This reports the work done during the summer training at Noida Metro Rail Corporation Limited under the guidance of Vintesh Ma'am (JE/RS, NMRC). The report shall give the overview of tasks performed during the period of training.

1. SUMMER INTERNSHIP REPORT
(OCT 2020 TO NOV 2020)
Signalling and Telecommunication
At
नोएडा मेट्र ो रेल कॉर्पोरेशन लललमट्ेड
Noida Metro Rail Corporation Limited
Submitted in the partial fulfilment of requirements
of
Diploma in Electronics Engineering
(Digital Electronics & Microprocessor)
CHHOTU RAM RURAL INSTITUTE
OF
TECHNOLOGY
KANJHAWALA, Delhi 110081
Submitted to: Submitted by
Vintesh Ma’am Aaditya Kumar
(JE/ROLLING STOCK) 1821071001
NMRC Electronics Engineering
(Digital Electronics & Microprocessor)

2. PREFACE
This report documents the work done during the summer training at Noida Metro Rail Corporation Limited
under the guidance of Vintesh Ma’am (JE/RS, NMRC) The report first shall give the overview of tasks
performed during the period of training.
I have tried my best to keep the report simple yet technically correct. I hope I succeed in my attempt.
Aaditya Kumar

3. ACKNOWLEDGEMENT
It is great pleasure to present this report of Summer Training about NOIDA METRO RAIL
CORPORATIN LIMITED in partial fulfilment of Diploma in Electronics Engineering (Digital
Electronics & Microprocessor) under CHHOTU RAM RURAL INSTITUTE OF TECHNOLOGY
KANJHAWALA, DELHI (110081).
At the outset, I would like to express my immense gratitude to my training guide, Vintesh Ma’am for
providing me with the opportunities of studying, learning and gaining practical experience in various fields
during the period of training. Her invaluable suggestions not only helped me to reach the successful
completion of the tasks assigned, but also made me learn a lot. I am falling short of words for expressing my
feelings of gratitude towards her for extending her valuable guidance, through critical reviews of project
and the report and above all the moral supports she had provided me with all stages of this training.
Aaditya Kumar
1821071001
Electronics Engineering
(Digital Electronics & Microprocessor)
Chhotu Ram Rural Institute of
Technology Kanjhawala, Delhi

4. Table of contents
Table of Contents
PREFACE..........................................................................................................................................................2
ACKNOWLEDGEMENT.................................................................................................................................3
Table of contents................................................................................................................................................4
INTRODUCTION .............................................................................................................................................6
Noida Metro’s Phase-2: .............................................................................................................................6
INFRASTRUCTURE ....................................................................................................................................7
Power .........................................................................................................................................................7
Signalling...................................................................................................................................................7
Existing Network Map.......................................................................................................................................8
Proposed NMRC Metro Corridors.....................................................................................................................8
DEPARTMENTS OF NMRC............................................................................................................................9
ROLLING STOCK DEPARTMENT..............................................................................................................10
1. PPIO (Progressive planning investigation office) .........................................................................10
2. Inspection Department...................................................................................................................10
Mainly there are two types of check up:..................................................................................................10
3. Task Force .....................................................................................................................................11
4. Technical Section ..........................................................................................................................11
5. Mill Wright Section.......................................................................................................................11
OVERVIEW OF A METRO ...........................................................................................................................12
STRUCTURE:.........................................................................................................................................12
MASTER-CONTROLLER: ........................................................................................................................14
INTRODUCTION TO PA/PIS:.......................................................................................................................16
PIS SYSTEM TOPOLOGICALGRAPH: ...............................................................................................16
Main system equipment:..........................................................................................................................17
DT car system lay out: .............................................................................................................................17
M CAR LAY OUT: .................................................................................................................................18
TRAIN BROADCASTING SYSTEM FUNCTION:..............................................................................18
EQUIPMENT LIST:................................................................................................................................18
SIGNALLING .................................................................................................................................................20
SIGNALLING SYSTEM COMPONENTS: ...................................................................................................24
Signalling Term & Definitions ........................................................................................................................28
Signalling Principles/Concepts:.......................................................................................................................30
TELECOMMUNICATION IN NMRC...........................................................................................................32
Communication in NMRC through .................................................................................................................36
Radio System ...................................................................................................................................................36

5. REFERENCE...................................................................................................................................................41

6. INTRODUCTION
Noida Metro Rail Corporation Limited (NMRC) is a company incorporated under the provisions of the
companies Act 2013, having its registered office at Block- III, 3rd
Floor, Ganga shopping Complex, sector-
29 Noida 201301.
NMRC is a Joint venture company of Government of India (GOI) and Government of Uttar Pradesh
(GOUP) established for the purpose of planning, building and establishing of Mass transit and other urban
transport and people mover systems of all types and disciplines.
Presently, two major projects namely Metro Rail between Noida and Greater Noida and city Bus services
between Noida and Greater Noida have been undertaken by the company.
The NMRC has opened its corridor covering the length of 29.707 KM between Noida and Greater Noida
and operational since 26th
January 2019. The stretch consisting of 21 stations out of which 15 are in Noida
and 6 in Greater Noida). NMRC has received “IGBC PLATINUM” rating for all 21 elevated stations of
NMRC from IGBC Green Rating system.
The city bus services are in operation and a total of 50 low floor air-conditioned buses have been deployed
as metro feeder bus service in Noida & Greater Noida Providing last mile connectivity form NMRC metro
stations covering almost all major landmarks, residential societies, companies, Educational Institutions etc.
E-rickshaws has also been deployed at major metro stations for the facilities of the commuters.
Noida Metro’s Phase- 1:
The operated 29.7 kilometre (18.5mi) Aqua Line has 21 stations. The line starts from Noida Sector 51
metro station and will run through sectors 50, 76, 101, 81, NSEZ, 83, 137, 142, 143, 144, 145, 146, 147,
148; after this it will enter Greater Noida and will go through Knowledge Park-II, Pari Chowk, Alpha-1,
Delta-1 and GNIDA office before terminating in Depot Station. The entire route will be on Elevated
Track. This line will have an interchange station with the Delhi Metro at Noida Sector 52 Metro Station.
All stations are equipped with Platform Screen Doors.
Noida Metro’s Phase-2:
• The Greater Noida Industrial Development Authority (GNIDA) on 4 December 2018, approved the
Noida Metro Phase 2 from Noida Sector 71 to Knowledge Park 5 in Greater Noida. The extension
will cover up to 15 km and comprise 9 stations and cost Rs 2602 crores, officials said.
• DPR prepared for extension from Greater Noida to upcoming Noida International Airport at Jewar
that will cover around 35.64 km and comprises 25 stations.
The new metro rail track connecting Noida and Greater Noida will be 15-km long with nine stations spread
out between the densely populated areas of Gaur City and Noida Extension, according to official.
According to the detailed project report (DPR), the new track would be completed in two phases and the
entire project would connect Sector 71 in Noida and Knowledge Park V in Greater Noida. The first phase
would be between Sector 71 and Greater Noida Sector 2, while the second phase would be between Greater
Noida Sector 2 and Knowledge Park V stations, the DPR stated. There will be five stations in the first
phase—Noida Sector 122, Sector 123, Greater Noida Sector 4, Eco Tech, and Greater Noida 2, while four
stations in second phase—Greater Noida Sector 3, Sector 10, Sector 12 and Knowledge Park V.

