A_detailed_training_report_on_JAIPUR_ME.pdf

A
SUMMER TRAINING REPORT
“A detailed training report on JAIPUR METRO RAIL CORPORATION “
Submitted in Partial Fulfilment for the Award of
Bachelor of Technology Degree
of
Poornima College of Engineering, Jaipur
2019-2020
1

2
ACKNOWLEDGEMENT
First and foremost, I would like to express my gratitude and indebtedness to for
their deep involvement, invaluable suggestion and continuous motivation
throughout the training.
Additionally , I am extremely grateful to the staff of JMRC for providing their coo-
operation and encouragement in spite of their multiple responsibilities.
This acknowledgement is intented to be a thanks giving gesture to all people
involved directly or indirectly with my work.
PUSHKAR RAJ PANDEY

3
A detailed project report on “JAIPUR METRO RAIL CORPORATION “
on
SIGNALLING & TELECOMMUNICATION

4
BRIEF HISTORY OF JAIPUR METRO
• The foundation stone for phase 1A of Jaipur Metro Rail project
was laid by Urban Development Minister :Kamal Nath.
• The foundation stone for phase 1B was laid by P.M. : Manmohan
Singh.
• Phase 1A started on 13 November 2010, and was completed in
April 2015.
• After receving safety clearance from Commissioner of Metro Rail
Safety (CMRS) in May 2015. Jaipur Metro began commercial
service between Chand pole and Mansarover on 3 June 2015.

5
• The Jaipur Metro Rail Corporation Ltd. Was created on
January 1, 2010 with Nihal Chand Goel serving as the Chief
managing director (CMD)
• Among the Rapid Transit system of India , it has been
recorded fastest to conduct of trial run after starting
construction , when it commenced trial runs in Jaipur on 18
September 2013 flagged off by Ashok Gehlot, the Chief
Minister of Rajasthan.
• The first line of the Jaipur Metro was opened to public by
Vasundhara Raje (former CM of Rajasthan), on 3 June 2015.
• The first phase of the project was completed in 2018.

6
CONTENT
S.NO THEORY
1 INTRODUCTION
2 ADVANTAGE OF METRO
SYSTEM
3 PLANNED EXTENSION
4 INTRODUCTION TO
SIGNALLING
5 SIGNALS
6 TYPES OF SIGNALS
7 SIGNAL FORMS

7
S.NO THEORY
8 A.T.P.
9 A.T.O.
10 A.T.S.
11 INTRODUCTION OF
TELECOMMUNICATION
SYSTEM
12 P.I.D.S. SYSTEM
13 P.A.S. SYSTEM
14 P.O.T.S SYSTEM
15 RADIO COMMUNICATION
16 CONCLUSION

8
INTRODUCTION
The project is planned along two corridors. The East-West Corridor
and the North-South Corridor. The East-West Corridor from
Mansarovar to Badi Chaupar, with a total length of 12.067 Kms. is
being executed as phase-I of the project. The North-South Corridor
from Ambabari to Sitapura with a total length of 23.099* Kms. Shall
be taken up as phase-II of the project.
The Government of Rajasthan has set up the "Jaipur Metro Rail
Corporation Ltd." as a wholly owned company of the State
Government for implementation of Jaipur Metro Rail Project.

9
Description Under Ground Elevated Total
Phase-I (East West
Corridor) Mansarovar to
Badi Chaupar
2.849 (kms) 9.13 (kms.) 11.979 (kms)
Phase-II (North South
Corridor) From Sitapura to
Ambabari*
5.095 (kms) 18.004 (kms) 23.099 (kms)
Total 7.944 (kms) 27.134 (kms) 35.078 (kms)
No. of Stations 8 23 31

10
METRO ROUTE ALIGNMENT
Phase-I
(E-W Corridor)
PHPDT 11264
Phase-II
(N-S Corridor)
PHPDT 12901

The Jaipur Metro Rail system is India’s sixth metro rail system
after those in Kolkata , Delhi NCR , Bangalore ,Gurgaon &
Mumbai. Jaipur Metro is the first metro in India to run on triple-
storey elevated road and metro track.

12
JMRC Ltd.
The Jaipur Metro Rail Corporation Ltd., abbreviated to JMRC, is
a state-owned company that operates the Jaipur Metro. The
Jaipur Metro Rail Corporation Ltd. was created on 1 January
2010 with Nihal Chand Goel serving as the managing director.
Among the Rapid Transit systems of India, it has been recorded
fastest to conduct of trial run after starting construction, when
it commenced trial runs in Jaipur on 18 September 2013 flagged
off by the then Chief Minister of Rajasthan Shri Ashok Gehlot.

