CONTENT

S 1 : Types of signalling :
S1.1:Controlling signal
S1.2:Indicating signal
S1.3:Warning signal
S1.4:Detonating signal
S1.5:Hand signal
S1.6:Semaphore signal
S1.7:Warner signal
S1.8:Shunt signal
S1.9:Coloured light signal

S 2 : Functions of signals :
S2.1:.Stop
S2.2:Warner
S2.3:Disc
S2.4:Coloured

S 3 : Signals based on location :

S3.1:Outer signal
S3.2:Home signal
S3.3:Starter signal
S3.4:Advance starter signal

S4:Purpose of signalling:

S4.1:Routing
S4.2:Repeater
S4.3:Call on
S 5 : Signalling systems :
S5.1:Absolute block system
S5.2:Space interval system
S5.3:Timeinterval system
S5.4:Pilot guard system

Interlocking :
I1:Machanical interlocking
I2:Electrical interlocking
I3:Panel interlocking
I4:Route relay interlocking
CBI MACHINE USED IN OPERATION :
ASCV
SSW

ASCV TYPES:
UAS RACK
UVO RACK
UVI RACK

ULE RACK
SSW TYPES :
UVPS UCS
UVPS TYPES:
VITAL POWER SUPPY
VITAL POWER SWITCH MODULE
Control Table :
CT2: TRACK CIRCUITS
CT3: CYCLE CONTROL
CT4: MAINTENANCE BLOCK
CT5: CONTROL ROUTE by INDIVIDUAL CONTROL
CT6: CONTROL ROUTE by
FLEET MODE
CT7.1: CONTROL ROUTE by CYCLE
CT7.2: ROUTE BLOCKING
CT7.3: VIRTUAL ROUTE
CT8: DIRECTION OF TRAVEL "DOT“
CT9: MANUAL AUTHORIZATION POINT
CT10: POINT LOCKING
CT11.1: TRAFFIC DIRECTION
CT11.2: TRAFFIC DIRECTION IN TURN BACK ZONE

CT12: SUBROUTE LOCKED CT13: SUBROUTE RELEASED CT14.1: OVERLAP CALLING AND
RELEASE CT14.2: OVERLAP E S TA B L I S H M E N T
CT15.1: MAIN SIGNAL PROCEED ASPECT CT15.2: SHUNT SIGNAL
PROCEED ASPECTCT
16: R OUTE RELEASE
CT17: ROUTE INDICATOR
CT18: AUTHORISATION ACCESS
CT19: PARTICULARS INFORMATION SENT TO ATS
CT20.1: TRANSMISSION CBI CBI (First Part)
CT20.2: TRANSMISSION CBI CBI (Second Part)
CT21.1: R E C E P T I O N F R O M O T H E R C B I ( First Pa r t )
CT21.2: RECEPTION FROM OTHER CBI (Second Part)
CT22: CURRENT AND ADJACENT CBI INFORMATIONS
CT23: BUFFER STOP CT24: EMERGENCY STOP PLUNGER ( ESP)n

INTRODUCTION TO JMRC
The Jaipur Metro is a rapid transit system in the city
of Jaipur, Rajasthan, India. Construction on the mostly elevated part of the first line, ca lled
Phase 1A, comprising 9.63 kilometres (5.98 mi) of route from Mansarovar  to Chandpole
Bazaar, started in November 2010, and was completed in 2014. The Jaipur Metro began
commercial service between Chandpole and Mansarovar on 3 June 2015. The Jaipur Metro
Rail system is India's sixth metro rail system after those
in Kolkata, Delhi, Bangalore, Gurugram and Mumbai. The Jaipur Metro is the first metro in
India to run on triple-storey elevated road and metro track. Phase 1-B, from Chandpole
to Badi Chaupar, began operation on 23 September 2020.rapid transit system in India.
Phase 1-B of the project started operating on 23 September 2020.

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 BY
MR AJAY GHOSH serving as the MANGING 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

The first route of Jaipur Metro (East-West Corridor) connect Mansarovar to Badi Chaupar via Civil
Lines and Chandpole. In Phase I-A, the metro was operating between Mansarovar to Chandpole. The
construction of Phase-1B between Chandpole and Badi Chaupar is completed. This is the Metro line
that got flagged off on 5 June 2015, and has been named as Pink Line, as it takes passengers to the
Pink City. The depot for this line is situated at Mansarovar.

Jaipur Metro was planned to be built in phases. Phase-1A (9.63 km) was completed in 2014, and
Phase- 18 was completed in 2020 and Phase II is scheduled for completion in 2020.

There are three departments under Electronics and Communication training:

1. Signalling Dept.

2. Telecom Dept.

3. AFC Dept.

SIGNALLING
INTRODUCTION
It is the department of JMRC, which deals with the protection, supervision and operation of the train.
Signalling used on high density metro routes on the same principle as main line signaling The line id
divided into blocks on the same protected by asignal but, for metros are shorter so that the number of
trains using the line can be increased. There is also an automatic supervision to prevent a train
passing a stop signal.

TRAIN CONTROL & SIGNALLING SYSTEM:

The Train Control & Signalling system for the Metro System sub-subsystems:
(i) Automatic Train Protection (ATP) system with cab signalling. The track to train communication
shall be through joint-less coded Audio Frequency Track Circuits (AFTCs).
(ii) Automatic Train Operation (ATO) system. (iii) Automatic Train Supervision (ATS) system with
Automatic Route Setting (ARS) andAutomatic Train Regulation (ATR).
(iv) Computer Based Interlocking (CBI), both for main line and
depots.

