I

DELHI METRO RAIL CORPORATIO LIMITED

TELECOMMUNICATIO
MANUAL
(VERSION-II)
YEAR 2010
 ,.

Preface

Delhi Metro Rail Corporation Ltd is committed to provide Safety and Efficient
Transportation System. The Telecommunication system acts as a major support
system in all fields of operations, be it train running, depot operations, the simple
communication in an office or transfer of complex digital data to various technical.
systems. In this context, the need for adoption of standard practices for
Telecommunication systems is of vital importance.

Considerable experience has been gained in the installation, operations and

maintenance of telecommunication assets since DMRC began its operations in 2002.

This provisional Telecommunication Manual is result of efforts put in by

Sh. R.C. Sharma, Retd. Additional Member, Railway Board and S&T Engineers of
Delhi Metro Rail Corporations Ltd. This will serve as a useful guide and compendium
of instructions to all officers and staff of. S&T Department to develop better know how
of the prevalent system in respect of installation, maintenance and operations.

The manual should be reviewed periodically to update with new knowledge and
developments.

~~~---
/"1

(Raj Kumar)
.l

Director Operations
February 2010

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 Delhi Metro Rail Corporation

TABLE OF CONTENT

CHAPTER CHAPTER TITLE & SUB-TITLES PAGE

NO. NO.

1 OVERVIEW OF TELECOMMUNICATION SYSTEMS IN

DELHI METRO RAIL CORPORATION.

1.1 General. 1.1

1.2 Fibre Optic Transmission System (FOTS). 1.2
1.3 Telephone System. 1.3
1.4 Train Radio System. 1.3
1.5 Public Address System (PAS). 1.3
1.6 Passenger Information Display System (PIDS). 1.3
1.7 Closed Circuit Television System (CCTV). 1.4
1.8 Non-Power Supervisory Control and Data Acquisition 1.4
System (NP-SCADA).
1.9 Performance Requirements. 1.4
1.10 Man Machine Interface. 1.6

2 ORGANISATION OF S&T DEPARTMENT.

2.1 Organisation in Headquarters Office. 2.1

2.2 Organisation in Field for Operation & maintenance. 2.1
2.3 Technical Staff. 2.1
2.4 Staff under Supervisors. 2.2
2.5 Strength and Charges of Staff. 2.2
2.6 Designation and Code Initials. 2.3

3 FIBRE OPTICAL TRANSMISSION SYSTEM.

3.1 General. 3.1

3.2 Performance Requirements. 3.1
3.3 Optical Fibre Cable Backbone Network. 3.2
3.4 SDH Network. 3.3
3.5 Access Network. 3.3
3.6 Channel Interfaces. 3.4
3.7 FOTS Network Synchronisation. 3.4
3.8 Network Protection. 3.5
3.9 FOTS Management System. 3.5
3.10 Communication System Supervisor (CSS). 3.8

4 RADIO SYSTEM.

4.1 General. 4.1

4.2 Performance Requirements. 4.2

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 Delhi Metro Rail Corporation

4.3 Functional Requirements. 4.3

4.4 User Access. 4.5
4.5 System Call Types. 4.6
4.6 Radio Control Workstation. 4.9
4.7 Train Radio Operation. 4.11
4.8 Hand Portable User Radio Calls. 4.17
4.9 Station Radio Calls. 4.18
4.10 Depot Operation Radio Calls. 4.18
4.11 OCC / BCC Radio Calls. 4.19
4.12 Network Management System. 4.20
4.13 Design Requirements. 4.22

5 TELEPHONE SYSTEM.

5.1 General. 5.1

5.2 Performance Requirements. 5.2
5.3 EPABX Network. 5.3
5.4 Direct Line Communication System. 5.10
5.5 Centraliosed Digital Recording System. 5.12
5.6 Telephone Network Management System. 5.13

6 CLOCK SYSTEM.

6.1 General. 6.1

6.2 Master Clock System. 6.1
6.3 Slave Clocks. 6.2
6.4 Performance Requirements. 6.3

7 CLOSED CIRCUIT TELEVISION SYSTEM.

7.1 General. 7.1

7.2 Performance Requirements. 7.2
7.3 Functional Requirements. 7.3
7.4 CCTV Equipments. 7.6

8 PUBLIC ADDRESS SYSTEM.

8.1 General. 8.1

8.2 Performanc Requirements. 8.2
8.3 Functional Requirements. 8.3
8.4 PAS Management System. 8.7
8.5 Fault & Alarm Management. 8.7
8.6 Fault Diagnostics. 8.8
8.7 PAS Equipments. 8.9

9 PASSENGER INFORMATION DISPLAY SYSTEM.

9.1 General. 9.1

9.2 Performance Requirements. 9.1

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9.3 Functional Requirements. 9.3

9.4 PIDS Display Boards. 9.8
9.5 Man Machine Interface. 9.9
9.6 PIDS Management System. 9.13
9.7 PIDS Equipments. 9.17

10 NP SCADA SYSTEM.

10.1 General. 10.1

10.2 Interface Equipments of NP-SCADA. 10.2
10.3 Performance Requirements. 10.6
10.4 Functional Requirements. 10.7
10.5 NP-SCADA Equipments. 10.8
10.6 Facilities at OCC / BCC. 10.10
10.7 Software. 10.11
10.8 MMI Requirements. 10.12
10.9 Event Logging Requirements. 10.19
10.10 Access Requirements. 10.20
10.11 Time Synchronisation. 10.20

11 FACILITIES IN DEPOTS.

11.1 General. 11.1

11.2 Telecommunication Facilities in Depots. 11.1
11.3 Telecommunication Facilities in Offices, Training Centre & 11.2
Laboratories.
11.4 Telecommunication Facilities with Traction Power 11.3
Controller in Electrical Sub-station.
11.5 Telecommunication Facilities with Track Fault 11.3
Management Controller.

12 LINE PLANT.

12.1 General. 12.1

12.2 Cable Laying. 12.1
12.3 Marshalling & Termination of Circuits. 12.4
12.4 Earthing. 12.6
12.5 Transient Protection. 12.8

13 POWER SUPPLY SYSTEM.

13.1 General. 13.1

13.2 Un-interrupted Power Supply System. 13.1
13.3 Battery Backup System. 13.3
13.4 Design Requirements. 13.4

14 INSTALLATION & COMMISSIONING OF WORKS.

14.1 General. 14.1

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14.2 Installation Works. 14.1

14.3 Testing & Commissioning. 14.2

15 MAINTENANCE & INSPECTION.

15.1 General. 15.1

15.2 Maintenance Activities. 15.2
15.3 Duty List of Section Engineer. 15.4
15.4 Duty List of System Analyst. 15.6
15.5 Duty List of Mechanics. 15.7
15.6 Duty List of Signal & Telecommunication Engineer. 15.9
15.7 Duty List of CSS 15.9
15.8 Stores 15.11
15.9 Maintenance Schedules. 15.12
15.10 Inspections and Inspection Schedules. 15.14
15.11 Failure Rectification and Escalation Procedure. 15.15
15.12 Strategy for Repairs. 15.16
15.13 Strategy for Spares. 15.17

APPENDICES.

A.1 Abbreviations. A1.1

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1. OVERVIEW OF TELECOMMUNICATION SYSTEMS IN DMRC

This manual is applicable for the communication systems provided on all the lines
(Standard gauge, broad gauge etc) of Delhi Metro Rail System.

1.1 GENERAL:

1.1.1 For efficient Railway Management and Operations, it is essential to have a well
organised Telecommunication Network covering strategic locations like OCC ,
Stations, Rolling Stock Depots and Maintenance Depots. It is also equally
essential to have reliable links between strategic locations, moving Trains and
Staff working along the Railway Track.

1.1.2 The Telecommunication System shall provide all necessary communication

channels / links for carrying Voice, Data and Video Signals for Management
Control and Operations, irrespective of the Track Gauge. The underground
portion of the network is referred as Metro Corridor and the elevated portion as
the Rail Corridor.

1.1.3 The Backbone Transmission Network shall be built of Fibre Optic Transmission
System (FOTS) and shall be of high Quality, shall have high Reliability,
Availability, Serviceability and Expandability.

1.1.4 Telephone Sub-system shall comprise of Telephone Exchanges installed at

Stations, OCC, Rolling Stock & Maintenance Depots, DMRC Headquarter Office
and other strategic locations within DMRTS. These will be interlinked together
with the Channels drawn from the Backbone Network of FOTS to facilitate direct
dialing from one location in DMRTS to the other.

1.1.5 System for Control and Supervision of Trains shall be of Direct Telephone Line
(DTL) type and shall constitute a non-Blocking and Vital communication link.

1.1.6 Links between OCC, Strategic locations, Staff working along the Railway Track
and moving Trains shall be part of a Train Radio System. The Train Radio shall
also be used for Depot Operations.

1.1.7 In the Stations and Depots, a Public Address System (PAS) shall be provided for
making announcements to Passengers regarding Train Arrival / Departure and
shall work as the primary means of communication with Passengers and Staff
during emergencies. In the normal case, Audio broadcast shall be made at
Stations from the Station Control Room (SCR) and in a Train by the Driver. It
shall, however, be also possible for the OCC to make direct announcements to
any Station, Group of Stations or all Stations and to Passengers in the selected
moving Trains.

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1.1.8 The Passenger Information Display System (PIDS) shall be the primary means of
visual communications with Passengers at Station Concourses and Platforms for
the notification of scheduled Train Arrivals / Departures and for operational,
normal and emergency including evacuation message displays to Passengers. In
the normal case, PIDS at Stations shall be accessed from the Station Control
Room (SCR). It shall, however, be also possible for the OCC to directly access
and control the dispatch of messages, via PIDS, to any Station, Group of
Stations or all Stations.

1.1.9 At all the Stations entraining and detraining at Platforms shall be secured by
using Closed Circuit Television (CCTV) System. A CCTV Surveillance System
shall be built for supervising strategic locations like AFC Gates, Ticketing Offices,
Escalators and Platform operational area to ensure safe Operation of the Metro.
This system shall be supervised mainly from Station Control Room but the Video
Signals shall also be transmitted to the OCC from the Stations for remote
Supervision there from.

1.1.10 Master Clock System shall be provided to distribute Time Signal to all the Clocks
at Stations and Depots, OCC and at other important locations in DMRTS.

1.2 FIBRE OPTIC TRANSMISSION SYSTEM (FOTS):

1.2.1 FOTS shall provide a common Transmission Backbone for all the
Telecommunication Sub-systems and shall have sufficient Transmission
Bandwidth to cater for current operational needs of the Metro and Rail Corridors
as well as for future system expansion.

1.2.2 FOTS shall be equipped with a Network Management System (NMS) to provide
Status Monitoring, Configuration, Analysis and Control of the various Network
Elements.

1.2.3 Master Clock System shall be part of FOTS and shall be equipped to provide the
Master Clock sources for Network Synchronisation and reference timing Signal
distribution for other Sub-systems, designated Systems and all Slave Clocks at
Stations, Depots, OCC and other important locations in DMRTS.

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1.3 TELEPHONE SYSTEM:

1.3.1 Telephone System shall provide a Digital EPBAX based fixed Telephone
Network. It shall also encompass a Direct Line Telephone Communication
System to provide Direct Telephone lines for Train Operation, Traction Power
Supply Control and Maintenance Telephone lines for Track, Rolling Stock,
Signalling and Telecommunication. The Telephone System shall ensure instant
and un-interruptible communication between key locations of the DMRTS.

1.3.2 EPABX Network and Direct Line Telephone Communication System shall be
equipped with a common Network Management System to provide user Data
Management, Alarm Monitoring, Performance Monitoring and System
Administration functions.

1.3.3 The Telephone System shall also provide Emergency Telephones from the
Direct Line Telephone System at fixed locations, close to the cross passages
along the Tunnels / Guide ways. The Network of Telephones shall be accessible
from SCR / OCC / .

1.4 TRAIN RADIO SYSTEM:

1.4.1 The Train Radio System shall comprise the following main functional elements:

(i) Train Radio to OCC / and vice-versa.

(ii) Hand Portable Phone to OCC / and vice-versa.
(iii) Hand Portable Phone to DCC and vice-versa.
(iv) Hand Portable Phone to Hand Portable Phone.
(v) SCR to OCC / and Hand Portable Phone / Train Mobiles and
vice-versa.
(vi) Distress Call between the Train-borne Mobile and Hand Portable
Phone as well as between Hand Portable Phones.

1.5 PUBLIC ADDRESS SYSTEM (PAS):

1.5.1 The Public Address System (PAS) shall enable broadcasting of voice messages
to Passengers / Staff in all Stations, Depots and OCC / and DMRTS
Headquarter. It shall also be used for emergency evacuation broadcast in case of
emergencies.

1.5.2 The PAS Announcements shall be coordinated automatically with PIDS for Real
Time Passenger Audio Broadcasts and Visual information for Train Arrival /
Departure.

1.6 PASSENGER INFORMATION DISPLAY SYSTEM (PIDS):

1.6.1 PIDS will be triggered by TC&S System and shall automatically provide real time
visual Information about Train Arrival / Departure throughout the Station. PIDS
shall enable the Operator in SCR / OCC to display routine and special
emergency messages for Passengers and Staff in Stations and in Concourse at
intermediate and end terminal Stations and interchange Stations.

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1.6.2 The PIDS Displays shall be coordinated automatically with PAS for Real Time
Passenger Audio Broadcasts and Visual information for Train Arrival / Departure.

1.6.3 The PIDS and PAS shall respond to special Train running interrupt messages
from the Train Control & Signalling System (TC&S).

1.7 CLOSED CIRCUIT TELEVISION SYSTEM (CCTV):

1.7.1 CCTV System shall be provided for Real Time, colour visual Surveillance through
colour display of all public and selected areas of Stations throughout the Metro
Corridor. It shall be supervised locally from the Station Control Rooms and
remotely from the OCC.

1.7.2 CCTV System shall also cover all Platforms on the Metro Corridor to provide
Train Drivers with a clear, un-obstructed view of the entire length of the Train
from the driving Cab. The System shall also cater for reverse running of the
Trains in the event of Single Line working.

1.8 NON-POWER SUPERVISORY CONTROL AND DATA ACQUISITION SYSTEM

(NPSCADA):

1.8.1 The NP-SCADA, besides monitoring of the functioning of various Equipments

and Sub-systems, shall also provide relevant data / information to enable the
Maintenance Staff to assess the need for unscheduled Preventive Maintenance
based on the degradation of normal operating parameters.

1.8.2 Interface equipment locations of NP-SCADA System, for reasons of monitoring,

shall be distributed into various areas throughout the Metro and Rail Corridors
including Station Equipment Rooms / Locations, Station Control Rooms, OCC /
Equipment Rooms, OCC / Operation Theatre and other OCC / Rooms.

1.8.3 Sensors for Seismic Activity detection shall be installed at one suitable location
on the Metro / Rail Corridor System with Interface Terminals provided in the
concerning Station TER.

1.8.4 Sensors for activating Intrusion Alarm shall be located at strategic locations
within the Station and a Control Panel provided within the SCR.

1.9 PERFORMANCE REQUIREMENTS:

1.9.1 Reliability Requirements:

(i) System shall facilitate normal Train and Station operation,

Management of possible incidents and abnormal operations as
well as of emergencies.

(ii) System shall, to the extent possible, have no credible failure

mode, which will directly cause an interruption or delay in the
Train services.

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(iii) Error Detection and Correction mechanism shall be included in the

communication links as appropriate depending on the nature and
functional criticality of the data conveyed.

(iv) The Design of the Equipments and System shall be such so as to:

(a) Minimise the need for frequent Preventive

Maintenance.

(b) Prevent failures or breakdown due to invalid or

incorrect inputs.

(c) Ensure operation without degradation in quality,

performance or loss of function in the
electromagnetic environment prevalent in a
standard Mass Rapid Transit Railway System
(MRTS).

(d) Minimise the risk of fire.

(e) Minimise the build-up of Static, as well as the

effects of Static discharge during maintenance.

(v) Electromagnetic Compatibility (EMC):

(a) System shall be adequately protected against

Electrostatic Interference (ESI) and
Electromagnetic Interference (EMI) among the
Systems of Metro Corridor and Rail Corridor and in
this respect shall conform to relevant International
Immunity Standards. The EMC Severity levels for
Industrial Equipment shall apply.

(b) System shall be designed to be immune to the

radiated interference from various Transmitters
which are likely to be installed near the sensors,
cables and other equipments.

(c) The design of Software also shall take into

consideration that with the Interference injected into
the System, it is possible to produce an abnormal
condition.

1.9.2 Availability Requirements:

(b) Minimum Availability figures for the various subsystems shall be

as under:

S. No. Subsystem Availabilty

Requirements

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1. FOTS > 99.995%

2. Telephone System – Emergency > 99.995%
Telephone services.
3. Telephone System – Other than > 99.99%
Emergency Telephone services.
4. Train Radio System > 99.95%
5. PAS > 99.99%
6. PIDS > 99.95%
7. CCTV > 99.95%
8. Master Clock System > 99.995%

(ii) Equipment duplication, hot-standby protection, parallel-run, path

diversity etc. shall be adopted, wherever necessary and
appropriate to meet the required availability.

(iii) Switchover between redundant equipment, or between redundant

routings, shall occur automatically and immediately upon failure
and shall be transparent to the users. Toggling in switchovers
shall be prevented.

(iv) All Telecommunication equipment shall be designed for operation

in the temperatures of (-) 200 C to (+) 550 C.

1.9.3 Maintainability Requirements:

(i) The MTTR figures for restoring the operation of the System from
fault condition shall not be more than 4 Hours (all inclusive).

(ii) System shall have a minimum of 15 Years of service life operating

continuously. The life of all cables including leaky Coaxial cables,
Telephone cables and Optical Fibre cables shall not be lower than
25 Years.

1.9.4 Serviceability Requirements:

(i) The design of all Subsystems and the System shall be modular
and suitably structured.

(ii) All plug-in modules shall permit hot Swapping.

1.10 MAN MACHINE INTERFACE (MMI):

(i) All Man-Machine Interfaces shall be designed taking in to

consideration the risk of Repetitive Strain Injury, Eye strain and
Radiation induced illness to Staff operating such Interfaces.

(ii) All Man-Machine Interfaces (MMI) for the Staff to operate, control,
monitor and maintain the System shall be user friendly, be of
consistent design and shall adopt similar convention across all the
subsystems.

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2. ORGANISATION OF SIGNAL & TELECOMMUNICATION DEPARTMENT

2.1 ORGANISATION

2.1.1 The Executive Director Signal and Telecommunication (ED/S&T) or Chief

Signal and Telecommunication Engineers (CSTE): He is the Administrative
Head of the Signal & Telecommunication Department and is responsible to the
concerned Director and the Managing Director for effective and efficient
functioning of the Department.

2.1.2 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and
Telecommunication Engineers (CSTE), shall be assisted in their work by a team
of Officers which may consist of Deputy Chief Signal & Telecommunication
Engineers, Deputy General Managers, and other Officers for the Upkeep and
Maintenance of Signal and Telecommunication equipments.

2.1.3 He shall lay down the Duties and Responsibilities of each of the Officers of
Headquarters Organisation.

2.1.4 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and
Telecommunication Engineers (CSTE) shall be the overall in charge of S&T
Cadre in DMRC.

2.1.5 Executive Director Signal and Telecommunication (ED/S&T) or Chief Signal and
Telecommunication Engineers (CSTE) shall be assisted in his work by a team of
Officers which may consist of one or more Deputy General Managers (S&T),
Divisional Signal & Telecommunication Engineers (DSTEs) and Assistant Signal
& Telecommunication Engineers (ASTEs).

2.2 TECHNICAL STAFF:

2.2.1 The first level of Maintenance on the section shall be with Section Engineers /
Junior Engineers who shall be responsible for day-to-day monitoring and
ensuring normal working of all communication Sub-systems in their respective
sections. Section Engineers shall take up immediate Corrective Maintenance
Works on the communication Sub-systems installed in their sections, as and
when required. Section Engineers shall be assisted in their work by one or more
Junior Engineers.

2.2.2 Section Engineers /Junior Engineers / Senior System Analysts shall be assisted
by the Electronics Mechanics (EM), Semi-skilled Electronics Mechanics (SSEM),
Fitters and Master Crafts Man (MCM), whose strength shall be fixed in
accordance with the density of the Work and other local conditions.

2.2.3 Senior System Analysts/System Analysts shall be responsible for Analysis in to

the Software Bugs, as and when reported. They shall be also responsible for
periodically updating the Software and maintaining Back-ups.

2.2.4 Maintenance and Breakdown Gangs comprising of Electronics Mechanics (EM),

Fitters and Master Crafts Man (MCM) shall be provided with Junior

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Engineers/System Analysts for attending to the works pertaining to Day-to-Day

Maintenance activities.

2.2.5 Section Engineers / Senior System Analysts shall also be responsible for
execution of all Works involving alterations to existing Installations and
Installation & Commissioning of new equipments, as and when required.

2.2.6 There shall be a Communication System Supervisor (CSS), located at

Operations Control Centre (OCC), for coordinating with Traffic Controller on one
hand and communication Corrective & Preventive Maintenance Staff on the other
hand. He shall also be responsible for monitoring the functioning of
Telecommunication Systems and ensuring that Maintenance activities are being
carried out as per schedules in vogue. He shall also be entrusted with the task of
arranging Maintenance Blocks for Corrective / Preventive Maintenance.

2.2.7 Section Engineers / Junior Engineers / Senior System Analysts shall report to
their respective ASTE (Sig.) and DSTE (Sig.).

2.3 REPAIR LABORATORIES:

2.3.1 Repair Laboratories shall be set up in Depots or any other convenient Locations
to undertake minor & major repairs to Line Side Replaceable Units (LRUs), Sub-
systems and other equipment taken out from the Site.

2.3.2 Repaired and Spare Cards / Parts / Components / Sub-systems shall be housed
in Store Shed / Stations.

2.3.3 Repair Laboratories shall be headed by one or more SSEs / SEs, depending
upon the Workload and complexity of the Work to be carried out in the Labs.

2.4 STRENGTH AND CHARGES OF STAFF:

2.4.1 The Strength and Charges of Supervisory, Maintenance and Support Staff as
also the Maintenance and Breakdown Gangs shall be in accordance with a
workload assessed with due consideration to Standard of the communication
Systems provided, Types of Installations, Density of Train Traffic and general
importance of the section. This shall also provide for Staff Provisions in respect
of Leave Reserves and Rest Givers.

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3. FIBRE OPTICAL TRANSMISSION SYSTEM

3.1 GENERAL:

3.1.1 FOTS shall provide a common Transmission Backbone Network of Voice, Data
and Video Signals between all Stations, OCC, Depots and DMRTS
Headquarters. with sufficient transmission Bandwidth to cater for DMRC
operational needs of the Metro and Rail Corridors as well as of the future system
expansion.

3.1.2 FOTS shall be a Synchronous Digital Hierarchy (SDH) Fibre Optic Transmission
Network based on Open Standards and fully conforming to the ITU
Recommendations. Mode of transmission shall include the following:

(i) Point-to-Point.
(ii) Point-to-multi Point.
(iii) Drop-and-Insert.
(iv) Cross-connect.
(v) Any other modes required for the implementation of the Sub-
systems.

3.1.3 The FOTS equipment shall operate satisfactorily at 48 V +/- 20% DC. The
equipment shall be capable of withstanding voltage spikes of up to 3 Volts over
the maximum voltage.

3.1.4 Communication Channels shall be required for the Telephone subsystem,

Control and Supervision of Trains from the OCC & Traction Power Control (TPC),
AFC subsystem and other admin / data communication needs of the DMRTS.

3.1.5 The equipment design of FOTS shall be of standard rack with plug-in units. Hot
swapping of the plug-in units shall not affect the equipment operation.

3.1.6 The equipment shall be equipped with protected test points for measurement and
performance monitoring without affecting the traffic. Test access facilities shall be
provided at different transmission levels.

3.2 PERFORMANCE REQUIREMENTS:

3.2.1 Reliability Requirements: FOTS equipment shall comply with the following
Reliability figures:

FOTS Equipment MTBF (Hours)

SDH Node Equipment > 200,000 Hrs.
Access Multiplexers > 50,000 Hrs.
Work Station > 50,000 Hrs.
Master Clock > 50,000 Hrs.
Sub-master Clock > 50,000 Hrs.
GPS Receiver > 50,000 Hrs.
UPS and Battery Backup System > 50,000 Hrs.

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3.2.2 Availability Requirements: Availability of FOTS equipment at circuit and Sub-

system level shall be as under:

FOTS Equipment Availability (%)

Any circuit at 2 Mbps or higher level Better than 99.999%
Any circuit below 2 Mbps level Better than 99.995%
Master Clock Equipment & Communication Better than 99.99%
System Supervisor
Network Management System (NMS) Better than 99.5%

3.2.3 Maintainability Requirements:

(i) Mean Time to Restore (MTTR) of FOTS or its Sub-systems shall

be less than 4 Hours (all inclusive).

(ii) Service Life:

(a) FOTS & Master Clock System: 15 Years.

(b) Communication System Supervisor: 15 Years.
(c) UPS except VRLA Cell Blocks: 15 Years.
(d) VRLA Cell Blocks: 10 Years.
(e) All types of Cables: 25 Years.

3.2.4 Maximum Traffic Interruption Time under Failure Conditions: The maximum
traffic interruption time on any circuit due to Link, Node or any other Failure shall
be less than 50 m sec. This shall include the time duration for protection
switching completion in accordance with the sequence of events below:

(i) From the onset of a failure detection to the completion of

protection switching.

(ii) From the clearing of a failure to the completion of protection

switching restoration in case of revertive switching.

(iii) From the activation of the restoration command to the completion

of protection switching restoration in case of non-revertive
switching.

(iv) Reframing time required by SDH Equipment, Multiplexers, Optical

Line Terminal and Data Modems.

3.3 OPTICAL FIBRE CABLE BACKBONE NETWORK:

3.3.1 Optical Fibre Cable Backbone Network shall be formed by two Mono Mode
Optical Fibre Cables having a minimum Fibre count of 24, one laid along the Up
Track and the other along the Down Track, both for Metro and Rail Corridors.
The Normal and Protected Routes shall be routed through different Optical Fibre
Cables with Path Diversity.

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3.3.2 The Optical Fibre Cables within Station shall also be laid along different Routes
with maximum Route Diversity.

3.4 SDH NETWORK:

3.4.1 SDH Nodes shall consist of STM Multiplexers with Optical Line Terminals
connected to Optical Fibre Cable Backbone network to form the SDH Network of
the FOTS. The SDH Network shall provide Dual and Self-healing protected
transmission paths.

3.4.2 Protection Switching Mechanisms shall be provided for the tributaries of the SDH
Node.

3.4.3 The Cross-connect type SDH Node shall support Cross-connect functions for
Signals at least at STM-1, E1 and 64 Kbps levels.

3.4.4 Each SDH Node shall be equipped with (1+1) redundant configuration at Optical
and Electrical level including Power supply, minimum STM-1 level, switching
modules and Mux Channelling up to Channel level card.

3.5 ACCESS NETWORK:

3.5.1 Each SDH Node shall be capable of providing direct access of tributary Signals
including the following:

(i) STM Optical and Electrical Signals of same or lower levels.

(ii) 2 Mbps or E1 tributaries.
(iii) Any other tributary of data rate between E1 & STM-1, as required.

3.5.2 Primary Order Multiplexer (PDMUX) (Access Multiplexer) shall be provided to

connect to the 2 Mbps tributaries of the SDH Node for direct access of Channel
circuits with data rate lower than 2 Mbps.

3.5.3 Primary Order Multiplexer (PDMUX) shall multiplex 30 Analogue and / or Data
Channels to 2048 Kbps CCITT compatible digital stream on send side and on
receive side it shall de-multiplex CCITT compatible 2048 Kbps digital stream to
30 Analogue / Data Channels.

3.5.4 Primary Order Multiplexer (PDMUX) shall have at least two 2048 Kbps Ports (P1
& P2) each for send and receive side. It shall be possible to drop / insert any
channel to P1 / P2 port or make a time slot through P1 port to P2 port and vice-
versa.

3.5.5 Channel circuits below 2 Mbps level shall be divided among the PDMUXes for
providing maximum diversity.

3.5.6 The Primary Multiplexer shall be provided with 1+1 protection for all Channel
levels (VF, Data etc.) with automatic switchover in case of fault.

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 Delhi Metro Rail Corporation

3.5.7 All the Channel circuits, including spare circuits, shall be terminated at the Main
Distribution Frame (MDF) and the Digital Distribution Frame (DDF) as
appropriate for direct access.

3.6 CHANNEL INTERFACES:

3.6.1 The Voice Interface shall be Pulse Code Modulated (PCM).

3.6.2 The Voice Interfaces shall include:

(i) Voice Interface with the selection of 2 W or 4 W E & M Signalling.

(ii) Voice Interface with Microphone current feeding, Subscriber Loop

Signalling, On Hook / Off Hook detection, Ring trip and Ringing
current provision.

(iii) ADPCM Equipment, either part of FOTS or the PAS Subsystem,

for carrying 7 KHz. Bandwidth near music quality Voice Channel
through 64 Kbps Channel.

(iv) Any other Voice Interface required by other Sub-systems.

3.6.3 The Data Interfaces shall support both Synchronous and Asynchronous data
communication and permit operation as both Data Terminal Equipment (DTE)
and Data Communication equipment (DCE).

3.6.4 The Data Interfaces shall include:

(i) 0-19.2 Kbps Synchronous / Asynchronous Data Interfaces.

(ii) 64 Kbps Synchronous Data Interfaces.

(iii) nx64 Kbps Synchronous Data Interfaces.

(iv) ISDN Basic Rate Interface with 2B + D Channels.

(v) Primary Rate Interface at 2.048 Mbps (30B + D).

(vi) Any other Data Interfaces required by other Sub-systems.

3.7 FOTS NETWORK SYNCHRONISATION:

3.7.1 FOTS Synchronisation shall adopt Master and Slave Synchronisation method.

3.7.2 SDH Equipment shall derive the synchronisation timing Signal from the following
in order of priority:

(i) Master Clock Equipment.

(ii) An Internal Clock of the SDH Equipment.
(iii) Incoming STM Signal.

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 Delhi Metro Rail Corporation

(iv) Incoming 2 Mbps Signal.

The SDH Equipment shall switch automatically to another timing reference, if the
selected timing reference is lost, under the criteria stipulated in ITU-TG.783.

3.7.3 Manual switchover to a specific synchronisation source irrespective of priority in

synchronisation source selection shall be provided and with password protection.
Manual switchover to a failed synchronisation source shall be prevented by the
Equipment.

3.7.4 Automatic re-configuration of a synchronisation source shall not cause any

interruptions or generation of errors into the Signals being transmitted by the
FOTS.

3.8 NETWORK PROTECTION:

3.8.1 The FOTS shall be provided with path protection with self-healing rings or
equivalent, multiples section protection and sub-network connection protection
functions, as applicable. Protection on Signal transmissions shall be provided for
Signals at STM level as well as lower order including VC-4, VC-3, VC-2 and VC-
1 levels.

3.8.2 No single failure shall affect the availability of FOTS and its Interfaces.

3.8.3 FOTS shall remain in operation and automatically reconfigure, if necessary,

without the need for control by the FOTS Management System, under the fault
conditions.

3.8.4 Failure of a single SDH Node shall not affect the operation of the remaining SDH
Nodes in the Network. Fault in any single Fibre Cable section shall not affect the
operation of any SDH Node.

3.8.5 Signal transmission shall be protected on a per path basis.

3.8.6 Normal and protected routes shall be routed through different Fibre Cables with
path diversity.

3.8.7 Automatic path protection switching shall occur upon detection of failure or alarm
conditions which will affect the quality of Signal transmission. The protection shall
be completed within 50 m sec.

3.8.8 Manual protection switching shall be initiated by a ‘Switch Command’ from the
FOTS Management System.

3.9 FOTS MANAGEMENT SYSTEM:

3.9.1 A FOTS Management System shall be provided for centralised and remote
control & monitoring of the FOTS including SDH Equipment, Primary Order
Multiplexers and Optical Line Terminals etc.

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 Delhi Metro Rail Corporation

3.9.2 FOTS Management System shall have an internal clock synchronised to the
Master Clock for the time and date information. The internal Clock shall allow
free running in case of loss of Signal from Master Clock.

3.9.3 The operational status and performance of all the network elements shall be
monitored on a real time basis by the FOTS Management System. The status
monitoring shall be down to the card level as a minimum.

3.9.4 The Network elements shall have alarm logging facilities so that a detailed
history of the failure alarms can be retrieved either locally using the Portable
Service Terminal or remotely by the FOTS Management System. Alarms to be
collected from Network elements shall include the following:

(i) Input failure.

(ii) Loss of frame adjustment.
(iii) High error rate alarm.
(iv) Loss of pointer.
(v) Loss of synchronisation.
(vi) Out of frame alignment.
(vii) Alarm indication.
(viii) High / Low Optical Power.
(ix) High Laser bias.
(x) Tributary unit failure.
(xi) External synchronisation failure.
(xii) Power unit failure.
(xiii) Mains power failure.
(xiv) Any card / Module failure.

All alarms generated by the System shall be self sustained until cleared.

3.9.5 Failure Alarms shall be classified into user configurable major / minor alarms. All
alarms and status changes shall be stored in local storage of network elements,
stored in mass storage device at OCC and output to the printer, on demand. All
alarms and status changes shall be stamped with time and date within an
accuracy of 1 second.

3.9.6 Each alarm log shall include details on the type and nature of the fault, alarm
category, fault location, date & time the fault is detected and date & time the fault
is cleared.

3.9.7 An audible alarm shall be given at the management workstation and shall be
reset by the maintenance staff on acknowledgement.

3.9.8 A local alarm indication for the network element shall be given and shall be reset
automatically when the alarm is cleared.

3.9.9 A summary alarm shall be provided at the Rack top to indicate the alarm status
of any element within the Rack. Summary alarm shall be reset automatically
when the alarm is cleared.

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 Delhi Metro Rail Corporation

3.9.10 The FOTS Management System shall provide function for user to enable and
disable output of alarm events to the log printer.

3.9.11 The FOTS Management System shall calculate, display and provide print-out of
the performance statistics for the FOTS. In-service performance monitoring for all
network elements shall include the following:

(i) Laser Bias current.

(ii) Optical Power transmitted.
(iii) Optical Power received.
(iv) Degraded duration in minutes.
(v) Severely error seconds.
(vi) Protection switching counts.
(vii) Protection switching duration.
(viii) Error seconds of the received E1 and above Signals and Signal
level of the received E1 and above Signals.
(ix) Error free seconds of the received E1 and above Signals.
(x) Bit Error Rate of the received E1 and above Signals.

3.9.12 Loss of power shall not cause any corruption or loss of data in the Network
elements and the Management system.

3.9.13 The In-service performance Data files shall be able to be transferred to disk or
any other storage media. The Data files shall be in format to allow analysis using
commercially available Softwares.

3.9.14 The FOTS Management System shall allow the user to configure all existing and
new circuits with the following functions:

(i) Frame position allocation.

(ii) Interface Port allocation.
(iii) Low speed (64 Kbps & Lower) Interface Card configuration.
(iv) Lower order multiplex time slot allocation and routing.
(v) Higher order multiplex / cross-connect switch configuration.
(vi) Logging of circuit routing data logged into configuration database.
(vii) Operator’s configuration checks function prior to main and backup
database update.

3.9.15 The FOTS Management System functions shall be performed via an user-friendly
Graphical User Interface (GUI) in real-time mode.

3.9.16 Performance Requirements: The System Response Times of the FOTS

Management system shall be as under:

(i) Commands presented to FOTS Management System from FOTS

Management Workstation shall be processed to produce an
appropriate output within 2 seconds maximum.

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 Delhi Metro Rail Corporation

(ii) Real-time data presented to the FOTS Management Workstation

from the network elements shall be processed to produce the
appropriate output within 2 seconds maximum.

(iii) Execution of parameter changes to SDH Nodes initiated from the

FOTS Management System shall be less than 2 seconds.

3.10 COMMUNICATION SYSTEM SUPERVISOR (CSS):

3.10.1 Communication System Supervisor (CSS) shall be provided at OCC to perform

the alarm and status monitoring. Systems to be monitored through volt free
contacts or exchange Protocols as applicable shall include the following:

(i) Master Clock System.

(ii) CCTV System.
(iii) PA System.
(iv) AFC System.
(v) Power supply System.
(vi) Telecommunication Equipment Rooms.
(vii) Management Systems for FOTS, Telephone System, Train Radio,
PIDS and PAS.
(viii) NP-SCADA System for ECS, Tunnel ventilation, Lifts &
Escalators, LV Circuits, Rail Temperature, Seismic Activity and
Intrusion etc.

3.10.2 CSS functions shall be performed via an user friendly Graphical User Interface
(GUI) in real-time mode.

3.10.3 The CSS shall have an internal clock synchronised to the Master Clock for the
time and date information. The internal clock shall allow free running in case of
loss of Signal from the Master Clock. On restoration of the Master Clock, the
internal clock of the CSS should synchronise back to the Master Clock Signal.

3.10.4 Protection and alternative routes shall be provided for the CSS traffic in case of
faults in the FOTS.

