Summer Training Report

on Automatic Fare
Collection System,
Networking Systems and
Resources:

Training Supervisor:
Submitted By:
Mr. G.R. Kanojia
Dahiya
(
)
Tech E.C.E (7th Sem)
ASET, I.P. University

Gaurav
B.

Delhi Metro Rail Corporation Ltd.

By

Musham Mehdi
B.Tech C.S.E. ( 5th
Semester)
USIT, I.P. University

In the course of engineering it is very essential to take

training which I also underwent for 6 weeks working
days after my 2nd year in an industry. Practical training
is very important aspect in our learning process of four
years.

This training is much useful for an engineering

student. This may be a very important and vital
stepping in the practical and applicative world by this
he/she gets to know about actual working environment
relation between officer and their subordinate
organisational values of any industry and many other
things like how people work together. This training
plays a vital role to build a good engineer.

I took my training in the prestigious Delhi Metro

Rail Corporation Ltd. this is a project which is a joint
venture of Delhi Govt. Union & Govt. of India. The

training in the esteemed organisation of DMRC provides

me a good knowledge about the organisational values
and a very good knowledge about metro train, and
the different advanced applications shown there.

INDEX

Acknowledgments

A Preface To DMRC

Part 1: Telecommunication and

Networking

Part 2: AFC Automatic Fare

Collection System

Acknowledgements
I would like to express my regards and
would like to thank following person, without
whom, this project would not have been
possible:

Mr G.R. Kanojia

Delhi Metro Rail

Corp.
The Delhi Metro is a rapid transit system serving
Delhi, Gurgaon and Noida in the National Capital
Region of India. The network consists of five lines
with a total length of 125.67 kilometres
(78.09 mi). The metro has 107 stations of which
17 are underground. It has a combination of
elevated, at-grade and underground lines and
uses both broad gauge and standard gauge
rolling stock.
Delhi Metro is being built and operated by the
Delhi Metro Rail Corporation Limited (DMRC). As
of April 2010, DMRC operates more than 100
trains daily between 6:00 23:00 with a
frequency of 3 to 4.5 minutes. The trains have
four to six coaches and the power output is
supplied by 25-kilo volt, 50 Hz AC through
overhead catenary. The metro has an average
daily ridership of over a million commuters, and
has carried over a billion commuters in seven
years since its inception.

Planning for the metro started in 1984, when the

Delhi Development Authority and the Urban Arts
Commission came up with a proposal for
developing a multi-modal transport system for
the city. The Government of India and the
Government of Delhi jointly set up the Delhi
Metro Rail Corporation (DMRC) in 1995.
Construction started in 1998, and the first
section, on the Red Line, opened in 2002,
followed by the Yellow Line in 2004, the Blue Line
in 2005, its branch line in 2009 and the Green
Line in 2010. Subsequently, these lines have
been extended and new lines are under
construction in Phase II of the project, including
the Delhi Airport Metro Express and the Violet
Line which are scheduled to be completed by
September 2010

Background
The concept of a mass rapid transit for Delhi first
emerged from a traffic and travel characteristics
study carried out in the city in 1969] Over the
next several years, many official committees by a
variety of government departments were
commissioned to examine issues related to
technology, route alignment and governmental
jurisdiction.[8] In 1984, the Delhi Development
Authority and the Urban Arts Commission came
up with a proposal for developing a multi-modal
transport system, which would consist of
constructing three underground mass rapid

transit corridors as well augmenting the city's

existing railway and road transport networks.
While extensive technical studies and search for
financing the project were in progress, the city
expanded significantly resulting in a two-fold rise
in population and a fivefold rise in the number of
vehicles between 1981 and 1998. Consequently,
traffic congestion and pollution soared, as an
increasing number of commuters took to private
vehicles with the existing bus system unable to
bear the load.An attempt at privatising the bus
transport system in 1992 merely compounded
the problem, with inexperienced operators plying
poorly maintained, noisy and polluting buses on
lengthy routes, resulting in long waiting times,
unreliable service, extreme overcrowding,
unqualified drivers, speeding and reckless
driving[. to rectify the situation, the Government
of India and the Government of Delhi jointly set
up a company called the Delhi Metro Rail
Corporation (DMRC) on March 5, 1995 with E.
Sreedharan as the managing director.
Construction
Physical construction work on the Delhi Metro
started on October 1, 1998.[12] After the
previous problems experienced by the Calcutta
Metro, which was badly delayed and 12 times
over budget due to "political meddling, technical
problems and bureaucratic delays", the DMRC
was given full powers to hire people, decide on
tenders and control funds.[13] As a result,
construction proceeded smoothly, except from
one major disagreement in 2000, where the

Ministry of Railways forced the system to use

broad gauge despite the DMRC's preference for
standard gauge.[14]
Network
Main article: List of Delhi metro stations
The Delhi Metro is being built in phases. Phase I
completed 65.11 km (40.46 mi) of route length,
of which 13.01 km (8.08 mi) is underground and
52.10 km (32.37 mi) surface or elevated. The
inauguration of the IndraprasthaBarakhamba
Road corridor of the Blue Line marked the
completion of Phase I on October 27, 2006.Phase
II of the network comprises 128 km (80 mi) of
route length and 79 stations, and is presently
under construction, with the first section opened
in June 2008 and a target completion date of
2010.Phases III (112 km) and IV (108.5 km) are
planned to be completed by 2015 and 2021
respectively, with the network spanning 413 km
(257 mi) by then.
Current routes
As of June 2010, the whole of Phase-I and parts of
Phase-II are complete, with the network
comprising five lines with 107 metro stations and
a total length of 124.47 km (77.34 mi)