AUTOMATIC TRAIN PROTECTION (ATP) SYSTEM:

The main function of ATP system shall be to ensure safe train separation and safe train movement.
The ATP's intelligence and safe decision making process shall be mainly on the on-board ATP
equipment. It shall have in its store the needed rolling stock characteristics. Safety information in
respect of field entities shall be provided by the Computer Based Interlocking for the track circuit
occupancy and by the way-side ATP equipment for the track profile like curves, gradients, location
position of signals & points, location of stopping point, and permanent & temporary speed
restrictions etc. The communication between the track and train-borne equipment shall be through
coded
AFTCs, in the form of ATP telegrams. The telegrams shall be received by the d
through a pair of pick-up coils mounted on both sides of the first bogie of the driving car.
The train-borne equipment shall act as a Train Operator does. It shall receive information
from the track, calculate the speed versus location profile and deduce orders such as ..stop at this
point" or reduce the speed to this level at this point" etc. The communication link between the track
& train shall also be used to transmit the train
ID and alarms & messages to the track side ATP equipment.

AUTOMATIC TRAIN OPERATION (ATO) SYSTEM:

The main function of ATO system shall be to run the trains in between the stations automatically
without the intervention of the Train Operator. The ATO system shall generate speed control to the
traction and braking system of the train with respect to the computed speed profile. The ATO system
shall ensure that the train achieves timely, accurate and smooth station stops or stopping ahead of a
restrictive point. The ATO systemshall also control the train doors during station stops under the
supervision of the ATP system without the intervention of the Train Operator.

AUTOMATIC TRAIN SUPERVISION (ATS) SYSTEM:

The main function of ATS system shall be automatic management of train movement with due
interfacing with the ATP/ATO/CBI systems for Automatic Route Setting and Automatic Train
Regulation. The ATS system shall supervise the train movement continuously and optimize the train
movements in case of abnormalities. This shall be achieved by assigning Train Identification
Numbers (TIDs), monitoring the operation of each train, modifying the dwell times at each station, if
required, modifying train operations to optimize headways, power consumption or run-time and also
provide outputsto the Passenger Information Display System (PIDS) units at each station.

COMPUTER BASED INTERLOCKING (CBI):

The main function of interlocking system shall be to provide the requisite interlocking. control and
indication functions as also support all the feasible train movements in the yard. The CBI shall be
based on entry-exit system and shall have separate controls, upon operation of which the trains will
be allowed to operate in reverse direction except at terminals and turn-back stations. The system shall
interface with CATC systems.
The interlocking system shall ensure that:
(v) Conflicting routes cannot be set.
(vi) Points are only moved, when all the safety conditions are met. (vii) Signals only clear to a
proceed aspect, when all the safety conditions are fulfilled.
viii) The system is fail-safe and failures shall not provoke an unsafe situation. Under failure
conditions, signals shall display a stop aspect and points shall not be moved and shall remain in their
last operated position.

In normal operation, the route shall be released by the train movement, if the route is notset in the
fleet mode. However, it shall be possible for an operator to release the route with a specific
local/remote control, as per the requirements of operations as also to meet
the emergent situations.
The interlocking system, on receipt of a route remote control from the local ATS (the
command either originated from the central ATS (CATS) or the local ATS (LATS)
itself), shall permit to:-

(1) Control and Lock the Points to the position required by the Route.
(ii) Set up the Route.
(iii) Lock the Sub-routes of the Route,
(iv) Lock the Route. (v) Set Direction of Traffic (DOT).
(vi) Authorize the Route.
(vii) Set the aspect of the Signal, at the origin of the route, to PROCEED" aspect. A control terminal
with VDU display consisting of a colour VDU monitor, a keyboard & mouse or digitizer be provided
to allow trains to be controlled on the section, in case of failure of the ATS system.

SYSTEM ARCHITECTURE:
The Train Control & Signalling System shall be based on fail-safe computers and safety- critical
software. The system shall be configured with fibre optic transmission system (FOTS) based WAN
as the backbone of transmission of both vital and non-vital information between CBIs and Trackside
ATP equipments. The Track side systems shall be connected to the Central ATS
(CATS) system at the Operation Control Centre (OCC) again through the FOTS for performing the
function of supervision and regulation of traffic on the line.

SAFETY STANDARDS:
Safety shall be the primary consideration in the design and performance requirements system. To
meet these requirements:
(i) All safety-critical equipments shall be designed to conform to fail-safe principles in respect of
reliability, availability, maintainability and safety (RAMS), manufactured and validated to meet the
Safety Integrity Level-4 (SIL-4), as defined in the CENELAC standards EN50126, EN50128 & EN
50129.
(The system, in totality, shall conform to SIL-4 in accordance with CENELAC standard EN50129
for safety-related electronics system for signalling and with CENELAC standard EN50128 for
software for control and protection system.

LINE SIDE SIGNALS:

Line side fixed signals, with route indicators where required, shall be installed on the main lines at
the entry and exit to all interlocking for bi-directional working. The location of fixed signals shall be
such that trains will stop at a safe distance from any fouling movement or location. Line side running
signals shall be of three aspects:
(i)RED: A train must be brought to stop short of the signal. Red aspect shall indicate that
either route is not set and locked or the first track circuit after the signal is occupied.
(ii)VIOLET: Conditional proceed. Violet aspect shall indicate that route is set and locked but
not fully clear. The first track circuit after the signal is clear or the Greenaspect has failed
or the route indicator is failed.
(iii)GREEN: Proceed. Route is set and locked and the track circuits up to the next fixed signal are
clear and the overlap is locked A train may proceed as far as the next fixed signal. In ATP mode,
violet shall be interpreted by the Train Operator in accordance with the target
speed' distance displayed. In Restricted Manual (RM) Mode/Running On Sight (ROS) Mode,
violet shall be interpreted by the Train Operator as proceed" only if no obstruction in his line of
sight is observed and under the rules laid down in the JMRC procedures manual.
In RM or ROS or CO modes, Train Operators shall never pass a signal showing red or violet
spect unless the Train Operator takes a formal authorization from CHC/TC or as per the
Operation Manual/ Safety Manual.