3.10.5 In the event of failure of FOTS, the Remote Terminal Unit (RTU) of the CSS shall
continue to function as an autonomous system, maintaining a local data base
and all the Station facilities needed to operate the Station.

3.10.6 Out Stations shall be provided within the equipment room to interface to the other
equipment located there that requires connection to the CSS. Out Stations shall
be intelligent, capable of accommodating input / output Signals of digital / analog
/ pulse type shall be fully autonomous in operation and modular in construction. It
shall have self diagnostic features to enable testing in a stand alone mode.

3.10.7 CSS equipment shall operate satisfactorily in the very high ‘Electrical Noise’
environment expected in DMRTS. Equipment shall be immune to the effects of
conducted and radiated electrical interferences.

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 Delhi Metro Rail Corporation

3.10.8 It shall be possible to disable an Out Station locally or from the Workstation for
servicing or re-configuring without affecting other Stations.

3.10.9 Out Stations shall be capable of following functions and facilities:

(i) Alarm handling from discrete inputs and derived parameters.

(ii) At least two alarm levels for both positive and negative excursions
of all analog signals, with adjustable dead band.

(iii) Combining of digital inputs using Boolean functions to give

conditional outputs.

3.10.10 Performance Requirements: Speed of response to operator requests from the

Workstation, under conditions of maximum activity, shall not exceed:

(i) Display Page selection

response time
(Background): 1 Second.

(ii) Display of current data

in database
(Foreground): 1.5 Seconds.

(iii) Command response time: 3 Seconds.

(iv) Display of high sped alarms

after occurrence: 3 Seconds.

(v) Display of normal alarms: 5 Seconds.

(vi) Display of normal events

after occurrence: 10 Seconds.

*******

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 Delhi Metro Rail Corporation

4. TRAIN RADIO SYSTEM

4.1 GENERAL:

4.1.1 Radio System shall have Central Control Equipment at OCC for System-wide
Control and Monitoring. It System shall comprise of following Sub-Systems:

(i) Central Switching Equipment.

(ii) Base Stations.
(iii) Cab Equipment – the Train Radio.
(iv) Antenna Network.
(v) User Access Interface.
(vi) Hand Portable Radios.

4.1.2 The Central Switching Equipment shall be installed in OCC and shall be
designed to be highly reliable, fault-tolerant and capable of supporting non-stop
call processing functions. Hot Stand-by shall be provided for the Central
Switching Equipment with automatic change-over in the event of a failure of the
working unit. This change-over shall occur without interruption to the call
processing and shall be transparent to users.

4.1.2.1 Switching Controller shall also provide Interfaces to control the Gateways to
other types of Networks such as LAN, PSTN and EPABX etc.

4.1.3 Radio Base Stations shall be installed at selected locations to relay

communications between all the Radios in the Radio System. Base Stations shall
have fully redundant Control Modules in hot-standby mode of operation. Control
Modules shall interface with FOTS to transmit captured Audio and Data Signals
to the Central Control Equipment at OCC. Control Module shall also initiate the
Local Trunking Mode automatically upon detection of the loss of communication
link between Central Equipment and Local Equipment or in the event of detection
of failure of fault tolerant Central Equipment.

4.1.4 Radio System in the Metro Corridor shall have a Leaky Coaxial Cable (LCX)
along each Track in the Tunnels for communication with Train-borne Mobile
Radio and Hand-portables. Radio System in the Rail Corridor and in general at-
grade Metro Corridor shall have Tower mounted Antennae for wide area
coverage and LCX within the Stations, where necessary.

4.1.6 User Access Interface shall facilitate ease of operation. Interface with Controllers
at OCC / DCC shall be menu driven and make use of feature rich GUI.

4.1.7 The Radio System shall support both the Cab mounted Train Radio and Hand
Portable Radio for System operations, Maintenance and Security functions
through out the DMRTS operating area including Depots and upto 250 m radius
of the outdoor of DMRTS Hqrs.

4.1.8 Radio System shall be a Digital Trunked Radio System operating in the 380 - 400
MHz. Frequency Band conforming to TETRA Standards, as defined by ETSI. It
shall support both Voice and Data communications. The bit rate shall be 7.2

4.1
 Delhi Metro Rail Corporation

Kbps per time slot for data communication as a minimum. The Channel Access
Method shall be TDMA.

4.1.9 All Radio communications shall be continuously recorded in a Digital Voice

Recorder.

4.1.10 The Radio System shall interface with following Sub-systems of DMRTS:

(i) Interface with FOTS: The Base stations of Radio System shall
interface with the FOTS to convey Audio and Data Signals
between Base Stations and Central Equipment.

(ii) Interface with Telephone System: The Radio System shall

interface with the Telephone System to permit selected Hand
Portable Radios to initiate Radio-to-Telephone calls and vice-
versa without the intervention of OCC.

(iii) Interface with the Public Address System: The Radio System
shall provide an interface to allow selected Hand Portables Radio
access to nay of the pre-defined PAS Zone combinations at each
Station as selected by the Radio user via the alpha-numeric
Keypad.

(iv) Interface with Signalling and Train Control System: The Radio
System shall interface with Signalling Equipment:

(a) To enable it to report the Alarm and status of the

Train borne Signalling Equipment to the OCC.

(b) For dynamic registration of Train Identification

Number (TID) using the information provided by the
ATS System.

4.2 PERFORMANCE REQUIREMENTS:

4.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the Radio

System shall be as under:

Equipment MTBF (Hours)

Central Control Equipment. > 50,000.
Base Station. > 40,000.
Radio Control Panel. > 50,000.
Mobile Radio Equipment in Train. > 30,000.
Radio Control Head. > 30,000.
Hand Portable Radio. > 30,000.
Network Management System. > 40,000.

4.2.2 Availability Requirements:

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 Delhi Metro Rail Corporation

(i) Radio System shall have an overall availability of better than

99.99%.

(ii) The availability of the Radio Management System shall be

better than 99.95%.

(iii) The availability of the Radio System Interface with Telephone

System, FOTS, PAS and TC&S shall be better than 99.95%.

4.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the

Radio System to full normal operation following a failure shall be less than Four
(4) Hours, all inclusive.

4.2.4 The Service life of the Radio System shall not be less than 15 years.

4.3 FUNCTIONAL REQUIREMENTS:

4.3.1 The major functional requirements of the Train Radio System for DMRTS shall
be:

(i) Instant communication between the Traffic Controller / Chief

Controller and other designated Controllers in OCC and the Train
Driver / Conductor for operations.

(ii) Instant communication between designated Controllers and the

Maintenance / Security Staff working along the Track and at
Stations.

(iii) Instant emergency communication.

(iv) Communication between Maintenance and Operating Staff within

the Depot area and the Depot Controller.

(v) Data communications for Text Messages and other control and
management functions.

4.3.2 Important Features of the System:

(i) User validation: When a user attempts to gain an entry into the
system, its Radio Identity Number (RIN) shall be verified and
validated prior to permitting access to the Radio System.

(ii) Channel Access Time: The Average Channel Access Time,

defined as the elapsed time from the Push-to-talk (PTT) operation
to the time when the originator receives the transmit prompt tone,
shall not be greater than 300 ms at 5% BER, subject to the
availability of a voice channel.

(iii) Re-tries: If the access is not granted on the first attempt, all
Radios shall automatically re-send the call request without the
user intervention. Number of re-tries available and the duration

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 Delhi Metro Rail Corporation

during which this occurs shall be configurable from the Central

Control.

(iv) Multi-party Voice Calls: The System shall support multi-party

voice communications between upto 6 different parties. The call
shall be half-duplex and shall be authorised by the RCW.

(v) Call Queuing and Call Back: When all voice channels have been
assigned and the Radio system is fully loaded, new calls
requested shall be queued according to its pre-assigned priorities
until a voice channel becomes available. Equal priority users shall
be queued on a FIFO (First-in-First-out) basis among themselves.
The users shall receive a busy tone indicating that the System is
currently busy and the call has been queued.

Channels shall be assigned to users as they become available,

according to their position in the queue. The user shall receive a
‘Call Back Tone’, informing the user that a channel is now
available and the call can now proceed.

(vi) Out of Range Indication: Audible and Visual indications shall be

available to inform the user when the Radio is out of the RF
Coverage range of the Radio System. Audible indication shall be
automatically disabled after 2 seconds while the visual indication
shall remain until the Radio moves back into the coverage range.

(vii) User Registration: A user shall automatically be registered after

successfully logging on to the Radio System under the RF
Coverage Zone of a Base Station. The Radio System shall ensure
that a user is only registered within one Base Station RF
Coverage Zone at any one time. The registration shall be
continuously updated to reflect the current user identities and
locations.

Radio System shall de-register the users to ensure that no

channels are assigned at a Base Station unnecessarily.

(viii) Handoff: Radio system shall support seamless handoff across all
the RF Coverage Zones of Base Stations such that all calls in
progress regardless of the call types and call modes shall be
maintained without interruption.

(ix) Talking Party Identification: Identity of the called or calling party

shall be displayed. It shall, however, be possible to prevent
identity of certain users from being displayed in calling or called
mode.

(x) Call Forwarding: The Radio System shall allow incoming voice /
message calls to a Radio to be forwarded or diverted manually /
automatically to another Radio within the Network. It shall be
possible for the user who is attempting to forward a call to

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 Delhi Metro Rail Corporation

converse with the intended recipient prior to forwarding / diverting

the call.

(xi) Call Hold: The Network shall allow the user to temporarily exit
from an existing call by putting the call on hold. It shall be possible
for the user to rejoin the call on hold at any time.

(xii) Call Waiting: Radio System shall notify a Radio user, who is
engaged on an established call, that another call is waiting to be
connected.

(xiii) Call Barring: It shall be possible, using the Network Management

System, to prevent individual Radio users from making calls to or
receiving calls from certain categories of Radio users within the
Network.

(xiv) Data Communication: The Radio System shall support following

data applications as a minimum:

(a) Text Messages – both pre-formatted and free –

formatted.

(b) General Data communication between Controller

and Mobile users to cover time table information
and Maintenance & Diagnostic Applications.

(xv) Call Logging: All Radio calls, incoming & outgoing and all Status
& Messages shall be logged for the purpose of Audit Trails.
Access to Call Logs shall be possible using the Controllers RCW,
centrally in the OCC Central Equipment Rooms.

Call Logs shall be maintained in the Radio System for pre-

determined extended periods and shall be possible to be archived
subsequently.

Each Call Log shall identify the source of the call, the time the call
activated and the time of the call being acknowledged by the
called party.

(xvi) Voice Recording: Radio System shall interface with a multi-

channel Digital Voice Recorder, in main & hot standby mode of
operation, for the recording of all Radio communications.

4.4 USER ACCESS:

4.4.1 Following types of MMI / Access Units shall be used on the Radio System:

(i) Radio Control Workstation (RCW): RCW shall have full

dispatcher facilities for Controllers through the use of feature rich
GUI.

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 Delhi Metro Rail Corporation

(ii) Radio Access Unit (RAU): The RAU shall provide all individual
and Group call set up and receipt through the use of a multi-
function feature phone facility connected directly to the Radio
Control System. The RAU shall connect to the Radio System
independently from the RCW and shall, thus, provide a back-up in
the event of failure of the RCW.

(iii) Radio Control Panel (RCP): The RCP shall be located at Station
Control Rooms and other designated locations and provide full
fixed and mobile Radio functions including individual and multi-
group calls.

(iv) Train Radio Control Panel (TRCP/RCH): The TRCP shall be

integrated into the Train cab and shall provide Train Drivers with
all call functions via the Radio Control Head.

(v) Hand Portables.

4.4.2 Location Dependent addressing: Location Dependent addressing shall be

provided to route calls from a Train borne Radio to a destination address that is
dependent on Train’s location. The destination address shall be of traffic
Controller of respective section. In a similar way, a Maintenance‘s Radio call
shall be routed to the Maintenance Controller, the Security Radio’s call shall be
routed to the Security Controller and the Power Supply Radio’s call to the Power
supply Controller.

4.4.2.1 The correspondence between locations and destination addresses shall be

dynamically configurable to support dynamic changes in Controller Area
boundaries. Controller Area boundaries may change from peak to off-peak period
during each working day or over longer period due to changes in Traffic pattern.

4.5 SYSTEM CALL TYPES:

4.5.1 System shall enable following categories of calls:

(i) Individual Call: Individual (point-to-point) voice calls between any

two parties.

(ii) Group Call: The Radio System shall support Group voice calls,
enabling communication between a number of users within a pre-
defined area, all being members of the same Call Group. It shall,
be possible to modify the composition of the Call Groups within
the Network. Any user may be a member of one or more Call
Groups. It shall be possible to modify the local area over which the
Group Calls are implemented within the Network. System shall
incorporate suitable mechanism to co-ordinate calls between
users intending to speak during a Group Call. Only one member of
the Group involved in a Group Call can speak at any one. It shall,
however, be possible for a Controller to interrupt the talking
member. These calls shall be half-duplex and shall be permitted to
all users.

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 Delhi Metro Rail Corporation

(iii) Broadcast Call: Broadcast Call shall be one way call from a
single user to all users of the same Call Group within a pre-
defined area. Only OCC/ DCC shall be permitted to initiate a
Broadcast Call.

(iv) Data Call:

(a) Unprotected Circuit mode Data: Upto 28.8 Kbps.

(b) Protected Circuit mode Data: Upto 19.2 Kbps

(Medium Protection) & Upto 9.6 Kbps (High
Protection).

(c) Packet connection oriented Data: Standard X.25

Packet Data.

(d) Pre-formatted / pre-defined Text status Messages:

From Train Radio, Hand Portable Radios or from
OCC.

The System shall have facility of transferring data from the Train
to the OCC.

(vi) Emergency Call: Train-borne Mobile, Hand Portables and Control

Centres shall be permitted to initiate Emergency Call. Such calls
shall be of two types:

(a) Train Emergency Call: The Train Emergency Call

shall be automatically routed to the designated
Traffic controller.

(b) Shunting Emergency Call: The Shunting

Emergency Call shall be sent to all users involved
in shunting operations.

An Emergency Call from a Train shall have the highest priority

available within the Network.

(vi) Direct Mode Operation (DMO) Call:

(a) DMO Voice Calls shall be possible both ways

between the Train-borne Mobile and another Train-
borne Mobile, Train-borne Mobile and Hand
portable and between hand Portables located
within a radius of 2 Kms. in above ground areas
and practically feasible range in Tunnels.

(b) Dual watch facilities shall be provided to enable

users with the capability of periodically monitoring
the operation of the registered talk group while

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 Delhi Metro Rail Corporation

engaged in DMO and vice-versa. An audio and

visual indication of the incoming call from the
registered talk group, when the user radio is
engaged in DMO and vice-versa shall be provided.
The message from the talk group shall have higher
priority and shall override other messages
communicating in DMO.

(vii) Train PA Call: It shall be possible for the OCC to access the
Train-borne PA System and make pre-recorded or live
announcements to individual Trains, group of Trains or all Trains
in a section.

In-Train PA Call, Broadcast from OCC shall operate regardless of

whether the Driver is engaged in a voice call. The In-Train PA
voice call must not interfere with the Radio communication
between the Driver and OCC. The Driver shall be able to monitor
the communication between OCC and the In-Train Passenger and
at the same time still be able to maintain Radio call with OCC
Controller.

(viii) Rolling Stock Restricted Manual (RM) Mode Operation: The in-
Train Mobile Radio shall interface with the on-board ATP System
to enable the Train Mobile Transceiver to automatically transmit
an alarm message to the OCC, whenever a Main line Train has
switched to RM Mode Operation. This facility shall be disabled
when the Train enters the Depot area. On acknowledgement of
the alarm message, the OCC shall be able to establish a voice call
or send a data message regardless of the case when either or
both Train driver and Controller are involved in other calls.

(ix) System Call:

(a) A System Call shall be one way Broadcast Call to

all the Radio users in the Radio System. A System
Call shall be initiated only from a RCW with a pre-
defined priority level.

(b) A System Call shall be initiated in a ‘Polite’ or ‘Pre-

emption’ mode from the RCW logged in with the
highest priority only. The ‘Polite’ mode shall wait
until all the Radios are idling before the System Call
can proceed. The ‘Pre-emption’ mode shall
interrupt all communications in progress and
broadcast to all users in the system immediately.

(c) Visual and audible indications shall be available at

the called Hand portable Radios to inform the users
of an incoming System Call.

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 Delhi Metro Rail Corporation

(d) System Call shall be terminated only by the RCW

that initiates the call.

4.5.2 Call Requirements:

(i) A minimum of 8 priority levels shall be available for assignment to

Radio users of varying importance. Priority setting shall be
configurable from the Central Control. Emergency Calls shall be
assigned the highest priority. The System shall allow RCW to
interrupt on-going Radio traffic, should it be necessary.

(ii) It shall be possible to have calls between the designated Radios

and designated EPABX extensions as also between designated
Radios and a Train.

(iii) Distress Call using DMO and RM Emergency Call from the Train
to OCC shall also be possible.

(iv) All calls initiated by the Traffic Controller / Chief Controller to the
Train-borne Mobile shall be able to use either the Train ID Number
or Radio ID Number.

(v) All calls meant for a Hand Portable shall use the Radio ID Number
or user Functional Number.

(vi) Calls originating from Traffic Controller / Chief Controller and from
the Train Radio shall have overriding priority over all other calls.

4.6 RADIO CONTROL WORKSTATION (RCW):

4.6.1 All RCWs shall have their individual identities. The Radio System shall support a
Hierarchical Dispatcher Configuration for the OCC. The higher the particular user
is in the Hierarchy, the greater shall be their priority within the Network.

4.6.2 RCW shall provide the Controllers with full functionality with ease of operation. A
Toolbar, as a row of ICON Buttons and side Menu Panels shall be provided on
the display to allow selection of functions and type of calls to be made. All
activities including ‘Log On’ and ‘Log Off’ shall be through Dialogue Boxes to
enable the Controllers an easy access to the System and quick response, to the
extent of instantaneous, in handling the emergent situations.

4.6.3 The RCW Screen Display shall be designed to be uncluttered, well-labelled and
logically arranged for ease of use. It shall include the display of a 24-hour format
clock in the top right hand corner of the screen.

4.6.4 The RCW System shall enable following types of calls to be initiated by the OCC
traffic Controllers to the Trains. The Controllers shall be able to establish these
calls without knowing the Radio Ids of the Radios involved.

(i) Train PA Call: A sub-window shall be activated when the Train

PA Broadcast (live or recorded) call is initiated. The Display shall

4.9
 Delhi Metro Rail Corporation

allow the Traffic Controller to set up and make PA

Announcements to an individual Train, to a selected group of
Trains or to all Trains in the System.

(ii) Train Message / Status call: The Traffic Controller shall be able
to enter free Text Message or select pre-defined Status / message
by scrolling through the list of Status Messages and then transmit
to an individual Train, to a selected group of Trains or to all Trains
in the section. The received Text Message must be displayed on
the Train Radio Control Panel regardless of whether the target
Radio user is involved in a voice call. This shall be accomplished
by using simultaneous data and voice facility.

‘Cut & Paste’ from Word Processing Applications shall be

provided for selecting pre-typed text before sending a free format
Text message.

(iii) Train Emergency Call: A Pop-up window with visual and audible
alert shall show the details of the Train ID and location from which
the Emergency Call. The Controller shall be informed if the call is
a RM Operation call. The Controller shall be able to acknowledge
the call by pressing a pre-defined Key on the RCW keyboard and
then select the calling Train to activate two-way communication. If
such a call is not answered within a pre-defined number of
seconds, the call shall be transferred automatically to the
designated Controller.

(iv) Priority Alert Call: A Pop-up window with visual and audible alert
shall show the details of the Train ID and location from which a
priority call was originated when there is an incoming ‘Priority Alert
Call’. The Controller shall be able to acknowledge the call and
then select to activate two-way communication.

(v) Call Inclusion: The Traffic Controller shall be able to perform ‘Call
Inclusion’ to participate in active calls, allowing use of pre-emption
and a forced call clearing capability.

(vi) Group Patching: The Controller shall be able to perform Group

Patching to handle call authorisation for specific types of call and /
or specific users. RCW shall be able to pre-store configurations of
the Patch Groups in Folders on the Desktop.

The Controller shall be able to select a Folder, modify the

members of the Patch Group and or perform dynamic Regrouping
of individual and Group priorities.

(vii) Calling / Called Party Identification: RCW shall include ‘Calling

Line and Connected Line Identifications’ to display user
identifications as also which Radio Base Stations are used by
these parties.

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 Delhi Metro Rail Corporation

(viii) Late Entry Facility: Late Entry Facility shall be provided for users
that are busy or unavailable at the time a group call is initiated.

(ix) Hold Function: RCW shall allow a ‘Call Hold’ function.

(x) Call Forwarding: RCW shall allow ‘Call Forwarding’ to another

Controller, if a Controller is busy or does not reply within a pre-
defined period.

(xi) Remote Radio Activation: The Controller shall be able to

remotely switch on the Microphone and Transmitter of the Train
Radio or Hand Portable and listen to the received audio.

(xii) Train Radio Status Call: The Train Driver shall be able to send
pre-defined Status Messages to the OCC Traffic Controller. These
Messages shall be for common events and occurrences.

(xiii) Dynamic Time-out Disable: In emergency situations, OCC

Controllers shall be able to cancel the Dynamic Time-out feature
on the Mobiles and hand Portables.

(xiv) Train Radio Test: A Train Radio Test feature shall allow the
Controller to inquire if a Train Radio is operational and within the
range of the System prior to sending an important message.

4.7 TRAIN RADIO OPERATION:

4.7.1 Train Radio System shall be installed in leading and trailing cabs operating in hot
standby mode to each other, but shall be fully independent of each other. The
Train Radio shall operate in two major areas in DMRTS viz., Main Line & Depot
and shall have two modes of operation – Main Line Mode and Depot Mode. In
addition to these two Modes of operation, there shall be another Mode called
DMO which shall not use the normal Network Service Infrastructure of Radio
System.

(i) In Main Line Mode, the Train Radio shall, as a minimum, be a

member of Train Identity (TID) Number talk group, Maintenance
talk group and Security talk group with capability of dynamic
regrouping. Normally the Train Radio shall operate in Train ID
Number talk group, when in Main Line Mode and shall be
addressed by TID Number.

OCC call shall be initiated by a dedicated function Key and shall

be either Normal or Emergency call.

(ii) In Depot Mode, the Train Radio shall be addressed by Radio

Identity (RID) Number. The call shall be initiated by a dedicated
function Key on the Radio Control Head to the Radio MMI in DCC.
It shall be either a Normal or Emergency Call.

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 Delhi Metro Rail Corporation

(iii) A Train Radio shall also be capable of being manually switched to

communicate directly in DMO. If the Radio is working in DMO and
the normal Network service returns, the user shall be provided
with an audible and visual indication.

4.7.2 Main Line Mode:

(i) Station Call: The call shall be initiated through a function menu
from the Radio Control Head display. The call shall allow direct
communication to all Hand portables of a selected Station without
the intervention of Radio MMI Controller. The call can be either a
Normal or Emergency call.

(ii) Train to Train Call:

(a) A Train Radio shall be able to initiate and establish

a call to other Train Radio with a minimum of action
like single Key stroke. The calling Train RID
number shall be displayed on the called Radio.

(b) Once connected, the Driver shall be able to

communicate with other Driver either using Push
To Talk (PTT) Button on the Hand set or Hands
free, through Microphone and Loud Speaker
arrangement.

(iii) Train Radio in Leading Cab to Train Radio in Trailing Cab:

(a) It shall be possible to establish a Radio call from

either Cab. The call shall be in DMO.

(b) The Train ID Number (TID) i.e. functional Identity of

the Train shall be configured only in Front Cab. The
Trailing Cab shall be recognised by its RID.

(iv) Train to other Authorised Users: The Train Radio shall be

capable of initiating and establishing a call to any valid number
subject to pre-defined call restrictions. The call may be initiated
either through a selection from a pre-defined list or Direct dialling
a Subscriber number or calling a Functional number.

(v) Text Messages: Receiving of Text Messages shall be a normal

call. Messages shall be displayed on the Radio Control Head
display window. The Message shall be cleared from the display
window automatically and stored for retrieval after being displayed
for a configurable period or after having been acknowledged by
the Driver. It should be possible to store at least five 5 Messages
for retrieval at a later time.

(vi) Monitor calls to other on Train users / Devices: For voice calls
using Train Radio not involving the Driver as a called party or

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 Delhi Metro Rail Corporation

calling party, the Driver shall have the possibility to listen to the
audio output of the communication.

(vii) Interfacing with Signalling Equipment:

(a) Train Radio shall interface with the Signalling

equipment to enable it to report the alarm and
status of the Train-borne Signalling Equipment to
the OCC.

(b) The alarm message shall be time and date

stamped. RCW shall be able to send an
acknowledgement and initiate a call, both voice and
short data message to the Train. This service shall
operate regardless of whether the Train Driver or
the Target user is engaged in a voice or data call.

(viii) Failure of Radio Equipment shall not interrupt the normal

operation of Train-borne Equipment.

(ix) Log On:

(a) The ‘Log On’ shall be initiated by the Driver through

a dedicate function Key on the Radio Control Head
at the commencement of each journey on the Main
Line.

(b) For successful ‘Log On’ for Main Line Mode of

operation, the Train Control and Signaling (TC&S)
System shall assign a Train Identification Number
(TID) through the Interface with Radio System. This
TID shall be displayed on the Train Radio’s display
window. TID information from the TC&S System
and the TID information entered by the Train Driver
shall be validated after which the Log On shall be
treated as successful. The Radio System shall
maintain a co-relation between the Radio Identity
(RID) and the Train Identity (TID).

(c) Both visual and audio indications shall be available

to inform the Driver that ‘Log On’ request is in
progress.

(d) Different visual and audio indications shall be

available to inform the Driver for both successful
and un-successful ‘Log On’.

(x) Log Off:

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 Delhi Metro Rail Corporation

(a) The Radio System shall delete the TID upon

receiving the deletion of TID from the TC&S
System.

(b) Both visual and audio indications shall be available

and displayed on the Radio Control Head display
window. The visual indication shall include a
warning message together with the TID displayed
on the Radio Control Head for a configurable
period. After this period, both TID and warning
message shall be automatically removed while the
Radio Control Head shall display the RID of the
Train Radio.

(xi) Train Reformation:

(a) The TID of the Train Radio shall be subject to

change in Main Line Mode of operation, when need
arises.

(b) Upon receiving the change of TID from the TC&S

System, the Radio System shall update the TID
accordingly.

(xii) Register / De-register Rake Number: There shall be a fixed

relationship between the RID of the Radios installed in the Cab
and Rake Number, which shall remain even if the Radio is
changed. It shall be possible to register and de-register a Rake
Number in following ways:

(a) Automatically using information from on-board

systems.

(b) Automatically via a fixed interface between the

Rake and the Radio.

(xiii) TID, RID and Rake ID shall comprise of Alpha-numeric

Characters.

4.7.3 Depot Mode:

(i) Shunter Call:

(a) The call shall be initiated to the Shunter Group,

through a dedicated function Key on the Train
Radio Control Head. The call shall allow direct
communication with Shunter in a Group Call basis
without the intervention from the Radio MMI
Controller. It shall be either a normal or emergency
call.

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 Delhi Metro Rail Corporation

(b) It shall be possible for any member of the Shunter

Group including the Driver to transmit a Shunting
Emergency Call to all Shunting Group in the area.

(c) It shall be possible for the System to record the

Shunting Group Composition at a given instant, the
source and time a Shunting Emergency Call was
transmitted and the recipients of such a Call.

(ii) Shunting Group Membership: A Shunting Group shall consist of

following members:

(a) The Shunting Leader.

(b) The Shunting Driver, who may remain in a shunting

area or may change one or more times during a
working period.

(c) Shunting Members (say upto 5).

(d) Controller (permanent or temporary Member

through dynamic association).

(e) Shunting Manager (permanent or temporary

Member through dynamic association).

It shall be possible for the Shunting Leader to

communicate with an external Authorised Person. This
communication may be initiated either by the Shunting
Leader or the external Person. In order to avoid
disturbance to a shunting movement, the Shunting Leader
shall be informed by a visual and audible indication, who
shall then choose the moment when the external Person
can join the Shunting Group.

(iii) Train-to-Train Call: The call shall be set up through DCC Radio
MMI for the Train Driver to communicate with the Driver of other
Train.

(iv) O&M Call: The shall be set up either through Radio MMI or using
DMO, to allow the Train Driver to communicate with other
personnel using Hand Portable Radio.

(v) Log On within the Depot Boundary:

(a) Upon receipt of a ‘Log On’ request initiated by the

Driver through a dedicated Key on the Radio
Control Head within the Depot boundary, the TC&S
System shall signal the Radio System through their

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 Delhi Metro Rail Corporation

interface that the Train is within the Depot

boundary.

(b) Both visual and audio indications shall be available

and displayed on the Radio Control Head to inform
the Driver that the Depot Mode ‘Log On’ request is
in progress.

(c) Different visual and audio indications shall be

displayed for both successful and unsuccessful
‘Log On’.

(d) Both the Rake ID or the Talk-group ID for the Depot

of that particular Train and the RIN of the Train
Radio shall be displayed on the Radio Control
Head after successful ‘Log On’.

(vi) Log On When Entering Depot from Main Line:

(a) The TC&S System shall send signal to the Radio

System for deletion of TID when the Train is
entering the Depot boundary from the Main Line.

(b) The Train Radio shall ‘Log Off’ from Main Line
Mode and ‘Log On’ to Depot Mode automatically.

(c) Both visual and audio indications shall be available

and displayed on the Radio Control Head to inform
the Driver that the Depot Mode ‘Log On’ is in
progress.

(d) Different visual and audio indications shall be

displayed for both successful and unsuccessful
‘Log On’.

(e) Depot Identifier and the RID of the Train Radio

shall be displayed on the Radio Control Head after
successful ‘Log On’.

(vii) Numbering system for the Shunting Team, Maintenance Team,

Controller and others shall be based on their functional description
and have associations with their service areas.

4.8 HAND PORTABLE USER RADIO CALLS:

4.8.1 Hand Portable Radio users shall be able to call other Radio users and OCC /
DCC subject to their level of access. Call features in Hand Portable Radios shall
be configurable through Radio Field Programming Tools as also through the
workstation of the Radio Management System.

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 Delhi Metro Rail Corporation

4.8.2 A short audible and visual indication of functional identity of the calling party /
group shall be displayed for each call.

4.8.3 Call Types:

(i) Individual Call: Individual call shall be on one-to-one basis and

conversation of the individual call shall not be heard by other
Radio users in the talk group.

(ii) Group Call: Group call shall be initiated by selecting the desired
talk group position on the Hand Portable Radio and depressing
PTT. All Radios for this purpose shall be pre-programmed to
belong to a number of groups.

User may speak in a group call when permission in the form of

audio and visual indications is granted by the network after the
request by using the PTT function.

An out of range indication shall be provided when the user moves

out of the group call area whilst the call is in progress.

(iii) Broadcast Calls: The User shall be informed that he can not
speak as part of the Broadcast Call.

(iv) Emergency Call: Emergency call shall be initiated by the Hand

Portable through a dedicated function Key and depress PTT as a
group call.

When all the channels of a Base Station are occupied, pre-

emption shall allow the Emergency Call to take the occupied
channel away from the lowest priority talk group at all affiliated
Base Stations to provide instantaneous emergency voice
communication.

Visual and audible indications shall be available at the called

Hand Portable Radios and / or the OCC to inform the Radio users
of an incoming emergency call.

Emergency calls shall be in the form of group or broadcast call.

Emergency call shall be terminated by the calling party only.

(v) Telephone Interconnect Call: Designated Hand Portable Radios

shall have the capability of initiating or receiving telephone calls
from designated telephones directly without the intervention of
Radio MMI Controller.

(vi) Station PA Call: Designated Hand Portable Radios shall access

the PAS to make PA Announcements in the Station. It shall also
be possible to select PA Zones (like Up Platform, Down Platform,
Concourse etc.) for making select Announcements.

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 Delhi Metro Rail Corporation

(vii) Enter / Leave Direct Mode: The Hand Portable Radios shall be
capable of being manually switched to communicate directly in
DMO. If the Radio is in the Direct Mode and the normal network
service returns, the user shall be provided with an audible and
visual indication.

(viii) Enter / Leave Depot Mode: The Hand Portable Radios shall
support a Depot Mode of operation that provides a link assurance
tone to reassure users of the integrity of the communication link.

(ix) RCW at OCC shall be capable of registering / de-registering /

changing functional number of the Hand Portable Radio.

4.9 STATION RADIO COMMUNICATION:

4.9.1 The Station Controller in SCR, shall be able to communicate with the adjacent
Stations and the Trains within its Station boundary subject to the authentication
by OCC.

4.9.2 The Station Controller in SCR, shall be able to transmit short text messages to
any Hand Portable and train Radio, subject to authentication by OCC and to
receive such messages from other Radio users in the Network.

4.10 DEPOT OPERATION RADIO CALLS:

4.10.1 The primary means of communication for Depot Operations shall be between
Hand Portable Radios, Train Mobile Radios in Depot area and DCC.

4.10.2 Call Types:

(i) Individual Call: Individual call shall allow two Radios to talk to
each other on one-to-one basis, of which one or both could be
Hand Portables.

(ii) Group Call: A Group call shall be initiated by DCC only, by

selecting desired Depot talk-group on his RCW. This Call shall be
terminated by DCC only. Other Hand Portable / Train Radios may
join the Group Call, when so selected by the DCC.

(iii) Emergency Call: Emergency Call shall be initiated by the Hand

Portable / Train Radio through a dedicated function Key. When all
the channels of the relevant Base Station are occupied, pre-
emption shall allow the Emergency Call to take an occupied
channel away from the lowest priority talk-group or user to provide
instant emergency voice communication.

Visual and audible indications shall be available at the called

Hand Portable / Train Radios and / or the DCC to inform them of
an incoming Emergency Call.

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 Delhi Metro Rail Corporation

Emergency Call shall be terminated by the Calling party only.

(iv) Distress Call: A Distress Call shall be a special call, using DMO
and shall be possible without the use of Radio Infrastructure.

4.11 OCC RADIO CALLS:

4.11.1 The Controller shall be able to:

(i) Selectively call any Radio in the System, including the Base
Station Radio, Hand Portable Radio and Train Radio, using Radio
ID Number (RID).

(ii) Make a Broadcast Call to all users of the same Call Group.

(iii) Access the Train-borne PA System and make pre-recorded or live

announcements to individual Trains, group of Trains or all Trains
in a section.

(iv) Access the Station PA System and make pre-recorded or live

announcements in a particular Zone or in all the Zones of a
Station.

(v) Selectively call any Train in one direction or both directions of a

line by the use of the TID, registered in the Radio System.

(vi) Selectively call all the Trains running in one direction – Up or

Down, using directional group ID. Directional Group ID shall be
dynamic and common amongst all Radios travelling in the same
direction.

(vii) Selectively call a Group of Trains, using Train Group ID. Train
Group ID is a Trunked Radio ID, which shall be dynamically
allocated to a particular Group of radios installed on Trains.

(viii) Make a Fleet Call to all Trains. Before assigning a channel to a

Fleet Call, the Trunking system shall wait for all activity on the
communication users which comprise the Fleet, to terminate. As
active users end their existing calls, they shall be in effect put on
‘Hold Wait’ State for the remaining users to become clear. The
System shall not allow any new calls to be made. When all users
are available, the Fleet Call will be granted.

4.11.2 The Train Identity Number (TID) will be employed by all Controllers to
communicate with individual or Groups of Trains in Main Line Mode of operation.
The radio Identity Number (RID) will be fixed while the TID shall be dynamic and
may be changed many times within the same day. The dynamic nature of the TID
shall require continual co-relation with the unique and independent numbering
scheme of the Radio System.

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 Delhi Metro Rail Corporation

4.11.3 Each DMRTS Train shall be identified by a TID, Radio IDs (RIDs) of the two
Front end & Rear end Cabs, Rake ID, Destination / Direction of Travelling (Up or
Down) and the Crew Number. Linkages of various IDs of a Train will be stored in
the System Database in a Table like Data Structure, called ‘Train Calling Number
Table’. RCW, the user access granted to the Controllers, shall have continual
access to the System Database to relate the various IDs and other information.

4.12 NETWORK MANAGEMENT SYSTEM:

4.12.1 The Radio Network Management System (RNMS) shall cover all activities
relating to the overall Control, Supervision, Maintenance and configuration of the
entire Radio Network to ensure the most efficient use of available resources. It
shall be a centralised control system with management Workstation, System
Database, Log Printer and Mass Storage Device and shall be located at the
Central Equipment room (CER) in OCC. Constituents of RNMS shall be:

(i) Radio Network Configuration Management.

(ii) Performance Management.
(iii) Security Management.
(iv) Fault and Alarm Management.

4.12.2 Radio Network Configuration Management: Typical functions shall include:

(i) Network Provisioning, Element Configuration, Status and

Control: These Functions will encompass following activities:

(a) Creation, Modification and Deletion of supervised

Entities.