13
CONSTRUCTION
Physical construction work on the Jaipur Metro started on 24
February 2011. JMRC consulted the DMRC on rapid transit
operation and construction techniques.
The first line of the Jaipur Metro was opened to public by
Vasundhara Raje, the Former Chief Minister of Rajasthan, on 3 June
2015, and thus, it became the sixth rapid transit system in India. The
first phase of the project was completed in 2018.

15
ADVANTAGE OF A METRO SYSTEM
• Reduction in accidents and pollution from vehicles.
• Reduced road stress.
• Better accessibility to facilities in the influence area.
• Economical stimulation in the micro region of the
infrastructures.
• Overall increased mobility.
• Facilitating better planning and up-gradation of influence area.
• Improving the image of the city.
• Reduction in fuel consumption through reduction in number of
buses and private vehicles.
• Reduction in vehicle operating cost and travel time of
commuters

16
PLANNED EXTENSION
Jaipur Metro was planned to be built in phases. Phase-I A (9.63 km) was
completed in 2014, and Phase-I B and Phase II are scheduled for
completion in 2018 and 2021, respectively. Work on Phase-I B has been
started while planning for Phase II has begun.
Phase 1B
The Pink Line will be realized with the completion of Phase 1B (2.349
kilometres (1.460 mi), 2 stations), which was scheduled to complete in
2018. As of August 2017 the tunnel excavation work between Chand
pole and Badi Chaupar is completed

17
Phase II
Main article: Orange Line
Phase II (North-South Corridor) which is scheduled for completion
in 2021. The Orange Line will be 23.099 kilometres (14.353 mi)
and serve 20 stations when complete This will connect Sitapura
Industrial Area in the South to Ambabari in the North via Ajmeri
Gate and MI Road. The tracks will be elevated between Sitapura
and Ajmeri Gate and then will go underground. There might be
some changes in plan before actual construction starts on these
lines.

18
Stations
# Station Name
Inter-station Distance
(in km)
Connections Layout
1 Sitapura Industrial Area 0 None Elevated
2 Pratap Nagar 1.515 None Elevated
3 Haldi Ghati Gate 0.946 None Elevated
4 Sanganer 2.378 None Elevated
5 Laxmi Nagar 0.933 None Elevated
6 Durgapura 0.852 None Elevated
7 Mahavir Nagar 1.401 None Elevated
8 Gopalpura 1.202 None Elevated
9 Dev Nagar 0.785 None Elevated
10 Tonk Phatak 1.008 None Elevated

19
11 Gandhi Nagar Mode 0.738 None Elevated
12
Sawai Mansingh
Stadium
0.845 None Elevated
13 Narayan Singh Circle 0.718 None Elevated
14
Sawai Man Singh
Hospital
1.077 None Elevated
15 Ajmeri Gate 1.230 None Underground
16 Government Hostel 1.091 None Underground
17 Sindhi Camp 0.724 Pink Line Underground
18 Subhash Nagar 1.195 None Underground
19 Pani Pench 0.849 None Underground
20 Ambabari 1.317 None Elevated

20
INTRODUCTION TO SIGNALLING
In telecommunication, Signalling has the following meaning :
• The use of signals for controlling communications.
• The information exchange concerning the establishment and
control of a telecommunication circuit and the management of
the network, in contrast to manual setup of circuits by users or
administrators.
• The sending of a signal from the transmitting end of a
telecommunication circuit to inform a user at the receiving end
that a message is to be sent.

21
RAILWAY SIGNALLING
Railway signalling is a system used to direct railway traffic and
keep trains clear of each other at all times. Trains move on fixed
rails, making them uniquely susceptible to collision. This
susceptibility is exacerbated by the enormous weight and inertia
of a train, which makes it difficult to quickly stop when
encountering an obstacle. In the UK, the Regulation of Railways
Act 1889 introduced a series of requirements on matters such as
the implementation of interlocked block signalling and other
safety measures as a direct result of the Armagh rail disaster in
that year.

22
Most forms of train control involve movement authority being passed
from those responsible for each section of a rail network (e.g., a
signalman or stationmaster) to the train crew. The set of rules and the
physical equipment used to accomplish this determine what is known as
the method of working (UK), method of operation (US) or safeworking
(Aus.). Not all these methods require the use of physical signals, and some
systems are specific to single track railways.

23
The earliest rail cars were first hauled by horses or mules. A
mounted flagman on a horse preceded some early trains. Hand
and arm signals were used to direct the “train drivers”. Foggy
and poor-visibility conditions later gave rise to flags and
lanterns.

