of Mr. Sudhir Mittal. His overall performance duringthe 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 thistraining a real success. I express my sincere thanks to Sh. Sudhir Mittal (Training Manager). Ipay special thanks to DMRC staff, who in spite of their busy schedule have lent theirprecious time for my benefit.
There is no denying with the fact that DMRC is the epitome of modern technology andgetting training at such reputed organisation is an exquisite learning experience that made amark at the profoundest part of my mind.
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Preface
Delhi Metro AFC (Automatic Fare Collection) technology system for contactless farepayment 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 smartcards, 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 & RADIOSYSTEM are some major parts of the Telecom system.
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Contents
Page No.
Certificate of TrainingAcknowledgement
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7.
PrefaceContentsList of FiguresList of PhotographsAbbreviationsProfile of the industryAFC DepartmentTOMGatePTDMedia
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10. TELECOM Department ............................................................................
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List of Figures
Page No.
1. Fig.1 Automatic Fare Collection Training ............................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 ............................2. Pic.2 First Full Contactless integrated system (New Delhi) ............................
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
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Abbreviations
AFCAFMCCCSCCSTDLPDMRCEFON/APIDSCTOCTOMSMDARBIMCPUCRTIdISOLANLMTMCBFMMIMTTROCCDCCPCPSPSUR/WSJSCRSMSVTMOTTRSUPSWAN
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Automatic Fare CollectionAutomatic Feeder MechanismCentral ComputerContactless Smart CardContactless Smart TokenDefect Liability PeriodDelhi Metro Rail CorporationExcess Fare OfficeNot ApplicablePatron/Passenger Information DisplayStation ComputerTest On CompletionTicket Office MachineSmart Media DispenserAudit RegisterBulk Initialization Machine at Central Production OfficeCentral Processing UnitCathode Ray TubeIdentityInternational Standards OrganisationLocal Area NetworkLaptop Maintenance ToolMean Cycle Between FailuresMan Machine InterfaceMean Time To RestoreOperations Control CentreDepot Control CentrePersonal ComputerProduction Server (dedicated to BIM)Power Supply UnitReader/WriterSingle JourneyStation Control RoomSecurity ModuleStored ValueTime Mode Over-rideTime To Return to ServiceUninterrupted Power SupplyWide Area Network
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G-XXT-YYTR-UPTR-PTR-UP-NTR-UP-STR-P-NTR-P-STR-UP-ETR-UP-WTR-P-ETR-P-WSW-1SW-2SW-3GED
Gate No. XX (XX is a number)TOM No. YY (YY is a number)Unpaid Area Ticket ReaderPaid Area Ticket ReaderNorth Side Unpaid Area Ticket ReaderSouth Side Unpaid Area Ticket ReaderNorth Side Paid Area Ticket ReaderSouth Side Paid Area Ticket ReaderEast Side Unpaid Area Ticket ReaderWest Side Unpaid Area Ticket ReaderEast Side Paid Area Ticket ReaderWest Side Paid Area Ticket ReaderSwitch No. 1Switch No. 2Switch No. 3Gate End Display
ACASBOCADCLPLWMCMSNMCSMS
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Administration ConsoleArchiving ServerBooking OfficeCertificate AuthorityData CentreLine PrinterLocal WorkstationMetro CorridorMiddleware serverNetwork Management ConsoleStation Monitoring/Management System
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2
3
Brief Profile of DMRC
For implementation and subsequent operation of Delhi MRTS, a company under the nameDELHI METRO RAIL CORPORATION was registered on 03-05-1995 under theCompanies 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 transitsystem in India, after the one in operation in Kolkata. Unlike the Kolkata Metro, however, theDelhi Metro has a combination of elevated, at grade and underground lines. Trains operatingwithin the network typically travel at speeds below 80 Kmph or 50 mph, and stop about 20seconds at each MRTS Station. Since it’s opening in 2002, two more lines have been addedto 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
Linenumber
Betweenstations
Length (km) Number ofstations
Rollingstock
colour)
Red Line Rithala – 25.15 21 23 trainsDilshadGarden
Yellow Line Central 17.20 15 13 trainsSecretariat –Jahangir Puri
Blue Line Indraprastha 32.10 31 24 trains– Dwarkasub city
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 Governmentsupport.