(b) Management Strategy for Control and Traffic

Channels.

(c) Reset of Equipment Entity.

(d) Network Mapping Information.

(ii) Subscriber Management: Functions will include Management of

an individual Subscriber and Subscribers in Groups.

(iii) Data Management: Typical functions will include:

(a) Creation of Data for new subscribers including all

privileges, priorities and subscribed services.

(b) Disabling and Deletion of Subscriber.

(c) Updating of Subscriber Data in terms of the

requirements.

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 Delhi Metro Rail Corporation

(iv) Field programming: All the Radios including Base Station, Hand
Portable Radios and Train Radio shall be field Programmable,
using a Lap Top / Note Book Computer.

4.12.3 Performance Management: The Performance Management shall generate

Statistical Reports concerning the usage and performance of the Radios,
Channels & other Entities (Gateways, Interfaces & Switches) in the Network with
respect to Traffic Volumes and the Service quality offered. The data so
generated shall be used to optimise the System Configuration, Equipment
Deployment & User Grouping and to determine the future Sizing of the System.

4.12.4 Security Management: Functions will include:

(i) Definition of different levels of Access to Network Nodes and

Network functions by specific authorised personnel.

(ii) Access Control to Network Management services.

(iii) Supervision of Access Control.

(iv) Access controls will be determined by defining levels of ‘Log On’.

4.12.5 Fault and Alarm Management: Typical functions will include:

(i) Fault and Alarm Monitoring: The Management System shall

have the capability of monitoring, on a real time basis, the Alarms
generated on occurrence of faults. It shall also have the ability to
store details in the Database for future enquiries and analysis.

(ii) Severity-wise Display of Alarms.

(iii) Fault Diagnostics: Fault Diagnostic shall perform the following

functions:

(a) Provide testing to individual module and card level.

(b) Provide on-line diagnostic help to the Maintenance

Personal through the local maintenance port within
each TER and remotely from the CER in OCC.

(c) Provide self-test facilities and built-in diagnostic

routines to enable malfunctions to be automatically
displayed and updated.

4.13 DESIGN REQUIREMENTS:

4.13.1 The Train Radio System shall conform to all the relevant ITU-R, ITU-T and UIC
Recommendations.

4.13.2 All Radio equipment with the exception of Train-borne Mobile and Hand
Portables shall be capable of operating off (-) 48 V DC (Nominal) Power Supply

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 Delhi Metro Rail Corporation

with variations from (-) 40 V DC to (-) 60 V DC. The Equipment shall be capable
of withstanding voltage spikes of up to 3 V over the maximum Voltage.

4.13.3 Central Switching Equipment:

(i) The Central Switching Equipment shall be provided with a hot-

standby with automatic change-over in the event of a failure of the
working unit. It shall have a duplicated Database for the storage of
System Application Software, Call processing, Radio-location
Tracking, Channel allocations and diagnostics.

(ii) The Central Equipment Audio Switch shall be non-blocking to

allow any port to be switched to any other port without any pre-
defined limitation. Major components of the Audio Switch including
the Central Processing Unit and the Power Supply shall be
duplicated to prevent the loss of more than one connection or port
during a faulty condition.

4.13.4 Train Radio: The Train Radio shall be robust and ruggedised. It shall be
designed for protection from external EMI. It shall also not generate EMI of its
own which affects the Radio or any other equipment on or external to the
Railway. Following interfaces shall be provided in Train borne radio equipment:

(i) Interface with Train-borne PA System. The audio output from

radio Receiver shall be muted by 25 dB when a PA
announcement is being made on the Train.

(ii) Interface with the Train Management System in order to transfer

Data via the Radio to a Central Monitoring point.

(iii) Interface with Train Signalling System to enable an emergency

call to be initiated when the Train begins Restricted Mode
operation.

(iv) Interface with Laptop / Notebook Computer for Field programming

and Diagnostics.

(v) Auxiliary Interfaces for connecting external portable Microphones,

Loudspeaker and Headsets.

4.13.5 Hand Potable Radios: Hand Portable Radio shall be robust & rugged and shall
have following facilities:

(i) Emergency Button for initiating an Emergency Call. This Button

shall be designed not to be evoked easily by inadvertent action.

(ii) ‘Screw-in’ Type detachable Antenna.

(iii) ‘Auto Power Off’ feature to protect the Battery from over-
discharging.

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 Delhi Metro Rail Corporation

(iv) Local port for connecting a Notebook Computer for Field

programming & Diagnostics.

(v) Interface for Data services

(vi) Back-lit Display Window, which shall display a minimum of four (4)
lines of alpha-numeric characters and twelve (12) characters on
each line simultaneously. Display Window shall display the
following as a minimum:

(a) Calling Party Identification.

(b) Incoming Call Mode including Individual Call, Group
Call, Emergency Call and System Call Message.
(c) Real time Signal Strength.
(d) Real time Battery Power level, including audio /
visual indication for low Battery status.

(vii) Indicator & Switches:

(a) Rotary Switch for Volume & Power On / Off Control.

(b) Rotary Switch to allow talk-group selection.
(c) Back-lit On / Off Key.
(d) Call feature selection Key.
(e) Call feature Scroll Key.
(f) Software programmable Key.
(g) PTT Switch.
(h) Transmit Indicator.
(i) Power On Indicator.

(viii) Auto-adjustment of RF Power according to distance, it is away

from the Base Station / Repeater.

(ix) Built-in Test Routines, which shall operate in an off-line mode to

allow a complete functional test of the module in problem.

4.13.6 Base Station:

(i) Each Base Station shall use Two (2) Carrier Frequencies. Each
carrier shall be connected via a duplicated 128 Kbps link (X.21) to
the Switching Controller at the OCC. Channels shall be assigned
dynamically on demand to meet the system-wide criteria for
Mobile Radio Communication on the Metro and Rail Corridors.

(ii) The System shall operate within the Frequency band 380 -400
MHz. The minimum Channel separation shall be 25 KHz. and the
Duplex Frequency separation shall be 10 MHz. The Radio System
shall be designed for DMO Channels with Dual watch.

(iv) Radio Signal Strength:

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 Delhi Metro Rail Corporation

(a) The minimum Signal level from the relevant Base

Station received by the Train-borne Antenna shall
be 3 micro Volts for 98% of the worst case 50 m of
Train run along the Tracks.

(b) The minimum Signal level from the relevant Base

Station received by a reference Dipole at 1.5 m
above ground level in all coverage areas inside the
Train compartment shall be 2 micro Volts for 95%
of the worst case 50 m of run in Stations and in
Train.

(c) Signal level of minimum 2 micro Volts shall be

available inside the Equipment Rooms and Plant
Rooms.

(v) Call Hand-over Time between Base Stations: The Call

Hand-over between the RF Coverage zones of different
Base Stations shall be transparent to the radio users and
shall not exceed 500 m Sec.

(vi) Call Set-up Time:

Type of Radios and Call Set up Time

(Shall not exceed)

Individual Call from Radios 300 m Sec.

Under RF coverage zone of
the same Base Station.

Individual Call from Radios 300 – 500 m Sec.

Under RF coverage zone of
different Base Stations.

Group Call from Radios 300 m Sec.

Under RF coverage zone of
the same Base Station.

Group Call from Radios 300 – 500 m Sec.

Under RF coverage zone of
different Base Stations.

OCC Radio. 300 m Sec.

Radio Control Panel of the 300 m Sec.

Controller.

(vii) Built-in Test Routines: Built-in Test Routines shall be provided

for testing of Base Stations, User Interface Control Equipment and

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 Delhi Metro Rail Corporation

central Switching Equipment of the Radio System. These

Routines shall be operated in an off-line mode to allow a complete
functional test of the module in problem. The built-in test Routines
shall be initiated by the following as a minimum:

(a) Local Maintenance Commands via a Notebook

Computer connected to the Local Maintenance
Port.

(b) Remote Maintenance Commands via the Radio

Management System Workstation

(c) Self initiated as a result of the on-line error

detection.

(d) Self initiated as part of power-up initialisation

process.

4.13.7 Audio Logging: Interface facilities shall be provided for audio logging of the
Radio System Channels. Audio Logging shall be achieved using the Centralised
Digital Recording System, installed in the Centralised Equipment Room.

4.13.8 Radio Control Workstation (RCW):

(i) The RCW System shall be fully integrated Console Dispatch

System and offer a reliable, real-time, multi-tasking environment
permitting multiple applications. All the RCWs shall be connected
together via a LAN / Ethernet.

(ii) The RCW Server shall be located at OCC and based on Window
NT based with Ethernet card and TCP/IP Communication
Protocol.

(iii) The RCW shall interface to the Trunked Radio Network through
an Application Programming Interface (API), which shall also
serve as a Fire Wall so that no adverse operations on the RCW
System will affect the operation of real time call processing of the
Trunked Radio Communication System.

(iv) Failure of the RCW infrastructure shall not impact Mobile and
Hand Portable calls using the Radio System infrastructure.

(v) Software upgrade or modification of the RCW sub-system and the

Radio Communication System shall be independent and loading
on one Network shall have minimum effect on the performance of
the other.

(vi) RCW shall interface with ATS System. This will be necessary to
enable Trains calling via a point and click facility on the RCW,
using the on-screen Train Icons.

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 Delhi Metro Rail Corporation

(vii) The RCW Functionality shall include:

(a) Integrated Radio Access through a GUI.

(b) Transit Management System.
(c) Train ID Number / Train Radio ID co-relation and
Management.
(d) Management of Interface with Automatic Train
Supervision (ATS) System.
(e) Dynamic Call set up.
(f) Text Transmissions.
(g) Status Message Selection and Initiation.
(h) Emergency Call Handling.
(i) Call Hold, Call Queuing, Call Waiting and Call Re-
routing.
(j) Database of all Rolling Stock and Train ID Number
Assignment.
(k) Graphical Display of Trains location superimposed
on Track / Station Layout.

4.13.9 Radio Control Panel (RCP):

(i) The RCP shall be located at Station Control Rooms and other
designated locations and provide full fixed and mobile Radio
functions including individual and multi-group calls. RCP shall
comprise of Control Modules and radio Modules for the monitoring
and call processing of six (6) talk-groups as a minimum. The talk-
groups will be assigned to the RCP through Software
programming.

(ii) The Modules shall be software programmable and have various

functional Buttons, Indicators and Display Windows on the front
panel to allow quick access:

(a) Transmit Button to initiate a call.

(b) Indicator for incoming call.
(c) Indicator for acknowledged call.
(d) Called party busy Indicator.
(e) Volume Control.
(f) Audio Level Indicator.
(g) Numeric Keypad to input RIN and talk-group ID.
(h) Display Window for displaying Diagnostic results.

(iii) Radio Control Panel shall have two (2) Speakers with Volume
Control Switch for Audio monitoring. The talk-group selected for
communication with the RCP shall be routed to the selected
Speaker. The audio of other talk-groups monitored by the RCP
shall be routed to the un-selected speaker.

4.13.10 Radio Access Unit (RAU):

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 Delhi Metro Rail Corporation

(i) The RAU shall provide all individual and Group call set up and
receipt through the use of a multi-function feature phone facility
connected directly to the Radio Control System. The RAU shall
connect to the Radio System independently from the RCW and
shall, thus, provide a back-up in the event of failure of the RCW.

(ii) The RAU shall be equipped with Display Window to allow

identification of called and calling parties.

(iii) The Controllers shall be able to call Trains from the RAU using
their TID or RID Numbers.

(iv) RAU shall be compact in design to enable it to be positioned

alongside the RCW.

4.13.11 Radio Control Head:

(i) Radio Control Head shall be the part of TRCP and shall provide
Train Drivers to carry out all the needed call functions. These
functions shall be possible with the Handset On / Off the Hook.

(ii) Following function keys shall be available as a minimum on the

Radio Control Head:

(a) Initiate Train Radio ‘Log On’.

(b) Acknowledge the incoming call.
(c) Volume Control.
(d) Initiate OCC call.
(e) Initiate DCC call.
(f) Initiate Emergency Call.
(g) Initiate Depot Shunter Call.
(h) Initiate Group Calls in various talk-groups.
(i) Selection of pre-programmed Text Messages and
transmission.
(j) Key pad for Data entry.
(k) ‘Enter’ Key to confirm the input Data.
(l) PTT Switch.
(m) On / Off Control.
(n) Back Light.

The Emergency Button and On / Off Control shall be protected

against accidental activation / de-activation.

(iii) Display Window shall be back-lit. Its size shall be minimum 120
mm (W) x 150 mm (H). Display Window shall display two (2) lines
of alpha-numeric characters and 14 characters on each line
simultaneously. Brightness of functional keys, Indicator lights and
displays shall be driver adjustable.

(iv) The Display shall be easily readable and shall display the
following information as a minimum:

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 Delhi Metro Rail Corporation

(a) Incoming Call Type.

(b) Incoming Call Mode.
(c) Calling Party Identification.
(d) Message even when the voice call is in progress.
(e) Call proceeding.
(f) Call Ringing.
(g) Call Waiting.
(h) Radio Failure and Alarms.
(i) Real Time Signal Strength Display.
(j) TID in Main Line Mode.
(k) Depot Identifier and RIN in Depot Mode.
(l) Function Menu.
(m) The result of Radio Start Diagnostic.
(n) The result of Train Radio ‘Log On’.

(v) Red and Green Colour shall not be used on the Radio Display.

(vi) Switching ‘On’ the Radio MMI shall cause self test of MMI and
display status of the Train Radio. Switching ‘Off’ the Radio MMI
intentionally or on Power Failure shall be ‘Soft’ so that the Train
Radio completes the following ‘House Keeping’ functions before
actually switching ‘Off’:

(a) Controlled termination of current Call.

(b) De-register running number.
(c) Store required Data.
(d) Confirmation of Emergency Calls.
(e) Train borne Public Address function shall continue
to be available.

4.13.12 Train borne Antenna:

(i) The Antenna shall be mounted suitably on each EMU Cab to meet
required performance specifications without causing any EMI to
other Equipments on board the Train. The Antenna and the
mounting brackets shall be of extremely rugged design to
withstand mechanical vibrations and effects of Car Washing
Plants and other physical Hazards typical of Mass Rapid Transit
System.

(ii) Antenna feed shall consist of pre-terminated, double screened,

flexible, 50 Ohms, RF Feeder Cable. Feeder routing shall be
designed to avoid effects of EMI.

(iii) Orientation and the placement of Antenna on the EMU Cab shall
ensure minimum VSWR and maximum coupling of RF Signal from
the LCX Cable.

(iv) Antenna on each Cab shall not infringe the Schedule of

Dimensions.

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 Delhi Metro Rail Corporation

4.13.13 Antenna Towers:

(i) The Towers shall be of self-supporting steel structures. All steels

used shall be hot dip galvanised in full compliance with the
relevant IS / ASTM Specifications. The galvanised tower members
shall be further treated suitably to protect from rusting.

(ii) The Towers shall be designed to withstand a minimum wind load

of 200 Kmph or the maximum wind speed of the concerned zone
as currently defined by the Indian Metrological Department
(whichever is higher), while supporting the maximum number of
Antennae plus four (4) additional Antennae of the same type / size
located at full height.

(iii) The Tower loading must take into account the wind load, seismic
conditions, Antennae loads, all Tower Accessories and at least
100% Safety Margin against structural failure for the actual
anticipated configuration.

(iv) Adequacy of soil bearing pressure shall be ensured to support the

weight of the Tower as well as the Antennae / support structures
and to resist the overturning moments generated in the survival
wind speed, which shall be the highest recorded wind gust speed
for the Delhi area.

(v) A Rest Platform with guard railing and seat every 20 m and a 400
mm wide climbing ladder with 20 mm diameter rungs at interval of
300 mm to the top of the Tower shall be provided.

(vi) All Towers shall be equipped with a suitable cable rack to house
the feeder cable to antenna and cable clamps of suitable design
shall be provided and installed.

(vii) Towers shall be provided with Aviation Warning Lights in

conformity with the relevant requirements of ICAO.

(viii) Pockets and depressions likely to hold water shall be avoided and
where unavoidable, shall have suitable draining facility.

(ix) Tower shall have Lightning Conductors of appropriate design and

size, which shall be earthed through dedicated copper conductors
of suitable cross section.

4.13.14 Brief Specification details of Train Radio System are given in Annexure – ‘A’ to
Annexure - ‘D’.

*******

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 Delhi Metro Rail Corporation

Annexure – ‘A’

RADIO BASE STATION:

Number of carrier: 2 Carriers.

Frequency Range: 380-400 MHz.
RF Carrier Spacing: 25 KHz.
Mode of Operation: Full Duplex, Voice & Data.
Duplex Spacing: 10 MHz.
Antenna Impedance: 50 Ohms.
RF Connector Type: N-Type 50 Ohms.
TX Output Power: 25 W, adjustable in specified ratio,
Open / Short Circuit protected.
TX Audio Response: 300-3000 Hz.: +1 dB, -3dB (Relative to
6 dB / Octave pre-emphasis).
TX Distortion: 3% at 1 KHz., 5% at 0.3 to 3.0 KHz.
Rx Distortion: 3% at 1 KHz. with 60 % System Modulation.
RX Audio Frequency: 300-3000 Hz. +1 dB, -3dB (Relative to
6 dB / Octave de-emphasis).
Scalability: 28 to 32 logical channels per Radio Base
Station Site (Four channels per carrier, Full Duplex
operation).
Modulation: Pi/4 DQPSK – Digital Phase Modulation.
Gross Bit Rate 1 Carrier: 36 Kbps.
Max. Data Transfer Rate: 28 Kbps.
Transmission Method: TDMA.
Channels per Carrier: Four (4).
Speech Coding Method: ACELP (Gross Bit Rate 7.2 Kbps).
Call Set Up Time: <= 300 m seconds.
Frequency Tolerance: +/- 0.2 ppm.
Adjacent Channel Power: - 60 dBc.
Dynamic Sensitivity: <= 2.5% BER for TCH 7.2 at -106 dBm (Typical
Urban Conditions at 50 Kph).

Combiners / Active Splitters:

VSWR: Better than 1.3 for all ports.

Port Impedance: 50 Ohms.
RF Connectors: 50 Ohms N-Type.
Input RF Power rating: Adequate for simultaneous operation of
all TX inputs.
Number of Ports: Up to 8 carriers.

*******

4.30
 Delhi Metro Rail Corporation

Annexure – ‘B’

OUTDOOR ANTENNA:

Operating Frequency (Tx / Rx): 380-400 MHz.

Bandwidth: 70 MHz.
VSWR: 1.5:1.
Maximum Power Input: 150 W.

*******

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 Delhi Metro Rail Corporation

Annexure – ‘C’

TRAIN RADIO:

Mobile Radio Set:

Frequency Range: 380-400 MHz.

Channel Spacing: 25 KHz.
Modulation: Pi/4 DQPSK.
Mode of Operation: Both Single & Double Frequency Simplex
and Full Duplex Trunked and
Direct Mode with Dual watch.
Antenna Impedance: 50 Ohms.
RF Connector Type: N-Type 50 Ohms.
TX Output Power: 3W – 10 W adjustable in specified ratio,
Open / Short circuit protected.
TX Audio Response: 300 – 3000 Hz. +1 dB, -3 dB (Relative to
6 dB / Octave pre-emphasis).
TX Distortion: 3% at 1.0 KHz., 5% at 0.3 to 3.4 KHz.
RX Distortion: 3% at 1.0 KHz. With 60% System Modulation.
RX Audio Response: 300 – 3000 Hz.: +1 dB, -3 dB (Relative to
6 dB / Octave de-emphasis).
Transmitter / Receiver:

Frequency Separation: 10 MHz.

Dynamic Sensitivity: -103 dBm.
Static Sensitivity: -112 dBm.

Train Radio Control Panel:

Key Board: Numeric lighted Keypad / Splash proof.

Talk-group Buttons: Lighted when Activated / Splash proof.
Emergency Button: Lighted when Activated / clear Perspex flap cover.
PTT Switches: Heavy Duty Rocker Switches.
User Interface: Back-lit LCD providing a minimum of
6 lines of approximately 20 Characters.
Volume Control knob.
Menu Operation Mode.
Indication of Operation Mode.
Telephone Directory.
Auxiliary Interface: Connection to a Personal Computer for
Terminal Software Update.
Connection to a Data Terminal for
Data Transmission.
Connection to a Portable Microphone,
Loudspeaker and PTT Set or to a Headset.

DC – DC Converter:

4.32
 Delhi Metro Rail Corporation

Input Voltage: 77 to 132 V DC, 110 V DC Nominal.

Output Current: 10 Amps. (Continuous), 15 Amps. (Peak).
Ripple Factor: 2% or better at the Output.
Other Protection: Short-circuit Protection.
Overload Protection.
Self Recovery.

Antenna:

Impedance: 50 Ohms.
Maximum Input Power: 100 W.
VSWR: Less than 1.5 over the full operating Bandwidth.
Radiating Pattern: Omni-Directional/Directional.

Interface:

User Interface: Connection to a Personal Computer for

Terminal Software Update.
Connection to a Data Terminal for
Data Transmission.
Connection to a Portable Microphone,
Loudspeaker and PTT Set or to a Headset.

*******

4.33
 Delhi Metro Rail Corporation

Annexure – ‘D’

HAND PORTABLE RADIO:

Normal Operating Frequency: 380 – 400 MHz.

Channel Spacing: 25 KHz.
Switching Bandwidth: 5 MHz.
Transmit / Receive Separation: 10 MHz.
Modes of Operation: Both Single & Double Frequency Simplex
and Full Duplex Trunked and
Direct Mode with Dual watch.
Operating Temperature: -200C to 600C.
Maximum Size including Battery: 200 mm (H) x 40 mm (D) x 70 mm (W).
Maximum Weight: < 500 gm.
Spurious Harmonics:

(i) Adjacent Channel: Less than -60 dB below Carrier.

(ii) Wide band Noise: Less than -80 dB below Carrier.

RF Power Output: 1W – 3W adjustable in 5 steps of 5 dB each.

Frequency Stability: 0.2 ppm Locked.
Modulation: Pi/4 DQPSK.
Transmission Method: TDMA (4 Channels per Carrier).
Speech Coding Method: ACELP, 4.8 Kbps.
Maximum Data Rate: 28.8 Kbps.
Dynamic Rx Sensitivity: < -103 dBm.
Static Rx Sensitivity: < -112 dBm.
Frequency Stability: +/- 5 ppm.
Receive Audio Distortion: < 5% at 1 KHz. at rated Output.
Audio Output: Not less than 500 mW.
Power on adjacent Channel: < 60 dBc.

*******

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 Delhi Metro Rail Corporation

5. TELEPHONE SYSTEM

5.1 GENERAL:

5.1.1 Telephone Sub-system shall consist of following sub-systems:

(i) EPABX Network:

(a) It shall be a highly Reliable, State-of-the-Art, Non-

blocking ISDN compatible EPABX Telephone
Network for Voice, Facsimile and Data
communication services throughout the DMRTS.
Telephone sets connected to respective
EPABXes shall be provided in the Control
Rooms, Offices, Administration Offices, Rooms
for Operation & Maintenance, Equipment Rooms,
Staff Rooms in the OCC, Depots, DMRTS Hqrs.
and at all Stations. Each OCC Controller position
shall also be provided with EPABX Telephone.

(b) EPABX Network shall be equipped with EPABX

Switches, Line & Trunk Interface units and
different types of Telephone sets - Analogue &
Digital, for Telephone communication.

(c) The Telephone system shall interface to the

Radio system to enable Radio users to initiate
and receive calls to / from EPABX extension or to
/ from the PSTN (MTNL) Telephones.

(d) EPABX Network shall be designed such that

there is redundancy for the important Interfaces /
Modules and Diversity in terms of the
communication links for Call routing and Call
establishment.

(ii) Direct Line Telephone Communication: The Direct Line

Telephone Communication system shall provide Control
Telephone lines for Train operation, Traction Power Supply
Control and Maintenance Telephone lines for Track, Rolling Stock,
Signalling & Telecommunications. The System shall ensure
instant, un-interruptible communication between Key points, which
shall include the following:

(a) Between OCC and different Key locations like all

Station Control Rooms (SCR), Depot Control
Centre (DCC), Traction Sub Station (TSS),
Receiving Sub Station (RSS), Auxiliary Sub Station
(ASS), Each Signalling Equipment Room &
Telecommunication Equipment Room at Stations

5.1
 Delhi Metro Rail Corporation

and Depots and Emergency Telephones in the

Tunnels.

(b) Between adjacent and interfacing Station Control

Rooms.

(c) Between adjacent and interfacing Interlocked

Station Control Rooms.

(d) Between adjacent Interlocked Station Control

Room and DCC.

(e) For emergency Communication at locations close

to the cross passages in the Tunnels.

(f) Between OCC and DVB Control Room through

leased PSTN (MTNL) Telephone lines.

(g) Between RSS and DVB Control Room through

leased PSTN (MTNL) Telephone lines.

(h) Between OCC and Police, Fire and Ambulance

services through leased PSTN (MTNL) Telephone
lines.

(iii) Centralised Digital Recording System (CDRS): The Telephone

System shall be equipped with a Centralised Digital Recording
System (CDRS) for recording of designated Telephone lines
including Emergency Telephone lines, Emergency PAS
Announcements and designated Radio conversations.

(iv) Network management System (NMS): The Telephone Network

including EPBAX and Direct line Telephone Communication
System shall be monitored, supervised and controlled by a
Network Management System.

5.1.2 All Equipment of Telephone System shall be powered from 48 V DC.

5.2 PERFORMANCE REQUIREMENTS:

5.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the Telephone

System shall be as under:

Equipment MTBF (Hours)

Switching Module. > 150,000.
Processor Module. > 200,000.
Memory Module. > 200,000.
Line & Trunk Interface Module. > 100,000.
Power Supply Equipment. > 50,000.
Multi-function Direct Line Console. > 50,000.

5.2
 Delhi Metro Rail Corporation

Network Management System (NMS). > 50,000.

5.2.2 Availability Requirements:

(i) The availability of the connection between any extensions

shall be better than 99.99%.

(ii) The availability of the connection within Direct Line

Communication system shall be better than 99.999%.

(iii) The availability of the Network Management System for the

Telephone System shall be better than 99.95%.

(iv) The availability of the Centralised Digital Recording (CDR)

System shall be better than 99.95%.

5.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the

Telephone System to full normal operation following a failure shall be less than
Four (4) Hours, all inclusive.

5.2.4 Connection Time:

(i) The time taken to connect one extension line to any other
extension line (to application of ring tone) within the Network shall
conform to latest ITU-T Recommendation.

(ii) The connection time of any fall-back lines on failure of the Main
Switching equipment shall not be greater than 200 m sec.

5.2.5 Alarms: Alarms shall be received and implemented by the Network Management
System (NMS) with delay no longer than 500 m Sec.

5.2.6 Remote Monitoring: Remote Scanning of System conditions, Alarms and traffic
data shall not take longer than 10 sec for the total Network.

5.2.7 Psophometric Noise: The Psophometric Noise voltage of any Emergency

Telephone line shall not exceed 3.5 mV under normal Traction load conditions.
The Psophometric Noise voltage of any other Telephone line shall not exceed 2
mV.

5.3 EPABX NETWORK:

5.3.1 The EPABX Switch Network shall be an integrated non-blocking Digital

Telephone Switch Network formed by central EPABX Switches installed at
important locations in the DMRTS, which shall be connected to each other
through 2 Mbps links of the FOTS to work in Tandem.

5.3.2 The EPABX Switch Network shall be synchronised to the Master Clock Signal
from the Master Clock System of FOTS. The EPABX Switch Network shall have
internal clock in free running mode in the event of failure or absence of the

5.3
 Delhi Metro Rail Corporation

Master Clock Signal. The EPABX Switch Network shall synchronise

automatically back to the Master Clock Signal, when Master Clock Signal is
recovered.

5.3.3 The Telephone extensions at way side Stations shall be connected to the central
EPABX Switches through PCM Channels of the FOTS. At each way side Station
PCM Signalling Multiplexers shall be equipped with Line Interface Cards for 30
lines. The Telephone extensions at OCC and other Admin Offices including
DMRTS Hqrs. Office shall be connected to respective EPABX Switch via multi-
pair indoor / outdoor telephone cables.

5.3.4 Numbering Plan:

(i) A uniform Numbering Plan shall be evolved for the Network so

that the same Number would have to be dialed for any called
subscriber irrespective of the location of the calling subscriber. A
maximum of 4 digits user Number and 1 digit exchange code shall
be used. Centralised special services and local special services
such as access to Emergency Services, Mobile Radio System,
Complaints, and Enquiry etc. shall be allotted abbreviated
Numbers uniformly across the EPABX Network.

(ii) Provision in the Numbering Plan shall be made for a maximum of

30 EPABX extensions at each way side Station.

5.3.5 Network Features:

(i) The EPABX Switch Network shall provide feature transparency

across all the EPABX Switches throughout DMRTS. All the
Features usually available in a typical EPABX Switch, like the
following shall be provided:

(a) Automatic Callback: The Telephone System shall

allow internal extension users who have placed a
Call to a busy extension to have the Call
automatically set up when the busy extension
becomes free.

(b) Call Forward: The Telephone System shall allow

all incoming Calls to an extension Number to be
forwarded or diverted to a selected internal
extension. Modes of such transfer could be ‘Call
Forward without exception’, ‘Call Forward on Busy’
and ‘Call Forward on No Reply’.

(c) Call Park: The Telephone System shall allow a

called extension to put Call on Hold and retrieve
new Call.

(d) Caller Party Number Display: This Display shall

operate during Telephone ringing.

5.4
 Delhi Metro Rail Corporation

(e) Call Pick-up: The Telephone System shall allow

an extension to answer Calls made to other
extensions within the Call pick-up group. The Call
pick-up group shall be user programmable.

(f) Call Transfer: The Telephone System shall allow

extensions to transfer internal or external Calls to
other extensions.

(g) Call Waiting: The Telephone System shall notify

an extension user, who is engaged on an
established Call that another Call is waiting to be
connected.

(h) Conference Call: The Telephone System shall

allow an extension on an established Call to add
additional parties to the Call connection.

(i) Direct Inward Dialing: The Telephone system

shall allow Calls external to the Telephone System
to call an internal extension directly without
Attendant intervention.

(j) Direct Outward Dialing: The Telephone System

shall allow internal extension users to obtain
external Network lines directly by keying an
appropriate Access Digit.

(k) Distinctive Ringing: The Telephone System shall

provide different ringing tones and cadences for
Assignment.

(l) Hot-line: The Telephone System shall allow Calls

to be placed, to a pre-assigned extension group or
external network Number, when the Telephone is
off-hooked.

(m) Hunting: The Telephone System shall support

different mode of Hunting to route Calls from
extensions to idle Telephones in a pre-defined Hunt
groups. The Hunt groups shall be user
programmable.

(n) Abbreviated Dialing: Authorised extensions shall

be able to dial frequently called extensions by
abbreviated Numbers.

(o) Access to Paging: Extensions and Attendant shall

have dial access to a Loudspeaker or any other
type of Voice Paging System.

5.5
 Delhi Metro Rail Corporation

(p) Executive Override: An extension with class of

service shall be able to access a busy extension. A
warning tone shall be given to the parties.

(q) Attendant Recall: Facility to draw the attention of

the exchange Operator on an Attendant established
call.

(r) Alternate Route Selection: Primary and

secondary routes shall be provided for inter
exchange routing with facility of automatic Alternate
Route Management over the Network.

(s) Forced Release: Following Measures shall be

applicable:

** User exceeds pre-set inter-digit time

interval.
** Calling user exceeds pre-set time
while listening to ringing or busy
tone.
** When any one of the two users of
normal call terminates the call.

(t) Line Lockout: Automatic Line Lockout if user does

not start dialing after a pre-set time or when there is
a permanent loop on the line.

(u) Malicious Call Trace: The Telephone System shall

provide functions for user to activate and de-
activate a Call Trace. On activation, a printed report
of the calling and called parties shall be generated.

(v) Music on Hold: The Telephone system shall

provide music to a party on Hold, waiting in a
queue, parked or on an external Call that is being
transferred.

(w) Recorded Announcement: The Telephone

System shall provide a pre-recorded
announcement to intercept different kinds of
incoming calls that cannot be completed.

(ii) The Assignment of the ‘Class of Service’ and Features to any

Telephone extension shall be configurable.

(iii) The EPABX Switch Network shall support a minimum of the

following 4 levels of programmable restrictions to each Telephone
extension:

5.6
 Delhi Metro Rail Corporation

(a) Totally restricted level in which user cannot make

or receive calls to and from the PSTN (MTNL)
through the Telephone extension.

(b) Semi-restricted level in which user cannot make

PSTN (MTNL) calls but can receive PSTN (MTNL)
calls through the Attendant Console Telephone /
DID.

(c) Local level in which the Telephone extension user

can make or receive local PSTN (MTNL) calls only.

(d) Un-restricted level in which there shall be no

restriction on the Telephone extension for call
connection.

(iv) The EPABX Switch Network shall be connected to the Radio

System to provide switching and connection for user to make
Telephone call connection through the Hand-portable / Train
Mobile Radios and call to a Hand-portable / Train Mobile Radios
through Telephone extension. This facility shall be programmable.

5.3.6 Line Interfaces:

(i) The EPABX Switch shall be equipped with modules to support the
following Interfaces:

(a) CO Outgoing Trunks.

(b) 2W / 4W E&M Trunks.
(c) Digital Trunks at E1 Level.
(d) DID Trunks.

(ii) Digital Trunks at E1 level from FOTS shall be used as Tie-lines

between EPABX Switches. Common Channel Signalling
conforming to ITU-T Recommendations shall be supported. The
Frame Structure shall contain Voice, Data, Synchronisation and
Signalling Channels.

(iii) The EPABX shall provide Analogue and Digital subscriber line
cards to support Analogue and Digital Telephone sets.

(a) The Analogue subscriber line card shall support

Analogue Telephone sets and shall provide the
following features:

** Over voltage protection to protect

the line equipment from lightning
and power line Induction.
** Test and Monitoring circuitry which
connects Test equipment to the two
wire lines to test the line for

5.7
 Delhi Metro Rail Corporation

continuity, short circuits and

impedance characteristics.
** Signal to light up the Telephone
message waiting indicator.

(b) The Digital subscriber line card shall support Digital

Telephone sets & Digital terminals for voice and
data services and shall provide following additional
Features (in addition to the Features of 5.3.6 (iii) (a)
above):

** Voice and Data communications to

and from Digital Telephones and
Digital terminals, using a standard
Un-shielded Twisted Pair (UTP)
cable at the same time without any
degradation in transmission quality.

5.3.7 Wiring Terminations:

(i) All the voice circuits from the EPABX Switch shall be terminated at
the MDF (Main Distribution Frame) inside the TER or CER for
distribution of the internal and external lines and interfaces with
relevant Sub-systems.

(ii) All the data circuits from the EPABX Switch shall be terminated at
the DDF (Digital Distribution Frame) inside the TER or CER for
distribution of the internal and external lines and interfaces with
relevant sub-systems.

(iii) Multi-core cables shall be provided and connected from the

Distribution Frames inside the TER or CER to the Distribution
Frames at the MDF for connection between the EPABX Switch
and the Trunk circuits of PSTN. The Interface between the
Telephone System and the PSTN circuits shall be at the MDF.

(iv) Telephone distribution boxes shall be provided and installed at

suitable locations for intermediate distribution of the circuits from
the EPABX Switch. The Telephone distribution box shall also
include connection blocks for the circuit termination. Multi-core
cables shall be provided and connected from the Distribution
Frames inside the TER or CER to the Telephone distribution
boxes.

(v) A minimum spare capacity of 25% shall be reserved in the Multi-

core cables, Distribution frames and the Telephone distribution
boxes.

(vi) Standard RJ-11 Modular Socket shall be provided for the

termination of the Telephones via the Plug and Socket
arrangement. The RJ-11 Modular Socket shall be connected to

5.8
 Delhi Metro Rail Corporation

the nearest Telephone distribution box to complete the connection

between the EPABX Switch and the Telephone.

(vii) Short circuit and Over voltage protection devices shall be provided
to protect circuits from faults occurring in outdoor cables.

5.3.8 Telephone Instruments:

(i) Basic Telephones: The basic Telephone shall be Analogue

Telephone of DTMF Dialing with ITU-T Recommendations, with
following Features:

(a) Handset.
(b) Lamp for Message waiting.
(c) Powered by the EPABX Switch.
(d) 12 Push-button Keypad.
(e) 4-Features buttons for Re-dial, Hook flash, Mute
and Hold.

(ii) Analogue Feature Telephone: The Analogue Feature Telephone

shall be Analogue Telephone of DTMF Dialing and equipped with
following Features:

(a) Handset.
(b) Adjustable volume control for Speaker and Ringer.
(c) 12 Push-button Keypad.
(d) A minimum of 10 function Keys for flexible
assignment for System Features or additional
extension circuits.
(e) A minimum of 20 memories for Speed dialing.
(f) Hands-free Operation through built-in Speaker and
Microphone.
(g) Powered by EPABX Switch.
(h) On-hook dialing.