ROUTE INDICATOR:
(1) Route indicator shall be provided when main line signals are origin of several routes or
on the fixed signals at the connection between the depot and the main line.
(i) Route Indicators shall be mounted on the Main Signal and may be any of the following types:
Junction Type/Direction Type: a row of 5 white lamps. Lamps, when lit, shall
indicate a diversion. Stencil Type: a letter -,,M" for main direction. .,D" for first diversion and ..S"
for second diversion and..T" for third diversion. Letter, when lit, shall indicate the
direction.
For routes on entrance signals to depots, stencil may show letters,W"...WI" or W2" for different
workshops to which the train is directed.
Multi Lamp Type: lamps or LEDs arranged in a matrix form. LEDs or lamps, whenlit and exhibiting
a letter,,M" or,,D" or,,S", shall indicate the direction.
(i) Lamp proving shall be provided for the route indicator. Route indicator shall be said to be lamp
proved if it is lighted in accordance with its control. If route indicator is failed, the associated signal
shall be controlled not to exhibit proceed aspect. Lamp failure shall be indicated on the workstations
and at the VDU system. (iv) Signal aspects shall be designed to be clearly visible at the required
sighting distance, under all weather conditions including rain and direct sunlight.

SHUNT SIGNALS:
(i) Shunt signals shall be of position light type and shall have three lunar white lights to display
different indications:
.Two lunar white horizontal lamps lit: stop (normal or on" aspect). Route not set and locked, or if the
route includes track circuits, one of them is occupied.
.Two lunar white lamps lit at 45° in the left hand upper quadrant: proceed (clear off" aspect). Route
set & locked, or if the route includes track circuits, all of them are clear.
(ii) Lamp proving shall be provided for shunt signals. A shunt signal shall be said to be or lamp
proved if it is lighted in accordance with its control. Lamp failure shall be indicated on the
workstations and at the VDU system.

BUFFER STOP SIGNALS:

(1) A fixed red signal, incorporating twin filament type or LED type fixed red lamps, shall be
provided to indicate:
. The ends of the line.
.The ends of the siding in the line and in the depots.
.The ends of the test track in the depots.
(ii) Fixed red lamps shall be permanently displayed.
(iii) Lamp proving shall be provided for buffer stop signals. Lamp failure on the workstations and at
local control.

ELECTRIC POINT MACHINES:

Punt machines shall be of electrical type, operating ca either 380 V 3-Phase AC or 110 VDC Point
machines shall be used in conjunction with external locks and shall provide detection Pont machines
provided on main running lines shall be of external lock type and non-trailable

TRACK CIRCUITS:
Joint less coded Audio Frequency Track Circuits (AFTC) shall be used for train detection purposes.
Separate sets of frequencies shall be used for UP & DN or odd & even tracks. Frequency
differentiation between UP & DN or odd & even tracks should neutralize the effect of cross talk.
Also to eliminate / reduce the overreach effect, the frequencies used in adjacent tracks shall be
distinctly different.
The track circuit frequencies shall be frequency modulated by means of different bit patterns, to
ensure a clear assignment of transmitters to receivers. The track circuit vacancy detection procedure
shall, accordingly, encompass amplitude assessment of the signal, frequency check and modulation
(coding) check.
The AFTC configuration shall also be used for transmission of telegrams for ATP system. The
transmission of telegram signals for ATP system shall commence when the track circuit is occupied.
The change-over from normal code transmission for track circuit vacancy detection to ATP code
transmission for controlling the movement of trains, shall be controlled via sensing of the level
decrease", when the level of the track circuit signal in the receiver shall fall below a certain level.
When a level increase" is registered, the ATP code transmission shall cease and normal code
transmission shall commence.

DEPOTS:
Signalling facilities to be provided in the depots shall be as under:
Signalling for movement of rakes for various maintenance facilities within the depots. Movements
within the depots beyond the entrance interlocking, shall be controlled by line side shunt signals and
stop signals.

v) ATS link having a separate duplicated ATS server system. The ATS system at depot shall
continuously present dynamic and static overview of train movement & signalling information within
the depot control area and for the connecting
tracks to main line.
(VI) Transfer tracks, of suitable lengths in between the depot and main line, for switching in to and
out of RM/ROS mode from normal operation modes, while entering or leaving the depot.

(vii) Test track to dynamically test the train-borne ATC system. The test track shall be equipped with
full trackside ATP/ATO systems for train tests to be conducted within the limitations of the test track
length.
TRAIN RADIO SYSTEM:
Mobile Train Radio system shall be provided to enable the Train Operator to contact
OCC/SCR in case of emergency. Train Radio System shall, inter-alia, interface with
Train Control and Signalling System to enable it to report the Alarm and Status of the
Train- borne Signalling Equipment to the OCC and for dynamic registration of Train
Identification Number (TIN) with the System.

TELECOMMUNICATION
 INTRODUCTION
 For efficient Metro Railway Management and Operations, it is essential to have a wellorganized
telecommunication network covering strategic locations like OCC, Stations & Depot. It is also
equally essential to have reliable links between strategic locations, moving trains and staff working
along the Metro Track
 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 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.
 .Telephone sub-system shall comprise of telephone exchanges installed at Stations, OCC & Depot
and other strategic locations within JMRC. These will be interlinked together with the channels
drawn from the backbone network of FOTS to facilitate direct dialing from one location in JMRC to
the other.
 .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
 .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.
 .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
primarymeans 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, he 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.
 .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 beaccessed 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.
 . At all the stations of Jaipur Metro corridor, 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.

In JMRC, Telecommunication System shall comprise of eight basic components:

 Fiber Optical Transmission System (FOTS)
 2 Public Information Display System (PIDS)
 Public Address System (PAS)
 Master Clock
 Closed Circuit Television System (CCTV)
 Uninterruptible Power Supply (UPS) & Switch Mode Power Supply
 Telephone System

 Radio System

Introduction
• Signalling is the device by which the movement of trains is controlled
• Highly important in terms of safety
• Trains can be operated efficiently, utilization of tracks and tracks can be done at .
maximum levels
• Signalling includes signals, points, blocks and other equipment;
. Objects of Signalling
• Maintain safe distance between trains running in the same direction on a single line.
• Safe distance between trains which are approaching or crossing a crossing.
• To run the trains at restricted speeds during repair works
• At junctions to prevent the trains from colliding
• At the diverging tracks to give indication about the direction to move
• In marshalling yards, to provide safety against shunting
• Toprovide facilities for the maximum use of track and rolling stock
• Increase the safety