Red Line (Delhi Metro)

The Red Line was the first line of the Metro to be
opened and connects Rithala in the west to

Dilshad Garden in the east, covering a distance

of 25.09 kilometres (15.59 mi). It is partly
elevated and partly at grade, and crosses the
Yamuna River between Kashmere Gate and
Shastri Park stations.The inauguration of the first
stretch between Shahdara and Tis Hazari on
December 24, 2002, caused the ticketing system
to collapse due to the line being crowded to four
times its capacity by citizens eager to have a
ride.Subsequent sections were inaugurated from
Tis Hazari Trinagar (later renamed Inderlok) on
October 4, 2003,Inderlok Rithala on March 31,
2004, and Shahdara Dilshad Garden on June 4,
2008.
Yellow Line (Delhi Metro)
The Yellow Line was the second line of the Metro
and was the first underground line to be
opened.It runs for 17.36 kilometres (10.79 mi)
from north to south and connects Jahangirpuri
with Central Secretariat. The northern part of the
line is elevated, while the rest is underground.
The first section between Vishwa Vidyalaya and
Kashmere Gate opened on December 20, 2004,
and the subsequent sections of Kashmere Gate
Central Secretariat opened on July 3, 2005, and
Vishwa Vidyalaya Jahangirpuri on February 4,
2009. This line also possesses the country's
deepest Metro station at Chawri Bazaar, situated
30 metres (98 ft) below ground level.
Interchanges are available with the Red Line at
Kashmere Gate station, and with the Indian
Railways network at Delhi and New Delhi railway

stations.On 21 June 2010, a 14.47 km stretch of

the line from Qutub Minar to HUDA City Center
(Gurgaon) was opened The newly opened stretch
has 10 stations out of which Chhatarpur station
will be opened in August.
Blue Line (Delhi Metro)
The Blue Line was the third line of the Metro to
be opened, and the first to connect areas outside
Delhi. Partly overhead and partly underground, it
connects Dwarka in the west with the satellite
city of Noida in the east, covering a distance of
47.4 kilometres (29.5 mi). The first section of this
line between Dwarka and Barakhamba Road was
inaugurated on December 31, 2005, and
subsequent sections opened between Dwarka
Dwarka Sector 9 on April 1, 2006, Barakhamba
Road Indraprastha on November 11, 2006,
Indraprastha Yamuna Bank on May 10, 2009,
and Yamuna Bank Noida City Centre on
November 12, 2009.This line crosses the Yamuna
River between Indraprastha and Yamuna Bank
stations,and has India's first extradosed bridge
across the Northern Railways mainlines near
Pragati Maidan. A branch of the Blue line,
inaugurated on January 7, 2010, takes off from
Yamuna Bank station and runs for 6.25 kilometres
(3.88 mi) up to Anand Vihar in east
Delhi.Interchanges are available with the Yellow
Line at Rajiv Chowk station,and with the Indian
Railways network at the Anand Vihar Railway
Terminal
Green Line (Delhi Metro)

The Green Line is the most recent line of the

Metro, and its first standard gauge corridor, to be
inaugurated as of 2010. The fully elevated line
joins Mundka with Inderlok, running for
15.1 kilometres (9.4 mi) mostly along Rohtak
Road. An interchange with the Red line is
available at Inderlok station via an integrated
concourse. This line also has the country's first
standard gauge maintenance depot at Mundka.
Security
Security on the Delhi Metro is handled by the
Central Industrial Security Force (CISF), who have
been guarding the system ever since they took
over from the Delhi Police in 2007.]Closed-circuit
cameras are used to monitor trains and stations,
and feed from these is monitored by both the
CISF and Delhi Metro authorities at their
respective control rooms.Over 3500 CISF
personnel have been deployed to deal with law
and order issues in the system, in addition to
metal detectors, X-ray baggage inspection
systems and dog squads which are used to
secure the system Intercoms are provided in
each train car for emergency communication
between the passengers and the driver.Periodic
security drills are carried out at stations and on
trains to ensure preparedness of security
agencies in emergency situations.
Ticketing
For the convenience of customers, Delhi Metro
commuters have three choices for ticket

purchase. The RFID tokens are valid only for a

single journey on the day of purchase and the
value depends on the distance travelled, with
fares for a single journey ranging from Rs. 8
(US$ 0.17) to Rs. 30 (US$ 0.64). Fares are
calculated based on the origin and destination
stations using a fare chart A common ticketing
facility for commuters travelling on Delhi
Transport Corporation (DTC) buses and the Metro
will be introduced in 2011 Travel cards are
available for longer durations and are most
convenient for frequent commuters. They are
valid for one year from the date of purchase or
the date of last recharge, and are available in
denominations of Rs. 50 (US$ 1.07) to Rs. 800
(US$ 17.04). A 10% discount is given on all travel
made on it.A deposit of Rs. 50 (US$ 1.07) needs
to be made to buy a new card. Tourist cards can
be used for unlimited travel on the Delhi Metro
network over short periods of time. There are two
kinds of tourist cards with validities of one and
three days respectively. The cost of a one-day
card is Rs. 70 (US$ 1.49) and that of a three-day
card is Rs. 200 (US$ 4.26), besides a refundable
deposit of Rs. 50 (US$ 1.07) that must be paid at
the time of purchasing the card.