(i) Lamp for message waiting.

(iii) Digital Feature Telephone: The Digital Feature Telephone shall

be equipped with following additional Features (in addition to the
Features of 5.3.8 (ii) (a) to (i) above):

(a) Visual Display of details for incoming and outgoing

Calls.
(b) Display of Call duration.
(c) Adjustable viewing angle for Display.
(d) Intercom facility.
(e) System Clock Display.
(f) Automatic or Manual answering of incoming Data
Calls.

The Digital Feature Telephone shall support ISDN BRI (2B

+ D) Signalling. The Digital Feature Telephone shall be

5.9
 Delhi Metro Rail Corporation

programmable for multi-lines with more than one extension

Number assigned.

5.4 DIRECT LINE COMMUNICATION SYSTEM:

5.4.1 The Direct Line Communication System shall be independent of the EPABX
Network on the DMRTS Network.

5.4.2 The Direct line Telephones shall be single button selection connected to OCC so
that an audible alarm is sounded and location of the calling Telephones is
displayed on the appropriate console at OCC. At the locations other than OCC,
Direct Line Telephones shall be terminated on standard Telephone sets.
Consoles shall be provided with single button selection for each Direct Line
connection.

5.4.3 The Direct Line Telephone System shall permit:

(i) Individual Selective Calls with privacy of communication.

(ii) Group Call.
(iii) General Call.
(iv) Conference Call, to add additional users to an established Call
connection.
(v) Emergency Call with priorities.

5.4.4 Direct Line Console:

(i) Direct Line Consoles shall be provided for each of the Controls in
OCC. Capacity of these Consoles shall vary from 30 to 70 lines,
depending on the Control. Following facilities shall be provided on
these Consoles:

(i) Handset.
(ii) Push button for each Direct Line Telephone.
(iii) 12-Push button Keypad for dialing.
(iv) Hands-free Operation through built-in Speaker and
Microphone.
(v) Adjustable Volume Control for Speaker & Ringer.
(vi) Visual details for incoming and outgoing Calls.
(vii) Different Audio Indications for Normal & Emergency
Calls.
(viii) Display of Call duration.
(ix) Lamp for Message waiting.
(x) Lamp for Ringing Signal.
(xi) Transmit DTMF Signal when Call has been
connected.
(xii) Powered by the Central Communications
Processor.

(ii) The Direct Line Console shall provide selection facilities, in the
form of Push button with visual display unit (LED displays), for the
user to perform the following kinds of functions:

5.10
 Delhi Metro Rail Corporation

(i) Originate outgoing Call to the selected user.

(b) Select and answer any incoming Calls destined for
the Direct Line Console.
(c) Originate outgoing Calls to a pre-defined group of
users.
(d) Originate outgoing Calls to a group or all users
defined by the Direct Line Console.
(e) Make Conference Calls to add additional users to
an established Call connection.
(f) Patch Calls or put through two individual users for
Call connection.
(g) Transfer Call to an EPABX Extension.
(h) Make and receive Emergency Call (Over-ride
facility).

(iii) The Direct Line Communication System shall support a minimum

of 8 simultaneously coming incoming Calls to the Direct Line
Console to be queued. The identity of the calling parties in the
queue shall be displayed on the Console in ascending order of the
incoming sequence. Console Controller shall be able to answer
Calls in any sequence. Call answered shall be removed
immediately from the Display.

(iv) The Direct Line Console shall also be provided with functions for
operation as an ordinary Telephone set. Direct Line Console shall
be equipped with Keypad for dialing to originate EPABX
Telephone Call and support on-hook dialing.

(iv) OCC Operation: Direct Line Communication shall be routed to

OCC.

(v) Direct Line Telephones: Direct line Telephones shall be

standard DTMF Telephones connected to OCC through single
Push button selection. In each SCR, 2 Nos. of such Telephones
shall be provided, one of which shall be programmed for Direct
Line communication from / to Controllers in OCC and the other
Telephone shall be used for communication with other Direct Line
subscribers.

5.4.5 Emergency Telephones at Cross Passages in Tunnels:

(i) To cater for the possibility of a Train Radio failure, track side
Telephones from Direct Line Communication System shall be
provided at regular intervals close to the cross passages in each
Tunnel.

(ii) Each of the above Emergency Direct Line Telephone circuit shall
be terminated on Traction Power Controller and Traffic
Controller’s position in the OCC. Conspicuous audio and visual
indications to alert the Controllers shall be displayed on the lifting

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 Delhi Metro Rail Corporation

of a Handset from any of such Emergency Direct Line

Telephones.

(iii) Loud Audio and prominent visual indication shall be provided on

the Emergency Telephone for attracting the attention of Staff /
Driver in the neighbour hood, when called by the OCC.

5.5 CENTRALISED DIGITAL RECORDING SYSTEM (CDRS):

5.5.1 The CDRS shall be of sufficient Channels and shall be equipped with sufficient
recording capacity for 24 Hours continuous operation without changing the
recording tape or other recording medium.

5.5.2 The CDRS shall be synchronized with the Master Clock System of the FOTS with
the time deviation not more than 2 sec. without manual adjustment. Date and
Time stamp shall be encoded and recorded.

5.5.3 The CDRS shall be built by an array of identical modules with 1 + 1 protection in
a cold standby mode. The CDRS shall automatically changeover to the standby
module within 1 sec. for the standby unit to become active and start recording
under the following conditions:

(i) The pre-scheduled daily change over from the active to the
standby module.

(ii) Whenever fault is detected on the active module which affects the
normal recording.

(iii) Whenever the capacity of the active tape or other recording

medium reaches its end before the daily change over time.

5.5.4 During change over to standby module or vice-versa, overlap recording of a

minimum of half an hour shall be provided to ensure that there is no time gap in
recording for the change over mechanism.

5.5.5 The CDRS shall support the following facilities:

(i) Simultaneous recording and playback or change tape / other

recording medium without disturbing the on-line recording.

(ii) For the user to place a marker on the tape / other recording
medium to mark any conversation on any Channel or any
combination of Channels at a time.

(iii) Provide the ‘Search Function’ for user to locate any part of the
recording medium in terms of Date & Time, by the Channel and
for the marker placed by the user.

(iv) Automatic Gain Control (AGC) for voice message recording.

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 Delhi Metro Rail Corporation

(v) Voice operated start / stop operation for automatic recording of

conversation without user intervention.

5.5.6 The CDRS shall automatically reposition the tape / other recording medium to the
end of the last recording when the record command is initiated.

5.5.7 Control, Administration and Management function shall be provided through the
front panel of the CDRS or a Workstation connected to the CDRS, with the
following functions:

(i) Audio monitoring of any Channel under recording or playback

mode.

(ii) Tape / other recording medium movement control including

playback, fast forward, fast backward, record, stop and pause.

(iii) Tape / other recording medium movement indicator.

(iv) Display of operation status including power on / off, current time,

Channel number and operation mode etc.

5.5.8 The Recording Head in the CDRS shall support at least 100,000 Hours of
continuous recording.

5.6 TELEPHONE NETWORK MANAGEMENT SYSTEM:

5.6.1 Telephone Network Management System shall be provided at CER at OCC for
the overall control, supervision, maintenance and configuration of the entire
DMRTS Telephone Switch Network. Access to the Telephone Network
Management System shall be Password protected.

5.6.2 Telephone Network Management System shall be equipped with a Management

Workstation, Log Printer and Mass Storage Device and shall provide the
following Management and Administrative functions:

(i) User data Management.

(ii) Alarm Monitoring.
(iii) Performance Management.
(iv) Call Detail Recording.
(v) System Administration.

5.6.3 User Data Management:

(i) A Database shall be built for defining the Hardware and Software
Configurations for all the EPABX and Direct Line Communication
Switches. The Database shall contain all the Configuration Data
pertaining to Switching System equipment and connecting details
including the Data on Subscribers, Lines, Trunks, Service circuits,
Switching Network equipment, Call Routing, Features of the
Network, Traffic Data collection Schedules and the Data for
Network Management purposes.

5.13
 Delhi Metro Rail Corporation

(ii) Upload, Download, Addition, Deletion and Editing of Subscriber’s

Data, Trunk Data, Assignment of ‘Class of Service’, Features,
Programming of System Parameters and Settings shall be
provided through the Management Workstation.

(iii) Any changes in the Database shall be updated automatically on

the Mass Storage Devices.

5.6.4 Alarm Monitoring:

(i) Telephone Network Management System shall monitor and

display the status of the EPABX and Direct Line Communication
Switches on the Management Workstation on a real-time basis. All
Alarm records shall include details of the faults, be time stamped
with date, hour, minute and stored in the Telephone Network
Management System.

(ii) All alarm events including the detection of alarm, alarm

acknowledgement and reset shall be recorded and stored in the
Telephone Network Management System.

(iii) Telephone Network Management System shall monitor the

Network traffic and give alarm in case of traffic overload.

(iv) Telephone Network Management System shall be programmable

to enable or disable the alarm printout by the Log Printer.

5.6.5 Performance Management: Telephone Network Management System

shall collect the Network performance data continuously and provide
reports upon user’s request. Types of the Network performance data shall
include the following:

(iv) Traffic within the same EPABX and direct Line

communication Switch.
(v) Traffic between Switches.
(vi) Traffic offered and blocked.
(vii) Traffic of the individual trunk and Tie circuit.

5.6.6 System Administration:

(i) The Telephone Network Management System shall store

commands entered through the Management Workstation and
display the command history Log or provide printout on user’s
request.

(ii) The Telephone Network Management System shall provide

facilities for users to run Diagnostics on the Control, Voice and
Data circuitry without causing interruption to the operation of the
System.

5.14
 Delhi Metro Rail Corporation

(iii) The Telephone Network Management System shall provide

Housekeeping functions for database Backup, files Deletion,
Download and Upload.

*******

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 Delhi Metro Rail Corporation

6. CLOCK SYSTEM

6.1 GENERAL:

6.1.1 The Clock System shall be based on the principle of Master, Sub-master and
Slave Clocks working mechanism. Master Clock shall be installed at the OCC
and shall be capable to drive number of Sub-master Clocks as per requirements.

6.1.2 The Master Clock System installed in OCC shall include the following:

(i) Master Clock, producing a Centralised Time Signal, through a

Primary Reference Clock source..

(ii) Clock Distribution Panel to distribute the Centralised Time Signal

from Master Clock to Sub-master Clocks.

6.1.3 Sub-master Clocks at Stations, Depots and other locations shall receive the
Centralised Time Signals from the OCC Master Clock and feed these Timing
Signals to various Sub-systems, local Clocks and other necessary equipments.

6.1.4 Alarm and status monitoring of the Master Clock System shall be connected to
the CSS.

6.1.5 The Clock Signal shall be re-generated, if necessary, in the Subordinate

Synchronisation Supply Units (SSU) with the aid of phase-locked loops.

6.2 MASTER CLOCK SYSTEM:

6.2.1 The Master Clock System shall have duplicated Master Installation in OCC. Each
Master Installation shall have all functions duplicated, with automatic change
over without interruption in the event of failure.

6.2.2 The Master Clock System shall be built around Global Positioning System (GPS)
Receiver and shall be self-correcting in the event that the synchronisation GPS
Signal is lost temporary and re-established.

6.2.3 The Master Clock System shall perform following functions:

(i) Provide the Master Clock Source for equipment synchronisation.

(ii) Provide the Master reference date and time information.

(iii) Provide reference Clock Signals for Station Clock Displays.

(iv) Distribute the Master Clock source and reference date and time
information to OCC, Stations, Depots and DMRTS Headquarters.

6.1
 Delhi Metro Rail Corporation

6.2.4 The Master Clock shall be capable of receiving Universal Co-ordinated Time
(UTC) data from GPS Satellite, decoding and verifying it and passing the data
forward in recognisable form to Slave Clocks and other systems requiring time
synchronsation.

6.2.5 In the absence of valid GPS Signals, the Receiver shall operate in free running
mode with an internal Clock supplying the time Signals. An alarm shall be issued
in such a case. On restoration of GPS Signal, the Receiver shall validate the
Signals. After the successful validation, the Master Clock System shall self
correct, if necessary.

6.2.6 In case the Power supply to the GPS Receiver is lost, the Navigation and
Satellite data shall continue to be stored for at least 2 hours and the GPS
Receiver shall reacquire Satellite within 20 seconds after the Power is restored.

6.2.7 Clock output Interfaces of suitable Standards (such as RS-422 or RS-232 and
LAN connection) in the form of suitable outlets (such as RJ-45) shall be
supported by the Clock System to serve the Clocks at Stations, OCC, Depots
and DMRTS Headquarters.

6.2.8 In the event of failure of Slave Clock Control System, the Master Clock System
shall store signals for at least 48 hours and shall automatically re-adjust the
Slave Clocks on re-connection at high rates.

6.2.9 The Master Clock System shall work from 48 V ± 20% DC or 240 V AC UPS with
a minimum busy hour reserve of 4 hours.

6.2.10 The Sub-master and Slave Clocks shall have Battery backup of at least 4 hours.

6.3 SLAVE CLOCKS:

6.3.1 The design of the Slave clocks shall suit to the architecture of the area, in which
they are located. All Slave Clocks shall be programmable both for 12 hours and
24 hours.

6.3.2 Slave Clocks shall be provided as follows:

(i) One wall mounted Digital Clock in each SCR, Supervisor’s offices,
Equipment and Plant rooms at Stations, Depots & OCC.

(ii) One single faced Digital Clock each at Head-end and Tail-end of
each Platform suitably positioned for the use of the Train Driver.
These Clocks should be visible from the Driver’s Cab even in
emergency lighting conditions on Metro and Rail Corridors as also
bright sun light on the Rail Corridor.

(iii) One double faced suspended Clock at each entrance gate to the
Passenger areas to be visible in all lighting conditions.

6.2
 Delhi Metro Rail Corporation

(iv) One double-faced suspended Clock for each concourse suitably

positioned to be visible from all over the concourse areas in all
lighting conditions.

6.4 PERFORMANCE REQUIREMENTS:

(i) The delay within the Master Clock System equipment between the
reception of an update Signal and transmission of a data message
shall be a maximum of 20 m Sec.

(ii) When receiving valid GPS Signals, the Master Clock System
accuracy shall be within 50 m Sec.

(iii) The Master Clock System accuracy shall be better than ± 0.01
seconds per 24 hours.

*******

6.3
 Delhi Metro Rail Corporation

7. CLOSED CIRCUIT TELEVISION SYSTEM

7.1 GENERAL:

7.1.1 Closed Circuit Television (CCTV) System shall consist of following principal sub-
systems:

(i) Platform Surveillance CCTV System for monitoring of entraining

and detraining of Passengers at all Platforms. Monitoring of
entraining and detraining of Passengers and surveillance of Train
doors from the Driving Cab shall also be provided by the Platform
CCTV System. Video Signals from designated Cameras, for this
purpose, shall be available to the CCTV Monitors installed at head
end and tail end of each Platform. These Monitors can as well be
used during reversal of Trains.

(ii) Station Surveillance CCTV System on Metro Corridor for

monitoring important locations in the Station, both locally from
SCR and remotely from the OCC. Video Signal output from CCTV
Cameras in various locations shall be fed to the Video Switchers
to distribute these Video Signals to various Monitors.

7.1.2 Control equipment of CCTV System shall be located in the TER at all Stations
and in CER at OCC.

7.1.3 Station Surveillance CCTV Control equipment shall be accessed from the
following locations:

(i) SCR to CCTV System at the concerned Station.

(ii) Traffic Controller and Chief Controller at OCC to CCTV System at
all the Stations.
(iii) Security Controller at OCC to CCTV System at all the Stations.

7.1.4 Station Surveillance CCTV Control equipment shall be interfaced with FOTS for
connection to the equipment located in the CER at OCC for remote control.

7.1.5 Both centralised and localised Video Recording System shall be provided.

7.1.6 CCTV Coverage: CCTV Surveillance System shall provide full (100 %) coverage
of the following areas:

(i) Station:

(a) Platform Operational Areas.

(b) Complete length of all Escalators.
(c) Concourse Area.
(d) All Station Entrances and Exits.
(e) All Automatic Fare Collection (AFC) Gates.
(f) Exterior of Ticket Booking Offices.

7.1
 Delhi Metro Rail Corporation

(g) Exterior of Fare Adjustment Offices.

(h) Subways.

(ii) OCC:

(a) Main Building Entrance and Exits.

(b) Computer and Equipment Room of Signalling &
Telecommunication, SCADA and AFC.
(c) OCC Theatre Entrance.
(d) AFC Ticketing Room, Audit / Analysis Room and
Ticket Storage Rooms.

(iii) Platform:

At the Head End and Tail End of the Platform for Coverage
of all Train doors.

7.1.7 All equipments of CCTV System shall work from 240 V AC Single Phase Supply
from UPS.

7.2 PERFORMANCE REQUIREMENTS:

7.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the CCTV

System shall be as under:

CCTV System Equipment MTBF (Hours)

Station and Central Equipment. > 50,000.
Cameras. > 60,000.
PTZ Units. > 50,000.
Monitors. > 60,000.
Video Recording Equipment. > 40,000.

7.2.2 Availability Requirements: The CCTV System shall have an overall System
Availability of better than 99.95%.

7.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the

CCTV System to full normal operation following a failure shall be less than Four
(4) Hours, including the time required to travel to the Site.

7.2.3.1 The Service life of the CCTV System shall not be less than 10 years.

7.2.4 CCTV Camera Response Time: The Response Time to display a Video image
from a CCTV Camera selected from a control facility shall not exceed 250 m
sec., measured from the time the command is issued to the time the Video image
is displayed on the corresponding Monitor.

7.2.5 Display Performance: Display of full screen mode of a 1.8 m tall person
standing upright, within the CCTV Camera coverage area, on any Monitor shall
not be less than one-tenth (1/10) of a screen for both fixed lens and zoom lens
cameras at the shortest focal length. No image degradation shall result on each

7.2
 Delhi Metro Rail Corporation

of the CCTV monitor owing to any external sources of interference including

distortion of the image at the periphery of the screen, rotation of image, mis-
convergence of colour image and changes of colours on the screen due to
changing of external magnetic field level.

7.2.6 End-to-End Performance: The overall System Performance for all possible
transmission paths, shall meet the following requirements:

(i) Picture Signal: 0.7 V ± 0.1 V (peak).

(ii) Sync Signal: 0.3 V ± 0.1 V.
(iii) Signal to Noise Ratio: 48 dB CCIR weighted.
(iv) Frequency: 50 Hz. To 5 MHz. ± 3 dB,
Measured w.r.t. a Video
Signal of 100 KHz.
(v) Hum: 50 dB below peak white.
(vi) Crosstalk: 50 dB below peak white at
4.43 MHz. (contributed by all
other parts or Channels).
(vii) ‘K’ Rating of a ‘2T & Bar’
Test Waveform: Pulse to Bar Ratio: 5%.
2T Pulse response: 5%.
Bar Response: 4%.
(viii) Luminance non-Linearity: 12%.
(ix) Luminance / Chrominance
Delay Inequality: ± 40 ns.
(x) Luminance / Chrominance
Gain Inequality: ± 10%.
(xi) Luminance / Chrominance
Crosstalk: ± 8%.
(xii) Differential Gain: < 8%.
(xiii) Differential Pulse: < 8 Degrees.

7.3 FUNCTIONAL REQUIREMENTS:

7.3.1 CCTV shall have facilities for colour monitoring in Real Time.

7.3.2 CCTV shall comprise of a combination of fixed and PTZ Cameras to provide
indoor and outdoor coverage.

7.3.3 FOTS shall be used for the transmission of Signal and Data between Stations
and OCC.

7.3.4 The internal clock for all the CCTV System equipment shall be synchronised to
within ‘1’ second of the Master Clock System at all times.

7.3.5 System-wide Railway Control functions for the CCTV System shall be carried out
from the OCC.

7.3.6 Station Surveillance:

7.3
 Delhi Metro Rail Corporation

(i) The Camera outputs shall be sequentially monitored on 14" (14

Inch) colour Monitors kept in the SCR and also on the 14/14 inch
Monitor, one for each Station, at OCC. Separate Video Switches
or suitable Analog multi channel equipment shall be provided for
the OCC and SCR. The locations of the CCTV Monitors and
Control Panel shall be as under:

(a) Stations: Two (2) Nos. of minimum 14" (14 Inch)

colour Monitors with split image unit and a CCTV
Control Panel at each SCR Console.

(b) OCC:

** One (1) colour Monitor of minimum

14" (14 Inch) size and CCTV Control
Panel on Console for Chief
Controller.
** One (1) colour Monitor of minimum
14" (14 Inch) size for each Station in
the Security Control Room together
with a Patch Control Panel to
connect any Monitor to Video
Signals from any of the Stations in
case of failure of any Monitor.
** Two (2) Nos. of minimum 14" (14
Inch) size colour Monitors on the
Security Controller’s Console with
the facility to select the output from
any Camera location at any Station /
OCC on these monitors through a
Key Board. Video Recorders shall
be provided for simultaneous
recording of intentionally selected
Station / Camera.

(ii) There shall be Two (2) Remote Station Monitoring Systems from
the OCC, one for Operations i.e. Chief Controller and the other for
Security Controller. The two Systems shall be independent of
each other for user facilities. It shall be possible for the two
System users viz. Traffic Controller & Chief Controller and
Security Controller to view entirely different cameras from the
same Station simultaneously and control the scan time, skipping
or locking a particular input independently. Security Controller
shall have PTZ control facility for Station and OCC Surveillance.
Traffic Controller and Chief controller shall not require the facility
of controlling the PTZ Cameras.

7.3.7 Monitoring of Entraining and Detraining of Passengers:

(i) At least Two (2) CCTV Cameras, fixed length focus, for each
Platform side shall be provided and their position shall be

7.4
 Delhi Metro Rail Corporation

arranged such that the whole Platform and the Train doors can be
monitored on 14" (14 Inch) Monitors, two numbers of each, fixed
close to the Head End and Tail End of the Platform. The position
of the Monitors shall be adjustable so as to accommodate working
of 4/6/8 coach Trains. Where, due to presence of pillars and other
obstructions, all Train doors cannot be monitored by two
Cameras, additional Cameras may be provided. Monitors, in
addition, shall have the facility of splitting the Screen in multiple
Windows to enable projection of views of more than one coach on
the same Monitor.

(ii) Video Signals of the CCTV Cameras monitoring the Platform and
Train shall be available to the following equipment simultaneously:

(a) Two Nos. of min. 14" (14 Inch) Head End Monitors.
(b) Two Nos. of min. 14" (14 Inch) Tail End Monitors.
(c) One No. of min. 14" (14 Inch) Monitor each with OCC
Traffic Controller and Chief Controller.
(d) Two Nos. min.14" (14 Inch) Monitors for Security Controller
in OCC.
(e) One No. of min. 14" (14 Inch) Monitor in Security Control
Room.

7.3.8 Video Multiplexing, Recording and Retrieving:

(i) Video Recorders shall be user programmable and all Recordings

shall have the associated time and date stamped information
superimposed on to the Video image. Recorders shall be provided
at each Station and in OCC.

(ii) For the purpose of recording Video Cameras at each Station shall
be divided into a suitable number of groups and each group shall
be recorded by dedicated Video Recorders.

(iii) Recording of Video signals on each MMI in the OCC shall be done
on dedicated Video Recorders (Digital Versatile Receivers order –
DIVARs). In the OCC, Controllers shall be able to select manually
Video images to be recorded.

(iv) The Video Recorder shall be capable of operation for 24 hours per
day, 365 days per year.

(v) The Multiplexer shall allow a maximum of 16 Video inputs to be

time multiplexed on a single output for recording and playback
purposes.

7.3.9 Video Signal Transmission from Station to OCC:

(i) Video Signal and Data Transmission between the Stations and the
OCC shall make use of FOTS. Options for Transmission shall
include any one or a combination of the following:

7.5
 Delhi Metro Rail Corporation

(a) Analog Transmission, making use of Dark Fibres.

(b) Digital Transmission, making use of SDH
Transmission Network.

(ii) In the case of Digital Transmission, Compression Algorithm used

shall be Motion JPEG (Joint Photographic Experts Group) and the
Bandwidth shall be fixed and shall be uniform throughout the
DMRTS Network.

(iii) In the case of Analog Transmission over Optical Fibre Cables, a

Multi-channel System shall be provided over a single Fibre to
cover all the Cameras at 5 Stations. In the OCC, 5x16 Channel
Receivers using FM Technology shall be used to cover any of the
16 selected Cameras at the 5 Stations simultaneously. Optic Fibre
Diversity shall be configured to provide protection against failure
of the remote monitoring and control of Station Surveillance CCTV
System due to damaged Optical Fibre Cable.

7.3.10 Fault and Alarm Management: All Alarm status of the CCTV System including
CCTV Cameras, Video Switchers, Multiplexers, Video Distribution Amplifiers and
Optic to Video Transmitters / Receivers, as necessary, shall be connected to the
Communication System Supervisor (CSS).

7.4 CCTV EQUIPMENTS:

7.4.2 Video Switch:

(i) Video Bandwidth: 10 Hz. to 10 MHz.

(ii) Video Signal Level: 1 Vpp.
(iii) Input / Output Impedance: 75 Ohms.
(iv) Crosstalk: Better than (-) 55 dB
Between any two Inputs up
to 4.43 MHz.
(v) Differential Phase: ± 3 Degree Maximum.
(vi) Differential Gain: ± 3% Maximum.
(vii) ‘K’ Factor using 2T Pulse: ± 3% any Input to any
Output.
(viii) Bar Tilt: Maximum 3% any Input to
any Output.
(ix) Pulse to Bar Ratio: Within 3%.
(x) Luminance / Chrominance
Delay Inequality: ± 14 ns Maximum.
(xi) Luminance / Chrominance
Gain Inequality: ± 4% Maximum.
(xii) Picture Signal: 0.7 V ± 0.03 V.
(xiii) Sync Signal: 0.3 V ± 0.01 V.
(xiv) Number of Characters for
Camera ID: Up to 10 Alphanumeric
Characters in 1-line Display.
(xv) Number of Characters for

7.6
 Delhi Metro Rail Corporation

Test Identification ID: Up to 14 Alphanumeric

Characters in 1-line Display.
(xvi) Minimum Size of Characters: 10% of screen size.

7.4.3 CCTV Cameras:

1
(i) Image sensor types: /3 Inch interline interface
CCD.
(ii) Active Picture Element: Not less than 330,000.
(iii) Signal Format: CCIR, 625 lines, 50 fields
per second.
(iv) Sync System: Internal and External Sync.
(v) Video Output: 1.0 Vpp Composite.
(vi) Minimum Illumination: 1 Lux.
(vii) Signal to Noise Ratio: > 48 dB weighted.
(viii) Video Bandwidth: > 5.5 MHz.
(ix) Horizontal Resolution: > 480 TV Line Resolution.
(x) AGC: 10:1.
(xi) Gain Control (Selectable
AGC On /Off): 14 dB.
(xii) Automatic Light Compensation -
Outdoor: 60,000:1.
(xiii) Automatic Light Compensation -
Indoor: 25,000:1.
(xiv) White Balance: Fixed or full Time Automatic.
(xv) Back Light Compensation: On / Off selectable.

Camera mountings shall meet the requirements of Pan & Tilt movement
and pose no restrictions to obtain the optimum field of view.

7.4.4 Lens:

(i) Fixed lens Focus shall be adjustable continuously from less than
1.8 m to infinity, pre-settable and fixed to that position by a locking
device with auto iris control and manual focus.

(ii) Zoom lens shall be provided with 10:1 zoom capability. The zoom
operation shall be ‘Track’, i.e. after focusing on an object at any
distance at a particular length, the lens shall stay in focus at that
object distance for all zoom settings. The zoom speed shall be at
least 8 seconds end-to-end and the time taken for changing focus
from 3 m to infinity and vice-versa shall be less than 5 seconds.
The lens shall have auto iris and auto focus control.

7.4.5 Pan / Tilt Drives:

(a) Panning speed: 60 to 100 / second with

variable speed.
(b) Tilting speed: 30 to 60 / second with
variable speed.

7.7
 Delhi Metro Rail Corporation

(c) Panning angle: At least 00 to 3500.

(d) Tilting angle: ± 600.
(e) Limit switch: Adjustable.

7.4.6 Video Transmission shall meet the CCIR Baseband composite PAL-B Signal.

7.4.7 CCTV Monitor:

(i) CCTV Monitor shall be high resolution type, easily adjustable for
colour contrast, brightness and horizontal / vertical holds. CCTV
Monitors shall have features to preclude video image burning and
degaussing. In addition, CCTV Monitors shall meet the following
requirements:

(a) Scan Standard: 625 lines, 50 fields

per sec.
(b) Horizontal resolution: More than 450 TV
lines for 533 mm.
(c) Frequency Response: 50 Hz. to 6 MHz.
(d) Linearity: Less than 1%
deviation from centre.
(e) Video input: 1.0 Vpp composite
video, Sync Negative,
BNC connectors and
75 ohms termination
switch.

(ii) CCTV Monitor shall be shielded against Radio frequency pickup

and static magnetic field interference generated by Traction Motor
pickup expected in the Metro Corridor.

(iii) Mounting brackets for CCTV Monitors shall meet the needed tilt
requirements and shall have provision of a sun shield to avoid
glare arising from strong light.

*******

7.8
 Delhi Metro Rail Corporation

8. PUBLIC ADDRESS SYSTEM (PAS):

8.1 GENERAL:

8.1.1 The PAS shall be provided to broadcast voice messages to Passengers / Staff in
all Stations, Depots, OCC and DMRTS Hqrs. The PAS shall have Control
equipment shall be located in the Equipment Rooms of each Station, Depot,
OCC and DMRTS Hqrs. PAS facilities for the Depots shall be standalone without
any control and access from OCC .

8.1.2 The Station PAS control equipment shall be interfaced to the FOTS for
connection to the equipment located in the CER at OCC to facilitate system
control from OCC.

8.1.3 The PAS at Stations shall be accessed from the following locations:

(i) Platform Supervision Booths (PSB).

(ii) Station Control Room (SCR).
(iii) Operations Control Centre (OCC ).

8.1.4 The PAS and Passenger Information Display System (PIDS) shall be coordinated
automatically to provide real time Passenger Audio broadcast and Visual
information at each Station. The PAS and PIDS shall respond to special Train
running interrupt messages from the Train Control & Signalling System (TC&S)
and also enable any PAS Operator to send special announcement or emergency
messages for Passenger / Staff.

8.1.5 Four major types of messages shall be provided by the PAS:

(i) Fixed Digital Recording.

(ii) Pre-formatted with Data to be added.
(iii) Instantly recorded.
(iv) Live Audio Broadcast.

8.1.6 The PAS shall be capable of maintaining the required intelligibility at all times
regardless of changing environment including crowd density, temperature,
humidity and noise level.

8.1.7 The PAS at Stations shall have external Audio Input Ports for providing
background music to selected public zones.

8.1.8 PAS Coverage:

8.1.8.1 Station Coverage: The following PAS Zones shall be provided at each Station:

(i) Concourses and Entry / Exits.

(ii) UP Platform.
(iii) Down Platform.
(iv) Staff Areas including Office Rooms and Staff Toilets.

8.1
 Delhi Metro Rail Corporation

8.1.8.2 Depot Coverage and Zoning: The PAS Zones shall be provided at each Depot for
Service Shed and Stabling Lines.

8.1.9 All equipment of the PAS shall work from 240 V Single Phase Power Supply from
the UPS.

8.2 PERFORMANCE REQUIREMENTS:

8.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the PAS shall

be as under:

PAS Equipment MTBF (Hours)

Control & Switching Equipment. > 50,000.
Power Amplifier. > 40,000.
Digital Voice Announcement Equipment. > 50,000.
Microphone. > 50,000.
PAS Management System. > 50,000.
PIDS / PAS MMI. > 50,000.
Loud Speaker. > 50,000.

8.2.2 Availability Requirements: The PAS shall have an overall System Availability of
better than 99.99%. The Radio-to-PAS Announcement shall have an Availability
of better than 99.9%.

8.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the PAS
to full normal operation following a failure shall be less than Four (4) Hours,
including the time required to travel to site.

8.2.4 The Service life of the PAS shall not be less than 15 years.

8.2.5 Coverage Performance:

8.2.5.1 Sound Pressure Level (SPL):

(i) In order to allow for the worst case ambient noise levels, the PAS
shall generate minimum SPLs of 90 dB (A) for concourse, 95 dB
(A) for Platform areas and 80 dB (A) for non-public areas.

(ii) Headroom margin of at least 6 dB above average SPL shall be

available at all amplifier stages such that the input is passed
through the PAS without clipping.

(iii) The SPL shall not exceed 100 dB (A) in all public and non-public
areas.

8.2
 Delhi Metro Rail Corporation

(iv) When automatic level adjustment is at its minimum, the SPL

measured at 1.5 m above floor in each zone shall be no less than
70 dB (A). Ambient noise monitoring shall ensure PAS output 10
dB (A) higher than the ambient noise levels in all zones.

8.2.5.2 Frequency Response: The minimum overall system frequency response for the
PAS from 100 Hz. To 7 KHz. shall be within ± 3 dB.

8.2.5.3 Distortion: The amplifier total harmonic distortion shall be less than 0.5% at 1
KHz. with full power. The noise level under no signal condition shall be at least
80 dB below the designed Signal level.

8.2.5.4 Intelligibility: The Index of Speech Intelligibility (RASTI) measurement values at

95% of the areas for the PAS shall be greater than or equal to 0.5 for all areas.

8.3 FUNCTIONAL REQUIREMENTS:

8.3.1 The PAS shall support:

(i) Message Announcements in Hindi and English or any combination

of these languages.

(ii) Different Live or Recorded announcements to separate Zones or

group of Zones simultaneously within a Station.

(iii) Announcements from designated Hand Portable Radios to a set of

pre-defined Zones at each Station.

8.3.2 The PAS equipment’s internal clock shall be synchronised to within 1 second of
the Master Clock of FOTS at all times.

8.3.3 Operation:

8.3.3.1 Mode of Operations:

(i) Time Mode: As initiated by the PAS internal System Clock via a
Message Scheduler, to be provided as a part of the MMI facilities.

(ii) Automatic Mode: Based on the information from the TC&S System
for Train related information broadcast.

(iii) Manual Mode: As initiated by a PAS Operator at OCC and SCR /

PSB on the MMI.

8.3.3.2 OCC Operation: System-wide Central Control functions for the PAS shall be
carried out from OCC .

8.3.3.3 Depot: The PAS facilities within the Depot shall be controlled from DCC and
PPIO in the Depot. A hard-wired Control Panel, complete with Microphone and
zone selections, shall be provided at each location.

8.3
 Delhi Metro Rail Corporation

8.3.4 Management of Messages:

8.3.4.1 Message Initiation from the Station: The SCR MMI shall have the facilities to:

(i) Initiate any fixed or instantly recorded messages and add in any
additional information required to complete the pre-formatted
Messages.

(ii) Direct the message to any Zone, combination of Zones or all

Zones within a Station.

(iii) Instantly record ‘Ad-hoc’ Messages for repetitive broadcast.

(iv) To make live broadcast to any Zone, combination of Zones or all

Zones within the Station.

8.3.4.2 Message Initiation from OCC :

(i) The OCC shall have full announcement facilities as available for
the SCR MMI and shall be provided with the necessary facilities to
access every Station.

(ii) Multi-drop Audio Links through FOTS shall be provided to each

Station PAS allowing the OCC to broadcast Messages to a
Station, a group of Stations and all Stations.

8.3.4.3 Message Initiation from the TC&S System:

(i) Data will be sent in a coordinated manner to the PAS and the
PIDS by the TC&S System to broadcast pre-defined Train
information including Train arrivals and departures on the
designated platform at all Stations.

(ii) The PAS announcements shall be made based on the information

received from the TC&S System.

(iii) The PAS shall coordinate with PIDS for the display of the
Messages and shall ensure the integrity of the data / information
received from the TC&S System.

(iv) The PAS shall carry out Time Count Management based on the
estimated time sent by the TC&S System and the current PAS
internal System Clock, for timely delivery of Messages /
Announcements.

(v) All Messages initiated by the TC&S System shall be designed for
automatic broadcast without human intervention.

8.3.4.4 Message Initiation from the Depot Control Area:

8.4
 Delhi Metro Rail Corporation

(i) DCC Operator shall be provided with a hard wired PAS Control
Panel and Microphone to make live broadcast to any Zone or
group of Zones or all Zones selected within the Depot.

(ii) A PAS Control Panel shall also be provided in the Progress

Planning and Investigation Office (PPIO) in the Depot for selection
of PAS functions.

(iii) Each PAS Control Panel shall be assigned with a priority level.
DCC Operator Control Panel shall have the highest priority level to
make PAS Announcements.

8.3.4.5 Message Construction:

(i) The fixed and pre-formatted Messages shall be created and

loaded into the Digital Voice Announcer (DVA) of the central PAS
Control Equipment at OCC via the PAS Management System.
These Messages shall then be downloaded to the Station Control
Equipment as programmed by the PAS Management System.

(ii) Instantly Recorded Messages: The PAS shall enable the OCC
and SCR MMI Operators to digitise live Messages and store them
in the local DVA. These messages can then be retrieved for
broadcasting or be deleted if they are no longer required by the
Operators.