Delhi Metro’s 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 inall his decisions and transactions.
The Organization must be lean but effective.
The Corporation must project an image of efficiency, transparency, courtesy and “wemean business” attitude.
The construction activities should not inconvenience or endanger public life norshould 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 necessitatesa pragmatic policy shift to discourage private modes and encourage public transport once thelevel 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 RapidTransit 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 sizeexceeds 1 million; the system is in position by the time the population is 2 to 3 million andonce the population exceeds 4 million or so, planed extensions to the Mass Rapid TransitSystems is vigorously taken up. In developing countries including India, because of paucityof funds planning and implementation of rail based Mass Rapid Transit Systems has beenlagging far behind the requirements.
Delhi, the National Capital of India, with the population of around 12 million is, perhaps, theonly city of its size in the world, which depends almost entirely on buses as its sole mode ofpublic transport system, and to add ice to the cake, the bus services are inadequate andheavily over-crowded. This situation led to proliferation of personalised vehicles, so much sothat 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 isextreme congestion on the road, ever slowing speeds, increasing accident rate, fuel wastageand environmental pollution. Delhi has now become the fourth most polluted city in theworld, 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 anexcellent Mass Rapid Transit System to be brought in. It has wide roads (roads cover 23% ofthe city area) where road possession for construction is not difficult (except in the old cityarea). Implementation will also not involve demolition of large scale private properties. Mostof the land acquired is under Government control and hence can be easily acquired.
The citizens are enlightened and would eagerly welcome introduction of people friendlyMRTS though they may initially face difficulties during the implementation phase. Added tothis Delhi has an unassailable advantage in its excellent railway network comprising tworings 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 commutertraffic is only a mere 2%.
Delhi MRTS project:
With the view to reduce the problems of Delhi’s commuter, the launching of an IntegratedMulti-mode Mass Rapid Transit System for Delhi had long been under consideration. Thefirst concrete step in this direction was, however, taken when a feasibility study fordeveloping such a multi-modal MRTS system was commissioned by Government of NationalCapital Territory of Delhi (with support from Government of India) in 1989 and completedby RITES in 1991. A 198.5 Km predominantly rail based network was proposed, with thefirst 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 theUnion Cabinet costs Rs 4860 crore approximately, comprising a network of 11 Kmunderground (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 about58% is government land, 39% private agricultural land, and 3% is private urban land. Theproject has implemented through a joint venture company (viz., Delhi Metro RailCorporation 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 widesections of economy. The modified first phase will generate substantial benefits to theeconomy 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 oftravelling to commuters, they have not generally been found to be financially viable in mostof the cities of the world, despite their large economic benefits. MRTS fares cannot be fixedpurely on the basis of commercial principles, without drastic decrease in ridership anddefeating the very object of setting up such Mass Transit System. Hence, the city dwellersmust necessarily supplement the contributions to be made by the system users to meet thecost of setting up as well as running the system.
Delhi being National Capital and International city, the GOI and GNCTD must alsocontribute to meet part of these costs. It has accordingly been decided that the project will befinanced 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 dedicatedlevies/ taxes in NCTD.
The financial plan of the project has been approved by GOI and GOI on 24-07-1996 and 17-09-1996 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
Percentage of Total Cost
15% each
Approx. 56%
Approx. 6%
Approx. 8%
The above financial plan is based on :
Debt Equity ratio 2:1
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 & PlushWaiting Areas
This is a metro station with a difference. Imagine jazzed up interiors, glass lifts, a plushwaiting lounge, huge LCD screens for flight information, a fully automated multi-levelparking lot and a platform which enables trains to open both doors – one for passenger entryand the other for exit. Welcome to the New Delhi station of the Delhi metro’s showcaseAirport Express Line.
The station – Delhi’s first City Airport Terminal (CAT) – is more than thrice the size of anaverage Metro station and will function as a mini airport terminal operating from the heart ofthe city. Passengers boarding the high speed link to the IGI will be able to do their baggagecheck-in at the Metro station itself, which will get loaded onto their flights directly. Thestation will have over 80 airline counters, where one can check-in and collect a boarding passfor the flight.