PART 1
TELECOMMUNICATION AND
NETWORKING

NETWORKING
FOTS
NP SCADA
PIDS
PAS
CCTV
RADIO

CONFIGURING 2524/2512
SWITCH

Hardware Requirements: 2524/2512 Switch

Console cable (with both ends being serial
communication ports)
Power cable for switch
PC/Laptop with Hyper Terminal communication facility
(Check the availability at START/ALL
PROGRAMS/ACCESSORIES/COMMUNICATIONS/HYPER
TERMINAL)

Configuration procedure : Connect the console cable between PC(COM 1) and

Switch (Console port)

 Open Hyper Terminal (START/ALL

PROGRAMS/ACCESSORIES/COMMUNICATIONS/HYPER
TERMINAL)
Enter valid name (it can be any name, but give short
form of the station you are configuring the switch for.
Eg. RN-ramesh nagar)
Select COM 1 in connect using column
INITIAL
PASSWORD
Select Restore
Defaults
tab in COM 1
SETTTINGS IN SWITCH

PROPERTIES/PORT SETTINGS
Click OK

A dialog box opens with the name you have given, Carry out
the following steps:No password set
Password set for
Password set for
Give power supply to the switch
for
both
only OPERATOR
OPERATOR/MANA
OPERATOR/MANA
Initialization
of the switch will be carried out.
GER
GER

Enter into
configuration
modeHyper
(theTerminal
screen will
Switch will
directly
Hyper
Terminal
dialog box will
enter into config.
dialog box will
Hostname#)
display
Mode and Hyper
display
Terminal dialog box
Username:Operat
Username:Operat
will display
or
or
Hostname#
1. Entering into configuration mode (to have the
Password:hp
Password:hp

Password set for

only MANAGER

display
Hyper Terminal
dialog box will
display

screen

displaying Hostname#)

Hostname> en

Then the display

will be:

Now, switch will

AfterHostname>
initialization of switch
over, the
enterisconfiguration

Username:Manag
er
Password:hp

Now, switch will

enter configuration
mode.
instruction

mode.

Hostname#

thatEnter
comes
en on Hyper Terminal dialog box depends
Hostname#

on the
Userpasswords already set in the switch
name:Manager

There are two users created in switch,

Password: hp

(Here Operator
will not be
accepted as user
name)

OPERATOR/MANAGER
We

Now, switch will

enter set
configuration
can
password
mode.

for any one of them, both of

them or none of them

Hostname#

Give
Username:
Manager
Password: hp

instance itself,
switch will enter
into config.mode

2. Once, switch enters into configuration mode, give

following command
Hostname # Configure terminal
Hostname(Config) #
3. Changing the hostname
Hostname is given to easily identify the location for
which switch is configured
It will be containing five digits

SW2RN. First three

digits will indicate the switch number (SW1- SCR,

SW2 - North EFO, SW3 South EFO), last two digits
will indicate the station.
The switch being configured may have any host
name (Which we have referring to as Hostname)
Now, to change the hostname to new one (lets say
SW2RN), give the following command
Hostname(Config) # hostname SW2RN
Now, the display will change to
SW2RN(Config) #

4. Setting passwords for Operator/Manager

It is advisable to create both users

OPERATOR/MANAGER, with password as hp for both
of them

 Give following commands to set passwords for

OPERATOR/MANAGER
Setting password for operator
SW2RN(Config) # password operator
user-name operator
Password : hp
Re-enter the password : hp

Setting password for manager

SW2RN(Config) # password manager
user-name manager
Password : hp
Re-enter the password : hp

5. Configuring VLAN

We have to access VLAN 1, change its name and

configure its ip address
Enter the following commands:
SW2RN(Config) # VLAN 1
SW2RN(VLAN-1)# name SW2RN
You can check the changed name by giving the
command show ip, in which VLAN 1 will be named
as SW2RN
Now, give ip address as follows:

SW2RN(VLAN-1)# ip address 192.xxx.5.yy

255.255.252.0
Check weather the ip address and sub-net mask
have been changed by giving show ip command

Return to configuration mode

SW2RN(VLAN-1)# exit
SW2RN(Config) #

6. Setting Default Gate way

Give the following command
SW2RN(Config)# ip default-gateway 192.xxx.5.1
Check the changed default-gateway by giving
show ip command

7. Configuring ETHERNET 1

Give following commands

SW2RN(Config) # interface Ethernet 1
SW2RN(Eth-1) # speed 100-full
SW2RN(Eth-1) # exit
SW2RN(Config) #

8. Creating and configuring snmp-server

SW2RN(Config) # snmp-server community
public operator restricted
SW2RN(Config) # snmp-server community
public manager unrestricted
SW2RN(Config) # snmp-server host
172.17.5.107 critical public
Check the changed parameters by giving show
snmp-server

9. Exiting configuration mode, saving the changes and

logging off

SW2RN(Config) #
SW2RN(Config) # exit
SW2RN # write memory
SW2RN # exit
SW2RN > exit
Do you want to log off (y/n) : y
10.

