Summer Training Report "Signaling & Telecommunication": Acknowledgement

SUMMER TRAINING REPORT
ON
Signaling & telecommunication

Submitted in Partial Fulfillment of the Requirements
For the Award of
Degree of B.Tech
To
Guru Gobind Singh Indraprastha University, Delhi

Under the Guidance of
Mr. Gokulesh Soni
(trainer)
Submitted By
VISHAKHA KUMARI
(05115602813)
Electronics and Communication Department

Northern India Engineering College
FC-26, Shastri Park, New Delhi
Aug-Dec,2015
ACKNOWLEDGEMENT
1
It is not possible to prepare a project report without the assistance &

encouragement of other people. This one is certainly no exception.
On the very outset of this report, I would like to extend my sincere &
heartfelt obligation towards all the personages who have helped me in this
endeavor.
Without their active guidance, help, cooperation & encouragement, I would
not have made headway in the project.
I am ineffably indebted to DELHI METRO RAIL CORPORATION for
conscientious guidance and encouragement to accomplish this assignment.
I am extremely thankful and pay my gratitude to all the faculties of DMRC
for their valuable guidance and support on completion of this project in its
presently.
I am also thankful to Dr. Rajeev Sharma, H.O.D of Electronics and
Communication Engineering Department, Northern India
Engineering College, New Delhi for his constant encouragement,
valuable suggestions and moral support and blessings
I extend my gratitude to AIACT&R for giving me this opportunity. I also
acknowledge with a deep sense of reverence, my gratitude towards my
parents and member of my family, who has always supported me morally as
well as economically.
At last but not least gratitude goes to all of my friends who directly or
indirectly helped me to complete this project report.
Any omission in this brief acknowledgement does not mean lack of gratitude
THANKING YOU
VISHAKHA KUMARI
05115602813
INDEX
(1).System of working
Continuous automatic train control system pg no.-4

Automatic train supervision system pg no.-5
Automatic train protection system pg no.-5
Automatic train tracking and monitoring pg no.-6
(2). Signal
Explaination pg no.-7
(3).Description of signal
Cab signal pg no.-8

Fixed signal pg no.-9
Depot signal pg no.-10
Hand signal pg no.-10
(4).Speed and working of trains

Speed pg no.-11
Working pg no.-12-13
SYSTEM OF
WORKING
CONTINUOUS AUTOMATIC TRAIN CONTROL
SYSTEM (CATC)
The Continuous Automatic Train Control system works on the
principle of target speed and target distance with Cab Signaling by
means of continuous transmission between trackside and train
through suitable approved means, ensuring safe movement of all
trains under all operating conditions by continuously generating a
safe operating envelope defined by the limit of movement
authority and the maximum safe speed.
C ATC
AT S
AT P
ATS-AUTOMATIC TRAIN SUPERVISION

It provides schedule & monitors whether train is following the
schedule or not for normal operation of train.
FUNCTIONS OF ATS-:
Train dispatching as per the approved time schedules.
Adjustment of station dwell time , to regulate traffic under
disruption.
Computation of train schedule & train time tables.
Monitoring of train position & progress
Display of train service status to traffic controller.
Logging & compilation of events/records.
Execution of instructions received from the traffic controller, like
station skip, keep door closed, train hold etc.
Interface to PAS/PIDS and train ratio.
ATP-AUTOMATIC TRAIN PROTECTION

FUNCTIONS OF ATP-:
It provides target speed and target distance for a moving
train.
It controls acceleration, braking, costing mode.
It provide all indications necessary to operate the train.
It determines continuously the maximum safe speed and limit
of movement authority.
It open train doors on correct side when the train is docked.
AUTOMATIC TRAIN TRACKING AND

MONITORING-:
This function is based on track occupied and signal messages from
the interlocking. Every train is identified by its Train Identification
No. (TID). The TID assignment at the entry station can be carried
out manually or automatically by the online time table
management system.
The train supervision gets the track occupied messages from the
interlockings, which enable the section wise stepping of the TID on
the display and its indication in the display sections.
Train identification information is used to update and control
internal database.
SIGNALS
(1) The following signals ARE used for controlling the movements
of trains on the Metro Railway, namely:(a) cab signals;
(b) fixed signals; and
(c) hand signals.
(2) The aspects displayed by fixed signals are the same by day
and by the night, in open and in tunnels.
(3) A fixed signal be placed, where practicable, on the left hand
side of the track to which it refers, unless authorized otherwise
under special instructions, and shall be visible from such a
distance as will enable a Train Operator to brake a train from
twenty five kilometer per hour speed to stop before reaching the
fixed signal and a repeater signal shall be provided at locations
where due to obstructions such visibility is not available, except in
depot.
DESCRIPTION OF SIGNALS
(1) CAB SIGNALS
(i) Train movements on running tracks shall normally be governed
by the Automatic Train Protection system which displays to the
Train Operator in the operating console(a) Actual speed of the train;
(b) The maximum permitted speed at each point of travel;
(c) The distance the train is currently authorized to travel (where
provided);
(d) System alarms; and
(e) Messages.
(ii) If the target speed indication and the target distance
indication, where provided, are greater than zero, the indication is
referred to as PROCEED indication;
(iii) If either of these indications is 0, the indication is referred to
as STOP indication;
(iv) The Train Operator is authorised to drive his Train upto the
indicated speed as far as authority has been given for such
purpose.
(2) FIXED SIGNALS