8.3.4.6 Message Priorities: Message priorities shall be programmable by the PAS

Management System. Following priority shall be assigned for the PAS
Announcements:

Level of Priority Message Type

1 Live Audio Broadcast from PSB.
2 Live Audio Broadcast from SCR.
3 Live Audio Broadcast from OCC .
4 Announcements initiated by TC&S System.
5&6 Pre-stored Messages from SCR / OCC .
7&8 Spare.
9&10 Audio Ports ‘1’ & ‘2’

Only the higher priority level message, when initiated shall interrupt any lower
priority announcement currently in progress.

8.3.5 User Interface:

8.3.5.1 Man Machine Interface (MMI): MMI shall be provided in the OCC and each
SCR. Each PAS MMI shall be integrated with the PIDS MMI and implemented on
a common Workstation. MMI shall provide the Operator with all the PAS
Announcement and associated System features in order to operate and control
the PAS. Following facilities shall be made available to the Operator via the MMI:

8.5
 Delhi Metro Rail Corporation

(i) The ability to automatically connect, from a single selection action,

any combination of Station Zones from the SCR MMI and any
combination of Stations and Station Zones from the OCC MMI.

(ii) The ability to select fixed and pre-formatted Message broadcast.

(iii) The ability to create instantly recorded Messages and to make live
audio broadcast.

(iv) ‘Ready to Proceed’ Indication to the Operator, when the selected

Zones are available.

(v) ‘Zone Busy Indication’ when a PAS Operator attempts to initiate a

lower priority Message while a higher priority Message is being
broadcast to the selected Zones.

(vi) The facility to send out Messages once or periodically at a

constant interval to the selected Zones. The periodic interval shall
be Operator selectable.

(vii) The ability to display major and minor summary alarms on the
MMI.

(viii) The facilities to acknowledge alarms and to clear alarms from the
alarm display.

(ix) A set of speakers to monitor active Messages being broadcast to

selected PAS Zones and to play back the pre-stored as well as
instantly recorded Messages, prior to their broadcasting to any
PAS Zone.

(x) A Microphone to enable live broadcast Messages to be made

even when the MMI, PAS Control Equipment and DVA Equipment
fail.

(xi) A Reset Command for the PAS Operator to stop the Message
broadcast. When the Message broadcast is reset, the current
Messages shall be cancelled and then the pre-set routine
Message schedule shall be resumed.

(xii) None of the fixed or pre-formatted Messages shall be erasable by

any MMI Operator.

(xiii) The SCR MMI shall have the necessary facilities to monitor OCC
initiated Messages.

(xiv) The SCR MMI shall receive notification of any Message initiated
from the Microphone broadcast from the PSB. When more than
one PSB exists, the individual PSB shall be differentiated.

8.6
 Delhi Metro Rail Corporation

Designated PAS Commands and Audio inputs shall be automatically

coordinated with the PIDS Messages, if the Messages are determined
and selected to be concurrently broadcast and displayed.

8.3.5.2 Log On Control: The PAS shall be provided with all necessary facilities to
enable each PAS Operator or Controller to execute ‘Log On’ sequence, by
entering both unique ‘User name’ and ‘Password’, before any commands are
available on the MMI.

8.3.5.3 Platform Supervisors Booths (PSB):

(i) Each Station PSB shall be provided with a hard-wired PAS

Control Panel to gain access to its associated Platform (s).

(ii) The PAS Control Panel shall be equipped with a ‘Ready to

proceed’ Indication when the Platform Zones selected are
available.

(iii) The PAS Control Panel shall be equipped with an Indication to

display that respective Platform PAS Zone is in use. Whenever a
live announcement is made via the PAS Control Panel, a busy
Indication for that PSB shall be indicated back to the MMI at SCR
and OCC /BCC to indicate that the Channel is busy.

8.4 PAS MANAGEMENT SYSTEM:

8.4.1 The PAS Management System shall be equipped to support the following
System Management functions:

(i) Creating and Loading fixed and pre-formatted messages.

(ii) Downloading of System Software.
(iii) Message Priority Assignment.
(iv) Coordinating PAS and PIDS Messages.
(v) Pre-programming System Triggering Events.
(vi) Retrieve Event Logs.
(vii) Modifying pre-defined System Information.
(viii) System Parameter Configuration.
(ix) System Administration to Control, Resetting of Password,
Creation and Deletion of Users.

8.4.2 The PAS Management System shall be provided with a storage capacity for at
least 4 weeks of alarm data, alarm history, system configuration data and event
logging data.

8.5 FAULT & ALARM MANAGEMENT:

8.5.1 Fault and Alarm Monitoring:

(i) The Communication System supervisor (CSS) shall monitor

system alarm status on real time basis. Alarm data shall be stored
for future inquiries.

8.7
 Delhi Metro Rail Corporation

(ii) All Amplifiers, Audio Switches, DVA Equipment, Processing

equipment as well as integrity of Loudspeaker lines shall be
provided with fault monitoring and reporting to the CSS.

(iii) Status of major equipment of the System shall be monitored and

displayed with suitable indications on the local PAS Equipment
Shelves / Racks.

8.5.2 Alarm Handling:

(i) Alarm Handling in CER at OCC shall be implemented through

CSS. Following alarm conditions with suitable audio and visual
indications shall be provided in the TER at the Station and in the
CER at OCC .

(a) Loss of PAS facilities at a location.

(b) Loss of Clock Synchronisation.
(c) Loss of Interface links with PIDS and TC&S
System.
(d) Power Supply Unit failure.
(e) Failure of Loudspeaker Distribution line.
(f) Failure of Amplifier / pre-Amplifier / Digital
Equaliser.
(g) Loss of Automatic Level Control.
(h) Failure of Communication Link between OCC /BCC
and Station PAS.
(i) Failure to changeover the Central Control
Equipment between OCC.

(ii) All Alarms shall be stamped with time and date and shall be
accompanied with audio and visual display.

(iii) The alarm shall be classified into major or minor alarms and be
user configurable.

(iv) All alarms resulting from equipment fault shall be latched alarms.

8.6 FAULT DIAGNOSTICS:

8.6.1 The Equipment shall incorporate a self Diagnostic process for monitoring all
Amplifiers and Loudspeaker circuits. In the event of a fault being detected, an
alarm shall be given on the Control Panel at OCC .

8.6.2 The fault Diagnostic System shall provide features for local testing of individual
Module and Card.

8.6.3 Failure Modes:

(i) When Power is restored following a Power failure to the PAS, the
PAS shall perform all necessary self testing processes and then

8.8
 Delhi Metro Rail Corporation

automatically resume functioning fully in the same configuration as

before the shut down.

(ii) Failure of a MMI shall not prevent any other MMIs or other PAS
Control Panels from operating and controlling the PAS.

(iii) Failure of MMI inside the SCR, Digital Voice Announcer (DVA)
and the Station PAS Control equipment shall not prevent a PAS
Operator in the SCR from making live audio broadcast to the
entire Station to meet emergency requirements.

8.7 PAS EQUIPMENTS:

8.7.1 Control Equipment:

(i) Control equipment shall be Server based and shall be capable of meeting
all the Interface requirements with the PIDS and TC&S System.

(ii) Control equipment shall be provided with an internal system clock which
shall be synchronised with the Master Clock System. The internal system
clock shall maintain the current time clock without drifting a single second
for a period of at least 1 week, whenever the synchronization link with
Master Clock System fails.

(iii) Control equipment shall be equipped with a volume meter and a

monitoring speaker to test and verify the audio output functions in the
PAS equipment racks at all Stations, the Depot, OCC and DMRTS Hqrs.

(iv) Control equipment shall have a digital audio matrix switch to enable the
audio cross connections necessary for broadcasting over any zone,
combination of zones or all zones. The audio matrix switch shall be
capable of being bypassed to maintain all zone broadcast availability, on
its failure.

(v) Control equipment shall be equipped with built-in Test Routines that are
capable of testing each hardware module. These Routines shall
selectively operate in an off-line mode to allow a complete functional test
of a module. Built-in Test Routines shall be initiated by the local and
remote maintenance commands automatically, as a part of power up
initialisation process.

(vi) Control equipment shall be equipped with a maintenance port and

appropriate accessories to allow local maintenance access.

8.7.2 Control Panel:

(i) PAS Control Panel shall be equipped with ‘Goose-neck’ Microphone with
‘Push-to-talk (PTT)’ Button.

8.9
 Delhi Metro Rail Corporation

(ii) Each Button for zone selection and external music source selection shall
have a built-in LED for status indication including idle, engaged by others
and selected by the operator.

(iii) Control Panel shall be equipped with monitor speaker and volume
adjustment control for real time monitoring of any message being
broadcast to the pre-defined zones.

8.7.3 Digital Voice Announcer (DVA) and Recorder:

(i) PIDS / PAS Server shall have sufficient memory bank to store fixed, pre-
formatted and instantly recorded messages.

(ii) Suitable encoding and decoding technology shall be used to minimise the
file size of the DVA messages but maintaining the same audio quality.

8.7.4 Microphones:

(i) The Microphones shall have the following features:

(a) Uni-directional.
(b) Goose-neck.
(c) Low sensitivity to feedback.
(d) Noise canceling.
(e) Low frequency distribution.

(ii) The Microphones shall have the following minimum performance:

(a) Frequency Response: 100 Hz. - 10 KHz.

(± 3 dB).
(b) Sensitivity: > - 73 dB (0.22 mV).
(c) Distortion at 1 KHz.: < 1%.
(d) Inherent Noise: ≤ 25 dB SPL.

8.7.5 Microphone Pre-amplifier Unit:

(i) The Microphone Pre-amplifier unit shall have a nominal output

level of 0 dBm compatible with the output from the DVA.

(ii) Suitable automatic level control technique shall be used for

Microphone input processing to ensure that the level of instantly
recorded voice is controlled within an acceptable range.

(iii) The Microphone Pre-amplifier unit shall have the following

minimum performance:

(i) Frequency Response: 100 Hz. – 10 KHz.

(± 3 dB).
(ii) Output Impedance: 600 Ohms Balanced.
(iii) Output Level: 0 - 6 dBm Contin-
uously adjustable.

8.10
 Delhi Metro Rail Corporation

(iv) S/N Ratio: > 70 dB.

(v) Distortion at 1 KHz.: < 0.5%.

8.7.6 Power Amplifier:

(i) A Power Amplifier shall be provided for each audio distribution line
feeding alternate speakers in a zone.

(ii) No Power Amplifier shall be loaded to more than 75% of its rated
output.

(iii) Adequate standby arrangements shall be provided to achieve

system availability. Hot standby amplifier shall be switched into
operation automatically by the PAS supervisory functions.

(iv) Power amplifier shall have following minimum performance:

(i) RMS Power output: As required by

individual or Parallel
Modular units.
(ii) Power Efficiency: > 75%.
(iii) Protection: Insensitive to Output
open and Short-
circuits.
(iv) Frequency Response: 100 Hz. - 10 KHz.
(± 3 dB).
(v) Total Harmonic Distortion: < 1% of rated Output.
(vi) Noise: Better than 80 dB
below rated Output.
(vii) Input Sensitivity: 775 mV into 10 K
Ohms for rated Power
Output.
(viii) Line Voltage: 100 V.

8.7.7 Digital Equaliser: Multi-channel Digital equaliser for PAS Zones shall meet the
required RASTI (Rapid Speed Transmission Index) value and provide natural
speech tones for the messages to be provided. It shall also incorporate Real
Time Frequency Analyser for automatic zone equalistaion.

8.7.8 Noise Sensing Device: The ambient noise-sensing device provided for
automatic level control shall be of continuous monitoring type based on time
averaging. Multiple noise-sensing devices may be provided if wide noise level
differentials exist in a PAS zone.

8.7.9 Loudspeakers:

(i) Loudspeakers shall be of heavy duty, high performance type,

resistant to corrosion and designed for use in adverse tunnel and
open environments.

8.11
 Delhi Metro Rail Corporation

(ii) Loudspeakers shall not be driven at more than 75% of their

maximum allowable input rating. Loudspeaker output power shall
be limited to provide a maximum Sound Pressure Level (SPL) of
100 dB (A).

(iii) Line Coupling Transformers shall be used with the Loudspeakers

and shall have a minimum of four output matching taps to enable
individual speaker output to be adjusted to achieve a uniform level
of coverage.

(iv) Loudspeakers shall have a minimum Frequency Response for 100

Hz. to 7 KHz. within ± 3 dB.

(v) Loudspeakers shall operate on a 100 Volts line.

(vi) Loudspeakers and the Loudspeaker cables shall be manufactured

from fire retardant, low smoke, zero / low halogen materials and
shall be of fire survival type to ensure circuit integrity for at least 3
hours during fire.

8.7.10 Sound Distribution:

(i) Each zone shall be fed by a minimum of two supervised

distribution lines feeding alternate speakers.

(ii) Alternate feeding arrangements shall optimise the PAS coverage

which remains if a distribution line fails.

*******

8.12
 Delhi Metro Rail Corporation

9. PASSENGER INFORMATION DISPLAY SYSTEM:

9.1 GENERAL:

9.1.1 The Passenger Information Display System (PIDS) shall be the primary means of
visual communications with Passengers at Station Concourses and Platforms for
the notification of scheduled Train arrivals / departures and for operational,
normal and emergency including evacuation message displays to Passengers.

9.1.2 The PIDS shall have Control equipment located in the Equipment Rooms of each
Station, the OCC and DMRTS Hqrs.

9.1.3 The Station PIDS Control equipment shall be interfaced to the FOTS for
connection to the equipment located in the CER at OCC to facilitate System
control from OCC.

9.1.4 The PIDS shall be accessed from the following locations:

(i) From the Station Control Room (SCR) to the PIDS at the Station.
(ii) From the Operations Control Centre (OCC ) to the PIDS at one
Station / a group of Stations / all Stations of a section.

9.1.5 The PIDS and PAS shall be coordinated automatically to provide real time
Passenger Audio broadcast and Visual information on designated Platforms at
each Station. The PIDS and PAS shall respond to special Train running interrupt
messages from the Train Control & Signalling System (TC&S) and also enable
any PIDS Operator to display special or emergency messages for Passenger /
Staff on individual or all Display boards.

9.1.6 Three major types of messages shall be provided by the PIDS:

(i) Fixed.
(ii) Pre-formatted with Data to be added.
(iii) Instantly constructed.

9.1.7 The PIDS Display boards shall present a full message in Hindi and English
characters and graphics. All messages shall be displayed simultaneously in Hindi
and English characters and / or scrolling / blinking from one language to another
language as selected by the PIDS operator.

9.1.8 The PIDS Display boards shall be connected by either serial or LAN connections
to the Station PIDS Control equipment.

9.2 PERFORMANCE REQUIREMENTS:

9.2.1 Reliability Requirements: MTBF of constituent Sub-systems of the PIDS shall

be as under:

PAS Equipment MTBF (Hours)

Control Equipment. > 50,000.

9.1
 Delhi Metro Rail Corporation

Display equipment / Display boards. > 35,000.

PIDS Management System. > 50,000.
PIDS / PAS MMI on common Workstation. > 50,000.

9.2.2 Availability Requirements: The PIDS shall have an overall System Availability
of better than 99.95%.

9.2.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the PIDS
to full normal operation following a failure shall be less than Four (4) Hours,
including the time required to travel to site.

9.2.3.1 The Service life of the PIDS shall not be less than 15 years.

9.2.4 Display Performance:

(i) Display Contrast Ratio: The PIDS shall produce images with a
minimum contrast ratio of 20:1 when operating in all ambient
artificial lighting conditions and outdoor lighting environment up to
full sunlight conditions found throughout the Station.

(ii) Viewing Angle: The viewing angle is the angular point where the
illumination intensity drops to half of the peak intensity. The
viewing angel in the horizontal plane and normal to the face of all
display boards shall be no less than ± 65 degrees.

(iii) System Response figures:

(a) The display of a fault alarm at the PIDS

Management Workstation and the MMI shall not
exceed 2 seconds from the time of the fault
occurrence of fault.

(b) The maximum response time from sending a

message, after selecting the destination to the
message being shown on the selected display
boards shall not exceed 1 second if the message is
initiated locally within the Station and shall not
exceed 2 seconds, if the message is initiated
remotely from OCC to the Station.

(c) On screen performance report generation on the

PIDS Management Workstation shall not exceed 15
seconds.

(iv) MMI Response Figures:

(a) The MMI screen update time shall not exceed 0.5
second.

9.2
 Delhi Metro Rail Corporation

(b) The MMI alarm update time shall not exceed 2

seconds.

(c) The MMI alarm acknowledgement time shall not

exceed 1 second.

9.3 FUNCTIONAL REQUIREMENTS:

9.3.1 The PID shall support:

(i) Display of Messages in any combination of Hindi text, English text,

Numerals, Animated Graphics, Punctuations and Symbols. Each
page of the Display shall be complete in meaning and be easily
interpreted by the Passengers.

(ii) Directing manually triggered different Messages to individual side

of the Display board, both sides of the Display board or group of
Display boards simultaneously within a Station.

(iii) Sending different Messages, other than initiated by the TC&S

System, in either one of the following user programmable orders:

(a) Display of first Message in different languages

followed by the second Message in the same order
of languages and so on.
(b) Display of a set of Messages in one language
followed by the same set of Messages in another
language and so on.

9.3.2 The PIDS equipment’s internal clock shall be synchronized to within 1 second of
the Master clock of FOTS at all times.

9.3.3 Operation:

9.3.3.1 Mode of Operations:

(i) Time Mode: As initiated by the PIDS internal System Clock via a
Message Scheduler, to be provided as a part of the MMI facilities.

(ii) Automatic Mode: Based on the information from the TC&S

System for Train related information displays.

(iii) Manual Mode: As initiated by a PIDS Operator at OCC and SCR

on the MMI.

9.3.3.2 OCC Operation: System-wide Railway Central Control functions for the PIDS
shall be carried out from OCC.

9.3.4 Management of Messages:

9.3.4.1 Message Initiation from the Station: The SCR MMI shall have the facilities to:

9.3
 Delhi Metro Rail Corporation

(i) Initiate any fixed or instantly constructed messages and add in

any additional information required to complete the pre-formatted
Messages.

(ii) Direct the message to one side of a Display board, both sides of a
Display board, group of Display boards or all display boards within
a Station.

(iii) Instantly construct ‘Ad-hoc’ Messages for repetitive displays.

9.3.4.2 Message Initiation from OCC:

(i) The OCC shall have full facilities as available for the SCR MMI
and shall be provided with the necessary facilities to access every
Station.

(ii) Data communication Links through FOTS shall be provided to

each Station PIDS allowing the OCC to convey Messages:

(a) To a Station, a group of Stations and all Stations.

(b) One or more Display boards at one Station.
(c) Any combination of Display boards in any
combination of Stations.

9.3.4.3 Message Initiation from the TC&S System:

(i) Data will be sent in a coordinated manner to the PIDS by the

TC&S System to display Train related information including Train
arrivals and departures on the pre-designated Display boards
through out the platform of all Stations and the concourse of the
Terminating / Interchange Stations.

(ii) The Train arrival / departure related PIDS message shall be

initiated and coordinated with the PAS, based on the information
received from the TC&S System. The PIDS shall ensure the
integrity of the data / information received from the TC&S System.

(iii) The PID shall carry out Time Count Management based on the
estimated time sent by the TC&S System and the current PIDS
internal System Clock, for timely delivery of Train arrival and / or
departure particulars.

(iv) The estimated time to arrive and / or depart of the Trains as

shown any Display board shall be updated automatically and shall
be corrected, if necessary, following a data update from the TC&S
System.

(v) Pre-defined Message displays shall be triggered by the data to be

sent by the TC&S System including the Message displays of non-
stopping Trains passing through the Stations. All Messages to be

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 Delhi Metro Rail Corporation

triggered by the TC&S System shall be designed for automatic

display without human intervention. However, the PIDS operator
shall have the necessary facility to override the automatic display
and to blank the current display.

(vi) The TC&S Equipment at each Station shall invoke the Station
PIDS control equipment to clear the designated row of the Train
arrival / departure information on the corresponding PIDS Display
boards subsequent to a Train departure.

9.3.5 Message Construction:

(i) Special and Emergency Messages shall be fixed, pre-formatted or

instantly constructed Messages, depending on the Message
nature, typical examples being the following:

(a) Fixed message: ‘Smoking is prohibited in the

entire Station’.
(b) Pre-formatted Message: ‘This Station is ----------- ’.
(c) Special Message: ‘Due to ------------- failure, the
arrival / departure of the Trains shall be
delayed’.
(d) Emergency Message: ‘Owing to an Accident ------
--------, the Train services shall be disrupted
inordinately. Please leave the Station as soon
as possible’.

(ii) Messages shall be constructed and stored in Hindi and English

characters, along with the associated animated Graphics,
Symbols and Punctuation. Every Message shall be displayed in
one language or any combination of the two languages and
Graphics / Symbols.

(iii) The pre-formatted Messages at each Station shall be identical,

providing fields for Name, Time or other variables to be added.

(iv) Messages shall be selected from a screen ‘Look-up Table’.

Message additions required for pre-formatted Messages shall be
typed in directly from the Keyboard or ‘Click & Dragged’ from
another ‘Look-up Table’ of commonly used characters, words and
phrases.

(v) Fixed or pre-formatted Messages initiated from OCC shall be

issued in Message codes to respective Station PIDS control
equipment.

(vi) Instantly Constructed Messages: The PIDS shall enable the

OCC and SCR MMI Operators to instantly construct Messages
and store them in the local Message Database of the PIDS control
equipment. These messages can then be retrieved for display or
be deleted if they are no longer required by the Operators.

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 Delhi Metro Rail Corporation

9.3.6 Message Edition: User-friendly Message editing facilities like those available in
a commonly used Word Processor Software, shall be provided for defining,
creating and editing, both Hindi and English Messages. The facilities shall
include:

(i) Cut, Paste & Copy facilities.

(ii) Selection capabilities for pre-defined, commonly used Words &
Phrases.
(iii) Graphical editing.
(iv) Selection capabilities for presentation styles like Blinking and
Highlighting of characters, Change of Scrolling and Animation
effects.
(v) Preview functions to view the edited Message on the principle of
‘What You see is What You get’. Preview shall ensure same Font
size, same Display speed and same Display effects, as will be
shown on the Display board.

9.3.7 Message characteristics shall include Display speed, Display effects – Blinking,
Highlighting, Scrolling & Flashing etc., Associated Animated Graphics and the
Display Intervals and shall be decided by the Message Scheduler of the MMI.

9.3.8 Scrolling of Messages: Messages shall be scrolled horizontally from right to left
or vertically from lower to upper for any type of Display boards. For platform
Display boards, at the conclusion of previous Message, the Display line shall
momentarily blank the scrolling message emerges. The Message to be scrolled
for a number of cycles shall be programmable by the operator.

9.3.9 Flashing of Messages: Important Messages shall be selected to have a

Flashing effect to draw attention to the importance of the Message being
displayed. Default Flashing period shall be ‘1’ second ‘On’, 0.5 second ‘Off’. This
duration shall be user re-programmable.

9.3.10 Message Priorities: Message priorities shall be programmable by the PIDS

Management System. PIDS shall offer following levels of priority as a minimum in
a descending order:

Level of Priority Message Type

1 Instantly constructed / pre-stored Messages relating
to Emergencies like Fire, Evacuation, Abnormal
working etc. from the SCR.
2 Instantly constructed / pre-stored Messages relating
to Emergencies like Fire, Evacuation, Abnormal
working etc. from the OCC.
3 Train arrival / departure related Messages actuated
automatically by the TC&S System.
4-9 Pre-stored / Instantly constructed Messages regarding
routine System information.
10 Maintenance & Test Messages.
11-15 Spares.

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 Delhi Metro Rail Corporation

Only the higher priority level message, when initiated shall interrupt any lower
priority Message currently displayed. All such interrupted Messages shall be
removed from the Message queues so that they will not re-start or continue after
they have been interrupted. Equal level priority Messages shall be dealt with on a
‘First-come-First-served’ basis.

9.3.11 Message Logging:

(i) All messages with priority levels ‘1’& ‘2’, manually triggered by a
MMI operator shall be automatically time tagged and logged. The
Log shall consist of MMI Operator Identification, Message coding,
Message Origin & Destination, Message type, Message content
and destination time & date sent.

(ii) Message Logs at each Station and the OCC shall be stored locally
in the corresponding Message Database of the PIDS control
equipment. Message Database with sufficient storage capacity for
storage of about 200 local Message Logs over a period of one
week shall be provided. The access to these Messages shall be to
the MMI operators with appropriate Password authority.

9.3.12 Archival of Message Logs:

(i) Message Logs from the local Message Database of the PIDS
control equipment shall be down loaded automatically to the
Message Database of the central PIDS control equipment at OCC
for central archiving during daily non-traffic hours period.
Validation and verification processes shall be provided to ensure
successful download of Message Logs to the central PIDS control
equipment. Local Message Log shall not be deleted by the
System until the Downloading is confirmed.

(ii) The Database storage at the central PIDS control equipment shall
have sufficient storage capacity to archive 80,000 Message Logs,
downloaded from the stations, over a period of at least 4 weeks.
The access to the centrally stored Message Logs shall be to the
MMI operators with appropriate Access and Password authority.

(iii) All Message Logs shall be archived in a chronological order.

(iv) Necessary facilities shall be provided to dump specific Message

Logs onto a suitable storage medium for play-back and off-site
analysis.

(v) The MMI operator shall be able to call up the Message Logs with
page selection facilities for a particular time period or filtered
additionally by location or other attributes. Log selection shall
show the MMI operator Identification, Message coding, Message
Origin & Destination, Message content and Time & Date sent.

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 Delhi Metro Rail Corporation

(vi) The archiving of records shall be continuously updated to enable

previous 4 weeks of Message Logs to be retained.

9.4 PIDS DISPLAY BOARDS:

9.4.1 Location & Positioning:

(i) Display boards shall be provided at following locations:

(a) Concourses at End terminals, Intermediate

terminals and Interchange Stations.
(b) Platforms at all Stations.

(ii) All Display Boards shall be capable of Ceiling, Pillar or Wall

mounting. They shall be positioned so as to pose no interference
to passenger flows and other Station Signages, while providing
optimum viewing distance.

(iii) Display Boards suspended above open floor space and those
protruding more than 0.2 m from the wall surface, shall be
mounted so that the lowest part of a Display Board is above the
floor level as possible.

9.4.2 Display Capabilities:

(i) Display Boards shall be single sided or double sided depending

upon the place of use.

(ii) Display format and Display sequence for each row of Messages to
be displayed shall be individually defined, selected and
programmed by the MMI operator.

(iii) The Number of characters to be displayed per row without

scrolling for the Platform Display Boards and other large-scale
Display Boards shall be 15 Hindi / English characters for the
biggest Font size.

(iv) Concourse single sided wall mounted Display Boards shall have a
minimum of 3 Rows to display in Hindi and English in a Scrolling /
Alternative Mode for 3 Trains. These Boards shall display pending
Train departure Messages including associated Platform numbers.
Corresponding Train departure Message on the Display Board
shall be removed on imminent departure of that Train to avoid
passengers rushing to the Platform.

(v) The Platform double sided Display Boards shall have a minimum
of 2 Rows to display Train arrival information in Hindi and English
simultaneously for next one Train. Two such Boards shall be
provided for each Platform.

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 Delhi Metro Rail Corporation

(vi) Information of all non-stopping Trains, including non-stopping

EMUs and Maintenance Vehicles will be shown on the Platform
Display Boards. PIDS shall coordinate with PAS to ensure that
appropriate audio announcements are made to alert passengers
of these non-stopping Trains.

(vii) Stopping Train not in passenger service shall be displayed as

‘NOT IN SERVICE’ in place of destination for all the Train
Information Display Messages at all Stations.

(viii) Train terminating at any intermediate Station shall be described as

‘TERMINATES HERE’ in place of destination for all the Train
Information Display Messages at the Intermediate Terminal
Station.

(ix) PIDS shall enable each Display Board to display up to six

Message screens per minute. The number of Messages to be
displayed per minute, however, shall be user programmable.

(x) The Display board shall display a combination of text Messages in

Hindi and English characters, Symbols, Punctuation, Graphs with
or without Animation and shall be capable of producing special
display effects including Scrolling Up / Down / Left / Right, Fade-in
/ Fade-out, Wipe Up / Down / Left / Right, Pop Character by
character and Blinking.
.

(xi) For all double sided Display Boards, each side shall display same
or different Message or scripts, as required, and operated
independently from the other side.

(xii) Each side of the Display Board shall have a default Message
assigned, which shall be displayed, if enabled by the MMI
operator, when no other information is assigned to the Display
Board. All default Messages shall be configurable from the MMI.

9.5 MAN MACHINE INTERFACE:

9.5.1 MMI shall be provided in the OCC and each SCR. Each PIDS MMI shall
be integrated with the PAS MMI and implemented on a common
Workstation. MMI shall provide the Operator with all PIDS display
information and associated System features in order to operate and
control the PIDS. Following facilities shall be made available to the
Operator via the MMI:

(i) No more than 5 manual actions (Key strokes or Mouse clicks)

shall be required to select and transmit a fixed or pre-formatted or
instantly constructed Message on the MMI.

(ii) Graphical User Interface with a Graphical Display of the Station

layouts with Icons representing PIDS Display Boards.

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 Delhi Metro Rail Corporation

(iii) Designated PIDS commands and Display Message Data inputs

based on information received from TC&S System shall be
automatically coordinated with the PAS Messages if the
Messages are determined and selected to be concurrently
broadcast and displayed.

(iv) ‘Display Board Busy Indication’ when a PIDS Operator attempts to

initiate a lower priority Message while a higher priority Message is
being made to the selected Display Boards. These busy
indications shall include the identification of Station or Stations
from where the local Messages are being made.

(v) ‘Message Interrupted’ advice indication, in case of interruption of a

lower priority message, on the MMI which originates the lower
priority Message.

(vi) Automatic colour changes of the Display Board Icons to

differentiate busy Message displays initiated by SCR and OCC .

(vii) The facility to send out Messages once or periodically at a

constant interval to the selected Display Boards. The periodic
interval shall be Operator selectable in minutes, hourly, daily,
weekly or monthly basis.

(viii) The facility to select fixed, pre-formatted and instantly constructed

Messages using Message codes together with the time and other
filler information required.

(ix) None of the fixed or pre-formatted Messages shall be erasable by

any MMI operator.

(x) The facility to view the information assigned to a selected Display

Board by clicking at a graphical Station layout screen or by
Keyboard input of the identity number of the Display Board.

(xi) The ability to exercise necessary selection checks for all types of
data entry and selection confirmation, before Message
transmission.

(xii) The facility to select sending of a Message to one side or both

sides of a Display Board, a group of Display Boards or all Display
Boards within a Station. Display Board selection shall be arranged
by Menu items or by clicking Display Board Icons on the Station
layout Plans, available via the MMI.

(xiii) MMI at OCC shall have the facility to send a Message to a

Station, a group of Stations or all Stations. When the selected
combination is available, a ‘Ready to Proceed’ Indication shall be
given to the operator to proceed ahead for the information display
on selected Boards.

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 Delhi Metro Rail Corporation

(xiv) The facility to blank one side or both sides of a Display Board or a
group of Display Boards or all Display Boards.

(xv) A Group selection facility for commonly used combinations of

Display Boards. Each group shall be pre-programmable to
automatically connect, from a single selection action, any
combination of Display Board selections from the SCR MMI and
any combination of Stations and Display Boards within the Station
from the OCC MMI.

(xvi) The facility to activate the pre-defined Message Schedules.

(xvii) The facility of a Reset Command:

(a) To stop the Message display. When the message

display is reset, the current Messages shall be
cancelled and then the pre-set routine display
schedule shall be resumed.

(b) To reset one side or both sides of a Display Board

or a group of Display Boards or all Display Boards
within a Station. When a Display Board or a group
of Display Boards or all Display Boards are reset,
the current Messages shall be cancelled and then
the pre-set routine display schedule shall be
resumed.

(xviii) The SCR MMI shall have the facility to monitor OCC initiated
Messages to the Station.

(xix) The ability to display major and minor summary alarms, along with
an audible tone that can be enabled or disabled by the PIDS
operator, to alert the operator of a PIDS equipment fault. PIDS
Display Board faults shall be shown on the associated PIDS
Board Icon on the MMI. The volume of the audible tone shall be
adjustable to get alerted within the control room environment.

Major summary alarms shall also be implemented on CSS.

(xx) The facility to acknowledge alarms and to clear alarms from the
alarm display.

(xxi) The facility to prepare comprehensive set of following listings, as a

minimum, with user selectable range of parameters:

(a) Listing of Master Messages.

(b) Listing of Words and Phrases.
(c) Listing of Symbols.
(d) Listing of Animated Graphics.
(e) Listing of Emergency Messages.

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(f) Listing of System Schedules.

(xxii) Audible and Visual indication to the operator, when working in

conjunction with the PAS, for the Messages that have an
associated PAS Message together with a choice to initiate
concurrent PAS and PIDS Messages.

9.5.2 Message Scheduler: The MMI shall have the Message Scheduler facilities to
enable the PIDS operator to pre-set an hourly, daily, weekly or monthly Schedule
for the selected Messages. Following shall be the control parameters for the
Message Scheduler:

(i) Output selection of Station (s).

(ii) Output selection of Display Boards.
(iii) With associated PAS Message (s) or not.
(iv) Display Language sequence.
(v) Message sequence.
(vi) Display effect.
(vii) Display duration.
(viii) Start and End time for the Display.
(ix) Repeated or one-off pattern.
(x) Repeat interval for hourly, daily, weekly and monthly Schedule.

9.5.3 Emergency Message Sending:

(i) The MMI shall have the necessary facilities to send emergency
Messages to all Display Boards in an expeditious manner
including replacing the current display within 5 seconds for all
selected display Boards.

(ii) The Emergency Message sending screen shall be provided with

categorized and prioritised sets of pre-defined emergency
Messages for the MMI operator to choose from. The screen shall
have instantly constructed emergency Message editing facilities,
which shall enable the MMI operator to edit and immediately send
out the emergency Message to the selected Display Boards.

9.5.4 Pre-defined System Information:

(i) Each Station or central PIDS control equipment shall contain pre-
defined System information of commonly and regularly used
information for quicker selection by the MMI operator.

(ii) The pre-defined System information shall be categorised into

global information and Station specific information.

9.5.5 Back-up MMI: A Notebook Computer pre-loaded with PIDS / PAS MMI Software
in a standby mode, normally connected to the respective Subsystem control
equipment shall be provided as a back-up MMI for the integrated PIDS / PAS
MMI.

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 Delhi Metro Rail Corporation

9.5.6 Log On Control:

(i) The PIDS shall be provided with the necessary facilities to enable
each PIDS Operator or Controller to execute ‘Log On’ sequence,
by entering both unique ‘User name’ and ‘Password’, before any
commands are available on the MMI.

(ii) The PIDS ‘Log On’ control access level granted to a PIDS
operator shall define the functions and commands that are
authorised and accessible by the operator on the MMI. PIDS ‘Log
On’ control access levels for each PIDS operator on the MMI shall
be programmable by the PIDS Management System. Following
shall be the levels of ‘Log On’ as a minimum:

Log-On Levels Control Functions

7 Operation control Functions for OCC .

6 Operation control Functions for Station.

5 System Training / Maintenance Functions.

4-1 Spares.

9.6 PIDS MANAGEMENT SYSTEM:

9.6.1 The PIDS Management System shall be a centralised control system with
Management Workstation, System Database, Log Printer and Mass Storage
Device to be located in the CER of OCC. Following facilities shall be provided in
the PIDS Management System:

(i) A loading medium in the form of a compact disc or other means to

allow addition of new characters, graphics or symbols into the
PIDS, as and when needed.

(ii) A Graphical User Interface allowing its user-friendly operation.

(iii) Interface to Notebook Computers to access full Management

facilities through the local maintenance port.

(iv) An internal clock synchronised to the Master Clock System of the

FOTS for the time and date information. The internal clock shall
enable free running in the event that Master Clock System signals
are lost.

9.6.2 A central Management Database shall be built for defining the System Hardware
and Software configurations. Any change in the Database shall be updated
automatically on System Disk and Mass Storage Device so that an up-to-date

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 Delhi Metro Rail Corporation

version of the Software is available should a system failure or power-down event

occur.

9.6.3 Access to PIDS Management System: The PIDS Management System shall be
provided with the ‘Log-On’ access facilities that can be programmable via the
System Administration functions. Following shall be the levels of ‘Log On’ as a
minimum:

Log-On Levels Control Functions

5 System Administration Management.

4 System Configuration and User Data Modifications.

3 Ready only to System Configuration and User Data

Modifications.

2 Ready only to System Configuration and User Data.

1 Spare.

9.6.4 System Management: The PIDS System shall have the following System
Management functions:

Creating and Loading fixed and pre-formatted messages.

(ii) Downloading of System Software.
(iii) Message Priority Assignment.
(iv) Coordinating PIDS and PAS Messages.
(v) Pre-programming System Triggering Events.
(vi) Retrieve Event Logs.