Close Hyper Terminal and the switch is configured

for use

Passenger addressing system (PAS)

The passenger address system PAS is one of the systems that

create a user friendly ambience in the DMRC computer services
and it plays a very important role as well.

As of date this system receives information from the TIMS

(management software) which is something similar to train
timetable as per the present time it sends information to this
system and the address is made. This is one of the reasons that
a universal clock is required and that is the reason the network
is incorporated with a master clock server.

The scheme is such that the train driver has information about
the timings and he has to see that the train reaches a particular
station as per the time frame it has been allotted, which is
similar to normal railways. The thing that is making it a little bit
different from the railway is that this timetable is a static one
and so fixed and is totally computerized while that in the
railways is a dynamic one and it is user controlled.

The present addressing system in the station is in the

following way:

1. When the countdown reaches 2 minutes then there is an

announcement that the train would be arriving in the
platform and this announcement is made only on the
platform on which the train is expected as well in the
concourse area, through which the computers enter the
station and its premises and if required it can be heard
inside the SCRs(station control room)
2. Exactly at the end of the countdown it makes an
announcement that the train is going to leave the platform
and the announcements are mentioned in the areas
mentioned above.

3. In case of announcements that are to be made by the SCR

it can be made using the system that is available in the
control rooms , while they cant make it another station as
they dont have those permissions and this can be done
from the OCC (Operational Control Center).
4. From the OCC the operator can select a station and the
platform in which the announcement has to be made.

The PAS equipment will work in three different modes:

1. Automatic Mode: the diffusion of the messages will be

held through a weekly scheduled program. In automatic
mode the PAS central system receives messages form the
central passenger information system involving data
about train movements (arrivals , departures).the
information is analyzed by PAS that automatically
launches announcements to the designated stations
2. Manual Central Mode: the system will be operated
through the OCC operator that will direct manual
messages to the microphones.

3.Manual Local Mode: the station operator independently

from OCC will control the system. The local PAS at each train
station is able to accept signals from the local Exchanger
Net Client Unit to activate automatic prerecorded
announcements from the train station

Passenger Information Display System

(PIDS):

PIDS stands for Passenger Information Display System

which gives a very user friendly looks of the DMRC to these who
avail the DMRC services

The aim of the system is to display and announce traffic

information and other convenient information along the station
and various platform areas .The PIDS allows the data input
,transmission and diffusion of information concerning the
movements of trains in real time to all station users and the
same for the application in main center using Ultra Bright LED
Display Panels .The system has capability to control virtually
unlimited no. of stations which can be done by the

configuration of the network design . The PIDS designed for the

DMRTS network has several functions such as displaying train
scheduling information and data related to train circulation like
arrival and departure time.

The system is divided into two main parts:

1. The Operational Control Center: this refers to all the
equipments installed in the OCC .the details are :
a. Server
b. Assistant to Chief Controller PIDS /PAS workstation
c. PIDS Backup Control Panel
2. The Station System: this refers to all the equipments
installed in the terminal stations .the details are :
a. WorkStation
b. Ultra Bright LED Panels

The PIDS compromises of the following:

1.

2.

Central Passenger Information System: it is located at

OCC and includes the system server and the Assistant
Chief Controller Workstation.
The Remote Passenger Information System: it is
located at each station and includes the station server, the
station MMI (Man Machine Interface) position and Ultra
Bright LED Panels. The station server located in each
station receives periodic database at location information
from the OCC server. In this manner it manages and
controls the local Ultra Bright LED Panels.

The PIDS /PAS work together with each other. The

announcements take place through the PAS software.
The PADS /PAS hardware includes:

1.

2.

3.

4.
5.
6.

CentralATS (Automatic Train Supervision): it provides

source, destination, and timings in form of packets. There
are 4 servers present out of which 2 hrs for line 1 and two
for line 2.
Cluster Server: it sends timings and messages. It is
called Cluster because a set of recourses are shared by a
no. of servers but only one server is the owner.
Smart Array Controller: there are two hardwires of
Smart Array Controller out of
which one is redundant. It is used for Raid 0
implementation (in this two discs are mirrors of each
other) and cluster purpose.
C Drive: in this system software is loaded.
P Drive: in this all the PIDS /PAS related application is
loaded.
Q Drive: in this hotswapable discs are present.