(i) On main lines, fixed signals are color light signals, either
showing two aspects or three aspects;
(ii) Two aspects fixed signals, where provided, shall be capable of
showing a Red or a White or violet aspect;
(a) A Red aspect indicates that a train must be brought to STOP
short of the signal;
(b) A White or violet aspect indicates that the route is set and
locked but may not be fully clear up to the next fixed signal and a
train operating under cab signals may proceed under the authority
of the cab signals but a train operating on the sole authority of line
side signals must stop and seek instructions from the Traffic
Controller;
(iii) Three aspect signals, where provided, shall be capable of
showing a Red, White or Violet or Green aspect.
(c) A Green aspect indicates that the route is cleared to the next
fixedsignal and the train may proceed as far as the next fixed
signal;
(iv) When a fixed signal is not in use, the aspect shall be covered
and the cover shall display two crossed white bars on a black
background, the bars being not less than thirty centimeter long
and ten centimeter wide.
(3) DEPOT SIGNALS

(i) In depots, fixed signals may be colour light or position light
type. Colour light type using Red and Yellow aspects should be
used in the manner as specified below:
(a) A Red aspect indicates that a train must be brought to STOP
short of the signal;
(b) A Yellow aspect indicates that the route is set, locked and
clear and a train may proceed in Restricted Manual mode as far
as the line is clear and the Train Operator must keep a good look
out for any obstruction;
(ii) In position light type signaling
(a) Two white lights displayed horizontally shall mean that a train
must stop.
(4) HAND SIGNALS

(i) Hand Signals shall normally be used only for the shunting of
work train in depot, or at the site of work, or in extreme
emergency;
(ii) Any light other than Green or any object waived violently
shall be interpreted as a stop signal;
(iii) STOP shall be indicated by
(a) A Red lamp;
(b) Raising of both arms above the head;
(c) Waving a white light rapidly from side to side
(d) A Red flag;
(iv) PROCEED shall be indicated by a Green lamp or green flag
held steadly
10
SPEED AND WORKING OF

TRAINS
WORKING(1).Every effort shall be made by Operations Control Centre Staff,
station staff and train staff to ensure that scheduled intervals
between trains are maintained.
(2) The Traffic Controller shall be responsible for maintaining the
services at the scheduled level as far as practicable and for
restoring the train services following a delay or disruption.
(3) The Traffic Controller at the Operations Control Centre may
adjust the timetable and may intervene manually to set and clear
routes if the timetable needs to be varied or in the event of a
major disruption.
(4) Each Train Operator shall start his train from terminal station as
soon as he gets the Departure Order Indication.
(5) Each Train Operator shall start his train from each intermediate
station at the time indicated by the Departure Order Indication.
(6) Each Train Operator shall follow any instruction from the Traffic
Controller which varies the scheduled timings of his train.
11
SPEED OF TRAINS
(1) Every train shall be run on each line of the Metro Railway
within the limits of speed as specified in the approved special
instructions.
(2) The speed of the trains in Automatic Mode shall be
automatically controlled by the Continuous Automatic Train Control
system.
(3) In Coded Manual mode, the T r a i n O p e r a t o r shall
regulate the speed of the trains according to the cab signals, the
maximum permissible speed shall not be exceeded and the speed
of the train shall be such that it can be stopped within the distance
indicated, as being the limit of safety, and the failure to do so shall
result in irrevocable application of emergency brakes which shall
be viewed as a failure on the part of the Train Operator.
(4) In Restricted Manual mode or Run On Sight Mode, as the case
may be, the maximum speed of the trains shall be automatically
regulated to twenty five kilometer per hour and the T r a i n O p e r
a t o r shall further restrict the speed as required by special
instructions.
(5) In Cut out mode, the speed of train shall be manually regulated
by the Train Operator as required and the power to the train
propulsion system shall be cut off above twenty five kilometer per
hour in case of Low speed cut out mode and, forty kilometer per
hour in case of High speed cut out mode, where provided, and the
Train Operator varied or in the event of a major disruption.
(6) The maximum train speed, when passing through a station
platform, shall be as per the Approved Special Instructions, and in
12
case it is not possible to close any platform screen door or

platform edge door, where provided , while receiving, dispatching
or passing any train, the speed of the train shall be restricted to
twenty kilometer per hour and an audible warning shall be
sounded while entering or leaving the platform.
(7) The maximum speed of trains in shunting shall not exceed the
speed limit as prescribed in the Approved Special Instructions in
case of main line, and special instructions on other lines.
(8) The speed of train in condition of poor visibility while operating
in Restricted Manual Mode or Run On Sight Mode or Cut Out Mode
shall be governed by special instructions.
13
Reference
DMRC library
Government of India, Ministry of Urban Developement
DMRC website
14

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SUMMER TRAINING REPORT

Signaling & telecommunication

Guru Gobind Singh Indraprastha University, Delhi

Electronics and Communication Department

It is not possible to prepare a project report without the assistance &

Continuous automatic train control system pg no.-4

Cab signal pg no.-8

(4).Speed and working of trains

ATS-AUTOMATIC TRAIN SUPERVISION

ATP-AUTOMATIC TRAIN PROTECTION

AUTOMATIC TRAIN TRACKING AND

(2) FIXED SIGNALS

(3) DEPOT SIGNALS

(4) HAND SIGNALS

SPEED AND WORKING OF

case it is not possible to close any platform screen door or

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