Classification of signals
• Depending on the operational characteristics
🞑 Fog or audible or detonating signals
🞑 Visual indication hand signals
🞑 Visual indication fixed signals
• Depending on the functional
characteristics
🞑 Stop or semaphore type signals
🞑 Warner signals
🞑 Shunting signals
🞑 Coloured light signals
• Depending on the location characteristics
🞑 Outer receptional signals
🞑 Home receptional signals
🞑 Starter signals
🞑 Advance starter signals
• Special signals
🞑 Routing signals
🞑 Calling on signals
🞑 Point indicators
🞑 Repeater or co-acting signals
🞑 Modified lower quadrant semaphore signals
🞑 Miscellaneous signals

CLASSIFICATION OF SIGNALS
CLASSIFICATION OF SIGNALS

Controlling signal Which are mandatory to observe train movement

Indicating signals
Correspond to the traffics igns of highways. Also mandatory to observe.

Warningsignals
They provide a pre-hand warning to the driver about the controlling signals ahead.
These only enhance the efficiency and providea furthersafety caution

Detonating signal

• Used when hand and fixed signals or not visible (foggy and cloudy conditions)
• Also used during emergencies (derailment, accidents etc.,)
• These are in the form of detonators fixed on the top of rails
• When engine passes over it explodes with big sound and alerts the driver to stop the . train.
• 3 to 4 detonators are placed at an interval of about 10 to 15m at 400 to 500m ahead.

• Hand Signals:
• Given by the guard using coloured flags or by bare arms
• During night times kerosene lamps fitted with movable green, red and yellow
……coloured glasses are used.
Green - proceed
Red - dead stop
Yellow – proceed with caution

Semophare signal
• Consist of a vertical post on which a movable arm is pivoted at the top.
• Arm can be kept horizontal or it can be inclined at 45 degree to horizontal
• Outer end of arm is 2.45cm broader than that at post.
• Movable arm is controlled by means of levers and cables from the cabin.
• Spectacles of red and green or fixed in the arm
• These are fixed on the left hand side of track, with spectacles towards driver.
• Horizontal arm indicates “ DANGER – STOP ” and the inclined arm indicates “ CLEAR –
PROCEED”.
• In the day time position of arm indicates the signal.
• During the night time light of lamp passing through spectacle gives the signal.

Warner Signal
• This is similar to semaphore signal
• Difference is it contains a fish tailed arm
• These signals are placed ahead the semaphore signals to warn the driver before . ……entering the
railway station.
• When the arm is horizontal –indicates signal ahead is stop
• Warner signals are placed 540m away from the first stop signal.
• Some times warner signals are provided with yellow lights instead of red to . ……distinguish them
from semaphore signals during nights.
• Some times both warner and semaphore signals are placed on the same pole
• Both horizontal – stop line not clear
• Semaphore lower, warner horizontal –proceed with caution
• Both lowered – proceed on with confidence(this section and next section both are ……clear)
Shunting Signals
• Also called as disc or ground signals or miniature semaphore signals
• Used during shunting operations
• Consist of a circular disc painted white with a red band along its diameter.
• Red band is horizontal – stop
• Red band is inclined – proceed
• Similar to semaphore these are also provided with lamp and colored glasses

Coloured light signals

• Used for automatic signalling these days
• No moving arm is present
• Give indication by electric light both during day and night
Red – Stop
Green – Proceed
Yellow – Proceed with caution

Outer Signal
• This is the warner signal first seen by the driver
• Trains moving at high speed require certain distance for stopping
• Hence driver informed about the position in advance that platform is clear or not.
• This signal gives the position of stop signal ahead.
• As it is provided at some distance away from station it is also called as distant or ……outer or warner
signal.
• In horizontal or stop position it indicates that the driver must bring his train to halt . ……within 90 m
before outer signal and than proceed to the home signal with caution
• In the inclined or proceed position it
• Indicates that track and platform is clear and proceed normally without any danger.

Home signal
• It is next signal after outer signal towards station
• It is a simple semaphore signal and indicates whether platform is clear or not
• After the outer signal towards station is a stop signal and exactly placed at the station limit is called
home or stop signal. Its main function is to protect the stations. The permission to enter the platform is
given by the operation of this signal. The maximumunprotected distance between the signal and the point,
it is intended to protect is specified as 180 m due to its location at the door of station, it is called home
signal.
STARTER SIGNAL
This signal is provided at the forward end of platform and controls the movement of the train as they leave
the station. It gives permission to the train to leave the platform for next station. No train can leave the
platform unless this signal is lowered, that is why it is called starter signal. A separate signal is provided for
each line.

ADVANCE STARTER SIGNAL

The limit of a station section lies between the home signal and the advance starter signal. The signal which
allows the train to enter in block section is called advance starter signal. It is always placed beyond the
outer most set of the point connections. These signals are placed about 180m beyond the last point or
switches.
 ROUTING SIGNAL
When many branch lines diverge in different directions from the main line, it is very difficult to provide
individual signal for each line at the divergent point.
In such situations various signals for main line and branch lines are fixed on the same vertical post. These
signals are called routing signal. Generally signal for main line is kept higher than those for branch lines

REPEATING SIGNAL
When the view of the main signal is obstructed due to some structures or on curves etc. some signals are
used to repeat the information of the main signal. Such signal are know as repeating signal.

CALLING ON SIGNAL
These signal are similar to semaphore signal, but they are smaller in size and are fixed on the same post below
the main signals. A calling on signal permits a train to proceed with caution after the train has been brought
to a halt by the main signal. These are helpful when repair works are going on.