The Metro station is expected to cater to a huge load of air travellers who will board the fasttrain to reach the airport in about 20 minutes. To reduce conflict between those moving inand out of the CAT, the station will have segregated arrival and departure areas. The tracklevel will be at the bottom, over which will be at the departure area. The arrival has been kepton the first floor.
So those getting into the station to board the train, will take the steps down from the entranceto reach the departure concourse where facilities like x-ray, airline check-in counters, etc willbe located. Those arriving from the airport will take a lift straight to the arrival concourse andget out from an independent exit, with facilities like prepaid taxis, autos, and waiting spacefor chauffeur-driven cars.
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The platforms have been designed to reduce conflict. There are two side platforms for arrivaland an island platform for departure where people will automatically be guided. When a trainarrives, the doors towards the arrival platform will open first for everyone to get out. Oncethe train is empty, the doors on the island side will open to enable departing passengers toboard the train.
Space has been earmarked for huge flight information boards, like the ones seen at theairport. The boards will also be put up inside the train so as to keep passengers informed ofdelays and cancellations.
While the look of the station is being kept at par with a world-class airport terminal, thedesign will facilitate movement of people with baggage. So even as there are glass lifts, theyare extra-wide with a capacity for over 20 passengers. The escalators will be less steep toenable movement of people with bags. The waiting lounge will be planned with recliners andsoft music playing in the background.
The Automated Fare Collection (AFC) gates will also be wider. The ticketing system is suchthat a person can use the same ticket to enter the paid area, complete check-in, leave the CATfor a couple of hours and use the same ticket to re-enter. The idea is to enable passengers tocheck in their bags hours before the flight so that they can shop in Connaught Place or take aMetro to see a friend in the city without having to lug their baggage along. Once thepassenger 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 twolevels, those waiting to board the Airport Express train can enjoy a meal at a cafe or finedining restaurant, or check out an array of stores.
The proper integration of the CAT station with the existing New Delhi station of DelhiMetro’s 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 beingprovided 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 1,200cars is being constructed near the station. This parking will be connected to the station areathrough lifts.
The Airport Express Line will start at New Delhi railway station and go to Dwarka via IGIairport. It will stop at just three stations – Shivaji Terminus, Dhaula Kaun and NationalHighway-8. The new service, to be operational by July 2010, promises relief from jams asone will be seated in a five-star train compartment speeding across the tunnels at a speed of135 kmph. The fare has been kept at a maximum of Rs 150 till IGI and an additional Rs 30 toDwarka, 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 TechnologyPresentation
2. TOMDetails
3. GateDetails
4. PTDDetails
5. TRDetails
6. MediaDetails
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 tojamming
Data errors are less frequent (RF read/writes to smart media involve moreerror detection and correction mechanisms than magnetic systems)
Smart media are less susceptible to damages, such as scratching and fromstray 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 tokencapture 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 procédures
Station architecture
Key issues
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AFC technology
System overview
Central archtecture
Business rules and procedures
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 doesn’t include?
Cash management (advance, distribution and adjustment)
WAN (Wide Area Network) Communication (G703/RJ48 interface)
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AFC technology
System overview
Central archtecture
Business rules and procedures
Station architecture
Key issues
Fig.3 AFC Technology – System Overview (LAN-WAN)
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AFC technology
System overview
Central archtecture
Business rules and procedures
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
Central archtecture
Business rules and procedures
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
Central archtecture
Business rules and procedures
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, handlingcontactless smart cards and tokens.
TOM is operated by an authorised operator to sale, add value, refund, replace, analyse cardsand eventually make adjustment in case of surcharge detection. At the same time, passengerscan 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 messagesin English and Hindi characters.
Indicates the relevant information concerning the transaction or processing takingplace.
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 setis 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 keysmechanism 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 bowland 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-linediagnosis is systematically handled in accordance with alarm type. End result is repairor replacement of defective sub-assembly.
Station Computer Supervision Diagnostic
At Station Computer level all the equipments installed are shown on the screen. When onefailure 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 orderto 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, it‟llask for another Ghost CD.]