(vii) Modifying pre-defined System Information.
(viii) System Parameter Configuration.
(ix) System Administration to Control:

(a) Resetting of Passwords.

(b) Creation and Deletion of Users.
(c) Allocation of Log-On control access level to each
user.
(d) Creation and Deletion of designated functions and
commands available to each Log-On control
access level.
(e) Administration of house keeping functions.

9.6.5 Fault & Alarm Management:

9.6.5.1 Fault and Alarm Monitoring:

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 Delhi Metro Rail Corporation

(i) The PIDS Management System shall monitor system alarm status
on real time basis. Alarm data shall be stored in a Database for
future inquiries.

(ii) All PIDS control equipment as well as PIDS Display Boards shall
be provided with fault monitoring and reporting to the PIDS
Management System.

(iii) Status of major equipment of the System shall be monitored and

displayed with suitable indications on the local PIDS Equipment
Shelves / Racks.

9.6.5.2 Alarm Handling:

(i) Following alarm conditions with suitable audio and visual

indications shall be provided in the PIDS Management System:

(a) Loss of the entire PIDS facilities at a location.

(b) Loss of Clock Synchronisation.
(c) Loss of Interface links with PAS and TC&S
System.
(d) Power Supply Unit failure.
(e) Loss of one side of a Display Board.
(f) Loss of both sides of a Display Board.
(g) Message priority conflict.
(h) Failure of Communication Link between OCC and
Station PIDS.
(i) Failure to changeover the Central Control
Equipment between OCC.

(ii) All Alarms shall be stamped with time and date and shall be
accompanied with audio and visual display.

(iii) The alarm shall be classified into major or minor alarms and be
user configurable.

(iv) All alarms reported to the PIDS Management System shall be

associated with an audible tone which can be enabled or disabled
by the System administration operator on the PIDS Management
Workstation.

(v) All alarms resulting from equipment fault shall be latched alarms.

(vi) All alarms removed from the active alarm display list shall
automatically be inserted into the alarm history database upon
rectification of the alarm on the PIDS Management System.

(vii) The alarm history Database shall be provided with sufficient

storage capacity to store the anticipated alarms for a period of at
least 4 weeks without carrying out any house keeping function.

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 Delhi Metro Rail Corporation

(viii) Major and minor summary alarms of the PIDS equipment at

Stations, the OCC shall be provided to the CSS for equipment
health monitoring purposes.

(ix) The PIDS Management System shall have a summary alarm in

the form of a dry contact terminated on the MDF inside the CER.
The dry contact shall be triggered whenever the PIDS
Management System has detected an alarm from any equipment
at any location. The dry contact shall be returned to its normal
state after all alarms have been cleared.

9.6.5.3Alarm Displays: Alarm Displays shall have the following characteristics and
capabilities:

(i) A colour coding scheme indicating the alarm severity according to

alarm classifications.

(ii) Display of alarms in a chronological order along with their

associated time stamps.

(iii) Scrolling capabilities to enable the Management Workstation user

to view more alarms that can be displayed on one single screen.

(iv) Facilities to filter the alarm display to view alarms generated from
a particular system component, by geographical location, by date
and by time.

(v) Facilities to acknowledge alarms.

9.6.6 Performance Management: The PIDS Management System shall have the
necessary facilities to produce reports based on user-programmable time
schedules on the overall performance of the PIDS including Traffic reports,
Faults reports, Alarm history, Display Board usage statistic reports and Message
usage statistic reports.

9.6.7 Fault Printing: The PIDS Management System shall be equipped with a Log
Printer to print out real-time logging to the maintenance activities as well as the
fault events. The System shall also have a maintenance Printer port for
connecting a maintenance Printer to produce hard copies of the Management
Workstation screen display including graphical screen information, system
parameter data, maintenance fault history, listing of pre-defined system
information and various performance management reports.

9.6.8 Event Logging: The PIDS Management System shall be provided with the
necessary facilities to retrieve centrally all Message Logs that are captured with
time and date tags by the local control equipment. This shall be independent of of
the logging of equipment faults. The Logs shall be stored at the local control
equipment for a minimum duration of 4 weeks without carrying out any
housekeeping functions.

9.6.9 Fault Diagnostics:

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 Delhi Metro Rail Corporation

(i) Fault Diagnostics shall be provided for each PIDS control

equipment and for each Display Board. The Fault Diagnostics
System shall have following features:

(a) Detect alarm conditions.

(b) Provide testing to individual module and card level.
(c) Provide on-line help to Maintenance Personnel and
provide self-test facilities and built-in diagnostic
routines to enable mal-functions to be automatically
displayed.

All PIDS control equipment and Display Boards shall be equipped

with a local maintenance port for local maintenance access in
case the link to central PIDS Management System fails..

(ii) Failure Modes:

(a) When Power is restored following a Power failure to

the PIDS, the PIDS shall perform all necessary self
testing processes and then automatically resume
functioning fully in the same configuration as before
the shut down. This shall be completed
automatically within 5 minutes of power restoration.

(b) Failure of one side of PIDS Display Board shall not

cause failure or loss of communication to the other
side of the Display Board or other Display Boards.

(c) Failure of both sides of a PIDS Display Board shall

not cause failure or loss of communication to other
Display Boards.

(d) Failure of a MMI shall not prevent any other MMIs

from operating and controlling the PIDS.

9.7 PIDS EQUIPMENTS:

9.7.1 Control Equipment:

(i) Control equipment shall be Server based and shall be capable of

meeting all the Interface requirements with the PAS, CSS, Master
Clock System, FOTS and TC&S System.

(ii) Control equipment shall be provided with an internal system clock

which shall be synchronised with the Master Clock System. The
Station PIDS Clock shall be synchronised with the Sub-Master
Clock of the Station so that there is no difference between the
time being displayed by the Station Clocks and the PIDS internal
Clock. The internal system clock shall maintain the current time
clock without drifting a single second for a period of at least 1

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week, whenever the synchronisation link with Master Clock

System fails.

(iii) Control equipment shall select and route various inputs to any
combination of outputs to one side or both sides of the designated
display board, combination of display boards or all display boards
according to the control command from the integrated PIDS / PAS
MMI.

(iv) Data validation and data integrity checks shall be done for all input
and output ports to ensure correct information is transmitted and
received.

(v) Central PIDS Control equipment shall hold the fixed and pre-
formatted message format for each Station, with specific variables
for the insertion of values for that Station.

(v) Control equipment and each Display board shall be equipped with
built-in Test Routines that are capable of testing each hardware
module. These Routines shall selectively operate in an off-line
mode to allow a complete functional test of a module. Built-in Test
Routines shall be initiated automatically, as a part of power up
initialisation process or through local and remote maintenance
commands. Built-in Test Routines shall also be initiated
automatically, as a result of the on-line error detection.

(vi) Control equipment shall be equipped with a maintenance port and

appropriate accessories to allow local maintenance access.

9.7.2 Workstations:

(i) GUI shall be a WIMP (Windows, Icons, Menus, Pointing) style

interface that allows operators to have easy control and fast
response. The GUI shall employ a combination of graphic
presentations and pull down Menus.

(ii) Multiple Windows shall be opened concurrently.

(iii) Failure of Workstation in OCC shall not affect operation of PIDS /

PAS from the Backup MMI.

9.7.3 Display Equipment:

(i) The individual display board shall have graphics generation

capabilities.

(ii) Power indication lamp and any alarm indication shall be installed
on the outside of the display board housing so that visual
inspection can be carried out without opening the unit.

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 Delhi Metro Rail Corporation

(iii) All LEDs ‘ON’ testing facility shall be provided on each display
board.

(iv) Display Quality:

(a) Display board shall use Ultra Bright LED of size not
less than 3 mm in diameter and visibility of each
Display shall be at least 45 m. Intensity of LEDs
shall be adjustable to maintain the needed viewing
distance and viewing angle under all indoor and
outdoor environments.

(b) Each LED / Clusters shall have the same level of

brightness to achieve an even brightness across
the whole display area of the Display Board.

(c) Each Display Board shall be equipped with light

sensors to adjust the brightness to a level
comfortable for Passengers according to the
ambient light intensity in different environments.

(d) The Display Board shall display moving Text /

Graphics smoothly at the programmable ‘Scrolling
Rate’. No ‘Break-up’, ‘Line-pulling’ and ‘Line-
jittering’ shall occur to the displays on the Display
Board.

(v) Display Board housing shall be compact, lockable but easily

accessible for maintenance. The housing and mounting design
shall take into account ergonomic considerations and overall
harmonization with the Station Architecture. The design of
mounting Brackets shall facilitate easy replacement of whole
Display Board.

(vi) Concourse Display Board shall be sized to display at least 3 rows

of Hindi / English characters to display information for next 3
Trains in a scrolling / alternative mode.

(vii) Platform Display Board shall be sized to display 1 row of Hindi and
1 row of English characters to display information on next Train in
Hindi and English simultaneously.

(viii) Display Board connecting cables shall be of fire retardant, low

smoke and Halogen free type.

*******

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 Delhi Metro Rail Corporation

10. NON-POWER SCADA SYSTEM:

10.1 GENERAL:

10.1.1 The NP-SCADA is meant for communication of operational and maintenance

data from the field locations at Stations / Depots to the OCC and to monitor and /
or control following equipments:

At Stations in under ground corridors:-

(a) Fire Detection and Suppression System.

(b) Lifts and Escalators.
(c) LV Station Circuits (i.e. Lights, UPS, Diesel
Generator).
(d) Pumps (Fire main, Sprinklers, Drainage, Drinking
Water, Sewage).
(e) Environmental Controls (ECS) - Air Conditioning,
Heat Exhaust, Smoke Control.
(f) Seismic Activity.
(g) Intrusion Alarms (Track way, Building Entry, Room
Entry).
(h) Tunnel Ventilation System (TVS) including mode
setting for Fans & Dampers.

Fire Detection and Intrusion Systems shall be monitored and

controlled by Security Controller.

Faults & Failure warnings and Alarms of other Systems shall be

monitored by other Controllers in OCC. SCADA shall, in addition,
provide the OCC staff with the necessary information to know the
capacity of these systems to cope up with the traffic being carried.

The SCADA shall also provide relevant data / information, which

would enable the maintenance staff to assess the need for
unscheduled Preventive Maintenance based on the degradation of
normal operating parameters.

10.1.2 Following equipments shall be controlled and monitored through their respective
Servers and NMS at OCC:

(i) FOTS including Master Clock, UPS and Power System.

(ii) Telephone System (Direct Line and EPBAX).
(iii) CCTV System.
(iv) Radio System.
(v) Public Address System (PAS).
(vi) Passenger Information Display System (PIDS).
(vii) Automatic Fare Collection (AFC) System.

10.1
 Delhi Metro Rail Corporation

Summary warnings and alarms for each system shall be passed on to the NP-
SCADA System for information and recording by the Controllers in OCC and the
CSS.

10.2 INTERFACE EQUIPMENT OF SCADA SYSTEM:

10.2.1 Location of Interface Equipment:

(i) Interface equipment locations of NP-SCADA System, for reasons

of monitoring, shall be distributed into various areas throughout
the Metro and Rail Corridors including Station Equipment Rooms /
Locations, Station Control Rooms, OCC Equipment Rooms, OCC
Operation Theatre and other OCC Rooms. Interfaces shall be
either incorporated in the respective Control Cabinets of the
Systems being monitored or housed in a separate Cabinet located
adjacent to the Control Panel / Cabinet.

(ii) Sensors for Seismic Activity detection shall be installed at one

suitable location on the Metro / Rail Corridor System with Interface
Terminals provided in the concerning Station TER.

(iii) The Rail Temperature Sensor shall be located at track side

generally on the approaches of certain Stations. Receivers /
Decoders along with Interface Terminals shall be housed in the
Station TER.

(iv) Sensors for activating Intrusion Alarm shall be located at strategic

locations within the Station and a Control Panel provided within
the SCR.

10.2.2 Field Equipment to be Monitored: Items to be monitored at each Station by

various Interfaces of NP-SCADA shall be as follows:

(i) Fire Detection and Alarm Interface:

(a) Main Station Fire Panel Healthy.

(b) Fire Alarm Condition.
(c) Zone of reported Fire.
(d) Non-synchronising to local Clock.

(ii) Low Voltage Circuit Interface:

(a) Main Switchboard LV outgoing Circuit Breaker

Status.
(b) Protection Relay operation.
(c) Dual Supplies Healthy, all areas.
(d) Emergency Lighting fault Status.
(e) UPS Status (I/O Voltage, Indication and position of
bypass Switch & Battery Voltage).

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 Delhi Metro Rail Corporation

(f) Operation and Status of Pump and Water levels in

seepage Sumps and other Tanks.
(g) Operation & Status of DG Set and Battery Voltage
for starting.
(h) Alarm in case a Pump or a DG Set has not run
during the last seven (7) days.

(iii) Lifts and Escalators Interface:

(a) Operation and Status of Lifts & Escalators.

(b) Fault Detection from Lift & Escalator Equipment.
(c) Passenger Alarm to Station Control in case of Lift
gets stuck and no acknowledgement from SCR.

(iv) Environmental Control System (ECS) Interface:

(a) Status of local Control switch and Starter Power

Isolator Switch to ensure that Fans are operable
from the SCR.
(b) Station Return Air Fans / Track way Exhaust Fans,
Air Handling Unit Fans and associated Dampers.
(c) Control Air Pressure.
(d) Chilled Water Pumps.
(e) Chilled water Flow.
(f) Individual Chillers.
(g) Air Handling Unit Filter Pressure.
(h) Condenser Water Flow.
(i) Condenser Water Temperature ‘In & Out’ of Chiller.
(j) Chilled Water Temperature ‘In & Out’ of Chiller.
(k) Plant Room Space Temperature.
(l) Station Temperature, Pressure and Humidity.

(v) Tunnel Ventilation System (TVS) Interface:

(a) Operation Mode Commands of TVS Equipments.

(b) Tunnel Temperature variation vis-à-vis a pre-set
value.
(c) Operating Status and Alarm conditions of TVS and
associated Equipments - TVFs, TBFs, TEFs,
UPEFs, OTEFs & Opening / Closing of their
associated Dampers, Tunnel Ventilation System
Bypass & Opening / Closing of Isolation Dampers.
(d) Status of MCCs and Emergency Stop Push Button.

10.2.2.1 Environmental Control System (ECS): Sufficient Indications of Plant State

shall be logged and transmitted to the OCC to permit a full analysis pf Plant
running / fault conditions and also to provide adequate indications in the OCC
that all operational and safety related equipment are operating in the desired
manner.

10.2.2.2 Tunnel Ventilation System (TVS):

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 Delhi Metro Rail Corporation

(i) The Local Control System for the TVS shall be designed to
receive Control Mode Commands from the OCC , to control the
TVS equipment to the desired conditions during normal as well as
emergency situations and report equipment status, including
operation alarms, to the OCC via NP-SCADA and to the
Ventilation Control Panels (VCPs) in the local SCR. Control Mode
Commands shall include commands to control TVS during tunnel
congestion arising out of operational problems & malfunctions of
Trains on the running track as also to provide adequate ventilation
in the tunnels during traffic block period. Local information transfer
within the TVS equipment and with other systems on the Station
shall be direct and not via NP-SCADA System.

(ii) Local Sequential Controllers (LSCs) shall be provided in the TVS

Equipment Rooms at each end of each Station. Principal functions
of LSCs shall be the following:

(a) To receive commands from the NP-SCADA and

perform sequential starting of the equipment with
an adjustable pre-set time delay to avoid excessive
surge on Power Supply System during starting of
the equipment.

(b) To monitor the status and alarm indications of all

TVS & associated equipments and:

** Report any change of status to NP-

SCADA and Programming &
Maintenance (PM) Terminals.
** Provide automatic changeover to the
standby or idling equipment upon
severe alarm conditions.

(c) To receive Analogue Signals from field sensors and

report them to NP-SCADA.

(d) To output the Analogue Signals to the Transducers

in the Control Device Panel of the Equipment
where they are converted into suitable Signals to
drive the Actuators or other Control Devices (like
valves) of the concerned equipments.

(e) To Log and report alarms of Analogue Signals

which have exceeded pre-set high / low or rate of
change limits.

(f) To receive set-point information from the NP-

SCADA and PM Terminals during initialisation or
up-dating and storing these set-point values in the
Memory for control reference and function.

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 Delhi Metro Rail Corporation

(g) To receive Operation Mode Commands from the

NP-SCADA and operate the Fans and Dampers in
a pre-set configuration with insertion of time delays
and interlocking logic.

(h) To monitor the activation of push buttons or

switches on the VCP and LCP or equivalent
commands from the NP-SCADA and execute
priority control.

(i) To automatically restart the TVS equipment when

power to TVS plant is restored after a power failure
or interruption, sequentially without causing the
MCC Circuit Breakers to trip.

(j) To automatically start the standby TVS equipment

and their associated equipment & Dampers upon
detection of failure of the TVS and ECS equipment.

(iii) The Control and monitoring of the TVS equipment at the OCC
shall be via the NP-SCADA. The Controller at OCC shall be able
to perform following functions, using the NP-SCADA Workstation:

(a) To provide operating command modes and set-

points to the TVS Local Sequence Controllers
(LSCs).

(b) To provide centralised logging of selected TVS

equipment including periodical reports on usage.

(c) To indicate and log alarms such as high

temperatures, equipment fault / failures etc.

(d) To provide Daily Report, Weekly Report, Monthly

Report of total energy consumption and Operating
Hours Report of all TVS equipment.

(e) To indicate and log the operating status and alarm

conditions of TVFs, TBFs, UPEFs, OTEFs and their
associated Dampers, MCCs and Emergency Stop
Push Button.

(f) To provide remote control for the TVFs, TBFs,

TEFs and their associated Dampers.

10.3 PERFORMANCE REQUIREMENTS:

10.5
 Delhi Metro Rail Corporation

10.3.1 Reliability Requirements: MTBF of constituent sub-systems of the NP-SCADA

shall be as under:

NP-SCADA Equipment MTBF (Hours)

Central Control Equipment / Server. > 50,000.
Remote Terminal Unit (RTU). > 50,000.
WorkStation. > 50,000.

10.3.2 Availability Requirements: The NP-SCADA shall have an overall System

Availability of better than 99.7%.

10.3.3 Maintainability Requirements: The Mean Time To Restore (MTTR) of the NP-
SCADA to full normal operation following a failure shall be less than Four (4)
Hours, including the time required to travel to site.

The Service life of the NP-SCADA shall not be less than 15 years..

10.3.4 Electrical Noise: All NP-SCADA System equipment shall operate satisfactorily
in the very high ‘Electrical Noise’ environment normally associated with Metro
Systems due to electric fields created by Traction supplies and strong magnetic
fields. Equipment shall be immune to the effects of conducted and radiated
electrical interference.

10.3.5 Lightning: All equipment shall be fully protected against the effects of Mains
Surges and direct & indirect Lightning Strikes. Protection shall be applied to
incoming Mains power supplies and to input and output Signal lines, to externally
located Sensors, Transducers, Actuating equipment etc. or to any other
equipment in the System, which is likely to be affected by Lightning Strikes.

10.3.6 Speed of operation:

(i) System shall have sufficient capacity to cater for following Normal
and Heavily (Avalanche) Loaded conditions:

(a) Normal: A typical rate of 5 alarms per minute and

with bursts of up to 50 alarms, occurring not more
frequently than at 2 minutes intervals. Each VDU
and Keyboard is to have user requests at the rate
of 3 per minute. Normal operation shall be
applicable 24 hours a day and 365 days per year.

(b) Avalanche: An inrush of 500 alarms followed by

alarms occurring at a rate of 100 every 20 seconds
for a period of 2 minutes.

(ii) System Loading:

(a) The CPU at any Server shall not be busy for more
than 35% and 70%, measured over any 5 minutes

10.6
 Delhi Metro Rail Corporation

period, for Normal loading and Worst case loading

respectively.

(b) The Disc capacity at any Server shall not be filled

for more than 35% and 70%, measured over any 5
minutes period, for Normal loading and Worst case
loading respectively.

10.3.7 Event Time Lag: The event time lag shall have a resolution of 10 m sec.

10.3.8 Accuracy: Maximum error of analogue signals from the input to the
Analogue to Digital Converter (ADC) at the RTU to the value stored or
displayed at the Master Server shall be 0.1%.

10.4 FUNCTIONAL REQUIREMENTS:

10.4.1 The NP-SCADA System shall incorporate following primary functions:

(i) Provide continuous & effective recording of data transmitted from

non-power equipment distributed throughout the System.

(ii) Provide continuous & effective monitoring at OCC of all non-power

equipment distributed throughout the System.

(iii) Provide download of logged data, on demand, and facilities to

analyse downloaded data on an historical basis and against fixed
norms.

(iv) Alert operations and maintenance staff rapidly to equipment

malfunctions, especially those likely to cause disruption to
operation and provide a facility to acknowledge the alarms.

(v) Provide clear & comprehensive displays and Logs of equipment

based to each operator Workstation.

(vi) Provide comprehensive reports and printed Logs based upon

historical data, with the option of overlaying data from earlier
period.

(vii) Time-tag all events detected by the NP-SCADA System to 20 m

sec. Resolution for selected high speed inputs and to present this
information in Logs as a true system-wide sequence of events.

(viii) Provide control of Tunnel Ventilation System (TVS) Modes for

individual and group of Stations.

(ix) Generate routine maintenance schedules automatically based

upon elapsed time and equipment operation times.

10.4.2 In the event of a communications failure between a Station and the

central NP-SCADA Server, the Station NP-SCADA equipment shall

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 Delhi Metro Rail Corporation

continue to function as an autonomous system, maintaining a local

database and receiving date & time stamping data from the monitored
equipment.

10.5 NP-SCADA EQUIPMENTS:

10.5.1 Remote Terminal Units (RTUs):

(j) RTUs shall be provided, as necessary, within the equipment

rooms to interface to the other equipment located there that
requires connection to the NP-SCADA System. RTUs shall be
powered by a Supply which includes a backup to the Main
incoming supply.

(ii) Communication between the RTUs interfacing to the field

equipment and the NP-SCADA Server in the OCC equipment
rooms shall be over a duplicated communication network.

(iii) RTUs shall be intelligent where necessary and autonomous in

operation.

(iv) RTUs shall be able to be interrogated fully and be fully

reconfigurable from operator workstation and locally from a
portable service terminal.

(v) Individual RTU Memory shall be sized to hold, in addition to all the
necessary programs, the logged input data and controls outputs
for a period of normal operation covering a minimum of 24 hours
in the event of communications failure.

10.5.2 RTU Hardware:

(i) RTUs shall be compatible with the input / output signals from other
subsystems.

(ii) RTUs shall be capable of accommodating the following input /

output signal types:

(a) Binary Inputs: 12 V, 24 V, 50 V, 110 V DC, 240 V

AC (at least 2 KV Isolation).

(b) Analogue Inputs: 0-10 V, 0-10 mA, 4-20 mA DC, 12

bit resolution minimum, > 60 dB interference
rejection at 50 Hz.

(c) Pulse Inputs: 12 V, 24 V DC up to 10 pulses / sec.

(at least 2 KV Isolation).

(d) Binary Outputs: Volt-free contacts, 12 V, 24 V DC,

30 VA, 240 V AC 125 VA Volt-free (Relay).

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 Delhi Metro Rail Corporation

(e) Digital Serial Link: RS-232 / V.24, RS-422 / V.11.

(iii) A manual Switch inside the RTU cabinet shall be provided as a

hard-wired facility to disable the operation of control outputs.
Change of switch position shall be registered as a system event.

(iv) RTUs shall operate from a secure power supply. Battery voltage
and charger status of the Batteries used to provide the secure
supply shall be monitored by the RTU. On failure of secure power
supply, the RTU operation shall degrade gracefully and shall
recover automatically on restoration of the supply. Supply failure
shall be logged at operator workstations at OCC on restoration.

10.5.3 RTU Software:

(i) The RTU shall be Application Software controlled and the

Software shall be capable of the following functions and facilities:

(a) Local time-tagging of events.

(b) Alarm Handling from discrete inputs and derived

parameters.

(c) At least two adjustable alarm levels for both

positive and negative excursions of all analogue
signals, with adjustable dead band.

(d) Combining of binary inputs Boolean functions to

give conditional outputs.

(e) Communication by serial link to other processor

based equipment using one or more standard,
open, synchronous or asynchronous serial interface
protocols.

(ii) The equipment shall be self monitoring for fault conditions and
shall generate an alarm on the appropriate operator workstations
in the event of a fault arising.

(iii) Software re-configuring facilities shall include the following:

(a) Assignment of descriptive legends and engineering

units to individual analogue and binary input points.

(b) Allocation of Scan type and Frequency.

(c) Adjustment of alarm threshold levels on analogue

signals and dead band.

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 Delhi Metro Rail Corporation

(d) Creation of conditional parameters using Boolean

functions from multiple input signals.

(e) Classification of signals (alarms, status etc.).

(iv) Event processing shall have the following order of precedence,

but shall be re-configurable:

(a) Receipt of manual commands from operator

workstations, each of which shall have an assigned
level of command priority.

(b) Pre-defined control sequences.

(c) High speed alarms.

(d) Normal alarms.

(e) Binary events.

(f) Clock synchronization.

(g) Analogue events.

Communications priorities shall adopt the same order of

precedence.

(v) In order to ensure data integrity, all software files contained within
RTU equipment shall be able to be up-loaded to the OCC for
back-up storage as part of a Master file.

10.6 FACILITIES AT OCC:

10.6.1 Central NP-SCADA Services:

(i) A Central Master Computer System (for Central NP-SCADA

Services) with hot standby at both the OCC shall be provided. The
system shall have full redundancy both at internal hardware level
and also at the interfacing level such that no single failure shall
lead to shut down of the NP-SCADA functioning. Both the main
and the standby systems shall be updated on a real time basis to
provide seamless changeover in case of failure. The system shall
be configured at the OCC on a fully duplicated link network. The
hardware of the system shall be fully based on the proven design
philosophy and shall be fault tolerant and modular. The software
shall be based on Open concept and shall have portability and
inter-operability across multi-vendor environments.

(ii) A Central Data Base Management and Communications System,

to communicate with RTUs and remote workstations over the

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 Delhi Metro Rail Corporation

main communications link provided and to maintain a database of

all system points.

(iii) Bulk data storage facilities for software and historical data back-
ups.

(ii) Workstations with high resolution colour graphic displays.

(iii) Full function keyboards or panels with mouse units or similar.

(iv) Printers for printing of screen displays, reports etc. and listing
events.

(v) Local facilities for software and data back-up.

10.6.2 The equipments shall be self monitoring for fault conditions and shall generate an
alarm on the relevant operator’s workstation in the event of a fault arising.

10.6.3 A central database shall be maintained at the OCC of the current status of all
data points. This shall be, in addition, to any locally maintained databases
required to support full local operation at the field RTUs in the event of
communication failure. The central database shall be accessible to all
workstations on the system, subject to any access restrictions imposed by the
system supervisor. The central database shall be able to be partitioned so that
access to individual database points can be assigned on a workstation basis.

10.6.4 The various NP-SCADA workstation displays shall be located within the different
control desks in the OCC and in the Depots. Supporting printers shall be housed
in custom fixtures. Equipment that is not desk mounted or otherwise free-
standing shall be housed in appropriate Racks / Cabinets.

10.7 SOFTWARE:

10.7.1 Operating System to be used shall include following features:

(i) Supports Multi-tasking, Multi-user, inter-process communication

and foreground / background processing with real time
capabilities.

(ii) Supports Virtual Memory Management and at least 32 bit Virtual

addressing scheme.

(iii) Conforms to Standards for Open Systems.

(iv) Supports GUI.

(v) Maintains a system activity log which shall be used for system
recovery.

(vi) Supports all types of I/O devices including high speed network
protocol and disk arrays.

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 Delhi Metro Rail Corporation

10.7.2 Application software shall consist of field-proven standard SCADA software

packages that shall be configured to meet the NP-SCADA system requirements.
It shall be developed using a structured ‘Top Down’ approach and written in a
widely supported high level language.

10.7.3 NP-SCADA software shall be divided into the following basic functions:

(i) Data Base Management: Maintenance of the primary database for

real time and historical data, signal processing and calculations.
The structure of the database shall accommodate easy access of
data for use in other proprietary software packages.

(ii) Communications Management: Support of Communications

Protocols with comprehensive error detection & error correction
facilities and Support of operating regimes which optimise
performance and operating costs on communication networks
using either dedicated or shared communications channels where
operating costs can be either dependent or independent of traffic
loading.

(iii) Alarm and Event Reporting: Detection of alarms and events,

Support of alarm reporting and acceptance procedures on the
workstations and generation of printed logs.

(iv) Peripheral Management: Support of operator procedures on the

keyboard and mouse units, construction of display page formats
and printer page formats.

(v) Supervisory Control: Monitoring at operator workstations of

equipment connected to the terminal units and manual control
from the operator workstations or automatic control by pre-
programmed sequences resident either in terminal units or
designated operator workstations.

(vi) Fault Diagnosis and Maintenance: Self-diagnosis and fault

reporting to replaceable module level, notification when software
back-ups are due and general housekeeping to maintain optimum
operation.

10.7.4 A ‘Firewall’ protection shall be provided in NP-SCADA interface with other users.
This shall employ various mechanisms to filter / route data traffic and block un-
authorised access.

10.8 MMI REQUIREMENTS:

10.8.1 Database Facilities:

(i) A central database facility shall be provided in OCC to maintain a

record of the status of all system database points. This database
shall be updated as a continuous high-speed activity and shall be

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 Delhi Metro Rail Corporation

able to be accessed by any workstation within the system, subject

to any access restrictions imposed by the system supervisor. It
shall be possible to restrict the access of any workstation to any
combination of points in the database.

(ii) A historical data storage and software backup system shall be

provided that stores data in an efficient manner that permits rapid
searching against selectable criteria and enables historical
information to be reconstructed in the form of data.

(iii) Each monitored point shall have a point descriptor which shall
have a number of attributes that may be modified by the operator
depending on his access rights.

(iv) Raw analogue data shall be converted and stored in the database
in engineering units. Manipulation of measured values for
linearisation etc. shall be possible using a calculation facility.

(v) Status points shall be configurable as either discrepancy types,

with a normal state such that a deviation from this state shall
generate an alarm, or as standard types with no normal state or
as four-state points, where two ordinary status inputs are
combined. Filtering shall be able to be applied to four-state points
to prevent spurious transitional states being registered.

(vi) Provision shall be made to allow the operator to inhibit the

acquisition of RTU data at appoint level or RTU level.

10.8.2 Workstation Facilities:

(i) The primary operator interface shall be workstation with high-

resolution Colour Graphic Display (s), Control Panel and mouse /
trackball units, or touch screens. The number of VDUs for each
workstation shall be sufficient to allow a comprehensive set of
information to be displayed. A standard colour video output signal
of the screen display capable of driving a Video Projector shall be
available from all OCC workstations.

(ii) Operating Systems base on a Graphical User (GUI) format

incorporating the widely used WIMPs (Windows, Icons, Menus,
Pointing Devices) procedures, where one display can overlay
another shall be provided. WYSIWYG (What-you-see-is-what-you-
get) display printing and print pre-viewing features shall be
provided.

(iii) The following primary facilities shall be available at each

workstation:

(a) Alarm & event logging and printing.

(b) Operator acknowledgement of alarms.

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 Delhi Metro Rail Corporation

(c) Selective display and printing of alarms and of

events lists.
(d) Execution of operator commands with access code
security.
(e) Provision of user-friendly operator sequences.
(f) Operator-entered text messages.
(g) Access to historical data files of plant status.
(h) Generation of tabular displays based on spread
sheets.
(i) Generation of graphic displays based on graphic
diagrams.
(j) Generation of printed reports and printed copies of
display pages.
(k) Utilities consumption monitoring and check
metering.
(l) Operator-entered data, including tagging, manually
entering values and the forcing of status points.
(m) Automatic logging of selected displays at specified
times.
(n) Re-allocation / Prioritisation of alarm
acknowledgement between workstations.
(o) System timekeeping.

10.8.3 In addition to the primary operators interfaces within the OCC theatre for Chief
Controller, Assistant to Chief controller, Auxiliary Systems Controller and Security
Controller, the NP-SCADA Server shall be provided with a maintenance
technicians interface workstation for use by the CSS, one terminal for use by the
Track maintenance Supervisor and one terminal for use by Electrical Supervisor.

10.8.4 The CSS terminal shall have access to the main system diagnostic displays for
the actual NP=SCADA equipment and the transmission links over which the NP-
SCADA data travels. The CSS terminal shall be the normal terminal used for
initiating software changes to the system, which may have been developed in off
line mode on any terminal.

10.8.5 Workstation Displays:

(i) All operator displays shall be based on a common screen layout,

divided in to clearly identifiable display zones for displaying
information, error messages and alarms. Target areas on the
display unit shall be configurable to configure Menu Points on the
display, as required.

(ii) Displays shall be arranged in display groups and each group shall
be divided in to display pages. Each group shall be accessed by a
dedicated function key. Dedicated keys shall be used for paging
forward and backward through each group.

(iii) Workstations shall have sufficient storage capacity for at least 200
different display pages.

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 Delhi Metro Rail Corporation

(iv) The following general display page groups shall be provided, in

addition to any other groups required:

(a) Master Index Display: Shall list all the displays, by

display group & display identifier, authorised for
access by the current operator at any workstation.

(b) Log Index Display: Shall list all of the Logs that
System produces and the frequency with which
they are generated.

(c) Alarm Display: Shall list all alarms and their

attributes in priority groups.

(d) Points off Normal Display: Shall list all the

variables that have been inhibited from normal
acquisition or calculation.

(e) Tag List Display: Shall list those points that have
been tagged by the operator together with the tag
type, description etc.

(f) System Status Display: Shall show the status of

all components in the NP-SCADA System including
the RTUs and secure power supplies.

(g) Communications Statistics Display: Shall

tabulate the number of successful and un-
successful communications between each node on
the system, identifying the communications route.

(h) Parameters Display: Shall provide a complete

point descriptor for each status, measured and
derived in the system.

(i) Scratch Pad Display: Shall be used by the

operator to record comments and messages
pertinent to events during his shift.

(j) Trend Assignment Display: Shall be provided for

assignment of any analogue point in the system.

(k) Selected-log-entry Display: To display selected

entries from any of the system logs (events, alarms
etc.).

(l) Operator Information Display: Shall be provided

for operator information complete with indexing,
selection and editing facilities.

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 Delhi Metro Rail Corporation

10.8.6 Dedicated NP-SCADA Displays shall be provided to nominated OCC Controllers

to enable them perform their nominated functions with ease and convenience:

(i) Chief Controller in OCC shall have Display for real time and
detail equipment fault alarms & warnings showing local
acknowledgement and maintenance work status. Chief controller
shall be able to access historical list of all high level alarms and
warnings showing time on, time off and time acknowledged etc.

Assistant to Chief Controller shall have Display for list of high

level & detail equipment fault alarms & warnings, shall require
acknowledgement of alarms and shall be allowed to inquire into
detail behind high level alarms including local acknowledgement
status. He shall be able to do tagging of alarms to show work in
progress / alarm bypass / maintenance call logged etc and shall
be in position to access historical list of all high level alarms and
warnings showing time on, time off and time acknowledged etc.

(ii) Security Controller shall have Display for real time fire and
intruder alarms, shall require acknowledgement of alarms and
shall be able to access historical list of fire and intruder alarms &
warnings showing time on, time off and time acknowledged etc.

(iii) Communication System Supervisor (CSS) shall have Display

for summary alarms, require acknowledgement of alarms and
shall be allowed to inquire into details of all alarms for all systems
covered under NP-SCADA. CSS, in addition, shall have controls
available on his workstation for all the communication subsystems
of FOTS, Radio, PAS, PIDS, CCTV and Telephone including
master Clock & UPS / Power Supply System.

(iv) Auxiliary System Controller for Environment Control and Tunnel

Ventilation Systems shall have Display for status of TVS, ECS, LV
Circuits, Lifts & Escalators, Pumps, Seismic, Rail Temperature
equipment for each Station / section including local equipment
alarms and warnings, shall require acknowledgement of alarms.
Auxiliary System Controller shall be allowed to input commands to
alter mode of TVS equipment in individual or group of Stations as
appropriate to the congestion / fire situation and based on
decision support system provided by TVS.

Auxiliary System Controller shall also be allowed to downloading

of logged running data from within the Controllers of the non-
power equipment being monitored, store the downloaded data and
allow analysis of the data to provide long term planning of
maintenance.

(v) Track fault Management Supervisor shall have Display for real
time list of Rail Temperature status, alarms and warnings showing
local acknowledgement and shall be able to access historical list

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 Delhi Metro Rail Corporation

of all high level alarms & warnings showing time on, time off and
time acknowledged etc.

(vi) Electrical supervisor shall have Display for real time list of LV
Circuits, Pumps, Lifts & Escalators etc., status, alarms and
warnings showing local acknowledgement and shall be able to
access historical list of all high level alarms & warnings showing
time on, time off and time acknowledged etc.