Signalling Systems
• Absolute block system
• Space interval system
• Time interval system
• Pilot guard system

Absolute Block System

• This system involves dividing the entire length of the track into sections called block ……sections.
• Ablock section lies between two stations that are provided with block instruments
• The block instruments of adjoining stations are connected through railway lines.
• A token can be taken from the block instrument of a particular station with the consent of both the
station masters.
• In the absolute block system, the departure of a train from one station to another is not permitted
until and unless the previous train has completely arrived at the next station.
• i.e., trains are not permitted to enter the section between two stations at the same ……time.
• Each station has two block instruments;
🞑 one for the station ahead and the other for the previous station
🞑 These are electrically interconnected

Time interval method

• Trains are Spaced Over an length of a track in such a way that , if the first train stops, the following
train driver should be able to stop the train in sufficient distance without colliding with the first one.
• This type is used where traffic is less and weight of the trains are less, e.g: Trams
• This Type of System cannot be used in Passenger rails since weight and traffic is ……High

Space interval method

• In this method of “Control Over Movement”, the length of the track is
divided in to sections called Blocks.
• The Entry of a train in to the ‘Block’ is controlled in such a way that only when it is ……free, a train
can be allowed to enter it.
• This means that between two consecutive trains , there is definite space interval.

Interlocking

• Arrangement of of signals, points and other appliances, so interconnected by mechanical or electrical

locking that their operation takes place in a predetermined sequence to ensure that conflicting movement
of signals and points do not take place and train runs safely.

Necessity
• increase in the number of points and signals
• Increase in speeds
• Points and signals arranged in fool proof manner Conflicting movements are avoided
• Helps in proper and safe working of the system

Essentials
• It should not be possible to turn a signal off unless all points for the line on which the train is to be
received are correctly set, all the facing points are locked, and all interlocked level crossings are closed and
inaccessible to road traffic.
• The line should be fully isolated before the signal is turned off, i.e., no loose wagons should be able to
enter this line.
• After the signal has been turned off, it should not be possible adjustments in the points or the route.to
make locks on
• It should not be possible to turn any two signals off at the same time, as this can lead to conflicting
movements of the trains.
• Wherever feasible, the points should be so interlocked as to avoid any conflicting movement

standards

• 1st standard : makes use of key interlocking

🞑 Running speed for trains restricted to 50kmph
• 2nd standard:
🞑 used on non trunk main routes
🞑 Operated mechanically or electrically
🞑 Speed less than 75kmph
• 3rd standard;
🞑 Makes used of mechanically or electrically interconnected
🞑 Uses latest interlocking techniques also.

Key Interlocking
• Simplest method of interlocking
• Involves the manipulation of keys in one form or other
• This type of interlocking is normally provided with standard 1 interlocking
• Arrangement of key interlocking is done as below when a main line and branch line exist on a single
track.
🞑 Point can be set either for main line or branch line
🞑 A, B are the keys for main and branch lines.At any point only one of the keys can be taken out.
🞑 Lever frame operating the signals is provided with 2 signals and will be operated by keysAand B only.
🞑 If the train is to be received on main line, the key is locked for point on main line, and Ais
taken out and inserted in the lever for signal of main line.
🞑 Thus lowering the signal of main line.
🞑 This type of signal is called indirect interlocking.
🞑 If there are multiple lines succession interlocking will be used.

Mechanical Interlocking
• Improved form of interlocking compared to key interlocking
• Greater safety and less manpower
• Done using plungers and tie bars
• Plungers are of size 30cm x 1.6cm and have notches in them
• Tie bars are placed at right angles to plungers and are provided with suitable shaped riveted cast iron
pieces (tappets) that exactly fit in notches.
• Main components are
🞑 Locking frame
🞑 Point frame
🞑 Signal fittings
🞑 And connecting devices
• Levers are arranged in a row in the frame
• Pulling a point lever operates the point to which it is connected through a steel rod.
• Pulling a signal lever changes the signal by pulling the wire connecting the
lever and signal.
• This entire arrangement is provided in a locking trough where tappets are provided, which move at
right angles to the plungers.
• When lever is pulled, it causes the plunger which it is connected to move.
• Due to wedge action, the tappet accommodated in the notch of the plunger is pushed out at right
angles to the movement of plunger.
• The motion gets transferred to the other tappets which are connected to the other tappets by means of
tie rod.
• Some tappets gets pushed in, some pushed out as a result.

• In case a tappet is free and pushed into the notch, it locks the lever connected to that plunger.
• Else if it is already locked, it will come out of notch, and the lever becomes free to be operated.
Different cases of mechanical interlocking
• Normal interlocking:
🞑 Pulling one lever locks other lever in normal position
• Back locking or release locking:
🞑 Lever in normal position locks the other lever in normal position.
🞑 When pulled other lever released and is free to operate
🞑 When other pulled, first one gets locked in pulled position.
• Both wall locking:
🞑 Once the lever is locked other lever locked in current position.
• Conditional locking:
🞑 Pulling one lever locks other lever only when certain

Electrical interlocking
• Achieved through electrical switches known as relays
• Manipulation of relays achieves interlocking
• In the place of plungers or in addition to plungers, lever locks are attached with levers.
• These work by making use of the principle of electromagnetism.
• Soft iron core wrapped inside a iron core turns into magnet when current passes through it.
• An arrangement named armature is attached to this magnet.
• Depending on whether the armature is attached or not interlocking works here.
• This entire system is housed in a glass or metal box

Panel interlocking
• All points and signals are operated electrically from a central location
• The switches for operating these points and signals are mounted on a
panel, which also bears the diagram of the yard layout
• Electrical interlocking is achieved by means of relays
• Centralized controlling of greater area is great advantage
• With elimination of inter cabin controlling greater number of trains can be run with less

Route Relay Interlocking

• Improvement over panel interlocking
• In panel interlocking each point in the line has to be individually setup with a switch and clearance of
signal is obtained by operating the switch.
• In R.R.I only a pair of switches are used for doing all these operations automatically.
• Signal is also cleared in the similar automated manner
• The main requirement for this type of interlocking is entire track needs to be track circuited.
• The conditions of track circuit and various indications of all signal are mirrored on the panel that
carries the diagram of the yard.
• By looking at these indications a panel operator can a panel operator can
easily know whether a track is free or not.
• Once the route is set to allow, the portion gets illuminated with white light.
• If the route is occupied, it will show in red colour. • If the train has cleared the track, the lights
will off.