EBTS REMOTE SITES

INTRODUCTION

The enhanced base transceiver system provides the RF

interface from the master site to the mobile subscribers in a
Dimetra system. The EBTS consists of several equipment
components:
BR: Base Radio
, each handles one RF 25 KHz channel
with four time slots.
TSC: TETRA Site controller.
EAS: Environmental Alarm system provides an electrical
interface for internal and external site alarms and
controlling functions.
RFDS: RF Distribution system provides transmitter
combining and receives signal distribution.
The remote site equipment also includes transmit and
receive antennas, GPS antenna, -48v power supply and the
telephone company supplied x.21 line termination
equipment.
Various EBTS configurations are available to meet the
channel requirements for each site and provide from 4 to 28
logical channels.
The EBTS can be configured with up to seven base Radios
(BRs), each of which provides four logical channels.

The EBTS can be configured with up to seven Base Radios

(BRs), each of which provides four logical channels. An EBTS
with up to four BRs is supplied in a single 2m 19'' cabinet
and an EBTS with 5-7 BRs is supplied in two 2m19" cabinets.

The EBTS has remote software download capabilities and is

remotely managed via the Zone manager. Local
configuration and programming of the EBTS is accomplished
using the TETRA EBTS service software (TESS).

EBTS components

The EBTS is comprised of one or two equipment cabinets,

depending on how many BRs are required. Each equipment
cabinet contains base radio and RF distribution equipment.
There is one site controller and one EAS per EBTS and these
are contained in the prime cabinet. The equipment cabinet is
a self contained 1.9metre cabinet that e contains the
various equipment modules.

Breaker panel
Junction panel(top of cabinet )
Cavity combiner
Receiver multicoupler (RMC) and preselector trays
Environmental Alarm system (EAS)
Site Controller
Base Radio (1 to 4)

Only one site controller may be used in the 1.9m cabinet.

The site controller and Base Radio are interconnected via

an Ethernet local
Area Network (LAN).the site controller also provides the
communication interface between the master site and the
EBTS via a .21 link.

BREAKER PANEL

The Breaker Panel is mounted in the upper most location

of the equipment cabinet. This is the central location for
power distribution and overload protection of the
equipment cabinet.
Each circuit breaker is dedicated to a single module within
the equipment cabinet. The circuit breakers provide
manual on\off control for the modules, as well as providing
automatic disconnect in the event of an electrical
overload.

JUNCTION PANEL

The junction panel provides a central location for cabinet

grounding and intercabling . Access to the junction panel
is gained from the top to the equipment cabinet. The
junction panel is mounted at the top of the equipment
cabinet toward the rear, as shown in the fig.

CAVITY COMBINER

The cavity combiner operates over the 380-433 MHz

frequency range and is available in either manual tune or
automatic tuning versions. The cavity combiner is
mounted below the breaker panel in the equipment
cabinet. It has a power monitor that is used to detect
antenna system failure. A transmit post filter is present in
the 3.4MHz sub-band configuration. This filter is not
present on the 5MHz configuration.

FILTER TRAY

The filter tray contains the receiver preselector filters.

There is one preselector filter per receive diversity branch.
The output of the filters is fed into the RMC .Preselectors
are required for both the 3.4 MHz and 5MHz
configurations.

RECEIVER MULTICOUPLER

The receiver multicoupler (RMC) is an active receive

multicoupler assembly that provides multiple receive
signal ports. Each diversity branch antenna is connected
via a preslector filter to module in the receiver
multicoupler. Each RMC module is then correspondingly
connected to one receiver in each of the BRs . The
receiver multicouplers are mounted below the combiner.

ENVIRONMENT ALARM SYSTEM

The environmental alarm system (EAS) provides a

common interface for alarm signals from within the
EBTScabinet and form external sources. Examples of
environmental conditions that could be monitored are site
power, smoke detectors and intrusion (burglar) detectors.
Only one EAS is used per EBTS/

The EAS accepts 48 alarm inputs and provides eight

control outputs. The EAS interfaces with the site
controller via an IEEE 1284 interface.

SITE CONTROLLER

The TETRA Site Controller (TSC) provides the X.21 remote

interface to the Master Site and controls the BR operation
over a local Ethernet link. The TSC is capable of controlling
up to seven BRs and consists of the following modules:

Power PC motherboard
Front panel swithces,indicators, and test connectors
Internal power supply
Site reference ISA(SRI) card
X.21 interface card
Ethernet LAN PCI(ELP) card
Flash memory card
Transient protection card

Site controller front panel switches, indicators, and test

connectors

The site controller front panel is equipped with several

switches, indicators, and test connectors as follows:

Power switch
Pushbutton CPU reset
Red and green LEDs to indicate the status of the EBTS
Trunking status LED indicators
BNC port for monitoring time/frequency standard signals
DB9 service access connector for Man Machine
interface(MMI)

Site controller power supplies

The internal power supply converts the rack -48v to -60v
power (-44 to -60vdc).

Site controller site reference card

This card provides a time /frequency reference for the EBTS.

It uses the GPS signal to ensure that the reference is
accurate and that EBTS is synchronized with its adjacent
sites.

Site controller x.21 interface card

This card is a two port serial card that interfaces there PCI
bus used by the site controller to the X.21 link used to
communicate with the master site.

Site controller Ethernet LAN PCI (ELP) card

This card provides the Ethernet interface between the site

controller and the base radios.

Site controller flash memory card

This card interfaces to the CPU via the ISA bus. The card
provides permanent storage for EBTS executable,
configuration, and log files.