7. INFRASTRUCTURE
Rolling stock
The metro uses lightweight rakes made of stainless steel and aluminium, manufactured by China's CRRC
Corporation. Each train has a seating capacity of 186 and a standing capacity of 848, with total capacity of
1,034 passengers. Nineteen rakes with four coaches each, a total of 76 coaches, will operate of the Aqua
Line. The cost of each coach is ₹4 crore (US$560,000). Trains are equipped with a passenger information
system, a public address system and an emergency announcement system from the operation control centre.
Power
All 21 stations, the train depot, and the NMRC offices will be powered by solar energy. The NMRC will
install solar panels on the rooftops of all stations, footbridges, its main office building, the depot and parking
lot boundary walls to generate an estimated 12 MW of solar power daily. The metro system will also be
supplemented with conventional electricity, which will also be used as a backup. Trains will not be powered
by solar power, and will instead use conventional power supply.
Signalling
The metro is operated under CBTC control, supplied by Ansaldo STS.

8. Existing Network Map
Proposed NMRC Metro Corridors

9. DEPARTMENTS OF NMRC
1. OPERATIONAL DEPARTMENT (NON-TECHNICAL).
2. ROLLING STOCK DEPARTMENT (TECHNICAL MAINTENANCE).
3. TRACTION DEPARTMENT.
4. S&T DEPARTMENT (SIGNAL AND TELECOM).
5. CIVIL DEPARTMENT.

10. ROLLING STOCK DEPARTMENT
This department is used for the all types maintenance of the metro.
• It is divided into five different section.
1. PPIO (Progressive planning investigation office).
2. Inspection Department.
3. Task Force.
4. Technical Section.
5. Mill Wright Section.
1. PPIO (Progressive planning investigation office)
It is the department which keeps the schedule of the train maintenance as well as does a physical check
every day based on predetermined schedule.
• It plans all the working of maintenance and regular check up of the train.
• It also decides that which train is going on main line and which will stay on workshop Bay line.
• It works on 24hrs service.
2. Inspection Department
• This department attends any types of failure of trains.
• It provides fitness check up of train before going on main line.
• It works on the basis of time(hrs).
Mainly there are two types of check up:
I. PDC (Pre-Departure Check):
It is done after every 24hrs and provides 24hrs fitness.
II. 72 hrs:
It is done after every 72hrs and provides 72hrs fitness.

11. 3. Task Force
• It attends all types of service check up and maintenance work of metro on the basis of running
kilometre.
• Mainly three types of check up:
I. A – Service Check (On daily basis)
II. B1 – Service Check (On 1 month)
III. B4 – Service Check (On 3 months)
• This Section makes a regular daily basis check up on all the different system:
❖ Door System
❖ Cab equipment Check up
❖ Roof equipment Check up (Pantograph)
❖ Under-frame Check up (SIV, CIV)
❖ Brake Check up
❖ Cleaning of filters of HVACs System.
4. Technical Section
• This section attends all the record handling of metro through documentation work.
• Each and Every details of all activity are recorded on paper.
• Mainly it records all the working of Inspection Department, PPIO, Task Force for the future purpose.
• Each Department have to submit all the documents related to works done on metro.
5. Mill Wright Section
• This section attends all the functioning of machinery used in the maintenance process of the metro.
• It also maintains the wheel profiling.
• It also looks after the light & AC of the entire depot.
• Some equipment used in this section:
1. Lifting Jacks
2. Loco Tractor

12. 3. RRM
4. Scissor Lift
5. Crane
6. Fork Up
OVERVIEW OF A METRO
• The train is 4-car consist, including 2 motor cars & 2 trailer cars.
• If necessary, in the future, the train can be extended to a 6-car, including 3 motor cars & 3 trailer cars.
TRAIN COFIGURATION & LAYOUT
4-car train consist: −DT*M+M*DT−,
6-car train consist: - DT*M+T*M+ - M*DT
In which:
DT: is trailer car with Driver cab and pantograph.
M: is motor car.
T： is trailer car with cab and pantograph.
STRUCTURE:

14. MASTER-CONTROLLER:
• Master Controller is one of the important part of the Propulsion System.
• It is divided into three sub group:
a) Master Key
b) Mode Selector Switch

15. c) Master Controller Handle

16. INTRODUCTION TO PA/PIS:
PIS（ Passenger Information system ）Mainly provide the audio communication and broadcasting, provide
the video audio and text information, provide the Video monitoring for OCC.
Passenger information system is relying on multimedia network technology, multimedia system as the core,
through vehicle display terminal for the media to provide information services to passengers.
PIS mainly consists of：
（1）On-board broadcasting system；
（2）Passenger information display system；
（3）CCTV system；
PIS SYSTEM TOPOLOGICALGRAPH:

17. Main system equipment:
DT car system lay out:
Item Device name DT M M DT Total/Line
1 PIS control unit(PCU) 1 1 2
2 Saloon control unit(SCU) 1 1 1 1 4
3 Main operational panel(MOP) 1 1 2
4 Cab loudspeaker(CLSP) 1 1 2
5 Passenger emergency control unit(PECU) 4 4 4 4 16
6 Saloon loudspeaker(SLSP) 7 8 8 7 30
7 Auxiliary operate panel(AOP) 1 1 2
8 Dynamic route map(DRM) 3 2 2 3 10
9 18.5 inches Liquid Crystal Display(LCD) 6 6 6 6 24
10 Saloon switch（SW） 1 1 1 1 4
11 Front display unit(FDU) 1 1 2
12 Train display unit(TDU) 1 1 2
13 Side display unit(SDU) 2 2 2 2 8
14 Noise microphone(NM) 2 2 2 2 8
15 Saloon camera（SCAM） 4 4 4 4 16
16 CCTV Monitoring display（MDS） 1 1 2
17 Rear camera（RCAM） 2 2 4
18 Digital video recorder(DVR) 1 1 2
19 External loudspeakers 4 4 4 4 16
20 PECU alarm indicate（PECUAI） 2 2 2 2 8
21 IDU 1 2 2 1 6

18. M CAR LAY OUT:
TRAIN BROADCASTING SYSTEM FUNCTION:
1. Broadcasting Cab to Saloon.
2. OCC to Train through Radio.
3. Door closing Broadcasting.
4. Special Broadcasting Information to Passenger.
5. Emergency Broadcasting Information to Passenger.
6. Cab to Passenger Emergency Broadcasting Intercom.
7. Emergency Information Broadcasting to Passenger.
8. Broadcasting Volume Automatic Adjusting.
9. Cab Destination Indication.
10. Train No. indication.
11. Car side LED display.
12. 18.5” LCD Display
13. Emergency Information Display
14. CCTV: On board video monitoring system.
EQUIPMENT LIST:
1. MOP
2. AOP
3. CAB Speaker
4. SCU (Saloon control Unit)
5. Destination Display Unit
6. Car Destination Indicator
7. Side Display Unit
8. Saloon Speaker
9. Exterior Speaker
10. Noise Detector
11. Emergency Light
12. Passenger Emergency Communication Unit
13. Dynamic Root Map
14. Gangway LCD Display
15. Monitoring Display Screen

19. 16. Rear Camera
17. Saloon Camera
18. Media Control Unit
19. Saloon Switch
20. Interface PIS to Radio
21. Interface PIS to WLAN

20. SIGNALLING
INTRODUCTION:
A Signal is a medium to convey a particular pre-determined meaning in non-verbal form. Various methods
are used to convey the meaning of signals in non-verbal convey a definite information. This concept of
conveying a meaningful message with the help of signals is known as ‘signalling’.
In NMRC, signals are used to move, diverge or stop the metro train. Here mainly light signals are used to
communicate with train.
TYPES OS SIGNALS
There are basic three types of signals used in NMRC:
1. Fixed signal
2. Cab signal
3. Hand signal
1. FIXED SIGNALS
Fixed signals are those signals which are installed at particular fix locations conveying different message for
different signal at a particular place which control the movement of trains, like at the diversions on tracks, in
depots etc.
Types of fixed signal:
Fixed signals are of two types:
A. Position Light Signal or Shunt Signal
B. Colour Light Signal
A. Position Light Signal:
Position Light Signals are also known as Shunt Signals. These signals are used in the depots to shunt down
the metro train. Shunt down means that the metro trains are bringing to the depots at rest. Position Light
Signals are mainly a set of three white lights which are arranged in such a way that they form a triangle. This
arrangement is shown in the following figure. In the following figure when white lights of set 1 glow it
means ON, which means the train will stop at the instant. And when white lights of set 2 glows it means
OFF, which means the train will move or will remain in motion in the depot. And thus, these signals control
the movement of trains in the depot. In these signals one light is common.

21. Fig 1: Diagram of Shunt Signal
B. Colour Light Signal:
In this type of signal, the indications are given by the colour of a signal. A particular colour signal or a
particular sequence of signal convey its own message. Colour signals are of four types:
• Block signal
• Repeater signal
• Buffer stop signal
• Main/ Route signal
• BLOCK SIGNAL:
It contains a set of three signals: RED, VIOLET, and GREEN. The operation of these signals is
similar to road traffic signals, the only difference is that it contains a violet signal instead of yellow
signal. Otherwise the operations are same. These signals are installed at the both ends of the metro
stations.
Fig 2: Diagram of Block Signal
• REPEATER SIGNAL:
these signals are installed at the beginning at end of a tunnel. It contains only two signals: GREEN
and VIOLET. Green light indicates that the track or line is clear and the violet light signal indicates
that the line is busy and wait for green light to turn ON.
• BUFFER STOP SIGNAL:
A fixed red signal is required for the ends of line, the ends of sliding in the line and in the depot and
the ends of the test track in the depot. For e.g. the Noida sector 51 and the Depot Stations are the

22. ends of Aqua Line, so the Buffer Stop Signals are displayed at the ends of these stations because
there are no more stations ahead these stations. Fixed Red Signals are permanently displayed.
• MAIN/ ROUTE SIGNAL:
These signals are installed at the diversions. Each Route Signal has five lamps, at least three must
glow at one time. In the following figure, there is a diversion (there is no diversion in NMRC, but in
case of DMRC, there is a diversion after YAMUNA BANK, so a sequence of lights will glow which
will tell the metro driver where to move and with which parameters.
(a) Diversion on Blue Line (DMRC)
(b) Diagram of Route Signal
2. CAB SIGNAL
Cab signal means visual indication displayed as speed code on the train operator’s console granting him the
authority to proceed under Automatic Train Operation (ATO) or Automatic Train Protection (ATO) mode of
driving.
Cab signals are provided in the cab of a metro train where a train operator or driver operates the metro train.
These signals are given on the operating panel of the cab of the metro train.
Cab signals display the three speed codes:
a. Maximum speed that could be attained by the train.
b. Current speed at which the train is running.
c. The prescribed speed at which the train should run presently.
Cab Signals indicate the metro operator or driver to set the speed on a particular value, so that there must not
be done any kind of mishap and the train’s schedule must not be late and the train run on its time.