24
SIGNALS
In communication systems, signal processing, and electrical engineering,
a signal is a function that "conveys information about the behaviour or
attributes of some phenomenon". In its most common usage, in
electronics and telecommunication, this is a time varying voltage, current
or electromagnetic wave used to carry information. A signal may also be
defined as an "observable change in a quantifiable entity". In the physical
world, any quantity exhibiting variation in time or variation in space
(such as an image) is potentially a signal that might provide information
on the status of a physical system, or convey a message between
observers, among other possibilities.

25
RAILWAY SIGNALS
A railway signal is a visual display device that conveys
instructions or provides advance warning of instructions
regarding the driver’s authority to proceed. The driver interprets
the signal's indication and acts accordingly. Typically, a signal
might inform the driver of the speed at which the train may
safely proceed or it may instruct the driver to stop.
The IEEE Transactions on Signal Processing states that the term
"signal" includes audio, video, speech, image, communication,
geophysical, sonar, radar, medical and musical signals. In a later effort
of redefining a signal, anything that is only a function of space, such
as an image, is excluded from the category of signals. Also, it is stated
that a signal may or may not contain any information.

26
Semaphore
signals
(Germany)
Colour-light
signals
(Great
Britain)
Two common types of signal.
In both cases, the left signal shows "danger".

27
TYPES OF SIGNALS
Two main types of signals encountered in practice are analog and
digital.
ANALOG SIGNAL
An analog signal is any continuous signal for which the time
varying feature of the signal is a representation of some other
time varying quantity, i.e., analogous to another time varying
signal. For example, in an analog audio signal, the instantaneous
voltage of the signal varies continuously with the sound pressure.
It differs from a digital signal, in which the continuous quantity is
a representation of a sequence of discrete values which can only
take on one of a finite number of values.

28
DIGITAL SIGNAL
A digital signal is a signal that is constructed from a discrete set
of waveforms of a physical quantity so as to represent a sequence
of discrete values. A logic signal is a digital signal with only two
possible values, and describes an arbitrary bit stream. Other types
of digital signals can represent three-valued logic or higher
valued logics.

29
A digital signal has two or more distinguishable
waveforms,
A binary signal, also known as a logic signal, is a digital
signal with two distinguishable levels

30
SIGNAL FORM
Signals differ both in the manner in which they display aspects and
in the manner in which they are mounted with respect to the track.
MECHANICAL SIGNAL
The oldest forms of signal displayed their different indications by a
part of the signal being physically moved. The earliest types
comprised a board that was either turned face-on and fully visible to
the driver, or rotated away so as to be practically invisible. These
signals had two or at most three positions.

31
Mechanical semaphore signals at
Kościerzyna in Poland
A British semaphore signal at
Chartham, Kent on the former
Southern Region of British
Railways

32
COLOUR LIGHT SIGNAL
The signal head is the portion of a colour light signal which displays
the aspects. To display a larger number of indications, a single signal
might have multiple signal heads. Some systems used a single head
coupled with auxiliary lights to modify the basic aspect.
Colour light signals come in two forms; both were developed in the first
quarter of the 20th century in the U.S. The most prevalent form is the
multi-unit type, with separate lights and lenses for each colour, in the
manner of a traffic light. Hoods and shields are generally provided to
shade the lights from sunlight which could cause false indications;
coloured Fresnel lenses are used to focus the beam, though reflectors are
often not used, to prevent false indications from reflected sunlight. The
lights may be mounted vertically or in a triangle; usually green is on top
and red at the bottom. Signals with more than three aspects to display
generally have multiple heads to display combinations of colours.

34
Network Rail (UK) two-aspect
colour light railway signal set at
'danger'

35
POSITION LIGHT SIGNAL
A position light signal is one where the position of the lights, rather than
their colour, determines the meaning. The aspect consists solely of a
pattern of illuminated lights, which are all of the same colour (typically a
lemon yellow colour on mast signals with a frosted white on the dwarfs in
U.S. service, colour having been added on the N&W, now Norfolk
Southern's, position lights). In many countries, small position light
signals are used as shunting signals, while the main signals are of colour
light form. Also, many tramway systems (such as the Metro of
Wolverhampton) use position light signals.

37
A.T.P
Automatic train protection (ATP) is a type of train protection
system which continually checks that the speed of a train is
compatible with the permitted speed allowed by signalling,
including automatic stop at certain signal aspects. If it is not, ATP
activates an emergency brake to stop the train.
There are two principal parts to a train protection system, train
detection (knowing where the train is) and movement authority
(telling the train how far it can go). The train protection system
uses these two parts to safeguard a train's operation.