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7. License agreement.
8. Regional settings.
9. Personalize your software.
Name
Organisation :
DMRC
Delhi Metro Rail Corporation
Click “Next”
10. Product key.
11. Computer name and admin password.
Name TOM*** (e.g. TOM_00001)
Admin Password
Confirm Password
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 paidarea 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 gatecontrol.
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
280 mm
1020 mm
1900 mm
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1900 mmSide 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
200 mmFrontmmview
SM/SE/SEW/SHW
I
1/2/3/4
II
a/b/c/bb
III
I
II
III
:
:
:
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 movementtype.
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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 notON 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 (don‟t get confused in quantity) then the cabinet is ofWide 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 1Hybrid Flap and the SE Cabinets which do not contain flaps on the right side of thecabinet.
For the cabinet which contains 1 Standard Flap and 1 Hybrid Flap, decide Yaccording 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 tothe passage direction.
The PID, SMA and SMV are controlled according to the passage direction and datemode.
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. Whenthe gate is in Station Close mode, it is possible to force it into the Emergency Open orOut of Service (access door/top cover open e.g. for maintenance purpose). The gatemay also switch to Out of Order by itself upon failure.
Emergency
The gate flaps open immediately after receiving the command. Patrons can walkfreely 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 whichapplies to all other modes.
Aisle normally open
Flaps remain open in normal condition. Passenger can pass through the gate aftervalidating the media. Flap closes if passenger tries to pass through the gate withoutvalidating media.
This mode is normally not used as it has the possibility of hitting a passenger whoisn‟t used to the with the system.
Aisle normally closed
Flaps remain closed in normal condition. Flaps open when passenger shows a validmedia. 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 faretable. 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 faretable. 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 faretable. 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. Inthis mode, no fare will be deducted from the CSC and CST has to be dropped in thegate after refunding from EFO. Refunded CST will work as the EFO will also be inthe incident mode.
High Security
Black listed cards will not work in this case. Buzzer will activate if a black listed cardis 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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Survei llancezoneDetectionzoneSafetyzone Exitzone
Survei llancezone DetectionzoneSafetyzoneExitzone
Gate Operation
Pic.8 Gate Operation
ENTRY MODEPaid area
Sensor engagedEXIT MODEPaid area
Passenger enter in the station
Sensor engaged
Passenger exit from the station
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ii.
iv.
Different Zones in Gate
Detection Zone
It is used to detect the presence of a passenger into the aisle. When a passenger is inthis zone, he is authorised to validate his transport ticket. The passage device reportsno intrusion while a passenger stays in this zone.
Surveillance Zone
When a passenger enters into the surveillance zone without a valid transport ticket orwithout validating his transport ticket, the passage device buzzer is switched ON andthe flaps are closed immediately if the aisle mode is set to normally open. This iscalled “Intrusion”. The buzzer remains activated until the passenger leaves thesurveillance 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 thesituation, 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 passageauthorization counter (Entry or Exit) and to detect the intrusion in the reversedirection.
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 astandard embedded PC. It allows the gate to work in stand-alone or connectedto 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 TEthernet connection.
Operations :
Initialization
Mode management
iii. Passage management
Ticket processing of SMV and SMA
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iv.
ii.
i.
vi.
v. Communication with SC
Maintenance management
2. Passage Unit
PLC (Passage Logic Controller)
Purpose : As the name suggests, PLC is used to control the passage afterreceiving Passage authorization command from UCM and acknowledge thepassage after giving the passage. It performs following operations :
Manage the passage under EMM control
Passenger detection system (sensors)
iii. 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 ofboth 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
Outside Dimensions (Token shape)
Diameter
Thickness
Surface material
-20 to +700C
60% or less (at +700C)
30 ± 0.2 mm (maximum projection part)
3 ± 0.2 mm (maximum projection part)
Plastic materials that can be easily recycled andhave the least environmental impact by incineration.
Mass 2.7 ± 0.2 gm.
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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 ispossible through co-axial cables, wireless media, fibre optics. Every media has its advantagesand 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 opticseases 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 fibresare determined in order to comply with redundancy. The fibre is redundant for security andprotection. In case of fibre optic failure, communication can take place via spare fibre whilethe 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. Anoptical 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 slightlyhigher than that of the cladding i.e. n1 > n2.