23. Fig 4: a picture of a Cab Signal displayed on the control panel of a Cab.
3. Hand Signal:
Hand Signals are the signals which are displayed or indicated to the metro drivers or operators, using a
colour light torch or a coloured flag in hands.
These Signals are mainly used in emergencies and in the depots to stop or move the train. A hand signal
could be a colour light torch or coloured flags of RED or GREEN.
The messages conveyed by different Hand Signals are given below:
• “STOP” shall be indicated by a RED lamp or raising of both arms above the head or waving a white
light rapidly from side to side or a red flag.
• “PROCEED” shall be indicated by a GREEN lamp or GREEN flag held steadily.
• Any light other than “GREEN” or any object waived violently shall be interpreted as a stop signal.
Tri colour torch & Green Flag
Fig 5: A Flagman is indicating a stop signal to the train operator using a Red Flag.

24. SIGNALLING SYSTEM COMPONENTS:
Following components or equipment of signalling are used in NMRC:
• Signal
• Point machine
• Track Circuit
• Computer Based Interlocking
• Automatic Train Supervision
• Automatic Train Control
• Emergency Stop Plunger
• SIGNAL:
The concept of signal has been explained in previous pages.
• POINT MACHINE:
point machine is an electromechanical equipment provided near the points of operating them electrically to
the required position of the train movement.
Point Position:
Point has two position ‘NORMAL’ & ‘reverse’.
➢ Normal point: It means that position of a point which set the trains for the straight path.
➢ Reverse point: It means that position of a point which cause diversion of train from one line to the
another.
Normal Position Reverse Position
Fig 6: Schematic Point Diagram
Fig 7: Picture of a Point Machine

25. • TRACK CIRCUIT:
Track Circuit is an electric circuit, which is used to detect the presence of a railway vehicle on a portion of
track forming part of the circuit.
Functions of Track Circuit in NMRC:
➢ To detect presence of vehicle on track.
➢ Telegram Transmission from track to train.
These are basically three types of track circuit:
1. Birth Track Circuit: It is the track circuit which is installed or joined just before the origin signal.
2. First Track Circuit: It is the track circuit which is situated just after the origin signal.
3. Last Track Circuit: It is the track circuit which is situated just before the destination signal
Fig 8: Electrical Joint S-shape circuit.
• COMPUTER BASED INTERLOCKING (CBI):
CBI is an equipment, which provides an arrangement between signalling gears interconnected by electronic
locking so that signalling gear operation must take place in proper sequence to ensure safety.
• AUTOMATIC TRAIN SUPERVISION SYSTEM (ATS):
ATS is a subsystem of continuous Automatic Train Control System (CATC) which automatically monitors
the entire system and directs train running so as to provide schedule service under normal circumstances.
ATS system monitors the system status continuously and provides the appropriate controls to direct the
operation of trains in order to maintain intended Traffic Pattern and minimize the effect of Train Delays on
the operating schedule. The system also has the capability to organize the Train movement in an optimum
manner in case of abnormalities.

26. Using networked computers and Automated Functions, ATS ensures efficient Rail Operation, Automatic
Monitoring an control of interlocking through Automatic Train Tracking to Automatic Train Setting. ATS
assigns identification numbers to trains and provides all necessary real time train information to the operator.
ATS also caters for tools for time table generation & modification as also for the management of signalling
equipment.
ATS function:
➢ To monitor and control traffic through CATC equipment.
➢ To perform ARS (Automatic Route Setting) and ATR (Automatic Train Regulation).
➢ To display info on Passenger Information Display System.
➢ To synchronize the system time with a master clock.
➢ To generate alarms and events messages.
ATS components:
There are three basic components of ATS system:
1. Centralised Automatic Train Supervision (CATS).
2. Local Automatic Train Supervision (LATS).
3. Depot Automatic Train Supervision (DATS).
All these components are interconnected with each other and this interconnection is known as ATS Wan.
1. CATS: it is located at the OCC (operational centre) in Telecom Equipment Room. It communicates
with the radio system, Master Clock, PIDS/Pas etc. to provide centralised monitoring and controlling
of traffic.
2. LATS: it is located in SER (Signalling Equipment Room). It communicates with PIDS/PAS and
ATC (Automatic Train Control) to provide local monitoring and controlling of traffic.
3. DATS: it is located in Depot SER (Signalling Equipment Room). It communicates with ATC to
provide local monitoring and controlling of traffic.
• AUTOMATIC TRAIN CONTROL SYSTEM (ATC):
It is a safety system for railways, which guides the train operator to regulate the movement of trains for
the purpose of safety and efficiency by making use of cab signals instead of fixed signals.
CAT
S
DATS
ATS WAN
LATS

27. In NMRC, the metro trains are semi-automatic, it means the trains move automatically. The work of the
train driver is just to START and STOP the metro train. This automation in metro trains are controlled
by ATC.
• EMERGENCY STOP PLUNGER (ESP):
ESP is a safety equipment provided at platform and station control system (SCR) to prevent the entry of
train to the ESP zone area.
It is used in case of emergency. Suppose, if a person wants to commit suicide by jumping off in front of
the metro train and on the same instant if another person uses the Emergency Stop Plunger then the
metro train, which is coming on the platform, will be stopped immediately.
When the Emergency Stop Plunger is activated then the platform becomes the ESP zone area. These
ESP’s are given at each and every platform of all stations.
Fig: Emergency Stop Plunger