The Automatic Warning System (AWS)

🞑 It is a device that triggers the automatic application of brakes if the signal is indicating danger and the
driver has not taken any action.
🞑 The system consists of a track device located at a desirable braking distance at the rear end of the first
stop signal.
🞑 The track device is activated when the signal indicates danger and is
ineffective when the signal is ‘clear’.
🞑 Alarm will sound if driver don’t take action during a stop signal.
🞑 Then emergency brakes are applied automatically.

Different components.

• Points:
🞑 Points are set mechanically and are kept in locks and stretcher bars.
🞑 The mechanical arrangement for operating them includes a solid rod and
cranks.
🞑 Point locks, detectors and lock bars used for controlling and
directing the points.

• Point locks
🞑 A point lock is provided to ensure that each point is set correctly.
🞑 It is provided between two tongue rails and near the toe of the switch
assembly.
🞑 The point lock consists of a plunger, which moves in a plunger casing.
🞑 The plunger is worked by means of a plunger rod, which is connected to the signal cabin through a lock
bar.

• Detectors:
🞑 Provided at all points
🞑 To detect any defect or failure in the connection between points and levers
🞑 Toensure the correct signal is lowered
🞑 It can be mechanical or electrical
 • Lock bar
🞑 A lock bar is provided to make it impossible to change the point when a
train is passing over it.

COMPUTER BASED INTERLOCKING ARCHITECTURE

There are two types machine that are used in this operation are:
• ASCV
• SSW
Types of SSW

UVPS
A unified computing system (UCS)

It is used for communication between the ASCV, ATC AND ATS are:

UVPS (Unit for vital power supply)

UVPS are used in:
Power Supply Arbiter
 Check the vital voltage

There are two types of UVPS are:

 Vital power supply
 Vp
 Aovd

 Vital power switch module

 AFMb

Vital power supply module

 VP: provide a vital power supply

 AOVD(Absence of voltage detector): detects, through a fail safe circuit , Vps activity and provide
information to the ULE it is connected to.
Vital power switch module
There is one part of vital power switch module are:
 AFM card is designed to switch the vital output’s power supply from the normal
 vp: connected to the UlsN to the standby
 VP: connected to the ULE/R and vice-versa.

Unit for communction switch(ucs)

The communication and switching unit provides conection to physical mediums of all transmission
channels. It consists of two separate modules, which carry out different functions:
 Line Switcher Module
 Modem module Line switcher module
The LSW Module consists of two type of card:
SUP_AL5: is n the switching module power supply for LSW module.
ELH: card effect switching between the normal and standby channels. Modem module

ASCV
There are so many function of card in ASCV are:
1. UAS Rack
2. UVO Rack
3. UVI Rack
4. ULE Rack

UAS Rack
It is used for power supply to in all the
other rack in the system

UVO
It use for output to the:
 Point machine
 Point track
 Signal

UVI
This is used for output to the:
• Point machine
• Point track
• Signal
 ULE
This rack is communication between the
 CBI ( Computer Based Interlocking)
 ATS (Automatic Train Supervision)
 ATC(Automatic Train Control

• POINTS
 Control of the point
The points can be controlled in Normal or Reverse position if all the safety conditions are satisfied
A point can be controlled by Route Control or by train detection in strike-in section or by the Controller
with individual operation.
 Locking of the point
The conditions that could lock a point are:
• Track circuit.
• Route Locking.
 • Overlap.
• Point Blocking / Unblocking facilities
The points can be blocked and unblocked by the Controller with individual operation. Point control is
forbidden when a said point is blocked.
Point Detection
The point position is detected for Normal or Reverse. That information is acquired by the ASCV by mean
of a safety relay.
 Powering of the point
When the control of the point has been delivered by the ASCV, it will be powered with a contactor relay
until the detection of the position requested is obtained. Then, the control information is cancelled.

+ In case of failure of moving or detection of the point, the position requested is not obtained. In that case
the point powering is cut by a timer (11s).

• Point Manual Authorisation

 When the electrical control is defective, the points are manually controlled by means of an operating
lever on site.
 Access to this lever is permitted when the controller has given the authorisation.
 The key for the access is secured in the in the SCR in a key transmitter.
 When the authorisation is given, the interlocking checks that no route is approach locked on the points
to be manually controlled and safely allow the key to be extracted.
 After the operation of the point machine, the key is inserted back in the key ………transmitter and
the controller cancels the authorisation

Track Circuit
 Track Circuit
 The variable (TCx) state of each Track Circuit is made of the sum of all receivers (TCx_1_DI) of this Track
Circuit
 For each track circuit there is one associated variable (TCx_TMR) for a delay of 15 seconds. This variable is
used for releasing the sub route and inApproach Locking Section.

 Cycle
 Cycle
 Simple cycle controls 2 successive routes.

• After a control of cycle (CYCx = 1) the cycle will be established (CYx =1) if all following conflicted
conditions are not set.
– Conflicted Routes Locking released (RLx_y_R=1)
– Conflicted Subroute released (Ux_y = 1)
– Points in the cycle not blocked (MPLx =1)
– Maintenance Block associated to the route of the cycle not blocked (MBLx = 1)
– Routes of the cycle not blocked (RBLx_y =1)
– Conflicted overlap released (Ox_y = 1)
– Conflicted cycles not set (CYy = 0)
– Destruction of the cycle not activated (CYDx =0)
– Destruction of the routes belonging to the cycle not activated (RDCx_y =0)
 After setting of the cycle, the routes belonging to the cycle will be set by the occupation of the berth track
circuit of the route (CYx_Ry_z = 1). This variable will remain at 1 until the route is set (RLy_z_S = 1).
 The cycle remains set until the destruction of the cycle or a destruction ofone of the route belonging to
the cycle.

Basic Interlocking Functions: Route

• Route
 Definition of a route Aroute is a section of track having an origin route signal and a destination signal.
 Designation of a route

Example

R01_03 with its origin at signal S01 and its destination at signal S03 R03_06 with its origin at signal S03 and its
destination at signal S06

Route Control
• Route request

 A route could be controlled after the ASCV receives a route request from the ATS or VDU

 When the ASCV receives a route request, it checks that all the safety conditions are satisfied. If there are,
then the request is accepted and the process to set the route could start. If the safety conditions are not satisfied,
the route request is rejected.