Site controller Transient protection card

This card provides transient protection for the IEEE 1284

parallel I/O data between the motherboard and the EAS.

BASE RADIO
The base radio (BR) provides reliable digital communications
capabilities by incorporating compact software controlled
design. Increase channel capacity is achieved through voice
compression techniques and time division multiplexing. Each
BR is made up of the following FRUs:

Base radio controller(BRC)

Power supply
Receiver
Exciter
Power amplifier

Base radio controller

The base radio controller (BRC) serves as the main

controller of the base radio. The BRC provides signal
processing and operational control of the other base radio
modules.

Base radio dc power supply

The receiver provides the receive the functions for the
base radio. The receiver module contains there separate
receivers to allow receive diversity using multiple receive
antennas.

Base radio exciter

The exciter, in conjunction with the power amplifier (PA),
provides the modulation and transmitter functions for the
base radio.

Base radio power amplifier

The PA, in conjunction with the exciter, provides the
transmitter functions for the base radio. The PA accepts
the low-level modulated RF signal from the Exciter and
amplifies the signal for transmission via the RF output
connector.

Radio frequency distribution system

The radio frequency distribution system (RFDS) accepts
inputs from the transmitters in the EBTS, and combines
these to allow the transmitters to feed into a single
antenna. The RFDS uses cavity combining for minimum
insertion loss, maximum RF power dissipation and
increased channel capacity. Minimum frequency
separation for the cavity combiner is 150 KHz for EBTS
platform release 2(250 KHz for platform release 1).

The receiver multicoupler (RMC) is logically considered

part of the RFDS, but is physically contained in a separate
FRU below the RFDS. The RMC is an active receive
multicoupler assembly that provides multiple receive
signal ports from a single antenna. Each diversity branch
antenna is connected to a receiver multicoupler . As
standard the EBTS is equipped with two RMCs to support
dual branch diversity. Each RMC is then correspondingly
connected to one receiver in each of the BRs. A receiver
amplifier and splitter are provided to support receiver
diversity for multiple BR operation.

System Block Diagram

ATC

TRIU (Front Cab)

RS232
(9pins)

Aux. Data Port

RS232
(9pins)

RS422
(5pins)

RS422
(5pins)

CPC1

Maintenance Data Port

TIMS

TRIU (Rear Cab)

AVAS
(PA System)

RS422+Audio Out
(15pins)
RS422 +
Audio
(13pins)

Radio Control Head

Transit
Antenna

SB9600
(20pins)
7

Radio
Speaker

CPC6

MTM700
Transceiver Box

SB9600
Audio
(5pins)

Recorder

RS422 +
Audio
(13pins)

CPC2

SB9600 (20pins)

RS422+
Audio
(13pins)

Accessories Link (9pins)

5

Back

Back Panel

10pins

Buzzer

Mic

CPC8
4pins

Rolling Stock
Dry Contacts x5

12V Supply

DIN Male Connector

(48pins)

Handset

TRCP

Front

RS232 (9pins)

DSub Female Connector

PA Speaker

Copyright iFocus Pte Ltd

All rights reserved 1 May 2002
Ver 1.50

(8pins)

PART 2

AUTOMATIC FARE
COLLECTION

INTRODUCTION
CENTRAL COMPUTER (CC)
STATION COMPUTER (SC)
PRODUCTION SERVER (PS)
POWER SUPPLY
EQUIPMENTS
1. TICKET OFFICE MACHINE (TOM)
2. BULK INITIALISATION MACHINE (BIM)
3. GATE
4. TYPE OF GATE
5. TICKET READER
6. CONTACTLESS SMART TOKEN (CST)
7. CONTACTLESS SMART CARD (CSC)

INTRODUCTION

In this we studied about the fare collection system of DMRC.

This feature is not available in INDIAN RAILWAYS. The AFC is
composed of:
One central computer for all system
One station computer by station
Several equipment of several types (TOM, BIM, GATE, PTD)

CENTRAL COMPUTER (CC)

The central computer is the central level for the automatic fare
collection system. Its main feature is:
To communicate with all station computer
To store the transaction and audit data in order to central
function based on collection
To perform the equipment management
To inform operator about equipment alarm, events.
To provide report on transport activities
The central computer is composed of data center (DC), Middle
Ware Server (MS), Archiving Server (AS) and Local Work Station.
It is able to communicate with SC and PC via the WAN.

STATION COMPUTER (SC)

The station computer is the station level for the AFC system of
DMRC. Its main function is:

Collect ticket usage transaction update audit registers

from station computer and other equipment for
transmission to the computer
Distribution to the CC of events and alarm data
It also shows the current gate status and respective
component health

POWER SUPPLY

1. REQUIREMENT OF UPS:a. To provide back up incase of input power supply

failure.
b. To protect our system from power line
irregularities.
c. To provide power to the system with stable voltage,
frequency.
2. POWER LINE IRREGULARITIES:a. Over voltage (voltage > V specified for more than 10
cycles)
b. Under voltage (voltage < V specified for more than 10
cycles)
c. Spikes and Transients (Generated by switching
action of devices in power line. They can be of
value that range up to 20 times of peak voltage.)
d. Frequency distortion.
e. Harmonic distortion.
f. Black Out.
g. Surges/Swells (3-10 cycles of over voltage).
h. Sags ( 3-10 cycles of under voltage, mainly due to
start of other devices online)
i. Wave form distortion.