28. Signalling Term & Definitions
System of Working:
1. “Communication Based Train Control (CBTC) system is a continuous, automatic train control
system utilizing high-resolution train location determination, independent of track circuits;
continuous, high-capacity, bidirectional train-to-wayside data communications; and train-borne and
wayside processors capable of implementing automatic train protection (ATP) functions, as well as
optional automatic train operation (ATO) and automatic train supervision (ATS) functions.
2. “Continuous Automatic Train Control system” means an automatic system of controlling and
monitoring train movements continuously by means of sub-systems namely: Automatic Train
Protection System, Automatic Train Operation System and Automatic Train Supervision System;
3. “Automatic Train Operation” means a subsystem of Continuous Automatic Train Control system,
which automatically controls acceleration, coasting, braking and stopping of trains;
4. “Automatic Train Protection” means a subsystem of Continuous Automatic Train Control system
which maintains safe train operation, including train direction, train separation, interlocking and
speed enforcement;
5. “Automatic Train Supervision” means a subsystem of Continuous Automatic Train Control
system, which automatically monitors the entire system and directs train running so as to provide
scheduled service under normal circumstances;
6. “Cab Signal” means visual indication displayed as speed limit and target distance on the train
operator’s console granting him the authority to proceed under Automatic Mode, or Coded Manual
Mode of driving;
7. “Cut Out Mode” means the mode of operation of trains under Continuous Automatic Train Control
system when train borne Automatic Train Protection Equipment is cut out;
8. “Driverless Train Operation (DTO)” means a train operation where a roving attendant is onboard
the train, but normally not in the driving cab, and he will have no responsibility for train operation
except for failure recovery, and any other duties assigned;
9. “Moving Block” means the block system where the blocks are in real time defined by Signalling and
Train Control System as safe zones around each train.
10. “Proceed Code” means the Automatic Train Protection code other than zero speed code on the
Train operator’s console which indicates the target speed;
11. “Restricted Manual Mode” means a driving mode where train is driven manually and is subjected
to Automatic Train Protection in respect of maximum speed limit only;
12. “Run on Sight Mode” means a driving mode where the train is driven manually and is subject to
Automatic Train Protection restriction in respect of speed only until Automatic train protection track
indications are recognized after which it automatically changes to Coded Manual Mode;
13. “System of Working” means one or more of the systems specified in Chapter VIII for the time
being for the working of trains;
14. “Target Distance” means the farthest point to which the train may safely proceed;
15. “Target Speed” means the speed displayed on the train operator’s console which the train must not
exceed;
16. “Unattended Train Operation (UTO)” means a train operation with no regulatory requirement of
roving attendant onboard the train. Roving attendant when onboard may not be in the driving cab,
and he will have no responsibility for train operation except for failure recovery, and any other duties
assigned;
17. “Automatic Mode (AM)” means the mode of operation of train under Automatic Train Operation
where train is driven automatically including control of acceleration, coasting, braking and stopping
of trains;

29. 18. “Unattended Train Operation System (UTO system)” is defined as metro rail transportation
system with self-propelled vehicle and operated on the guided way, which monitors and controls,
starting and stopping of the trains, operation of train doors and platform screen doors, without any
regulatory requirement of the staff present in the train. Detection and management of emergency
situations is provided by system and/or staff in Operations Control Centre including roving attendant
and station staff;
19. “Caution Order” means an instruction given to the Train Operator to observe special precautions
including speed reduction at notified locations;
20. “Block section” means the portion of the running line, as specified by special instructions, on to
which no running train may enter, until permission to approach has been received.
21. “Coded Manual Mode” means the mode of operation of train under Continuous Automatic Train
Control System where train is driven manually but remains subject to maximum speed determined by
Automatic Train Protection codes;
22.“authority to Proceed” means the authority given to the Operator of a train, under the system of
working, to enter the block section with his train;
Signalling Equipments:
1. “Point Machine” is a device used to control train point in “normal” or “reverse” directions.
2. “Signal” means an indication given to a train operator for controlling the movement of his train;
3. “Track Circuit” means an electrical circuit provided to detect the presence of a vehicle on a portion
of track forming part of the circuit;
4. “Emergency Stop Plunger” means the device, the operation of which causes the trains, within the
station limits, running on Automatic Train Protection, to come to a stop;
5. “Fixed Signal” means a signal of station at a fixed location controlling the movement of trains and
forming part of the signalling system;
6. “Platform Screen Doors” means a system of automated doors synchronized with the train doors
which are provided at the platform edge to isolate passengers on platform from track;
7. “point and trap indicators” means appliances fitted to and working with points to indicate the
position in which they are set;
8. “Staff Protection Key” means a key where provided, is used by an in-station control room extracted
and given to authorised staff going to a particular track section for inspection, maintenance, cleaning
or any other work;
9. “Staff Special Key” means a key provided to open Manual Secondary Door from platform side
Which is used by the maintenance staff to access the track side;
10. “Virtual Signal” is an intermediate entry/exit location as displayed on interlocking and Automatic
Train Supervision monitors, also known as virtual signal. It may be used where required for dividing
routes between two fixed signals. It is not a physical signal and only controls trains with Automatic
Train Protection.
11. “Axle Counter” means an electrical device which, when provided at two given points on the track,
proves, by counting ‘axles in’ and counting ‘axles out’, whether the section of the track between the
said two points is clear or occupied;

30. Signalling Principles/Concepts:
1. “Interlocking” means an arrangement of signals, points and other appliances, operated from a panel,
so interconnected that their operation must take place in proper sequence to ensure safety;
2. “Locking” the establishment of a condition within the ASCV for a signal, set of points, route or
other automatic function such that its state cannot be altered except by a predetermined and
inviolable sequence of events.
3. “Route” is a specific path from an origin signal to a destination signal.
4. “Normal Direction Route” is a route in the normal direction (on the left-hand track) of the train
travel.
5. “Reverse Direction Route” is a route over which trains run in the opposite direction to normal.
6. “Opposing Route” is geographically identical to given route, but in opposite direction.
7. “Fleet Mode” A condition applicable to interlocking routes under which a number of trains may run
the same route without the necessity of canceling and re-establishing the route in between successive
movements.
8. “Conflicting Routes” Two or more route which oppose, converge or intersect such that
simultaneous movements cannot be made without the possibility of collision.
9. “Berth Track Circuit” is the track circuit just before the origin signal.
10. “First Track Circuit” is the track circuit situated just after the origin signal.
11. “Last Track Circuit” is the track circuit situated just before the destination signal.
12. A sub-route is a portion of route associated to a track circuit. The sub-route is defined for each
possible signaled direction of the associated track circuit.
13. An overlap, where required, provides protection against the consequences of a train overrunning a
signal at red. It is adequate distance in advance of destination signal to ensure safety.
14. “Cycle” enables a series of routes to be set sequentially in order to perform automatic reversal of
trains within terminal stations and at stations with turn back facilities.
15. “TORR (Train Operated Route Release)” is the release of a route after the passage of a train
without further action from the Operator.
16. “Crossover” The combination of two points connecting two parallel lines of a double track is known
as a crossover.
17. “Trap Point” provide mainline protection from intruding trains. For a train to legitimately enter or
leave the siding or depot, the connection trap point must be in reverse position. Trap Points are self-
normalized after a delay period after releasing of the route and the condition locking the point.
18. “Crossover” The combination of two points connecting two parallel lines of a double track is known
as a crossover.
19. “Trap Point” provide mainline protection from intruding trains. For a train to legitimately enter or
leave the siding or depot, the connection trap point must be in reverse position. Trap Points are self-
normalized after a delay period after releasing of the route and the condition locking the point.
20. 20.“Fouling Point” is the specific place where the dynamic gauge of a train running on the reverse
position of a point stop to intersect with the dynamic gauge of a train on the normal position of the
point.
21. “Clearance Point” is the place on the trackside where the train fully disengages the fouling point or
the toe of the point.
22. “Trailable Point” is a point in which trail through movement (movement of train from trailing
direction) can take place.
23. “Non-Trailable Point” is a point in which there can be no trail through movement possible and in
such case train is derailed.
24. “Route Indicator” Route indicator are used to indicate direction of train movement.
25. “Marker Boards” Marker boards are used to assist train operator when running in MCS or
Restricted Manual modes. Marker Boards are located where trains shall be brought to rest.