• Route request could be received:

Route control: In that case the train, by its passage, will release automatically the considered route;
Fleet route control: In that case the route is set for several trains (i.e: the train
will not release the route after its passage).

Cycle Route control: Route can be called by strike track circuit by train when cycle is activated allow to control a
series of routes sequentially in order to perform automatic reversals of trains

Establishing of the route

 Establishing Route
– Route in the same CBI
• Route Setting (R)
– After a control of route (RCx_y = 1) the route will be set (Rx_y=1)
 if all following conflicted conditions are not set.
 “Route Locking Set” under control not set (RLx_y_S =0)
 Destruction of route under control not activated(RDCx_y=0)
 Conflicted route not set (Rz_w = 0)
 Conflicted Sub route released (U=1)
 Maintenance Block associated at the route under control not block (MBL= 1)
 Routes under control not blocked (RBLx_y =1)
 Conflicted overlap released (O=1)
 Conflicted Fleet route not set (FRx_y =0)
 Points of the route, including the fouling points are free to move or set (V_PRCNx_y=1) or/and
(V_PRCRz_w=1).

• After the route is set (Rx_y = 1), this variable :

 Process all the direction of travel (DOT=1) of the route.
 Block the routes which request the points in the other position than the route under control (VPCLN or
VPCLR =0) and (V_PRCN or V_PRCR =0).

 Control the points in the position requested by the route and the fouling point (VPCN or VPCR=1) and
(CPPN or CPPR=1) and (PPN or PPR =1).

 After this, all points in the route are powered:(KP=1) and (RPPN or RPPR) and (CPPN=1 or CPPR=1) and
(CTEM_P=1)
• When the route is set and the points are in good position the second step to establish the route, Stick
Control or Route Replacement, is processed to one (RRx_y=1).
 Stick Control or Route Replacement (RR):
– After the route replacement is set (RRx_y=1), this variable locks all the Sub route belonging to the
route (Ua_b = 0).
 Route Locking Set (RLx_y_S)
– After all the sub route are locked (Ua_b =0)
 the third and last step for establish the route is controlled (CRLx_y_S=1) and (RLx_y_R=0) and
(RLx_y_S=1)
 the points of the routes are locked (VPLN or VPLR=0)

• The three step of establishing of the route :

Route Set (R)
 Stick Control or Route Replacement (RR)
 Route Locking Set (RL_S)
• have to be processed under three seconds after one
 control of the route(RC).
• After the Route Locking is Set (RLx_y_S=1), this variable processes:

 All the traffic directions in the route are set (TD =1)
 Confirmation of locking of all the Sub route belonging to the route (Ua_b = 0).

• Route between two CBI “A&B”.

• Route Set (Rx_y)
 The Route does not control the points immediately.
 After the route is set in CBI “A” (Rx_y=1), this variable is sent to the CBI”B”.
 In the CBI”B”, if the conflicted routes to the route under control are not set, the CBI”B” sends to the CBI
“A” an acknowledgement (V_Rx_y=1)
 After this, all the points are controlled (VPCN / VPCR=1)
 And the Stick Control is processed (RRx_y=1)
• Route Locking Set (RLx_y_S)
 –- - TP he Route Locking Set has the same functionality as explained 2p4 reviously.
– The three step of establishing of the route :

Route Set (R)

 Route acknowledgement is received from the adjacent CBI
 Stick Control or Route Replacement (RR)
 Route Locking Set (RL_S)
 – have to be processed with in 25 seconds after one control of
 the route(RC).

• Route Setting
Route control

– After a control of route (RCx_y = 1) the route will be set

 (Rx_y=1) if all following conflicted conditions are not set.
 “Route Locking Set” under control not set
 Destruction of route under control not activated
 Conflicted route not set
 Conflicted Sub route released
 Maintenance Block associated at the route under control not block
 Routes under control not blocked
 Conflicted overlap released
 Conflicted Fleet route not set
 Points of the route, including the fouling points are free to move or set .

 Fleet Route Feature

• Transformation of Fleet Route to normal Route and vice versa.

It is possible to transform the fleet route in normal route with a control of destruction the fleet route.
(FRDx_y=1) & (FRx_y=0) and (Rx_y=1).
It is possible to transform the normal route in fleet route with a control of the fleet route.(FRCx_y=1) &
(FRx_y=1) and (Rx_y=0)

Control Tables
CONTROLTABLE
– GENERALITIES
Control Table is a formal tabulation of signal, point and other controls associated with an electrical or electronic
signalling system CBI, showing the interlocking and other dependencies between those controls.
– Table 2 - Track Circuits-
This table is made to determine the number of the receivers for each track circuit and if there is a DOT associated
with it.
– Table 3 - Cycle Control-
This table is made to determine all the conflicting conditions to set the cycle.
– Table 4- Maintenance Block-
This table is made to determine which routes and
- - Pc60ycles are associated to the maintenance block.

– Table 5 -Control Route by individually control.

This table is made to determine all the conflicting conditions to set the route.
– Table 6 -Control Route by Fleet Mode-
This table is made to determine all the conflicting conditions to set the route in Fleet Mode.
– Table 7.1 -Control Route by Cycle -
This table is made to determine all conditions to call the route when the cycle is set.
– Table 7.2- Route Blocking-
This table is made to determine which cycles are associated to the routes to be blocked.
– Table 7.3 –Virtual Route-
This table is made to determine the conflicting routes for the routes received from the adjacent CBI.
– Table 8-Direction Of Travel “DOT” -
-T-Phis table is made to determine all the routes which control the DOT.
62

– Table 9 -Manual Authorisation Point-

This table is made to determine the conditions required to remove the key from the key transmitter when the
Point Manual Authorisation controlled.
– Table 10 -Point Locking-
This table is made to determine all the conflicting conditions to move the points from Normal to Reverse and
Reverse to Normal.
– Table 11.1-Traffic Direction out of turnback zone-
This table is made to determine all the conditions to set and release the Traffic Direction in non-turnback zones.
– Table 11.2-Traffic Direction in turnback zone-
This table is made to determine all the conditions to set and release the Traffic Direction in turnback zones.
– Table 12 -Sub Route Locked-
This table is made to determine all the Sub Routes which are locked by the routes.