UPS SYSTEMS
OFF LINE

ON LINE

LINE INTERACTIVE

a) OFF LINE UPS:-

TRF RELAY
MAINS I/P

OUT PUT

INVTR

CHARGER
Off Line UPS characteristics:-

BATTERY

Off Line UPS characteristics:1. Input disturbances are directly going to load.
2. No voltage stabilization, regulation.
3. Load switching takes place using a TRF relay, which is slow
and there will be breakage in continuity of the supply.
b) LINE INTERACTIVE UPS :-

AVR

INVTR/
CHARG
ER

TRF
RELAY

MAINS I/P

OUTPUT

BATTER
Y

Line interactive UPS Characteristics:1. AVR (Automatic Voltage Regulator) is used, which
stabilizes the input to certain extent, but input
irregularities are not taken care off.
2. INVTR/CHARGER is a single circuit , which works as
charger for battery and as inverter while the load is
catered by battery.
3. Load switching takes place using a TRF relay, which is
slow and there will be breakage in continuity of the supply.

c) ONLINE UPS :BYPASS

MAINS INPUT

RECTFIEROUTPUT

INVERT
R

STATIC
SWITC
H

BATTE
RY
BANK
On Line UPS Characteristics:

Input will not be fed directly.

Input power is rectified and reconverted to AC, during which all input irregularities
are filtered and removed.
No switching action during power i/p change over.
Zero switching time between ups output and bypass.

POWER SUPPLY CHAIN IN AFC SYSTEM :-

The input to the AFC UPS system comes from two sources namely MDB(Main
Distribution
Board) and EPP (Essential Power Panel) located in the E&M Power Room. Either of the
source can be selected from a Change Over Switch located in the UPS room, which will
further feed the UPS. The output from MDB does not have any back up and directly feeds
the input coming from the feeder source, and MDB feeds the non-essential loads. Where
as, the output of EPP will have the back up of DG set, which will automatically get
switched on upon the failure of input from feeder source.

So, for AFC system we have two input sources, and we will always keep the
input selector switch in EPP(DG+MAINS) position.
DTL(Delhi Transco
Ltd.)

RSS (Receiving
Sub Station)

66 KV

ASS (Auxiliary
Sub Station)

33 KV

415 v, 3

EPP

MDB

To non essential loads

CHANGEOVE
R SWITCH

DG Set

To essential loads

To AFC UPS System

5. INTRODUCTION TO SUPER 400 S :-

a. Parallel Redundant UPS.

b. Wide Input Voltage Variation of +25 %, -30 %.
c. Wide frequency variation of +/- 10 %.
FEATURES OF S 400 :-

1. Temperature compensated battery charging to enhance the

battery life.
2. Black start/ Cold start facility at full load as standard.
3. Common Battery.
4. Adjustable synchronization band from +/- 1 Hz to +/- 3 Hz in
the steps of 1 Hz.
5. Input, Out Put, Bypass and D.C. Parameters measured on the
LCD.
6. Http/SNMP compatible. SNMP is used in AFC system to
supervise the UPS system remotely.
7. 200 Events can be stored in the memory.
8. Microprocessor based control system for UPS.
9. All the vital information about the UPS will be displayed on
the front MMI.

6. LAY OUT OF UPS SYSTEM:INPUT SUPPLY, 415 V, 3 , 3 WIRES

INPUT TO UPS SYSTEMS 415 V, 3 , 4

WIRES

SERVO
CONTROLLED
VOLTAGE
STABILIZER

BAT
SHA
RING

UPS-1

KIT

UPS-2

ISOLATI
ON
TRANSF
ORMER

BATTERY BANK

OUT PUT PANEL

OUT PUT 230 V AC , 1

UPS ELECTRICAL

ROUTE
R

SCR

EFO 1

EFO 2

TOM
OF
F1

TOM
OF
F2

TICKET OFFICE MACHINE (TOM)

The TOM provides the AFC system with all services involved by
the transport ticket delivery to the users. This is of sale terminal
is a semi automatic machine manually operated by dedicated
employees of the DMRC .the machine is a standard personal
computer connected to different peripherals.
The main services of TOM are:

Ticket Sale
Ticket Reloading
Ticket Cancel
Replacement of damaged card

PREPARATION AND
HARDWARE SETTINGS
The hardware requirements for TOM :
A computer with an Intel Pentium-4 2.8 gigahertz
processor
915 Intel Pentium Motherboard
256 megabytes (MB) RAM
40 gigabytes (GB) hard disk
A CDROM drive
Onboard LAN 10/100/1000
PCI Multi I/O Adaptor
Keyboard and Mouse

Before the installation of the TOM software and connection it ot

the Metro intranet we first intall a disk image software called as
GHOST.
Ghost is a Norton utility and it is used to capture a reference
computer image, We are using that image for installation of
TOM. Since we are using CPU of same hardware configuration
in customer care and Booking office. It is easier and faster to
use Ghost image as compared to formatting, installing windows
and applications, do further settings in individual system