31. 26. “Approach Section” is the distance before the origin signal which assures that the run of a train
approaching the signal is not disturbed if the signal has been closed.
27. “Approach Locking” is an interlocking which is locked if a train is on the approach section of the
origin signal of a route and the signal is at permissive state.
28. “Isolation” means an arrangement secured by the setting of points, or other approved means, to
protect the line so isolated from obstruction from movement on other connected line or lines;
29. “Berth” means length of track nominated to be occupied by a train;
30. “Headway” means the time interval between two successive trains.
31. “Terminal Station” means the station at the end of a line;

32. TELECOMMUNICATION IN NMRC
Telecommunication:
Telecommunication is the exchange of information over significant distances by electronic means and refers
to all types of voice, data and video transmission. This is board terms that includes a wide range of
information transmitting technologies, such as telephones (wired and wireless), microwave communication,
Fiber Optics, satellites, radio and television broadcasting, the internet and telegraphs.
In NMRC, the basic components of Telecommunication System are:
1. FOTS (Fiber Optics Transmission System)
2. PIDS (Public Information Display System)
3. PAS (Public Address System)
4. Master Clock
5. EPABX (Electronic Private Automatic Branch Exchange)
6. Radio System
Before discussing about the above components, let me tell you about the OCC (Operational Control Centre).
So, the first question is ‘what is an OCC?’. The answer of this question is given below topic.
Operational Control Centre (OCC):
OCC is a centre where all the operations of metro trains, stations, platforms and their conditions are
supervised and controlled. All the system monitoring equipment are installed in OCC. It controls both rail
and metro corridor.
From OCC, every aspect of Noida Metro system is monitored: The Time Table, Speed, Security, Traction or
Electricity, The Trains, auxiliary equipment like Air Conditioning, Ventilation System in underground
tunnels and even The Crowd in the stations.
Now we will discuss about the components of telecommunication system.
1. Fiber Optics Transmission System (FOTS):
Fiber-Optic communication is a method of transmission information from one place to another by sending
pulses of light through an Optical Fiber. The forms an electromagnetic carrier wave that is modulated to
carry information.
Because of its advantages over electrical transmission. Optical Fibers have largely replaced copper wire
communications in core networks in the developed world. Optical Fiber is used by many telecommunication
companies to transmit telephone signals, Internet Communication, and cable television signals. They are
largely used for telephony but also for internet traffic, long high-speed Local Area Networks (LANs), cable
TV, and also increasingly for shorter distances.
Types of Optical Fiber Cable:
There are two types of Optical Fiber Cables:

33. ➢ Single Mode Fiber (SMF): with a core of 8-10 µm, Single Mode Optic Fiber allows only one mode
of light to go through, therefore, it carries signals at much higher speeds with lower attenuation,
which makes it suitable for long distance transmission. The common types of SMF are OS1 and OS2
fiber cable.
➢ Multi-Mode Fiber (MMF): with a larger diameter of 50 µm and 62.5 µm, multimode fiber patch
cable can carry more than one mode of light in transmission. Compared to SMF Optic Cable, MMF
Optical Cable can support shorter distances transmission, such as within a building or in a campus.
MMF Optical Fiber includes OM1, OM2, OM3, OM4, OM5.
Fiber optic relay system:
Fiber optic relay system consists of the following:
▪ Transmitter- Produces and encodes the light signals.
▪ Optical Fiber- Conducts the light signal over a distance.
▪ Optical Regenerator- May be necessary to boost the light signal (for long distances).
▪ Optical Receiver- Receives and decodes the light signals.
Advantages of Fiber Optics:
Compared to conventional metal wire (Copper Wire), optical fiber are:
▪ Less Expensive: Several miles of optical cable can be made cheaper than equivalent lengths of
copper wire. This save your provider (Cable TV, Internet) and your money.
▪ Thinner: Optical Fibers can be drawn to smaller diameters than copper wire.
▪ Less Signal Degradation: The loss of signal in optical fiber is less than in copper wire.
▪ Non-Flammable: Because no electricity is passed through optical fibers, there is no fire hazard.
▪ Higher Carrying Capacity: Because optical fiber is thinner than copper wires, more fiber can be
bundled into a given diameter cable than copper wires. This allows more phone lines to go over the
same cable or more channels to come through the cable into your cable TV box.
▪ Light Signals: Unlike electrical signals in copper wires, light signals from one fibre do not interface
with those of other fibers in the same cable. This means clearer phone conversations or TV reception.
▪ Low Power Transmitters: Because signals in optical fibres degrades less, lower-power transmitter
can be used instead of the high-voltage electrical transmitters needed for copper wires. Again, this
saves your provider and your money.
▪ Digital Signals: Optical fibers are ideally suited for carrying digital information, which is especially
useful in computer networks.