39
A.T.O.
Automatic train operation (ATO) is an operational safety enhancement
device used to help automate operations of trains. This is achieved
according to the Grade of Automation (GoA) present, up to GoA 4
level, where the train is automatically controlled without the presence
of staff on board. Mainly, it is used on automated guideway transits
and rapid transit systems which are easier to ensure safety of humans.
Most systems elect to maintain a driver (train operator) to mitigate
risks associated with failures or emergencies.

41
A.T.S
Automatic train stop or ATS is a system on a train that
automatically stops a train if certain situations occur (unresponsive
train operator, earthquake, disconnected rail, train running over a
stop signal, etc.) to prevent accidents. In some scenarios it functions
as a type of dead man's switch. Automatic train stop differs from the
concept of Automatic Train Control in that ATS usually does not
feature an on board speed control mechanism.

42
Mechanical ATS system
ATS pickup on the leading
truck

43
INTRODUCTION TO TELECOMMUNICATION SYSTEM
Communication is a process in which information is transferred from source to destination.
Information can be in any form e.g. Voice, Data, Video, Graphics etc. Voice communication is the
simplest mode of communication. People also use facial expressions and body language to
communicate with each other.
We have been using communication technology for years. Communications, or
telecommunication, technology consists of electromagnetic devices and systems for
communicating over long distance. The principle examples are telephone, radio, television, and
cable. Before 1950s computer technology and communications technology developed
independently, like rails in a railroad track that never merge. Since then, however they have
gradually fused together, producing a new information environment.
BASIC COMMUNICATION SYSTEM ELEMENTS
Transmitter
Receiver
Medium: terrestrial (for example, cable, coax, wire, etc.) and x-terrestrial (For example,
radio waves)

44
P.I.D.S. SYSTEM
A passenger information [display] system (PIS or PIDS) is an automated system for
supplying users of public transport with information about the nature and state of a
public transport service, through visual, voice or other media. They are also known as
Customer Information Systems and Operational Information Systems.[1] Among the
information provided by such systems, a distinction can be drawn between:
Static or schedule information, which changes only occasionally and is typically used for
journey planning prior to departure.
Real time information, derived from automatic vehicle location systems, which changes
continuously as a result of real-world events and is typically used during the course of a
journey (primarily how close the service is running to time and when it is due at a stop,
but also incidents that affect service operations, platform changes etc.).

45
STATIC INFORMATION
Static information has traditionally been made available in printed form though route
network maps and timetable booklets at transit stations. However most transit operators
now also use integrated passenger information systems providing either schedule-based
information through a journey planner application or schedule-based information in
combination with real-time information.
REAL TIME INFORMATION
Real time information is an advance on schedule-only information, which recognises the
fact that public transport services do not always operate exactly according to the
published timetable. By providing real time information to travellers, they are better
able to conduct their journey confidently, including taking any necessary steps in the
event of delays. This helps to encourage greater use of public transport, which for
many countries is a political goal.
Real-time information is provided to passengers in a number of different ways,
including mobile phone applications, platform-level signage, and automated public
address systems. It may include both predictions about arrival and departure times, as
well as information about the nature and causes of disruptions.

46
P.A.S. SYSTEM
A public address system (PA system) is an electronic system comprising microphones,
amplifiers, loudspeakers, and related equipment. It increases the apparent volume (loudness) of
a human voice, musical instrument, or other acoustic sound source or recorded sound or music.
PA systems are used in any public venue that requires that an announcer, performer, etc. be
sufficiently audible at a distance or over a large area. Typical applications include sports
stadiums, public transportation vehicles and facilities, and live or recorded music venues and
events. A PA system may include multiple microphones or other sound sources, a mixing
console to combine and modify multiple sources, and multiple amplifiers and loudspeakers for
louder volume or wider distribution.

47
Simple PA systems are often used in small venues such as school auditoriums, churches, and
small bars. PA systems with many speakers are widely used to make announcements in public,
institutional and commercial buildings and locations—such as schools, stadiums, and passenger
vessels and aircraft. Intercom systems, installed in many buildings, have both speakers
throughout a building, and microphones in many rooms so occupants can respond to
announcements. PA and Intercom systems are commonly used as part of an emergency
communication system.