10.8.7 Displays shall be, to the extent feasible, based on graphic and tabular
presentations and shall be menu driven so as to provide the operator the
requisite information with ease and in a manner that can be easily and intuitively
understood. For maximum clarity of presentation, consistent use of colour shall
be used for all the displays.

10.8.8 Printers:

(i) Two full Colour Page Printer, or equivalent, with a page output
rate of at least 6 pages per minute and a resolution of at least 300
dots per inch, shall be provided for creating paper copies of
workstation screen displays, reports etc.

(ii) The screen display, report, log etc. shall be spooled to the Printer
and the workstation shall be returned to normal operation
immediately. Where the screen display is part of the multi-page
log, it shall be possible to select the range of pages to be printed
and to cancel the print job at any time before it is completed.

(iii) Line printers shall be provided for routine logging of plant data.

10.8.9 Alarms:

(i) An alarm shall be generated when an analogue, binary or derived

value enters a pre-defined alarm condition. To prevent spurious
alarms, adjustable dead bands on analogue alarm limits and user-
defined filtering on binary alarms shall be provided.

(ii) One line on the display page shall be reserved for the display of
alarm messages (the alarm banner). Alarms shall be classified
into priority groups:

(a) Urgent Alarms requiring immediate attention.

(b) Alarms requiring attention within a user-defined
period.
(c) Non-urgent events or operator guidance Messages.
(d) Alarms affecting periodic maintenance schedules.
(e) System housekeeping alarms.

(iii) When an alarm is received, it shall appear flashing on the alarm

banner of the appropriate workstation as a text message, with an

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 Delhi Metro Rail Corporation

audible warning and flashing of the button of display group relating

to the alarm. The text message shall be copied into a separate
alarm text page which shall list the alarms in reverse chronological
order. When the display group button is operated, a pre-defined
but configurable display page shall be displayed on the
workstation. Acceptance of the alarm by the operator shall cancel
the flashing display to steady and silence the alarm. The alarm
banner shall be overwritten by the next alarm message.

(iv) In addition to plant alarms, all NP-SCADA system alarms such as

RTU failure, communication failure etc. shall generate alarm
messages.

(v) Alarm messages shall contain date and time – time tagged with
time in hours, minutes and seconds and milliseconds for high
resolution alarms, point identifier, signal value, alarm message
text and priority group. Analogue alarm messages shall also
display both the current value and the limit being violated.

(vi) All alarm attributes shall be authorised operator adjustable while

on-line.

(vi) An un-acknowledged alarm and an alarm acknowledged but with

the condition not reset, shall be distinguished by colour and by
various groups of characters flashing. Reset alarms shall be
steady.

(vii) Alarms for analogue database points, both monitored and

calculated, shall have two independently pre-set but adjustable
alarm limits for both high level and low level excursions outside
the normal operating range and for rate of change, together with a
pre-set but adjustable dead band on each threshold.

(viii) When the analogue point value returns to the normal operating
range, a return-to-normal message to this effect shall be
generated. The message shall indicate the point returning to
normal but without displaying the value. The audible alarm
warning shall sound for an independently pre-set but adjustable
period.

(ix) When the value of a status alarm returns to the normal, a return-
to-normal message to this effect shall be generated. The message
shall indicate the point returning to normal and its present state.
The audible alarm warning shall sound for an independently pre-
set but adjustable period.

(x) It shall be possible to acknowledge alarms individually or in-

groups from the alarm display page. Alarm acknowledgement
shall be time tagged.

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 Delhi Metro Rail Corporation

(xi) Alarm filtering shall be provided to avoid un-necessary and un-

called for alarms. Filtering features shall include:

(a) Time delay: Pre-set but adjustable time delay on-

entry to the Alarm State before the alarm is raised.

(b) Alarm Blocking: Facility to inhibit alarms, at a

particular workstation or globally, depending on the
state of other points or on operator command.
Inhibited alarms shall behave as non-alarm points
but shall be listed on the ‘Off-Normal display Page’
of the terminal units affected.

(c) Equipment under Test: Facility to suppress

alarms generated by Testing.

(xii) A date line shall be inserted in the alarm list to divide up the
alarms in to days.

(xiv) Sufficient non-volatile storage shall be provided to hold all alarms

occurring over a 4 week period and as part of software, an
operator prompt shall be provided to archive alarm details. An
alarm shall also be in-built to advise the operator when the non-
volatile alarm store reaches 90% of its capacity.

10.9 EVENT LOGGING REPORTS:

10.9.1 A Central Logging System shall be provided to record the following events:

(i) Change of state of a terminal unit binary input.

(ii) Changes to the configuration of central database and
communication system.
(iii) Changes to the workstation configuration.
(iv) Alarm events.
(v) Manually entered changes.
(vi) Control actions, manual or automatic.
(vii) Operator-entered text messages.
(viii) System generated messages.

10.9.2 Events shall be listed in true reverse chronological order with the latest event at
the top of page-1. The date, time of occurrence and an event descriptor shall be
displayed for each event. Additionally, the operator ID shall be recorded for each
operator-initiated event.

10.9.3 System-wide sequence-of-events recording, to 20 millisecond resolution for high

speed alarms shall be provided by frequent synchronisation of terminal unit clock
with the Master Clock at OCC, so that events can be accurately time tagged by
the terminal units.

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 Delhi Metro Rail Corporation

10.9.4 Facilities shall be provided for generating printed reports. The reports shall be
operator configurable and shall enable any of the information in any of the
display group to be printed out, either on demand or on a scheduled basis.

10.9.5 Flexibility of report content and layout shall be provided by the capability to build
up reports from the pages of one or more display groups based upon current,
historical or calculated data. All common mathematical functions shall be
available in the calculation facility for generating calculated and derived values.

10.9.5 Reports shall include pre-formatted routine logs of plant data, scheduled by date,
day, month, defined period etc., on demand.

10.9.6 Printed Schedules shall also be able to be generated when requested for routine
maintenance of the monitored equipment. The schedules shall be based upon
the manufacturer’s service data and the elapsed running time / operations data
for the equipment.

10.10 ACCESS SECURITY:

10.10.1 Access codes shall be assigned to individual operators based on following

levels:

(i) Read all data.

(ii) Read all data and Plant control facilities.
(iii) (i) & (ii) above with access to modify non-critical parameters.
(iv) Full system access.

10.10.2 Log-in and Log-out of all users shall be recorded by date, time and user ID on
the event list.

10.11 TIME SYNCHRONISATION:

10.11.1 NP-SCADA shall have an internal clock synchronised to the Master Clock
System for the time and date information. Internal clock shall allow free running
in case of loss of signal from the Master Clock. On restoration of the Master
Clock, the internal clock of the NP-SCADA shall synchronise back to the Master
Clock System

10.11.2 Maximum time difference between the clocks in any two devices at the same
location shall be 10 m sec.

10.11.3 Maximum time difference between the clock at any RTU and that at any server
shall be 10 m sec.

*******

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 Delhi Metro Rail Corporation

11. TELECOMMUNICATION FACILITIES IN DEPOTS

11.1 GENERAL:

Adequate Telecom facilities shall be provided in the Depot to facilitate

Control of the Depots and day-to-day Maintenance, Servicing, Repairs & Testing
of Rakes as also the equipments provided therein including the Train Radio.

11.1.2 Adequate Telecom facilities shall also be provided in the following

Establishments housed in the Depot complex:

(i) Operation and Maintenance Offices.

(ii) Training Centre.
(iii) Stores Depot.
(iv) Telecom Lab.
(v) AFC Lab.
(vi) Electrical Substation.
(vii) Track Fault Management Control Office.
(viii) Crew Control Office.

11.2 TELECOMMUNICATION FACILITIES IN DEPOTS:

(i) An EPABX Switch of sufficient capacity, connected to the EPABX

Network, to provide communication facilities with Admin Offices of
DMRC as also to function as an Internal Intercom for the Depot.

(ii) Direct Line Telephones for instant one key push connectivity with
Key locations in DMRTS, particularly so between:

(a) DCC & OCC.

(b) DCC & adjacent Station Control Rooms (SCR).

Direct Line Telephone System Console shall also be provided with

the Depot Controller.

(iii) A number of MTNL (PSTN) Lines to provide communication links

for operational services, in case of total failure of the EPABX
Switch.

(iv) Coverage of Train Radio in the entire Depot Area to provide

mobile communication amongst Maintenance & Operating Staff
working within the Depot Area and the Depot Controller.

(v) Radio Control Workstation (RCW) with full Dispatcher facilities

with the Depot Controller to facilitate Radio communication
amongst the Depot Controller, Hand Portables and the Trains
working in the sections as also with the Train Rakes waiting in the
Depot. The communication with the Train Rakes waiting in the
Depot shall be in the Depot Mode.

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 Delhi Metro Rail Corporation

(vi) Radio Access Unit (RAU) with the Crew Controller, housed in the
Depot, to facilitate him to make individual and group calls on the
Train Radio System.

(vii) Standalone PAS Facilities with the Depot:

(a) Coverage of PAS shall be ensured in all Key Zones

in the Depot like Stabling Lines, Inspection Bay,
Day-to-Day Maintenance / Servicing Bay and
Overhauling / Major Repairs Shed.

(b) PAS coverage, in addition, shall be extended to

Staff Canteen and areas where Staff usually goes
to take rest.

(c) Talkback facilities with the Depot Controller need

not be catered for in view of Radio coverage being
available in the entire Depot Area. Depot Controller
from various PAS Zones may be contacted either
through Direct Line & EPABX extensions or through
Hand Portable Radios.

(d) Depot Controller shall be provided with a PAS

Control Panel and Microphone to make live
announcement to any Zone or group of Zones or to
all Zones within the Depot.

(e) A PAS Control Panel shall also be provided to

Progress Planning & Investigation Office (PPIO) in
the Depot for selection of PAS functions.

(f) Control Panel of the Depot Controller shall have

higher priority level assigned than the Panel with
PPIO.

(viii) A SDH Node of the FOTS Network in Terminal Equipment Room

(TER) of the Depot to provide the Carrier. Primary Order
Multiplexer (PDMUX) shall also be provided to connect to the 2
Mbps tributaries of the SDH Node for direct access of channel
circuits with data rate lower than 2 Mbps.

(ix) Router and Switch from the Networking System to access

Synchronising Timing Signals from the Master Clock System and
Alarm Indications, as needed in the Depot.

(x) UPS/SMPS power supply for backup for smooth rumming of

various telecom system installed.

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 Delhi Metro Rail Corporation

(xi) SUB master Clock & Slve Clock running from Master Clock are
installed.

11.3 TELECOM FACILITIES IN OFFICES, TRAINING CENTRE AND

LABORATORIES:

(i) Extensions from EPABX Switch.

(ii) Direct Line Telephones with Key Officials in Operations &

Maintenance Offices.

(iii) Digital Clocks with Timing Signals from Master Clock System.

(iv) PCs connected on a LAN to Key Officials.

(v) Hand Portables from Train Radio System to Key Officials.

(vi) MMI Terminal from NP-SCADA System to Key Officials to monitor

Alarms, as needed.

11.4 TELECOM FACILITIES WITH THE TRACTION POWER CONTROLLER

IN ELECTRICAL SUBSTATION:

(i) Extension from EPABX Switch.

(ii) Direct Line Telephone Console.

(iii) Digital Clock with Timing Signals from Master Clock System.

(iv) Radio Access Unit (RAU) with the Power Controller, housed in the
Substation, to facilitate him to make individual and group calls on
the Train Radio System.

11.5 TELECOM FACILITIES WITH THE TRACK FAULT MANAGEMENT

CONTROLLER:

(i) Extension from EPABX Switch.

(ii) Direct Line Telephone.

(iii) Digital Clock with Timing Signals from Master Clock System.

(iv) Hand Portable for Radio communication.

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Delhi Metro Rail Corporation

*******

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 Delhi Metro Rail Corporation

12. LINE PLANT

12.1 GENERAL:

12.1.1 All Telecommunication Circuits shall be connected through Cables. Backbone for
Telecommunication Systems shall be built around Optical Fibre Cables of
suitable capacity.

12.1.2 A Cable network shall be provided at each Station, OCC and Depots for the
operation of Telephone System. Telephone type Cables shall be used for indoor
installation and Armoured Cables for outdoor Installation.

Cables shall comply with the latest version of the relevant requirements of
British Standards, IEC Standards, ASTM Standards, ITU Recommendations or
equivalent International Standards.

All Cables shall have continuous operating life of at least 25 years.

All Cables used in external or open areas shall be of Armoured type and
shall be able to withstand rain and ultra violet rays.

Cables for installation in Tunnel areas and elevated sections shall be

manufactured using Fire retardant / resistant, Anti-termite, Pest-resistant, low
Smoke and zero Halogen materials.

12.2 CABLE LAYING:

(i) All Optical Fibre Cables (OFC) shall be laid through ‘Permanently
Solid Lubricated’ HDPE Telecom Ducts. The HDPE Telecom Duct
shall be suitable for installing armoured Cables. HDPE Duct in the
at-grade Sections shall be either buried at a depth of 1.5 m or laid
in RCC Troughs / Ducts. On Elevated Sections, HDPE Ducts shall
be laid only in RCC Troughs / Ducts. In Tunnels, HDPE Ducts
shall be suitably supported / fixed in Guide ways.

(ii) Cable Routes shall be suitably chosen and designed to prevent

trapping of rubbish which could later become a fire hazard.

(iii) A labelling scheme shall be applied for all the cables installed.
Each cable shall be uniquely identified. Labels shall be laid at both
ends, at entry and exit points of the Cable Trays, Ducts and
Trenches and at appropriate locations where necessary. A Record
shall be kept to indicate clearly the type of Cable, size of the
Cable, its route, the use of each core or pair and termination as
well.

(iv) During Track crossings, following shall be observed:

(a) The Cable crosses the Track at right angle.

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 Delhi Metro Rail Corporation

(b) The Cable does not cross the Track under Points
and Crossings.
(c) The Cable is laid in Concrete / GI Pipes while
crossing the Track.
(d) The Cables other than OFC are laid at a depth of 1
m below the bottom of the Rail in case of section at
grade.

(v) At Culverts and at transition from at grade to elevated section, the

cable shall be suitably supported and protected with GI Pipes.

(vi) Cables in any Conduit, Trough or Duct shall not occupy cross-
sectional space in excess of 45%.

(vii) Sleeves made of flame retardant materials shall be provided for

Cables passing through slabs or wall openings. After installation,
the empty space in the sleeves shall be sealed with fire resistant
compound.

(viii) At no location shall the Cable be bent with a radius lower than the
minimum radius recommended by the Manufacturers. Sharp
edges shall be avoided.

(ix) No Cable Joints shall be allowed along Tracksides.

(x) Every precaution shall be taken to ensure that Cables and

equipment are not installed in a manner or under conditions likely
to cause electrolytic or other corrosive action or damage to, or be
detrimental to, the performance of the Cables and equipment
during operation.

(xi) Copper communication Cables shall not run with cables carrying
high voltages or heavy currents.

(xii) All Cables and Wires inside Cabinets shall be housed in

appropriate Cable conduits or tied neatly along the side of the
Cabinet. They shall not cause any obstruction to the access of
equipment within.

(xiii) Cable ties shall be made only from corrosion resistant materials.
They shall be further resistant to ultra violet radiation if they are to
be used at locations exposed to sunlight. In areas of significant
vibrations, Cable ties shall be of metallic construction and coated
further with a corrosion resistant material.

(xiv) Wherever possible, standard multi-pin Plug / Socket shall be used

to terminate multi-core Cables for connecting to equipment.
Locking mechanism shall be integrated in the Connector to secure
the connection.

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 Delhi Metro Rail Corporation

(xv) Any un-connected socket shall be covered up and properly

labelled to avoid exposure for short circuit and making wrong
connection by mistake.

(xvi) Use of soldering in Cable connections shall be minimised and it

shall be used only for terminating conductors. Cables and wires
shall be terminated by more flexible means such as screw
terminals, crimping or wire wrapping.

(xvii) Un-used Cable cores of multi-core Cables shall be neatly tied and
wrapped up.

(xviii) Heat shrinkable sleeves shall enclose all exposed and terminated
contacts inside multi-pin Connectors.

(xix) Connectors shall be suitably configured to avoid the possibility of

wrong mating.

(xx) Connectors at Cable ends carrying high voltages or current

sources shall invariably use female contacts.

(xxi) All Joints outside the Cabinets shall be sealed by water proof
tapes or jackets. These tapes or jackets shall be further resistant
to ultra violet light when the Cable Joints are located in areas
exposed to sun light.

(xxii) Cables entering enclosures shall utilise suitable Cable Glands or

Grommets for protection of these Cables over the service life of
the System.

(xxiii) The metallic armour of Optical Fibre Cable and of outdoor

Telephone Cables shall be earthed in accordance with the over all
Earthing Policy.

(xxiv) All Optic Fibre Cable splice and termination configuration at each
location shall be designed to fulfill the system fault tolerance
requirements.

(xxv) A correctly coloured fibre splice protector shall be used to enclose

each individual splice.

(xxvi) The average splice loss per splice shall not be more than 0.1 dB,
with a maximum of 0.3 dB for any individual splice.

(xxvii) Each fibre splice shall be tested to ensure correct fibre continuity
and splice loss.

(xxviii) The design of the mounting and installing of Leaky Coaxial Cable
(LCX) shall ensure minimisation of total transmission loss. A
grading technique may be used to compensate decline in received
signal level due to transmission loss in the Cable. To provide

12.3
 Delhi Metro Rail Corporation

continuous Radio coverage while entering in to Tunnels from the

at grade open areas or vice-versa the LCX Cables from the
Tunnels shall be extended and installed for an adequate distance
in the open at-grade area.

(xxix) All Cables shall be adequately rated for their duties. All Power
Cables shall be able to withstand full load current for peak
operation when the equipment is at its ultimate capacity.

12.3 MARSHALLING AND TERMINATION OF CIRCUITS:

(i) Main Distribution Frames (MDF), Digital Distribution Frames

(DDF) and Optical Distribution Frames (ODF) shall be provided at
appropriate locations for Signal termination, distribution,
disconnection, diversion and in-circuit testing. Intermediate
termination points shall also be provided as appropriate to allow
Cable network flexibility.

(ii) Signal termination and distribution practice, through out the

network, shall be consistent for easy circuit identification.

(iii) The circuit terminations shall be secure enough to withstand

vibration level, which is likely to be experienced in the Railway
environment.

(iv) The Distribution Frames shall be designed to allow repeated

circuit termination and disconnection.

12.3.1 Main Distribution Frame (MDF):

(i) Main Distribution Frame shall be provided at Telecommunication

Equipment Room and Central Equipment Room for the Signal
termination and distribution of all Voice, Digital, Analog, Alarm and
Control circuits.

(ii) Following Accessories shall be provided at each location where

the Main Distribution Frame is installed:

(a) Tools for Circuit connection and disconnection.

(b) Plug-in devices for control disconnection.
(c) Test cords and loop-back cords.
(d) Signal patch cords.

(iii) The outgoing circuits connecting to external lines and all circuits
liable for lightning or high induced voltage, lightning arrestors and
surge protection devices shall be provided with the required earth
connections.

(iv) The Main Distribution Frame shall be equipped with copper earth
bar to which all cable shields shall be connected. The copper

12.4
 Delhi Metro Rail Corporation

earth bar shall be connected to the clean earth provided for the
System.

(v) The Main Distribution Frame shall be divided into different zones
for different types of circuits and shall also be equipped with
facilities such as use of different colours or markers to aid circuit
pairs identification.

(vi) The Main Distribution Frame shall be equipped with an extra of

20% of termination capacity for future use.

12.3.2 Digital Distribution Frame (DDF):

(i) The Digital Distribution Frame shall be provided at

Telecommunication Equipment Room and Central Equipment
Room and at other locations as appropriate for data circuit
termination.

(ii) Following Accessories shall be provided at each location where

the Digital Distribution Frame is installed:

(a) Tools for Circuit connection and disconnection.

(b) Plug-in Devices for control disconnection.
(c) Test Cords and loop-back Cords.
(d) Signal Patch Cords.

(iii) All the Connectors on the modules shall be of female type and
equipped with locking mechanism, if applicable, for secure
connection. All spare Connectors shall be protected with covers.

(iv) Different modules in the Digital Distribution Frame shall be

provided for different types of data circuits.

(v) Markers or labels shall be provided in the Digital Distribution

Frame for easy identification of circuits.

(vi) The Digital Distribution Frame shall be equipped with an extra of

20% of termination capacity for future use.

12.3.3 Optical Distribution Frame (ODF):

(i) The Optical Distribution Frame shall be provided at

Telecommunication Equipment Room and Central Equipment
Room and at other locations as appropriate for optical signal
distribution and spare fibre cores storage.

(ii) The Optical Distribution Frame shall comprise of equipment

cabinets or enclosures housing the following optical equipment:

(a) Fibre Splice Module.

(b) Fibre Storage Panel.

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 Delhi Metro Rail Corporation

(c) Optical Patch Panel.

(iii) All fibre cores terminating in the Optical Distribution Frame shall
be spliced to factory connectorised pigtails or properly stored in
the fibre storage panel.

(iv) Optical patch cords shall be provided to connect the optical

terminal to the Optical Distribution Frame and for patching within
and between optical patch panels.

(v) Fibre storage panels shall be provided in the Optical Distribution

Frame to stow the excess length of pigtail and patch cords.

(vii) All splices shall be fusion splices and heat shrink splice sleeves
shall be used for splice protection and housed in a fibre splice
module.

(viii) All Fibre splice modules shall be either telescopic or hinged type
for easy access of splice elements.

(viii) All Fibre splice modules shall be equipped with built-in fibre slack
take-up mechanism.

(ix) All Optical Distribution Panels shall be either telescopic or hinged

type for easy access of rear side of panels. The Optical
Distribution Panel shall be fully equipped with adapters for optical
signal termination.

(x) All spare adapters shall be equipped with jackets.

(xi) Optical connector type specified on the Transmission equipment

shall be compatible with the optical fibre termination. The coupling
loss of the connector shall be below 0.3 dB repeatably.

(xii) All pigtails and patch cords shall be properly labelled.

(xiii) The Digital Distribution Frame shall be equipped with an extra of

20% of termination capacity for future use.

12.4 EARTHING:

12.4.1 Earthing shall be designed to meet the following minimum requirements:

(i) Protect Personnel and equipment from electrical hazards,

including lightning.
(ii) Reduce potential to System Neutrals.
(iii) Reduce or eliminate the effects of electrostatic interference and
electromagnetic interference arising from within the DMRTS and
other extraneous sources.
(iv) Provide a proper Earthing method for all equipment enclosures,
cabinets, drawers, assemblies and sub-assemblies.

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 Delhi Metro Rail Corporation

(v) Provide a clean zero volt reference point.

12.4.2 Two separate Earth connections shall be provided, a clean Earth connection to
the Earth terminals provided inside the Rooms where the telecom equipment is
installed and a main Earth connection for the Earthing of Radio Towers, Antenna
Feeder Cables, Equipment chassis etc. of the Telecommunication System.

12.4.3 The Earthing System shall meet the following requirements:

(i) The resistance to Earth of the System ‘Earth Terminal’ must

remain within the stipulated limits at all locations and under all
climatic conditions.

(ii) Any electrical joints in the Earthing System shall be protected from
moisture ingress by using proper wrapping, sealing with water-
proof tapes or such other measures.

12.4.4 Earthing arrangements for Telecommunication Equipments shall be as under:

(i) All Telecom Equipments must be protected using a mesh of

copper ‘Earth’ strips of appropriate cross-sectional dimensions,
forming a clean Earth Bus.

(ii) Each Equipment Rack shall be connected electrically to this Bus.

This Bus shall be connected to the external Ring Earth at the
shortest possible distance from two opposite points of this Bus. All
joints of this connection shall be protected from moisture ingress
by using proper wrapping, sealing with water proof tapes, or such
other measures.

(iii) The Earthing connection shall be inspected periodically at

intervals frequent enough to ensure that the Earth connection
meets all the requirements.

12.4.5 Earthing arrangements for Antenna Towers and Antenna shall be such that:

(i) The zone of coverage shall afford protection of all objects forming
part of the Antenna Towers and Antennae including any objects
near the base of the Tower, and this factor shall be taken in to
consideration while deciding the height of the lightning conductor
at the top of the Tower.

(ii) Earthing of VHF / UHF Antenna Feeder Cables having copper

sheaths shall be such as to maintain a low resistance connection
to the Earth. Any Junction forming a part of this connection shall
be protected from moisture ingress by using proper wrapping,
sealing with water-proof tapes or such other measures. The
connection shall be inspected periodically at intervals frequent
enough to ensure that the Earth connection meets all the
requirements.

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 Delhi Metro Rail Corporation

12.4.6 The metallic sheath and armouring of all Cables (Leaky Coaxial Cable / Optical
Fibre Cable / PA Cable / Telephone Cables / Others) shall require Earthing in
both Rail and Metro Corridors:

(i) In the Rail Corridor, Earthing shall be done as per the established
practices in RE Areas of the Indian Railways.

(ii) In the Metro Corridor, an independent Earth Bus shall run all along
the Tunnel walls. This shall run along the Tunnel wall on the
opposite side of the Main Earth (of Electrical Utilities etc.). The
Earth Bus shall have an Earth Resistance not exceeding 1 Ohm
under all climatic conditions and at all locations. The Bus shall be
connected to a minimum of two Earth pits, one on the either end
of the Tunnel at each Station. If required, additional Earth pits
shall be made at intermediate locations in the Tunnel to meet the
above stipulation. The Earthing shall be done using copper
electrodes of appropriate cross section duly protected against
environmental degradation and shall require minimum
maintenance efforts in the underground section.

12.4.7 The Earthing electrodes for the clean Earth shall be located at least 20 m away
from the main Earth.

12.4.8 The Route for the clean Earth shall be so chosen as to minimise the effect of any
inductive interference.

12.4.9 For the purpose of measurement of Earth resistance , a small inter-connecting

copper strip of appropriate cross-section shall be provided in the ring Earth in a
small man hole chamber so that ring Earth can be broken from the loop.

12.4.10 The Earth resistance at any point on the clean Earth shall be below 0.5 Ohm
and that for the main Earth shall not exceed 1 Ohm at any location and under
any soil and / or climatic condition.

12.4.11 All metal work and metallic items shall be earthed to the main Earth to ensure
the safety of Personnel.

12.4.12 Radio equipment shall have isolated terminations for the connection of Coaxial
Cables extending to equipment in external locations.

12.5 TRANSIENT PROTECTION:

12.5.1 An effective Transient protection System must protect the communication

equipment from transient to following specifications:

(i) Peak transients of up to 700 Volts on the DC Power Supply line

for several micro seconds.

(ii) Average Transient duration of 2 micro seconds with a repetition

frequency of 15 KHz. to 100 KHz.

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 Delhi Metro Rail Corporation

(iii) For short duration Transients (< 5 micro seconds), the variation
approaches a sine wave.

(iv) For longer duration transients (> 5 micro seconds) the variation
approaches rectangular pulses with an initial rate of rise up to 5 x
104 Volts per second.

12.5.2 Suitable electronic devices (such as Silicon Avalanche suppressor devices)

having high Surge handling capability, fast response time, low clamping voltage
etc., shall be incorporated in the communication equipment and Sub-system, to
ensure that the latter withstands the conditions stipulated above without any
damage or permanent degradation in performance through out the System life
time. The selection criteria for such devices shall include the following:

(i) Reverse standoff Voltage: at least twice the maximum operating

voltage and allowing operation over the temperature range (-) 650
C to (+) 1750 C.

(ii) Pulse Power Rating: This shall have a value to handle the peak
pulse power of the transients and ensure their decay in less than
10% of the rise time for the worst pulse likely to be encountered
from all possible sources including lightning and transients from
overhead traction power system.

(iii) Device Life time: This shall not be less than that of the system for
which it affords protection.

*******

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 Delhi Metro Rail Corporation

13. POWER SUPPLY SYSTEM

13.1 GENERAL:

13.1.1 Power Supply System shall be built around Un-interruptible Power Supply
System (UPS).

13.1.2 The UPS and the required Battery Backup equipment shall conform to
International Standards covering safety, construction, electromagnetic
interference and operation.

13.1.3 The UPS shall work off 3-Phase AC 415 V input Supply source and the Battery
Backup system shall work off Single phase AC 240 V input Supply source. The
input source shall be from two different source feeders supported with a Diesel
Generator to take full load of the UPS and the Battery Backup system. The
Feeder lines, one Normal and the other Standby shall be terminated in the UPS
Room at all Telecommunication Equipment Rooms and the Automatic
Changeover Switches shall be provided.

13.1.4 Provision of suitable Earth leakage detection, Surge protection and Alarms shall
be made individually at each location (Station / Depot/ OCC etc.).

13.1.5 CCTV System, PID System and PA System shall be powered through one
common UPS system, shared with TC&S System.

13.1.6 The FOTS, Telephone System, Train Radio System, Centralised Time System
(Master Clock System) shall be powered through the second common UPS
System.

13.1.7 The UPS System in Central Equipment Room in OCC and in Telecommunication
Equipment Rooms at Stations and Depots shall be sized to power its full
connected load for a minimum period of 4 hours.

13.1.8 Remote Monitoring of the Power supply System shall be provided.

13.2 UN-INTERRUPTIBLE POWER SUPPLY SYSTEM (UPS):

13.2.1 The UPS System shall have on-line redundant configuration and sufficient spare
capacity.

13.2.2 The UPS shall include Battery Charger, Battery Bank, Inverter, Voltage Stabiliser
and By-pass Switch.

13.2.3 Failure of single component shall not cause failure of the total UPS.

13.2.4 The UPS shall be designed such that on restoration of the 415 V, 3-phase input
Supply source after its failure, the load shall be transferred on to this input source
only after a delay and verification that there are no spikes and that the voltage
has stabilised.

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 Delhi Metro Rail Corporation

13.2.5 The Battery Bank shall consist of Maintenance Free Cells for all
Telecommunication as well as TC&S requirements . The Battery Banks shall be
formed of Cell Blocks of similar Capacity and Voltage ratings .
13.2.6 The Battery Backups of 48 V and 110 V shall be separately provided and shall
include Charger, Battery and Change over logic Switch. The design shall ensure
busy hour reserve of at least 4 hours.

13.2.8 The 48 V Battery Backup shall be sized to feed its full load including FOTS, Train
Radio System, Telephone System and Master Clock System for equipment
installed in OCC, Telecommunication Equipment Rooms at Stations and at
Depots.

13.2.9 The 110 V Battery Backup if needed, shall be sized to directly power full load of
Point Machines in TC&S System at Stations and at Depots.

13.2.10 There shall be no break in the Battery supply to the Telecommunication

Systems and TC&S System during change over from the working to standby
Battery set.

13.2.11 The UPS shall provide following Controls and Protection:

(i) Emergency Power Off.

(ii) Maintenance By-pass Circuit Breaker.
(iii) Battery Circuit Breaker.
(iv) Low Battery Shutdown and Trip.
(v) DC Over-voltage.
(vi) Charger Current Limit.
(vii) Thermal Protection.
(viii) Ambient Temperature Protection.
(ix) Suitable Alarm Interface such as RS-232.

13.2.12 The UPS shall offer following facilities:

(i) Maintenance Log.

(ii) Alarm Contact.
(iii) Communication Port.
(iv) Diagnostics and Self-testing.

13.2.13 The UPS shall have the following displays:

(i) Rectifier Input Voltage and Current.

(ii) By-pass Input Voltage and Current.
(iii) Inverter Output Voltage and Current.
(iv) DC Bus Voltage.
(v) Output Frequency.
(vi) Available Battery Backup Time.
(vii) Ambient Temperature.
(viii) Load on Main Source.
(ix) Load on Standby Source.
(x) UPS-1 in Service.

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 Delhi Metro Rail Corporation

(xi) UPS-2 in Service.

(xii) CVT in Service / UPS Failed.
(xiii) UPS Supply available for Telecom and TC&S Systems.

13.2.14 All Alarms and Displays generated by the UPS shall be implemented through
the Communication System Supervisor (CSS), using suitable Interface such as
RS-232.

13.3 BATTERY BACKUP SYSTEM:

13.3.1 All the Batteries shall be of sealed Maintenance free, Valve Regulated Lead Acid
(VRLA) type to RDSO Specification IRS S 93 – 96 or latest for Battery capacities
up to and including 500 AHrs. and to DOT Specification TQ 510 G 92 or latest for
capacities above 500 AHrs. The Container shall be made of suitable flame
retardant plastic material having low permeability to water vapour e.g.
Polypropylene Copolymer or similar. The capacity in AHrs. shall be at 10 hour
rate.

13.3.2 The Battery capacity required shall be worked out taking into account the
following factors:

(i) The peak power requirements of various equipments to be

installed in each Equipment room.

(ii) The capacity shall be sufficient for a ‘Busy Hour’ reserve of 4

hours for all Telecommunication equipments at Stations, Depots
and OCC.

(iii) Spare capacity of at least 25% shall be provided.

13.3.3 Two sets of Batteries shall be provided. Batteries shall normally float across the
Rectifiers.
.

13.3.4 All Battery Chargers shall be of SMPS type and shall meet TEC Specification
TEC / G / SMP-01 / 03 or latest.

13.3.5 The Battery Chargers shall be of adequate capacity, automatic, adjustable and
capable of supplying 10 hours rate charging. Two sets of Battery Chargers with
automatic operation and changeover arrangements shall be provided.

13.3.6 Battery Backup System functions shall include:

(i) Low Voltage Battery disconnection (LVD).

(ii) Battery disconnection pre-alarm.
(iii) Battery current limiting.
(iv) Temperature compensated charging.
(v) Test mode facility.

13.3.7 System Control functions shall include:

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 Delhi Metro Rail Corporation

(i) Float / Charge mode facility.

(ii) Auto / Manual switch for Boost charging.

13.3.8 System protection shall include:

(i) High Voltage input disconnection (HVD).

(ii) Lightning protection / Surge protection.
(iii) Transient absorbers for component protection.
(iv) Load Fuses / MCBs, as required.
(v) Battery Fuses / MCBs, as required.

13.3.9 The following alarms shall be provided:

(i) Mains Failure.

(ii) Operation OK.
(iii) Input Voltage High.
(iv) Overload.
(v) Boost Mode.
(vi) Float Mode.
(vii) Rectifier Failure.
(viii) Mains Low.
(ix) Battery Cut-off Pre-alarm.
(x) Over Temperature.
(xi) Fuse Failure Alarm.
(xii) Summary Alarm.

13.3.10 All Alarms generated by the Battery Backup System shall be implemented
through the Communication System Supervisor (CSS), using a suitable Interface
such as RS-232.

13.4 DESIGN REQUIREMENTS:

13.4.1 The UPS:

(i) Output capacity: As required.

(ii) Input Voltage (3-Phase): 415 V AC ± 30%.
(iii) Input Frequency: 50 Hz. ± 5%.
(iv) Power Factor: > 0.8.
(v) Output Voltage: 240 V AC Single Phase.
(vi) Output Frequency: 50 Hz. ± 1%.
(vii) Voltage Regulation:

(a) Static: Better than ± 1%.

(b) Dynamic
(0-100-0% Load Step): Better than ± 3%.

(viii) Overload Capacity: 150% > 60 seconds.

Better than: 125% > 10 minutes.
Better than: 110% > 60 minutes.
(ix) Distortion Factor:

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 Delhi Metro Rail Corporation

(a) Linear Load: < ± 2%.

(b) Non-linear Load: < ± 5%.

(x) Crest Factor: < 3:1.

(xi) Ambient Temperature: Operating 0-550 C.
(xii) Storage Temperature: 00 C to (+) 700 C.
(xiii) Relative Humidity
(Non-condensing): Up to 95% at 400 C.
(xiv) Efficiency (AC-AC): Better than 85%.
(xv) Switchover Time: < 5 m sec.
(Mains to S/By & Vice-versa)
(xvi) Ripple Content:

(a) With Battery: < 1%.

(b) Without Battery: < 2%.

13.4.2 The Battery Backup:

(i) Input Voltage Range (3-Phase): 415 V AC ± 30%.

(ii) Input Frequency: 50 Hz. ± 10%.
(iii) Power Factor: > 0.8.
(iv) Output Current: 15 / 30 / 50 Amps.
(v) Output Voltage:

(a) Telecom. Equipments: 48 V.

(b) TC&S: 110V( if neded).

(vi) Charge / Boost Voltage per Cell: 2.3 V.

(vii) Float Voltage per Cell: 2.23 V.
(viii) Availability Check per Cell: 1.75 V.
(ix) Output Voltage Stability:

(a) Static Load: ± 1%.

(b) Dynamic
(0-100-0% Load Step): ± 1%.

(x) Response Time: < 5 m sec.

(xi) Efficiency: Minimum 90%.
(xii) Psophometrically Weighted
Noise Voltage: 2 mV.

*******

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 Delhi Metro Rail Corporation

14. INSTALLATION & COMMISSIONING OF WORKS

14.1 GENERAL:

14.1.1 Installation of Works shall be carried out in accordance with Technical, Safety
and Quality requirements laid down in the Design Document.