34. ▪ Lightweight: An optical cable weighs less than a comparable copper wire cable. Fibre-Optic cables
take up less space in the ground.
▪ Flexible: Because fiber optics are so flexible and can transmit and receive light, they are used in
many flexible digital cameras for the following purposes:
2. Public Information Display System (PIDS):
Public Information Display System is used to display traffic & train scheduling information also data
related to arrival & departure time and other information along the station and various platforms areas. It
helps the passengers by providing information about the arrival of the next train.
It is fixed at the both ends of the platforms and also on the concourse.
The Public Information Display System is made up of a set of orange LED lights. PIDS are controlled
and supervised by the OCC as well as the Station Control Room.
Following is a picture of the Public Information Display System.
3. Public Address System (PAS):
Public Address System is basically a speaker and it is used to broadcast voice messages to
passengers/staff in all stations, depots, OCC and NMRC headquarter. Public Address System is used tin
the emergency case. It is operated mainly by the station control Room to address the passengers or staff
members to call them or to do an announcement.
4. Master Clock:
Clock System is used to provide accurate time to staff, passengers and time reference systems at NMRC.
Accurate and synchronized time information is obtained from Global Positioning System (GPS) by
Master Clock at OCC, i.e., there is a Master Clock System situated at the OCC which uses the GPS
technology to provide the accurate and same time to each and every clock which is fixed at the stations.
GPS: GPS or Global Positioning System is a network of orbiting satellites that send precise details of
their position in space back to earth. The signals are obtained by GPS receivers, such as navigation
devices and are used to calculate the exact position, speed and time at the vehicle’s location.

35. Fig. Master Clock Device
Three clocks are fixed at the platforms in which two clocks are digital and they have one sided display
while the other is the analog clock which has a double-sided display.
The digital clocks are installed at the both end of the platform while the analog clock is fixed at the
centre of the platform. So that, wherever a passenger is standing at the platform, he/she is able to watch
the time clearly and it is one of the best services provided by NMRC at the platforms.
This clock system in NMRC is managed and controlled by the OCC so that there must not be ant kind of
variation in time at different stations at the same instant.
5. Electronic Private Automatic Branch Exchange (EPABX):
A private branch exchange (PBX) is a telephone exchange that serves a particular business or office, as
opposed to one that a common carrier or telephone company operates for many businesses or for the
general public. PBXs are also referred to as PABX – Private Automatic Branch Exchange and EPABX.
EPABX network is used for the administrative communication purposes, including communication with
outside NMRC. This includes extensions for the staff concerned with administration, digital phones, and
analog phones. The EPABX switch network will use ALCATEL 4400 PABX system and also
ALCATEL transmission equipment between the station, using 2Mbps links to the Fiber Optic
Transmission System.
The purpose of Telephone system is to provide voice and data communication for NMRC. At each
station, communication is provided through EPABX. All the telephone systems are connected together
to form a telephone network over FOTS.
The NMRC uses its own EPABX and it does not hire exchanges of other telecom companies, so that the
communication in NMRC will be secure and private.
Key Functions of EPABX:
• Establishing connections (circuits) between the telephone sets of two users (e.g. mapping a dialled
number to a physical phone, ensuring the phone is not already busy).
• Maintaining such connections as long as the users require them (i.e. channelling voice signals
between the users).
• Disconnecting those connections as per the user’s requirement.

36. • Providing information for accounting purpose (e.g. metering calls).
EPABX System at OCC:
Telephone system should interface to the radio system to enable radio users to initiate and receive calls
to/from EPABX extension.
Communication in NMRC through
Radio System
Radio waves:
Radio is the technology of using radio waves to carry information, such as sound, by systematically
modulating some property of electromagnetic energy waves transmitted through space, such as their
amplitude, frequency, phase, or pulse width. When radio waves strike an electrical conductor, the
oscillating fields induce an alternating current in the conductor. The information in the waves can be
extracted and transformed back into its original form.
A Radio Communication System sends signals by radio. The radio equipment involved in
communication systems includes a transmitter and a receiver, each having an antenna and appropriate
terminal equipment such as a microphone at the transmitter and a loudspeaker at the receiver in the case
of a voice-communication system.
Technology in use:
NMRC is using TETRA technology for Radio communication. Terrestrial Trunked Radio (TETRA)
(formerly known as Trans European Trunked Radio) is a special professional Mobile Radio and two-
way transceiver specification. This standard was developed by the ETSI (European Telecommunication
Standard Institute) for private Mobile Radio. Open standard for private mobile radio. It defines radio
services and interface. The TETRA standard defines the air interface between mobile stations and the
infrastructure.
TETRA uses Time Division Multiple Access (TDMA) with four user channels on one radio carrier and
25 kHz spacing between carriers. Both point-to-point and point-to-multipoint transfer can be used.
Digital data transmission is also included in the standard through at a low data rate.
TETRA Mobile Stations (MS) can communicate direct-mode operation (DMO) or using trunked-mode
operation (TMO) using switching and management infrastructure (SwMI) made of TETRA base stations
(TBS). As well as allowing direct communications in situations where network coverage is not available,
DMO also includes the possibility of using a sequence of one or more TETRA terminals as relays. This
functionality is called DMO gateway (From DMO to TMO) or DMO repeater (From DMO to DMO). In
emergency situation this feature allows direct communications underground or in areas of bad coverage.
In addition to voice and dispatch services, the TETRA system supports several types of data
communication. Status messages and short data services (SDS) are provided over the system’s main
control channel, while packet- switched data or circuit-switched data communication uses specially
assigned channels.

37. Radio System in NMRC:
The Radio system is a digital trunked radio system, operating in 380-400 MHz band and confirming to
TETRA standards. The Radio System have central control equipment installed in OCC. The Radio
System uses EBTS (Enhance Base Transceiver System) towers for communication in Rail Corridor &
leaky coaxial cable along each track in the tunnels for communication with train borne mobile radio (in
Metro Corridor).
Trunking:
Trunking is a method for a system to provide network access to many clients by sharing a set of lines or
frequencies instead of providing them individually. This is analogous to the structure of a tree with one
trunk and many branches. Examples of this include telephone systems and the two-way radios
commonly used by police agencies. More recently port trunking has been applied in computer
networking as well.
A Trunk is a single transmission channel between two points, each point being either the switching
centre or the node.
The trunking concepts allow the channels or other resources to be made available to users as they are
needed. It allows all the channels from its pool of channels.
In two-way radio communications, trunking refers to the ability of transmission to be served by dree
channels whose availability is determined by algorithmic protocols. In conventional (i.e. not trunked)
radio, users of a single service share one or more exclusive radio channels and must wait their turn to use
them, analogous to the operation of a group of cashier represents each radio channel, and each customer
represents a radio user transmitting on their radio.
Trunked Radio System (TRS) pool all of the cashiers (channels) into one group and use a store manager
(site controller) that assigns incoming shoppers to free cashiers as determined by the store’s policies
(TRS protocols).
In a TRS, individual transmissions in any conversation may take place on several different channels. In
the shopping analogy, this is as if a family of shoppers checks out all at once and are assigned different
cashiers by the traffic manager. Similarly, if a single shopper checks out more than once, they may be
assigned a different cashier each time.
Trunked radio systems provide greater efficiency at the cost of greater management overhead. The store
manager’s order must be conveyed to all the shoppers. This is done by assigning one or more radio
channels as the “control channel”. The control channel transmits data from the site controller that runs
the TRS, and is continuously monitored by all of the field radios in the system so that they know how to
follow the various conversations between members of their talkgroups (families) and other talkgroups as
they hop from radio channel to radio channel.
Talk Group:
In most organizations, Radio users work in group that are based on their functions and responsibilities.
These groups of radio users can be assigned to communication talkgroups that reflect their function or
responsibilities.
Types of Modes of Communication:
There are two modes of communication used in NMRC:
1. Trunk Mode Communication
2. Direct Mode Communication