This difference between n1 and n2 allows total internal reflection. Light ray enters the FIBREand strike core cladding surface at an angle greater than the critical angle. This is totallyreflected back into the core. As angle of incidence and angle of reflection are equal thereflected light will again be reflected. The light will continue to travel in zigzag manner downthe 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 interferein those of other fibres in the same cable. This means clearer phone conversations orTV reception is possible.
No I2R losses and Non-flammable.
Lower-power transmitters can be used instead of high voltage electrical transmittersneeded 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, mostlytelecommunications and computer networks.
Losses in Optical Fibre Cable :
a) Attenuation loss : Attenuation loss takes place due to coupler, splices, connectors, Fibreitself. 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 absorptionare very large in UV and infrared regions.
c) Scattering loss : Loss of the optical energy is due to imperfections in the fibre known asRayleigh scattering loss, takes place due to variations in the density and composition of glassmaterial in the fibre. Rayleigh scattering loss is inversely proportional to four power ofwavelength, 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 cablingprocess.
2 ) Micro bending : Excessive bending of the cable or fibre may result in loss knownas macro bend loss. For single mode fibre attenuation at longer wavelength like 1550nm is sensitive to bending.
2. Synchronous Digital Hierarchy (SDH)
In early 60‟s the analog communication was taken over by the digital communication. Thereare number of advantages of digital communication over analog system. With the advent ofsemiconductor circuits and the increasing demand for the telephone capacity, a new type oftransmission method called Pulse Code Modulation (PCM) made an appearance. It allowsmultiple use of a single line by means of digital time domain multiplexing. The analogtelephone signal is sampled at a bandwidth of 300-3400Hz, quantized and encoded and thentransmitted at a basic bit rate of 64Kbps.
Audio range = 4 kHz = 4000 Hz
Sampling frequency = 2 x 4000 Hz 8000 Hz
No. of bits/sample = 8
Bit rate = 8000 Hz x 8 bits/sample = 64 Kbps
Further the bandwidth of speech signals and visible range is limited, with the advancement inthe needs of the frequency bands, this bandwidth must be utilized. So the frequencies must emultiplexed in order to transmit maximum information through the channel. The multiplexingis achieved by time division multiplexing (TDM). In TDM, the time axis divided into slotsand more information can be transmitted. For an audio signal the time period of the signal is0.025µs.
Time period of the sampled signal = 1/ 8000 = 125 µs
This implies that between two samples there is gap of 125 µs. Between this time interval of125 µs, we can multiplex number of signals. This is called Time Division Multiplexing. Ifwe multiplex 32 signals then the signal is transmitted at the rate of 2.048 mbps. The bit rateof 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 computerservices and it plays a very important role as well. It is provided to broadcast voice messageto passenger/staff in all stations, depots & OCC & DMRC headquarters.
It shall be used for emergency evacuation broadcast in case of emergencies. It has controlequipment located at the equipment room of each station depots, OCC and DMRC HQ. Thestation PAS shall be interfaced to FOTS for connection to the equipment located in CER tofacilitate control from OCC. The PAS at depots shall be stand-alone without any control fromOCC. 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 changingenvironment including crowd, density, temperature, humidity & noise level.
This system collects data from TIMS (Train Information Management System), which issomething similar to a train timetable, and as per the present time it sends information to thesystem 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 atrain reaches a particular station as per the time frame, it has been allotted, which is similar tonorthern railways. The thing which makes it a bit different from the railways is that, this timetable is a static one & so is fixed &totally computerized, while that in railways is a dynamicone & 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 thetrain timing and its platform.
2) Exactly at the end of the countdown, it makes an announcement that the train is goingto leave the platform.
3) In the case of the announcement that is to be made from the SCR, it can be made byusing the system that is available in their control room.
4) From the OCC, the operator can select s station and the platform in which theannouncement 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 weeklyscheduled program. In automatic mode, the PAS central system receives messagesfrom the central passenger information system involving data about train movement.The information is analyzed by the PAS that automatically launches announcementsto the designated stations. Each issued message will interrupt another of lower prioritybeing diffused. The interruption will signal locally to the equipment trying to accessthe system. The connection between the OCC and each station will be establishedthrough FOTS channel.