14.1.2 Every precaution shall be taken to protect the existing equipment and facilities
from damage during execution of new Works. Special care shall be taken not to
interfere with the operation of existing equipment.

14.1.3 Careful Planning shall precede the commencement of Works to ensure that:

(i) Site Surveys have been conducted in minutest details and all
possible pre-requisites to take the Work in hand have been
accounted for.

(ii) Drawing and Design Documents are ready and available at the
Site.

(iii) Installation, Testing and Commissioning Procedures have been

drawn in sufficient details and got approved by the Competent
Authority.

(iv) Requisite Resources such as Skilled / Competent Man power,

Material (Equipment, Spares and Consumables), Communication
Facilities and Tools & Testing Instruments are available at Site.

14.1.4 After completion of the Work, the complete Installation shall be inspected and
tested by the DSTE / ASTE to ensure that the Work has been carried out an a
satisfactory manner, the Installation is in perfect working order and that the
material and components used conform with requirements laid down in relevant
specifications.

14.2 INSTALLATION WORKS:

14.2.1 Installation in Equipment Rooms:

(i) All floor mounted equipment cabinets in the Equipment Room

shall be securely bolted to ground, properly aligned and leveled.

(ii) All floor mounted equipment cabinets shall be arranged in the way
to allow sufficient space at the front and rear side of the cabinets
for maintenance access.

(iii) All wall-mounted equipment shall be installed at appropriate height

in a secure and safe manner to avoid any hazards to the Person
passing by and sufficient space shall be allowed for front
maintenance access.

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 Delhi Metro Rail Corporation

(iv) The equipment layout within the Equipment Room shall be

designed to allow sufficient clearance for escape out of the
Equipment Rooms in case of emergency.

14.2.2 Installation Around Stations:

(i) All mounting brackets and accessories shall be corrosion

resistant, aesthetically designed to match with all architectural
finishes and of sufficient strength to mount and hold the
equipment securely.

(ii) If the equipment is installed at location exposed to direct sun light,

the equipment mounting brackets, cables and accessories shall
be made of materials which are resistant to ultra violet rays.

(iii) All trackside equipment and mounting methods shall be designed

so as to minimise the frequency of Preventive Maintenance.

14.2.3 Installation of Cab Radio Equipment:

(i) Cab Radio Equipment including Antenna shall be installed in each

of the leading and trailing Cabs.

(ii) The mounting of the Radio and its Sub-assemblies shall be

designed to facilitate ease of Operation & Maintenance.

(iii) All cabling and terminations shall adopt standard wiring practice.

(iv) Cab Radio installation shall be rugged and capable of

withstanding vibrations expected in EMUs.

(v) On-board Antenna for the Cabs shall be appropriately mounted for
maximum coupling of RF Signal from Leaky Coaxial Cable (LCX)
in Metro Corridor and for least EMI.

14.3 TESTING & COMMISSIONING:

14.3.1 Testing shall be done Sub-system wise and stage wise in accordance with the
requirements given in respective specifications. Tests results shall be properly
recorded for analysis, investigation in to the causes of faults noticed and
corrective actions to be taken.

14.3.2 Testing and Commissioning shall be carried out in the following phases:

(i) Factory Acceptance Tests.

(ii) Installation Tests.
(iii) Partial Acceptance Tests.
(iv) System Acceptance Tests.
(v) Integrated Testing and Commissioning.

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 Delhi Metro Rail Corporation

14.3.3 Factory Acceptance Tests:

(i) Factory Acceptance Tests shall be carried out at the place of

Manufacturing. Tests shall include Visual, Environment, Electrical
and Functional Tests on each individual equipment and
associated Sub-system, before delivery of the equipment at Site.

(ii) Factory Test Plan shall be prepared sufficiently well in advance

before the Tests and shall include amongst other items, the
following:

(a) A list of equipment, cables & connectors for the

individual Sub-system to be tested.

(b) The detailed Program of all activities related to

Factory Acceptance Tests in respect of each
equipment and Sub-system.

(c) Estimated duration of Test activities for each

equipment and Sub-system.

(d) Testing Procedure for each equipment and Sub-

system, which shall demonstrate the functional,
electrical and physical performance of the
equipment and cable / connector under the
environmental conditions stated in respective
specifications.

(e) Test Results from Accredited Testing Laboratories /

Agencies may be accepted in respect of certain
Components / Sub-systems / Items, with the
approval of Competent Authority.

14.3.4 On-site Installation Testing:

(i) Installation Tests shall be carried out on individual Sub-systems,

location by location after the physical installation of the equipment.

(ii) Objectives of the Installation Tests shall be to ensure the

following:

(a) The equipment is installed in accordance with the

design documentation.

(b) The equipment is installed in accordance with

requirements detailed in the respective
specification.

(c) All cables are properly and accurately connected

and terminated.

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 Delhi Metro Rail Corporation

(d) All installation works are of acceptable

workmanship.

(e) Performance of all Cables (Copper & Optical Fibre),

from end-to-end and from location to location is as
per parameters laid down in relevant specifications.

(iii) All the Installation Test Results, Physical locations of the

equipment & serial numbers and Cable Performance reports shall
be recorded in Test Record Forms and kept in safe custody of the
Officer In-charge for reference as and when needed.

14.3.5 Acceptance Tests on Sub-systems:

(i) Acceptance Tests shall be carried out on individual Sub-system,

location by location after successful completion of the Installation
Tests, to verify the functions, performance across various
Interfaces and coverage of services required of the individual Sub-
systems.

(ii) Acceptance Tests constitute a very important step in

Commissioning of the Sub-system / System and as such a great
care shall be taken to prepare a list of Specifications, Standards
and Design Document and keep them handy for reference during
testing. Test Procedure shall also be drawn which shall, inter-alia,
include step-by-step test instructions and the Instruments needed.

(iii) A Sub-system shall be considered operational and ready to be

connected to other Sub-systems and Interfacing Systems only
after successful completion of Acceptance Test on it.

14.3.6 System Acceptance Tests:

(i) System Acceptance Tests shall be carried out after completion of

Acceptance Tests for each of its Sub-systems. System
Acceptance Tests shall demonstrate that the System operates in
accordance with functional and electrical performance and
coverage requirements given in the respective specification.

(ii) System Acceptance Tests shall include:

(a) Inter-operation among Sub-systems.

(b) ‘End-to-End Circuit Tests’ to verify the Integrity of

the Interfaces and the System as a whole.

(c) Verification of all Alarm points with simulated faults.

(d) Verification of all Protection mechanisms such as

hot-standby, parallel redundancy, automatic

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 Delhi Metro Rail Corporation

switchover etc. built into the individual Sub-systems

and the System as a whole.

(e) Measurement of Response times of relevant Sub-

systems and the System as a whole.

(f) Load Tests on each Sub-system to verify the

designed system capacity and performance.

(g) Operation of the System in accordance with normal

and emergency operation procedures.

(h) Operation of the System from OCC .

14.3.7 Integrated Testing and commissioning:

(i) Integrated Testing and Commissioning shall be carried out after

completion of System Acceptance Tests.

(ii) Integrated Testing and Commissioning shall verify the Interfacing

requirements across the Systems. It shall be ensured that all
Interfacing requirements are met fully in accordance with the
chalked out Completion Plan for the overall Telecommunication
System.

*******

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 Delhi Metro Rail Corporation

15. MAINTENANCE AND INSPECTION

15.1 GENERAL:
15.1.1 Maintenance shall comprise of all the activities that would ensure equipment’s
state in good fettle to perform its designated task through out its life span.
Maintenance shall also be required to restore the said equipment, in case of
failure, to a state in which it can perform its required function. The aim of every
Maintenance methodology shall be to detect deviations from a nominal state and
to correct them.

15.1.2 Maintenance activities generally shall include Preventive Maintenance,

Corrective Maintenance and Inspections. Inspections refer to manual or
automatic monitoring of the equipment.

15.1.3 Preventive Maintenance should ensure that most deviations from the nominal
state are detected and eliminated in course of Monitoring and Inspections and
replacement are carried out before they can give rise to failures. Activities carried
out before the failures actually occur shall be cleaning, adjusting, oiling and
greasing as applicable to the equipment and premature replacement of
components / sub-systems on a scheduled basis.

15.1.4 The purpose of Corrective Maintenance is to correct the failures. It is directed at

the failures, which are detected as a malfunction, reported either by automatic
monitoring or reported by the users. Any action involving failure clearance,
including replacement of faulty unit / part, shall be a corrective measure.

15.1.5 A judicious mix of both Preventive and Corrective Maintenance coupled with
reliable technical equipment along with requisite redundancy & back-up facilities
would be necessary to ensure a high grade of service required in operations of a
Metro System. The frequency of Maintenance Operations shall be decided
keeping in view the availability objectives, failure tolerance and reliability of the
equipment.

15.1.6 A Central Monitoring System shall be provided as a fast acting Diagnostic Tool to
monitor the health of the equipments at stations on the network from a Central
location with a view to improving the availability of the maintained network and at
the same time reducing the cost of Maintenance. The Central Monitoring System
shall be configured to perform the following functions:

(i) Automatic and Continuous Monitoring of the functional status of

the equipment in the Network.

(ii) Collection and Presentation of Network fault data and Failure

Analysis.

(iii) Remote Measurement and Control Operations.

15.1
 Delhi Metro Rail Corporation

15.1.7 The Monitoring System shall localise Network faults down to the level of one
plug-in unit or unit group, to enable corrective action to be taken expeditiously.

15.1.8 Accident: On receipt of advice about any Accident in his jurisdiction, the
Mechanic shall proceed to the site of the Accident by first available means of
Transport. He shall not interfere with any equipment on his own but shall act
upon the orders given

15.2 MAINTENANCE ACTIVITIES:

15.2.1 Maintenance Activities shall be taken up on a regular basis in the following way:

(i) Daily Monitoring and reporting of Status of all Telecom

Equipment set-ups, including the following:

(a) Regular Checking of alarms on all equipments.

(b) Monitoring on NMS of all the Sub-systems.
(c) Daily Diagnostic and Test Batch Files Run for all
Ethernet equipments through their respective IP
Address. This shall cover all CPUs of all Telephone
Exchanges, PIDS / PAS Servers, Routers,
Switches and Sub-Master Clocks etc.
(d) Checking of Logs of PIDS / PAS Station-wise.
(e) Checking of proper functioning of all the MMIs in
OCC Theatre and TER like RCWs, Direct Line
Consoles, PIDS / PAS MMIs, CCTV MMIs etc.
(f) Testing of Train Radios for proper working for all
the Trains, during night, in the Depot.

(ii) Scheduled Preventive Maintenance for all Equipments:

(a) For Scheduled Preventive Maintenance, a Maintenance

Schedule shall be prepared for each Sub-system,
comprising of well defined Tasks.
(b) Each Task shall have a certain periodicity and skill
requirement.
(c) Based on the Maintenance Schedule, a Monthly Plan
should be prepared in advance mentioning Date wise,
Station wise and Sub-system wise Tasks to be carried out.
(d) Monthly Plan shall make it obligatory for the Maintenance
Staff to record the results / remarks for each Task in the
prescribed Format which should be checked and signed by
the concerned System Engineer and Section Engineer
during their Visit / Inspection of the equipment.

(iii) Un-scheduled Corrective Maintenance:

(a) Corrective Maintenance shall be needed to restore failures.

(b) Failure shall be attended by the Junior Section Engineer /
Section Engineer on duty for immediate corrective action.

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 Delhi Metro Rail Corporation

(c) In case the failure requires diagnostics or expertise beyond

the competency of Section Engineer, the concerned
maintenance Engineer and / or System Analyst shall
attend the failure to support the Section Engineer in taking
corrective action.

(iv) Repair of Faulty Module / Card: The concerned System

Engineer shall get the faulty Module / Card repaired either in the
Central Repair Centre or through AMC with the Supplier Firm or
its Authorised Representative.

(v) Updating Activities in OCC: These shall include Programming,

Reading of Train Radios & Hand Portable’s Logs and loading of
new / updated software versions for various Sub-systems. This
activity shall be performed by the maintenance Engineers and
System Analysts, posted in OCC.

(vi) Timely Assessment of necessary Spares & Tools: This Activity

shall be done by the Section Engineer (Stores), who shall also
maintain Ledgers for all the Inventories and the Issues.

15.2.2 The first level of Maintenance on the section shall be with Section Engineers /
Junior Engineers who shall be responsible for day-to-day monitoring and
ensuring normal working of all communication Sub-systems in their respective
sections. Section Engineers shall take up immediate Corrective Maintenance
Works on the communication Sub-systems installed in their sections, as and
when required. Section Engineers shall be assisted in their work by one or more
Junior Engineers.

15.2.3 Section Engineers /Junior Engineers / Senior System Analysts shall be assisted
by the Electronics Mechanics (EM), Semi-skilled Electronics Mechanics (SSEM),
Fitters and Master Crafts Man (MCM), whose strength shall be fixed in
accordance with the density of the Work and other local conditions.

15.2.4 Senior System Analysts, System Analysts and Assistant System Analysts shall
be responsible for Analysis in to the Software Bugs, as and when reported. They
shall be also responsible for periodically updating the Software and maintaining
Back-ups.

15.2.5 Section Engineers / Senior System Analysts shall report to their respective ASTE
(Tele.) and DSTE (Tele.).

15.3 DUTY LIST OF SECTION ENGINEER:

15.3.1 Technical:

(i) Ensuring normal working of all the Telecommunication Sub-

systems in his section.

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 Delhi Metro Rail Corporation

(ii) Taking up immediate corrective maintenance works on all the

Telecommunication Sub-systems installed in his section, as and
when required.

(iii) Ensuring availability of all the necessary Station Drawings,

Circuits, Cable Route Diagrams and other Link Plans at Stations
for reference purposes.

(iv) Coordinating with Engineers, System Analysts and Junior

Engineers with regard to Scheduled Maintenance and Corrective
Maintenance.

(v) Coordinating with Controllers in OCC / BCC and Supervisors of

other Departments like Electrical & Civil Engineering with regard
to maintenance of Telecom Rooms and Telecom Assets.

(vi) Coordinating for Scheduled Maintenance work of other

Departments in TER like Air-conditioners, Housekeeping and
Cleaning etc.

(vii) Implementing Preventive Maintenance Schedules in the section.

(viii) Providing guidance to Junior Engineer under his control in

effective discharge of his duties.

15.3.2 Miscellaneous:

(i) Upkeep and maintenance of various Tools & Plants and

Consumables in the section.

(ii) Staff Establishment and Stores in the section.

(iii) Day-to-day maintenance of records / data in the Registers /

Computer Files and notification in SAP at CSS.

(iv) Daily attendance of all the Telecom staff in the section.

(v) Ensuring that movement of all the Telecom staff on his section is
available at CSS.

15.3.3 Inspections:

(i) He shall regularly visit the section under his control and monitor /
inspect the Telecom installations at the Stations and Telecom
Equipment Rooms (TERs). He shall plan his schedule in such a
way that he visits each Station at least twice a month.

(ii) He shall promptly pass on the Instructions to the Junior Engineer,

regarding any deficiency observed at the Station for immediate
rectification.

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 Delhi Metro Rail Corporation

(iii) For every visit to TER / UPS Room, the Time, Purpose of visit and
the details of Works done / Testing done etc. shall be recorded in
the Logbook kept for the purpose.

15.4. DUTY LIST OF SYSTEM ANALYSTS:

15.4.1 Technical:

(i) Software Management of the System:

(a) Hardware & Software Configuration of Servers,

Workstations and Terminals.

(b) OS Management.

(c) Backup and Recovery of Data and Databases.

(d) Crash Recovery and Disaster Management

Planning.

(e) Installation of Software Updates, Fixes and Drivers.

(f) Monitoring of System Logs for detecting any

probable Threat.

(g) Periodical Testing of the User Application as per

requirements spelt out in the relevant
Specifications.

(h) Inventory of all concerned Software Packages and

their Updates / Fixes.

(ii) System Administration:

(a) Access Management of Peripheral Devices.

(b) Security Management of the System as a whole,

including periodical Updates of Anti-Virus
Packages.

(iii) Preparation and Execution of Preventive Maintenance Plan,

relating to Software Packages.

(iv) Handling of Corrective Maintenance and determining the cause (s)

of Failures.

(v) Preparation of Software Trouble shooting Procedures.

(vi) Analysis of the noted Deficiencies in Software Modules and

Activating the Installation of Fixes.

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 Delhi Metro Rail Corporation

15.4.2 Miscellaneous:

(i) Upkeep and Maintenance of System Documentation.

(ii) Monitoring of all Alarms on respective NMSs to continually check

the health of the System.

(iii) Maintaining of all Test Records.

(iv) Maintaining the deficiencies / Anomalies History Records for the

System.

(v) Coordinating with System and Section Engineers on Software

related issues.

15.5 DUTY LIST OF MECHANICS:

15.5.1 Technical:

(i) Efficient and effective maintenance and regular testing of all

equipment under his charge, so as to keep them properly adjusted
and in good working condition in accordance with instructions &
provisions contained in Telecommunication Engineering Manual
and such Circulars or Instructions, as may be issued from time to
time.

(ii) Carrying out Works & Alterations to the existing Installations under
the instructions of the JE / SE.

(iii) Bringing to the notice of JE / SE, any emergency and other

situation that may be beyond his competence or control.

(iv) Ensuring that Safety Appliances, Measuring Instruments and other

Gadgets, Tools & Plants, required by him in day-to-day
maintenance activities are kept in good working condition.

(v) Maintenance Schedules: Each Mechanic, as far as possible,

shall adhere to the ‘Schedule’ laid down by his JE / SE and shall
maintain a record of his visits in his Diary / Register

The Maintainer before leaving his Headquarter Station shall inform

record his movements to the CSS in OCC.

15.5.2 Miscellaneous:

(i) Knowledge of Rules & Regulations: A Mechanic shall be fully

conversant with the Rules, Regulations & Instructions concerning
his work, contained in Relevant Rules & Procedural Orders,

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 Delhi Metro Rail Corporation

Telecommunication Engineering Manual and in Circulars issued

from time to time.

(ii) A Mechanic shall not permit any Helping Staff to do any

adjustment to the equipment in use except under his personal
supervision.

(iii) A Mechanic shall mark his own Attendance and that of his Staff on
the Muster Sheets received from the JE / SE and also inform his
presence to the CSS in OCC, before starting his daily work.

(iv) A Mechanic shall get his requirements of materials for

maintenance and repair work from the office of JE / SE, well in
advance, giving full particulars of the Station, Location and the
Modules / Cards to be replaced. Released material shall be
returned to JE / SE immediately.

(v) Electronics Mechanics & Wireless Mechanics shall extend full

cooperation to each other in their day-to-day work.

15.6 DUTIES OF SIGNAL & TELECOMMUNICATION

ENGINEER IN-CHARGE OF MAINTENANCE:

15.6.1 Technical:

(i) The Installation and Maintenance of all Telecommunication

equipment under his charge in a satisfactory and safe condition.

(ii) Observance of the Rules and Procedures laid down in the

Telecommunication Engineering Manual and other relevant Rule
Books & Manuals and Orders / Circulars issued by the Chief
Signal & Telecommunication Engineer from time to time and
ensuring that all Staff under his charge are acquainted with
relevant Rules and working methods and efficiently perform their
allocated Duties.

(iii) Preparation of Plans and Estimates for safe execution of Works in

his charge.

15.6.2 Coordination with other Departments:

(i) To ensure smooth functioning of Telecommunication Systems.

(ii) To execute Works of Alterations / Additions to existing

installations, under Open line working conditions.

15.6.3 Planning:

(i) Issue of special and specific Maintenance Schedules for System

Engineers, System Analysts, Section Engineers and Mechanics,
as and when necessary.

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 Delhi Metro Rail Corporation

(ii) Drawing out a Schedule for SE / SA for the Maintenance, Repair /

Overhauling and / or Testing of Equipments / Sub-systems, under
their charge.

(iii) Planning Replacements of worn-out Installations and additional

Inputs necessary to improve the working and submission of the
Proposals for the same to Headquarters Office.

(iv) Reviewing the Staff position periodically to ensure that the

strength is neither in excess nor short of requirements.

(v) Arranging to obtain timely sanction for additional maintenance

Staff before new works or additions / alterations to existing
installations involving increased workload are commissioned.

(vi) Submission of Proposals for Works Budget to Headquarters Office

and Periodical Reviews thereof.

(vii) Ensuring supply of approved quality Materials & Tools for

Installation and Maintenance of the Equipment.

(viii) Analysis of the Failures from the Reports submitted by his Section
Engineers / System Engineers / System Analysts and taking
remedial measures to eliminate recurrence of Failures.

(viii) Holding of periodical Failure Meetings with all SE / SA to examine

the Reports in to failures submitted by them, with particular
reference to the cases of Bad & Inefficient Maintenance and
Design & Installation Defects with a view to improving the
Standard of Maintenance and eliminating recurrence of Failures.

(ix) User Account Management including periodical Review of Access

Policy and Logging Schedules.

15.6.4 Periodical Returns: Ensuring sending of Periodical Returns to Headquarters

Office within the time specified.

(i) Statement of Failures:

(a) Section-wise, Cause-wise and Sub System-wise

Analysis of Failures.
(b) Current Month / Cumulative and Avoidable
Failures.
(c) Stations having High Incidence of Failures and
Actions taken to arrest the Trend.
(d) Briefs on Bad Maintenance Cases.

(ii) Statement of Repairs & Overhauling of Telecommunication

Equipments.

(iii) Statement of Testing of Cables.

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(iv) Status of Preventive Maintenance Schedules - Position with

regard to the Action Plan issued in the beginning of the Month.

(v) Statement of unusual Incidences.

15.6.5 Inspections:

(i) Periodical Inspection of all Telecommunication Installations under

his charge, as per Inspection Schedule. The Inspections shall be
intensive and a monthly report of Inspections so carried out shall
be submitted to the Chief Signal & Telecommunication Engineer.

(ii) Foot-plate Inspections both by Day and by Night in both Up &

Down directions, as per Inspection Schedule.

(iii) Detailed Inspection of Office & Stores of SE & SE (Stores), once

in a Year.

(iv) Keeping a watch and tag on Station Inspections & Foot-plate

Inspections of SE, under his control.

15.6.6 Miscellaneous:

(i) Ensuring strict discipline amongst the Staff within the framework of
the Rules.

(ii) Dealing promptly with Appeals and Representations from Staff

and looking after their welfare.

15.7 DUTY LIST OF STAFF WORKING IN COMMUNICATION

SYSTEM SUPERVISIORS (CSS):

15.7.1 General:

(i) Staff in CSS shall keep on continually Monitoring, the functioning

of the Communication systems in general. They shall ever remain
Alert & Vigilant in taking note of the Audio-visual Alarms and other
unusual incidence (s) which are likely to affect the Safe running of
Trains and / or smooth functioning of the Telecom System. Alarms
/ Unusual Incidences / Failures shall be reported immediately to all
concerned and escalated to the level of ED(S&T) / CSTE.

(ii) CSS Staff shall collect as much information in as less time as

possible about the Failure. Reporting of the Failure shall, in any
case, not be delayed on this account.

(iii) The Events, from receiving the information of the Failure, its
Reporting & Monitoring and finally giving the information of its

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rectification shall be recorded in chronological order of their

occurrence with time.

(iv) While taking the Charge on Duty, CSS Shift Staff shall go through
the previous Shift Duty Charge and make himself well conversant
with all Aspects of previous Shift Duty to make the CSS Task a
continually running one.

15.7.2 Reporting:

(i) Morning Position to all Officers in morning Hours.

(ii) Reporting of Failures, after collecting necessary information from

the Site, to the Site Person JE (Incharge), SE, SSE, ASTE, DSTE
and DGM.

(iii) Reporting of the Incidence with all the Information to ED(S&T)/

CSTE, if Detention to Trains is anticipated to be more than 10
Minutes.

15. 7.3 Monitoring of Corrective / Preventive Maintenance:

(i) To Update & Keep Records of the Corrective and Preventive

Maintenance done - Section & Station wise.

(ii) Preparation of Special Reports in respect of Work done by

Preventive Maintenance Staff & Heavy Repair Gangs. This Report
shall include Deviations, if any, from the already charted out
Action Plan together with the reasons thereof.

15.7.4 Record Keeping:

(i) Failures:

(a) Daily Failures,

(b) Weekly & Monthly Position of Failures,
(c) Summary analysis of Failures (Quarterly & Yearly),

(d) System wise Monthly Position of Failures,

(e) System wise Analysis of Train Detentions

(ii) Data on Night Inspections and Foot Plate Inspections done by

S&T Officials.

(iii) Special Reports on unusual Incidences.

(iv) Special Reports on Works done in respect of Additions &

Alterations on various Sub-systems, including Software Updates,
if any.

(v) OCC Reports pertaining to S&T.

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 Delhi Metro Rail Corporation

15.7.5 Arrangement of Blocks for Corrective & Preventive

Maintenance:

(i) Applying for Weekly Programmes of Blocks after consulting all

Incharge SSEs / SEs of Telecom Sub-systems of different
sections.

The Information regarding Blocks - Power Block / Traffic Block,

applied and permitted must be recorded in the Log Register and
the same must be conveyed well in time to the concerned Staff
and JE / SE / SSE.

(ii) Arrange to get Access to Track to attend the Failures by Field

Staff.

The Information regarding Permission to Access Track or Work

Permit applied and permitted with exact timings of Permission
asked, Permission granted, Permission actually received by the
Field Staff and finally Track clearance by the Field Staff must be
recorded meticulously in the Log Register.

15.8. Stores:

(i) Issuing of Material:

Material shall be issued to Staff only after making relevant entries

in the Store Issue Register. Entries shall include Date, Time,
Nomenclature of the Material, Reasons of Issuing, Name of the
Staff to whom it has been issued and the Name of the Station /
Sub-section where it is intended to be used.

(ii) Receipt of Material:

When some Material is received back from the Station / Section, it

shall be recorded in the Store Receipt Register with details of its
Nomenclature, Reasons for its return, Name of the Staff & Station
/ Section returning the material and the Date & Time of Return. If
the Material is received back as defective, it shall be accompanied
with a Defect Report signed by the concerned JE / SE. Defective
Material not accompanied with the requisite Defect Report shall
not be accepted by the CSS Staff.

19.8.1 Misc.:

(i) Staff Deployment during emergency after consulting with SE/

SSE/ASTEs.

(ii) Provision of Emergency Vehicle at Night to Staff and Officers for

conducting Preventive/ Corrective Maintenance.

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 Delhi Metro Rail Corporation

(iii) Arrangement of JE, in consultation with SSE, for Piloting in Train,

as and when required.

(iv) Conveying Instructions / Orders of S&T Officers to Field Staff. A

Record shall be maintained in this respect with details of Time,
Date and Name of the Staff to whim the Instructions / Orders have
been conveyed. CSS Staff shall also ensure that the Instructions /
Orders have been clearly understood by the Staff to whom it has
been conveyed.

(v) Conveying Block Programme to JE (Incharge), SE, SSE, ASTE,

DSTE and DGM (S&T).

15.9 MAINTENANCE SCHEDULES: The Maintenance Schedules for various Sub-

systems in Telecommunication shall be as follows:

System Monthley Quartely Half Yearly Yearly

BER Testing
Testing of redundant
Checking loss of spare cards
fibres both sides of a STM input and output
Power supply (-48V)
Cleaning of Rack & station power lavel with
FOTS checking at SDH
checking of alarms. Checking of FMS, optical power meter &
equipment.
jumpher cable and Testing of SDH rings
connector Cleaning of
equipments at card
level
cleaning and
Cleaning and testing Cleaning and checking all
Checking and cleaning
of Zetron sets and Testing of Train connection of EBTS
of BDA in U/G stations
RADIO antennas at station Radio units. & Power
Internal cleanign of
and ,DCC. Checking of GPS measurement
Train radio unit and
Checking of alarms. antenna. 'Checking of Antenna
power supply.
and RF cable.
Checking & cleaning Cleaning of Server.
of Rack & Physical Checking of BRMA. Checking of CPU Checking of PFCT.
verfication of IDF & VT-100 Functioning switchover. Cleaning of rack at
TELEPHONE MDF. of NMS. Checking of Call card level
Underground Network diversity and other disconnecting all
Emergency Phone accessibility. facilities. units and cables.
Testing Cable testing
Checking of PAS
line, loudspeaker, Switching of amplifier
Cleaning of NLCD Testing by spare one and Internal cleaning of
PAS
Loudspeakers. centrally/locally functioning of amplefiers
announcement gatekeeper
zone-wise at station.

Cleaning of external Cleaning of internal

surface of display portion of PIDS. Cleaning and testing Internal cleaning of
PIDS
boards. Performing of MMI PAS/PIDS server
Checking of LED centrally/locally

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 Delhi Metro Rail Corporation

status. sending of written

massages
zonewise.
Cleaning of
Internal cleaning of
Cleaning of CCTV Cameras. Testing of DVR
CCTV equipment rack.
CCTV rack and Monitors at focusing and Optical fibre ring
Checking of power
platforms. alingment (if testing
supply and SPD
required)

Checking of CLK
Cleaning of rack and parameters at station
CLOCK
clocks at stations equipment rack and
plateform.
Measurement of - Checking Redundancy
Cleaning of the rack Cleaning of racks at
ACCESS 48V and different of DTU and control
& checking of alarms. cards level.
voltages at cards. card.
Earth resistance
Visual inspection of measurement and
EARTH PIT
Earth Pits Maintenance of
earthling Pits
Checking the
Cleaning of the rack redundancy of
Internal cleaning of
NW & checking all Rack's switches and router,
routers
Alarms as well as power
supply
Interior Cleaning of
UPS,SCVS,Isolation
Txr cabinets, Battery
Banks & terminals.
Load test- Tightening and
Battery Banks & checking of cable
terminals condition of different
Individual Battery Cleaning of UPS terminals of UPS
UPS
Terminal voltage cabinets Individual Battery
reading Terminal voltage
Spare Cell charger reading.
O/P voltage reading Spare Cell charger
O/P voltage reading
Diagnostic tests
available on UPS
MMI
Battery Banks &
terminals
Individual Battery
SMPS Cleaning of Rack
Terminal voltage
reading and load
testing

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15.10 INSPECTIONS & INSPECTIONS SCHEDULES:

15.10.1 Inspections: In a multi-tired Maintenance Management of any Productive

System, Inspections play a very important role. There is no substitute of a good
Inspection and thereafter monitoring the implementation of noticed shortcomings
and deficiencies.

(i) Inspections of Officers and Senior Supervisors should not be like

Visits to the Stations and Installations. Inspections should be
purposeful and meaningful. Quality of Inspections is very
important. Inspecting Official shall cover all points affecting the
efficacy of the System and Services, which it offers.

(iii) Adequate importance shall be given to Surprise Inspections and

Inspections in Night time around midnight.

(iv) ‘Tell-Tale’ Signs or weak points noticed during Inspections are

important and should never be forgotten or left without a corrective
action, before they can rise to any failure or complaint.

(v) Each Inspection should be aimed at bringing out shortcomings in

the Systems and how to correct them.

(vi) Concentrate and Stress on ‘What is responsible’ rather than ‘Who

is responsible’. This action should expose the hidden risks and
facilitate corrective actions.

(vi) Performance of Supervisors and their Inspections shall be closely

monitored by Officers. They should be made accountable for poor
Maintenance. They should be insisted upon to check, during their
Inspections, the Scheduled Maintenance work done by the
sectional Mechanics & JEs, Repairs and Overhauling work done
by Repairs Gangs, carry out the Tests and Measurements, which
are required to be done at their level and check the available
Records of Maintenance for their correctness and truthfulness.

(vii) Realistic Appraisal of what exactly has been done as a

Maintenance work is vital. At times, an analytical study of what a
person does in maintenance can be quite revealing as it may also
indicate what are the inherent faults in the design. If there is an
inherent fault in the design then much repeated maintenance
efforts are to be put in to avoid a failure, which is prominently due
to a faulty design.

(viii) Record keeping is another important area, which should be

seriously followed up. Senior Supervisors and Officers must
inspect the Records pertaining to Failures, Progress of
Replacement / Renewal works, Inspections carried out at a
Station by JEs and other data pertaining to preventive checks
made by the Inspective officials etc.

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 Delhi Metro Rail Corporation

(vi) Compliance of Items of Inspection Notes shall be monitored

religiously. Compliance report shall be submitted by the
concerned Supervisor, as a matter of course, to the Inspecting
Officer within 15 days of the Inspection and ordinarily all action on
the points brought out in the inspection Notes shall be completed
within 3 Months time.

15.10.2 Inspection Schedules: Inspection Schedules of Supervisors in

Telecommunication and Officers shall be as follows:

Designation Periodicity of Inspection of Periodicity of Foot Plate

Telecom. Gears / Equipments. Inspection

ASE Incharge Inspection of all Telecom. Gears 4 Foot Plate Inspections of

under his control, in every 15 entire section in a Month, 2
days. at least in the Night.

Maintenance as per Schedule.

At least 8 Inspections in Day and

8 Inspections in Night every
Month.

SE / Telecom. Inspection of all Telecom. Gears 4 Foot Plate Inspections of

under his control, in every 15 entire section in a Month, 2
days. at least in the Night.

Maintenance as per Schedule.

At least 8 Inspections in Day and

8 Inspections in Night every
Month.
ASTE/DSTE Inspection of all Telecom. Gears 2 Foot Plate Inspections of
Tele. under his control, in 1 Months. entire section in a Month, 1
at least in the Night.
At least 4 Inspections in Day and
4 Inspections in Night every
Month.

15.11 FAULT RECTIFICATION AND ESCALATION PROCEDURE:

15.11.1 A failure in the System is either reported by the User or by the Telecom Staff to
the CSS.

15.11.2 CSS, on receipt of failure details, shall inform to the Section Maintenance Staff
on duty for rectification. He shall simultaneously also inform the concerned
System Engineer who in turn shall keep a close watch and guide the
Maintenance Staff for early failure rectification. In case the failure turns out to be
beyond the scope of competency of Section Maintenance Staff, then System

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 Delhi Metro Rail Corporation

Engineer must proceed to the site himself to supervise the restoration /

rectification procedures.

15.11.3 In case a failure is not rectified within half an hour, CSS shall inform to ASTE,
DSTE. If the failure continues for 2 hours, information is given to the DGM (S&T).

15.11.4 In case of failures of serious nature like Total failure of Communication (TFC),
Radio System failure causing problems in Train operations, Failure of entire
PIDS / PAS / CCTV at a Station etc. the information is given to GM (S&T) as also
to other concerned Officers in Telecommunications, including the CCE and
CSTE in Headquarters Office.

15.11.5 After rectification of the failure, a complete report is prepared by the CSS which
is docketed to all concerned and is also covered in daily Morning / Evening
Failure Status Position in the following Format:

S. Fail Lin Sec. Stn. Sys. Sub Equip. Sub Failur Rectific Dura Failur Rect L O At U
No ure e sys. equip. e Time ation tion e ifica M ri te R
Date time Descri tion D gi nd /
ption n ed R
by

15.12 STRATEGY FOR REPAIRS:

15.12.1 The Central Repair Centre shall be an important link in the Maintenance Chain.
Repairs of defective Modules, Overhauling and out-of-service Testing of
equipment shall be carried out in the Central Repair Centre. Test Benches for
different kinds of frequently failing Cards should be developed and provided for
this purpose.

15.12.2 The Central Repair Centre shall also be equipped to handle repairing of
conventional equipments such as CCTV equipment, Telephone Instruments, PA
equipment, Power Supply equipment - Battery Chargers & UPS and other
Electro-mechanical equipment which need only conventional Test and Measuring
Instruments.

15.12.3 It may not be economical or feasible to provide in-house facilities for repair of
each type of Card / Module due to various factors such as, low failure rate of
some Cards resulting in very few Cards requiring repairs, unavailability of custom
built components, fast obsolescence of technology and high cost of automatic
programmed test equipment etc. Repairs to such complex Cards / Modules may
be carried out through an Annual Maintenance Contract (AMC) with the Supplier
Firm or their authorised representatives.

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 Delhi Metro Rail Corporation

15.13 STRATEGY FOR SPARES:

15.13.1 The Maintenance Philosophy adopted shall need that a spare Module / Card is
always available for replacement of a faulty Module / Card, whenever a failure
occurs. This shall imply that an adequate stock of Modules / Card is always
maintained. The number of Modules / Cards of each type required will depend on
a number of factors as under:

(i) The Mean Time Between Failures (MTBF) of the Module / Card.

(ii) The Mean Time To Repair (MTTR) the Module / Card.

(iii) The Turn Round Time for a unit to be repaired at the Repair
Centre or through AMC and returned to the Central Store.

(iv) Total number of Modules / Cards of each type in use in the

System.

15.13.2 As a general rule, 10% of Cards / Modules with a minimum of 3 Cards / Modules
of each type and 5% or minimum 1 Housing for each equipment may be kept as
spares. Based on experience, this quantity may be modified.

*******

15.17