38. 1. Trunk Mode Communication:
It represents communication between two or more TETRA mobile stations with the use of trunking
network infrastructure.
It is of four types:
a. Group Mode
b. Private Mode
c. Phone Mode
d. Emergency Mode
a. Group Mode:
It is a half-duplex communication mode in which many users can communicate with each other by
selecting a common talkgroup.
Half-Duplex means allowing the transmission of signals in both directions but not simultaneously.
For example, on a local area network using a technology that has half-duplex transmission, one
workstation can send data on the line and then immediately receive data on the line from the same
direction in which data was just transmitted.
In NMRC, OCC is able to have a group mode of communication with the station controllers of
different stations at the same time.
b. Private Mode:
It is half as well as full duplex communication mode in which many users can communicate with
each other privately without interfering the talk group. It uses two frequencies.
In this mode of communication an OCC officer can talk privately with any other officer in the
building or to the station controller of any station or one station controller can talk to another station
controller.
c. Phone Mode:
It is a full duplex mode of communication in which a radio user can talk to any dialed phone number
within NMRC or external network connected to NMRC.
Here any staff member in NMRC, who is authorized to have a phone mode communication can talk
to another authorized person and also to a person who is not a part of NMRC using the same EPABX
system.
d. Emergency Mode:
The emergency key is provided on every radio equipment, an audio-visual alarm will appear on
every radio unit in that talk group. The party who initiates the call has the highest priority for calling.
That means, if a staff member uses the emergency button then he is given the highest priority to
make the call and also if all the lines or channels are busy then the line would be cleared immediately
and his call will be taken.
2. Direct Mode Communication:

39. It represents direct communication between two or more TETRA mobile stations without the use of
trunking network infrastructure, it means that there is no need of any kind of towers to communicate
between two points. And walky-Talky is a very good example of this mode of communication and
this mode is mostly used by the CISF officers or the Engineers present within the premises of a
metro station.
It is the simplex mode of communication.
Enhanced Base Transceiver System (EBTS):
It provides RF interface from the master site to the mobile subscribers in TETRA system. It can be
categorized in two configurations:
• Above Ground (Rail Corridor)
• Underground (Metro Corridor)
Both are of same configuration & Characteristics:
Types of Radio Used in NMRC:
There are two types of Radio used in NMRC:
1. Mobile Vehicle Radio/Fixed
• RAU (Radio Access Unit) or Zetron Radio set or Station Radio
• Train Radio Set
• RCW (Radio Console Workstation)
2. Mobile Portable Radio
Radio Access Unit (RAU):
It is located in the station control room. It is placed in the best radio coverage and it is fixed & has a
functionally just like a telephone radio. It is ideally suited to radio operator dispatchers and where office
personnel need access to a radio system without wanting to have a radio placed into the office environment.
The M390 is a robust telephone style desktop controller with a large, easy to read LCD display & handset.
Train Radio:
• MTM700 Mobile Radio is installed at front & rear cab for communication between the train driver &
designated station controller at OCC & depots.
• This radio unit is connected to different units e.g. TRIU, TRCP; these units are required to
communicate with RCW, TIMS, ATS and rear cab radio.

40. • Dome type omni directional antenna is located at top roof of train. This antenna is connected through
RF cable which is connected to radio unit.
Hand Portable Radio:
The hand portables come with 3×4 keypads, rotary switch dial and LCD for number dialling and maximum
flexibility. Each hand portable is equipped with an ultra-high capacity battery (Li ion or Li Mgh) for longest
standby and talk-time of 24 hrs, that is 5% transmit, 5% receive and 90% standby.
Hand portable is suitable for all kind of calls used in NMRC.
Fig. Hand Portable Radio
Note:
Each radio has its radio identification which register itself in central system for its function. The radio is
programmed for its ID, Frequency, Network code, talk group and allowing types of call. Radio consists of
transmitter and receiver and frequency synthesizer circuit which function along with DSP (Digital Signal
Processor) for digital function.
Advantages of TETRA:
• The frequency used gives longer range, which permits high levels of geographic coverage with a
smaller number of transmitters, thus cutting infrastructure costs.
• Unlike the cellular technologies, TETRA is built to do one-to-one, one-to-many and many-to-many.
• Rapid deployment (transportable) network solutions are available for disaster relief and temporary
capacity provision.
• In the absence of a network mobiles/portables can use ‘direct mode’ whereby they share channels
directly (walkie-talkie mode).
Disadvantages of TETRA:
• Requires a linear amplifier to meet the stringent RF specification that allow it to exist alongside other
radio services.
• Handsets are expensive than cellular.
• Handsets can sometimes interfere with badly designed (usually old) or sensitive electronic devices
such as broadcast (TV) receivers, hospital equipment, speed cameras.

41. REFERENCE
1. https://en.wikipedia.org/wiki/Noida_Metro
2. https://en.wikipedia.org/wiki/Fiber-optic_communication
3. https://www.slideshare.net/rudyrishi003/telecommunication-indmrc?qid=e11f9b94-5b9d-47db-97d7-
573d94678951&v=&b=&from_search=1
4. https://www.slideshare.net/Rish108/dmrc-telecom-epabx-system?qid=dcd911c9-8647-40a1-bbf8-
31d76c3d82d1&v=&b=&from_search=1
5. https://en.wikipedia.org/wiki/Base_transceiver_station
6. www.nmrcnoida.com
7. Previous Project Reports
8. Self Hand-Written Notes.