230AC/33 DC

Serial link
Patron display

Serial link
Token auto-feeder

Serial
230AC/
5AC
Link

Receipt printer

Link
PC
Ethernet link

Serial
Link

CSC
module

To SC
Display
Mouse
Keyboard
230AC/
12 DC
Link

Mains Power

CSC
Antenna

CSC R/W MODULE

GATE

The gate equipment controls the access to Railway lines. It is made of

stainless steel housing which is styled with flowing curves that guides
the passenger into the aisle , presenting the passenger with the modern
smart card and token validation target while a hi-tech color graphic
display provides passenger information. The gate equipment is computer
based automatic machine that consist of a stainless steel cabinet
managing central retractable barrier leaf also called flap.
The gate is operated by:
The passenger
The operation staff
The maintenance staff
The gate allows checking the entrance into the paid area.
The gate is linked to the station network in order to dialog with station
computer

TYPES OF GATE
1.
2.
3.
4.

Entry only Gate

Exit only gate
Bi-directional gate: for entry and exit both
Bi-directional hybrid: the gate is for the
handicapped people, can is used entry and exit both.
5. Incident mode: The mode can be selected whenever some incident
occurs. There will not be any fine charged for staying more than
120 minutes in the station.
6. Emergency mode: This is the top priority mode .In case of
emergency this mode is selected and gates get open and no ticket
is checked.

BASIC MODULES
UCM

PCM
FLAP ASSEMBLY
SMA/SMV
UPS
SMPS
DISPATCHER CARDS
SENSORS

UCM
Manages Gate overall operation
Contains the Gate Operating Software

 UCM is responsible for: Initialization of Gate

Mode Management
Validation of media at SMV/SMA
Authorization of passage after validating media
UCM communicates with SC
UCM operates at 233 M Hz clock frequency
DOM is of 64 MB
DRAM- 32 MB extendible to 128 MB
NVRAM- 512 KB

PCM
PCM is responsible for passage management with
authorization from UCM

 It monitors the passenger movement through 16 pairs of

sensors
Controls the movement of flaps
Controls GED

FLAP ASSEMBLY
Flap assembly consists of MIB, Motor, Solenoid, Limit
Switch, IPS, Stopper Bolt
MIB interfaces all the external connectors to flap assembly
Motor is of DC type operating at 48 V DC
Solenoid moves the flap
Limit switch indicates the latching of flap arm to solenoid
IPS (Induction Proximity Switch) limits the movement of
flap logically
Stopper Bolt limits the movement of flap mechanically

SMA/SMV

 SMA/SMV are the media validating interfaces of the gate

with passengers
SMV is placed at entry side and validates both CSC/CST
SMA is placed at exit side validating CSC/CST and
capturing the CST

UPS
UPS ensures the input power to gate modules is in the
specified parameters
It allows the GATE to shutdown properly when input power
goes off
It communicates with the UCM and indicates the
availability of the power to gate

SMPS
It generates the DC power required by gate modules
It uses switch mode technique for DC generation
It converts the 230 v AC output of Gate UPS into 24 V DC
It feeds the 24 V DC to UCM and Dispatcher cards which
further feeds SMA/SMV

SENSORS

There are sixteen pairs of optical sensors located on each

gate
These sensors will track the passenger movement
through the isle
16 sensors are divided into 4 zones
Sensors defining the zone will change depending on the
the direction of passage

DATA FLOW
Presentation of media to SMA/SMV
CSC reader reads it
Authorization by UCM
PID informs passenger

 Validation or error tone from LS

If valid UCM gives command to PLC
PLC operates the flap mechanism
Tracks the passenger movement with 16 pairs of sensors
PLC closes the flaps immediately after passenger clears
safety zone
PLC sends passage completion to UCM
UCM records the transaction and upload it to SC

GATE TYPES
ENTRY
EXIT
REVERSIBLE
HYBRID/WIDE

MODES
GATE MODES
Entry mode
Exit mode
Bi-directional mode
Out of service
Station close
Aisle normally close
Aisle normally open

FARE MODES
Normal
Entry/Exit override
Time mode override
Incident mode
Emergency mode

TICKET READER
The ticket reader is free standing self-service equipment
installed in the station concourse. The TR is used for a rapid
and user-friendly display, in English and in Hindi for information
stored in CSC and CST. It enables to check the validation of the
ticket

PTD
Portable ticket decoder
It is a device to check the contact less media compliance
to business rules used
It is a portable magnetic contact less card reader for
inspector in order to check the validity of CSC/CST

CONTACTLESS SMART TOKEN (CST)

The token used in DMRC are used for single journey.
Once we buy a token and enter in station then that token will
be valid unto 120 minutes.

CONTACTLESS SMART CARD (CSC)

These are the extension of a smart token. Individuals who use
thwe Delhi Metro frequently use them. There the card has a
value already credited to it. It has the memory size of 576
bytes. It stores data upto seven years. Its life time is long. It is
made up of plastic material that can be easily recycled and has
least environmental impact. It is proxy. 5gm in weight. The CST
and CSC can be communicated at a distance of 100 mm .

***************************************************************

THANK YOU