2) Manual central mode : The system will be operated through the OCC that will directmanual messages to the microphones.
3) Manual Local Mode : The station operator, independent from the OCC, will controlthe system. The local PAS at each train station is able to accept signal from the localexchanger Net Client Unit to activate pre-recorded announcement from the trainstation.
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 wellas the destination of the train. This system also allows the data input transmission anddiffusion of information concerning the movement of train in real time to all station users andthe same for the application in the main centre using Ultra Bright LED Display Panels. Thesystem has capability to control virtually infinite number of stations, which can be done bythe configuration of network design. This system has several functions such as displayingtrain 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 areServer, Assistance to chief controller PIDS/PAS workstation & PIDS control backupcontrol 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 theusage of LED with matrix display on serial link
3) It simplifies the maintenance operations through the possibilities of help in diagnosisoffered 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 furtherneeds of the railway station, inter connection with other computer system, adding newfunctions, etc.
The station function is relevant to make the audio programmed signal available & the digitalto analogue conversion. It will also dispatch to the required zones, all the messagesmaintaining 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 corridorswhere it is very difficult to keep a view on the corridors. Mostly it is used for securitypurpose and help train operators in clearing off the doors when the train is stopped on thecurved platform (entraining/detraining of passengers).
The camera of CCTV captures light which falls on CCD (charge couple device) chip, itconverts light into electrical signal that is fed to signal conditioning circuit which risesvoltage 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 CCDchip inside the camera. This chip converts the light into electrical signal. Generally they areequipped with many kinds of signal conditioning systems, which raise the voltage of signalso that it can be fed into multiplexer, or switch. A lens is used to focus on the screen and isalso used to control light entering the camera, since the lightening conditions keepvarying during the day. Multiplexers or switches are used to change to different cameras andviewed on the monitor. The cameras are protected with dust, moisture and unauthorizedaccess. 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 atplatforms, stairs, entry and exit.
b) Dome Camera
This is used in the concourse area. It has most of the advanced facilities installed and can becontrolled 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. 4PTZ 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 atmonitors 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 tocamera) 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 theplatforms via provisions of viewing all the eight camera outputs (view of coaches). There arefour 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 outputsas well. It has got hard disk of 160 GB or 320 GB and can record for seven days and thenoverwriting is done on the hard disk. Recording is done at the speed of 1 image/sec. It issupported 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 MetroStations. 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 DVR‟S (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 signaldedicated and Control Signal. The video signal transmission is accomplished through a fibrenetwork 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 speedjoystick and function keys (for zoom in/out, focus, wipers, wash and lamps). The keyboardoperates 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 entryof 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 PTZcamera.
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 orin 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-setview in the case of a PTZ camera. The latter appears briefly on reaching a pre-setposition then clears the screen.
Full VCR control enabling the operator to initiate recording of images from anycamera.
Assignment of priority levels to each operator such that a high priority operator cantake 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 unscheduledpreventive maintenance.
In addition to above facilities, recording, analysis & printing of data for effectivemaintenance.
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 tosystems at DMRC. Accurate and synchronized time information is obtained from GlobalPositioning System (GPS) by Master Clock at OCC. Master Clock passes time information toSub-Master Clock at each station via switches and routers. Sub-Master Clock at each stationsupplies this information to Digital and analog clocks through feed box. Clock system takes1-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 timeshown on the display are linked via a time zone entry with the master clock time, i.e., allinputs 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 luminanceprovide 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 whenthey stop receiving data from sub-master clock.
Basic properties:
Digit height 57, 100 or 180 mm which corresponds to readability of approximately25, 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 thedigit 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 digitsFormat (Including Indications of the year).
Temperature Indications (providing The Temperature Sensor is Connected) in 0C orin 0F.
Alternating Indication of time, date and temperature with adjustable Period of each ofthe 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. Thisclock gets time information from Sub-Master clock through feed box and stop working whenthey stop receiving data. These analog clocks stops only at time 12‟O 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 phonescan 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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