48
FIBRE OPTICS TRANSMISSION SYSTEM
Any fibre optic data transmission system will comprise a number of different elements. There
are three major elements (marked in bold), and a further one that is vital for practical systems:
• Transmitter (light source)
• Fibre optic cable
• Optical repeater
• Receiver (Detector)
The different elements of the system will vary according to the application. Systems used for
lower capacity links, possibly for local area networks will employ somewhat different
techniques and components to those used by network providers that provide extremely high
data rates over long distances. Nevertheless the basic principles are the same whatever the
system.

49
In the system the transmitter of light source generates a light stream modulated to enable it to
carry the data. Conventionally a pulse of light indicates a "1" and the absence of light indicates
"0". This light is transmitted down a very thin fibre of glass or other suitable material to be
presented at the receiver or detector. The detector converts the pulses of light into equivalent
electrical pulses. In this way the data can be transmitted as light over great distances.

50
RADIO COMMUNICATION
The evolution of railway signalling system has raised from simple control model to
complex algorithm based controlling of Train. The fleet management, safety and
computerising the system decisions are the key factors of current railway technology.
Radio system are now adapting as the signalling carrier and the scope of the Railway
signalling system is now becoming two easily distinguishable parts. 1. Communciation
system and 2. Signalling Logic system.

51
I. Functions of Signalling Logic system:
Ground based Fixed systems (Servers, Operating interfaces, On-Track systems etc) and
Dynamic/On-Train or Train borne systems.
A decision making system by involving the complex data analysis and safety factors.
Signalling's fail-safe principle achievements and software algorithm in route
establishment and fleet management.
Speed calculation, Distance-to-Go, Braking curve, safety inputs/outputs latches and
decision making logics are now based on software processed & triggered activities.
II. Functions of Communication system:
Communication system performs major roles in Signalling Logic systems inputs and
outputs data flow either bi-directional or uni-directional in different sub systems of
Signalling Logic systems (that includes Trains, Track and/or operating/control stations
etc.
Communication system is data conveyor for Train-to-Track communications and vice versa.
Bi-deirectional communication of Track side to operating/control station
equipment/systems is also involved.
The Reliability of the Communication system and Communication availability (including
prioritising/bandwidth fulfilment) is the stringent requirement due to dynamic signalling
data delivery and critical timings.

52
III. Role of Radio communication in Signalling and train control
It was the understanding of Radio communication system designers till 90's that Radio is only
a Voice and Message communication device in Railways. The growth and reliability of
communication system is now made it possible to use Radio Communication system as Moving
train's Communication carrier for Signalling and Train Control systems.
TETRA & GSM-R are the common choice in Radio communications. The ad-hoc and Wireless
technologies are now made the Radio communication system is prepared for large data carriers
with a great reliability in data delivery and smooth handover functions.
The primary achievement of Radio communication system is reduction in Track-side or Way-
side Signalling equipment installations or its key requirements or shifting them as the
secondary/fall back systems.
IV. Future of Radio Communication system in Railway Signalling.
In reality, the radio communication back bone network is under utilised in current Railway
Signalling systems. Though this shift is now seeing in a rapid speed, there are many spots
where both signalling and Radio engineers have not discovered the rich capability of them by
working together. The reasons could be "Fear in meeting the Safety requirements of signalling
systems" or "lack of proven concepts for shifting traditional methods to radio based
communications". The ambiguity in selection of Radio Communications is still an open
challenge for interconnecting Signalling systems.

54
CONCLUSION
Studies have brought out that a Medium Metro with carrying capacity of about
25,000 to 50,000 phpdt will be adequate to meet not only the traffic needs for the
present but for the future 30 to 40 years also . A Medium Metro System consisting
of two Corridors namely (i) Sitapura to Ambabari Corridor (23.099 km) and
Mansarovar to Badi Chaupar Corridor (12.067 km) at an estimated completion cost
of Rs. 9732crores (with central tax and duties ) to be made operational has
accordingly been recommended . However , this DPR is prepared separately and this
DPR is only for Phase I (Mansarover-Badi Chaupar Corridor) as desired by JMRC
from Mansarovar to Chand pole of 12.067 km.
A PSU of State Government , Jaipur Metro Rail Corporation Ltd.(JMRC) for Jaipur
Metro set up under the Companies Act , 1956 has been made functional with posting
of Managing Director and Functional Directors.

55
THANK YOU
SUBMITTED BY :
Pushkar Raj Pandey
B.Tech (ECE)
Poornima College of Engineering, Jaipur

A_detailed_training_report_on_JAIPUR_ME.pdf

More Related Content

Similar to A_detailed_training_report_on_JAIPUR_ME.pdf (20)

Recently uploaded (20)

A_detailed_training_report_on_JAIPUR_ME.pdf