Line 1 (Rail Corridor), 22 Km in Length ◦ Elevated/ Surface ◦ Shahdara – Rithala R1 Section – Shahdara – Tis Hazari R2 Section – Tis Hazari – Tri Nagar R3 Section – Tri Nagar – Rithala Line 2 (Metro Corridor), 11 Km in Length ◦ Underground ◦ Vishava Vidayalaya – Central Secretariat M1 Section – Vishava Vidayalaya – Kashmere Gate M2 Section – Kashmere Gate – Central Secretariat
Line 3 (East – West Corridor) ◦ Mostly Elevated ◦ 23 Km in Length ◦ Indraprath – Dwarka
Computer Based Interlocking Continuous Automatic Train Control (CATC) ◦ Automatic Train Protection (ATP) Distance to Go with Track to Train communication through Coded AFTC with Cab Signalling ◦ Automatic Train Supervision (ATS) Automatic Route Setting; Automatic train Regulation Centralized control from Operational Control Centre ◦ Automatic Train Operation (ATO) For Metro corridor only
Does not indicate speed to go, distance to go, exact location of the train, gradient of track in ahead, position of door opening/closing of coach. Visibility depends on curvature & weather. No control on driver’s mistake. Higher margin in speed, distance between two trains to be kept. No optimum utilisation of system. Results in lesser safety & headway.
Auto Route setting, Auto train separation, (ASM’s duty). Cab signaling, broken rail detection,Indicates permitted speed. Auto start, Over speed protection, Auto stop, Auto coasting, stops train if door opens, over speed alarm, (Driver’s duty) Passenger Safety by door opening / closing, Emergency stop(Guard’s duty)
It is not only a Signaling SystemIt is an integrated train control system.
Operation Control Center (OCC). Communication Channel from OCC to way side ATP sub-system. Way Side ATP System (at stations). On Board ATP equipment (on train). Track to Train communication-AFTC(track side) Solid State Interlocking (SSI)
◦ Cab Signalling◦ Track Related Speed Profile generation based on line data and train data continuously along the track◦ Continuous monitoring of braking curve with respect to a defined target point◦ Monitoring of maximum permitted speed on the line and speed restrictions in force◦ Detection of over-speed with audio visual warning and application of brakes, if necessary◦ Maintaining safety distance between trains◦ Monitoring of stopping point◦ Monitoring of Direction of Travel and Rollback◦ Releasing doors on the correct side of the platform when train comes to a stop
OCC T WS-ATP WS-ATP WS-ATP SSI TC SSI TC SSI TC Track to train communication On board ATP
Coded Audio Frequency Track Circuit Detects train occupation on track. Transmission of message to give advance information about status of track, points, route, signals, block, headway regulation, platform side, stoppage . . .
Ensures train location based on odometer and trackside beacons. Emergency braking control. Receives information from WS-ATP about section ahead. Door opening authorization. Controls train motion, departure order,event logging, maintenance monitoring, …..
OCC Central ATS (CATS) Local ATS (LATS) HMI for local control Trackside ASCV ATP-ATO SDTC point machine transmission Train to track Trainborne ATP-ATOstation ESP transmission beacon track to Train
Start-up : After successful auto-tests AREA 1 : ATC driving indications (SYS1) AREA 2 : ATC maintenance indications (SYS1) Speed Running Station Front ATC Restriction Supervision Automatic Order Order Service Axle Active Failure locked Fixed Red Flashing Green Flashing Green Off Off Off Flashing Yellow Off Off Rear ATC Spare Active Failure 40 60 Off Off Off 20 80 AREA 3 : Partial view of door management indications (RS1) Side Side 0 Service Service Doors 100 Left Right Closed km/h Off Off Fixed Green AREA 4 : mode selector (RS1) ATO SM (ATP) Docked Train Train Hold Emergency Service Diagnostic RM (FOR) Departure Brake Brake ATP OFF Off Off Off Off Off Off
To be fully operational ATP system needs: -1-To receive Information from ATC trackside equipment, This operation can be performed by two ways : stationary initialisation moving initialisation -2-To calibrate the odometer
1. ATO or Auto Only on Metro Corridor2. ATP or SM (Supervised Manual) or MCS (Manual Cab Signal)3. ROS (Running On Sight) On failure of ATP mode Max. Speed will be limited to 25 kmph by ATP4. RM (Restricted Manual) In Depot Max. Speed will be limited to 25 kmph by ATP5. Cut Out Mode On complete failure of ATP Equipment Max. Speed will be limited to 25 kmph by Rolling Stock
ATP Ensures: ◦ In MCS Mode : The Total energy of the train can be absorbed by the braking force ◦ In ROS Mode :This function is not performed by ATP system Energy monitoring
ROS (Running on sight )supervision: ATP Ensures that: ◦In ROS Mode: Maximum train speed is 25 Kph AT Position of mode selector is SM (ATP) ◦ As soon as the train speed is higher than the maximum authorised speed, the EB is triggered
Track circuit failed This mode is used for passing a zone that has NO transmission of cab signal information (failure situation) Train is stopped in front of a restrictive ATP limit ROS is activated by an aware action of the driver, by pressing the ROS push-button after authorisation, Note : Mode selector has first to be switched out of ATP and back. If the localisation is not lost, as soon as the train is on an operating track circuit, the MCS driving mode is automatically activated
Cab signal Proceed is given by MCS mode : Target speed is non zero Supervision indicator is Green Target speed includes speed restrictions Stopping positions are given by marker boards Note on signals : Line signal can be Green, Blue , Blank will be no cab signal proceed with red signal
It is a Major Computer Network System with multi discipline users. Protect from Password - unauthorized person must not modify any parameter. Needs Sincere maintenance. Protect from virus. Skilled Maintenance staff. Thorough testing before commissioning.