– Table 13 -Sub Released-

This table is made to determine all the conditions to release the Sub Route.
– Table 14.1 -Overlap Calling / Releasing-
This table is made to determine all the conditions to lock and release the Overlap.
– Table 14.2 -Overlap Establishment-
This table is made to determine all the conditions for overlap establishment.
– Table 15.1 -Main Signal ProceedAspect.
This table is made to determine all the conditions to clear the Main Signal to the proceed aspect.
– Table 15.1 –Shunt Signal Proceed Aspect.
This table is made to determine all the conditions to clear the Shunt Signal to the proceed aspect.
– Table 16-Route Released -
This table is made to determine all the conditions to release the

– Table 17-Route Indicator-

This table is made to determine all the conditions to lit the
Route Indicator.
– Table 18 –AccessAuthorisation.
This table is made to determine all the conditions to authorise a route from signalling zone to the non-signalling
area.
– Table 19-Particulars Information sent to ATS -
This table is made to determine some particular status variables to be transmitted by ASCV to ATS.
– Table 20.1 & 20.2 – Transmissions CBI CBI
This table is made to determine the variables to be transmitted from one ASCV to the adjacent ASCV.
– Table 21.1 & 21.2 – Reception from other CBI.
This table is made to determine the variables to be received from the other ASCV.
– Table 22 – Current and Adjacent CBI Informations
6T6 his table is made to determine some particular information to generate the Boolean Equation File.
– Table 23 – Buffer Stop
This table is made to specify the Buffer Stop signals in the CBI controlled area
 TICKET VENDING MACHINE

Overview
 A  ticket machine ,also known as a ticket vending machine, is a vending machine that print paper or
electronic tickets ,or recharges a stored value card, smart card ,or the user's mobile wallet ,which is
often accessed through a smartphone. 

External Structure

The external structure of the front panel will be designed ergonomically  and will allow passenger ,
including the handicapped and children , to insert coins and pick up the issued token easily.
The maintenance will be implemented  the front side of TVM. Accessing into a TVM for
maintenance will require the uses of security access keys which will be used to open the associated
covers and locks.
System Configuration
 General Specification

Coin Currency note

Coin: Rs 5/- & Rs. 10/-
Currency note Rs.10, 50 & 100

Power
Voltage: Single AC230V
Frequency 50 Hz

Consumption Power
ormal About 220 Watt
Max. About 350 Watt

Environment
Operation Temperature: 0050°C
Operation Humidity Within Relative Humidity 95% at 35°C (Without condensation)
Storage Temperature: -20°C 70°C
Operation Humidity: Within Relative Humidity 95% (Without condensation)
Configuration
The configuration of TVM (Ticket Vending Machine) is as follows:
 Equipment Control Unit (ECU)
 LCD/Touch Screen
 Passenger Information Display(PID)
 Banknote Module
 Coin Module
 Token Issuing Module
 Card Reader/Writer
 Printer
 Maintenance Panel
 Credit/Debit Card Reader
 CSC Reader
  Power Supply
 UPS
 Fuse Panel
 Vibration Detector
 Temperature Detector
 Speaker
 Buzzer

 Equipment Control Unit (ECU)

The Electronic Control Unit (ECU) controls all the sub-modules and processes all the data in the
TVM. The ECU uses two Disk On Module (DOM) as data storage. They have sufficient space for
Operating System (OS) and the TVM application data. The E CU has an external I/O interface board
as well.

Block diagram of ECU

 LCD/Touch Screen
General description
The LCD/Touch screen is a color graphic touch screen (17” inch TFT LCD) that allows passengers
to input their selection. The LCD/Touch screen is positioned ergonomically for passengers to operate
easily.
 LAYOUT

 Passenger Information Display(PID)

General description

The passenger information display is installed in the upper side of the front panel and displays the
TVM status (Out of Service, In Service, and Maintenance). Passengers and operators will be able to
recognize the status of TVM.
 Banknote Module
General description
 The Banknote module accepts valid banknotes and returns counterfeit banknotes. The Banknote
module uses the banknote escrow for temporary storage. The Banknote module consists of a
banknote validator and a banknote vault. After a transaction is completed, the inserted banknotes
move to the banknote vault. The Banknote vault can store banknotes and has an electrical ID.

LAYOUT
 Coin Module
Coin module consists of Validator, Escrow, Hopper, Supplement Hopper and Controller, and two
kinds of coin (5 Rs. and 10 Rs.) are available. The escrow capacity is 20 pieces of coin at maximum.

General Specification
Coin Acceptance :
Acceptance method
Escrow quantity
Recycle Hopper
Recycle Hopper Capacity
Supplement Hopper
Supplement Hopper Capacity
LAYOUT

 Controller
Controller will be controlled by main controller and enable to control all the modules inside TVM.
At the same time, it sends all the data during accounting processes to the main controller and the
configuration are shown in the below.
 Block Diagram of Coin Controller
 CPU / Memory (ROM, RAM, etc)

Interface of Main Controller : RS-232

 Main Power : DC 24V

 Token Issuing Module

OVERVIEW
The Token Issuing Module (TIM) has one CST hopper. For CST issuing, the TIM takes out a CST
from the hopper and moves it to the antenna position. Then, the TIM tries to write the data on the
CST. If CST writing is completed, the CST is given to the passenger. Otherwise, the CST is dropped
to the token reject bin.
 Card Reader/Writer
TVM has a Card Reader/Writer that supports ISO 14443 TYPE A.Card Reader/Writer has RF
interfaces for contactless card reading and 4 SAM interface for security of card data.

Appearance of Card Reader/Writer

 SAM Interface Board
This module includes SAM Interface Board that embeds 4 SIM sockets for each SAM and it will
secure and keep key data of the RF card. Each SAM connects to different communication channel. It
is processed independently without interference when reads a ticket because it communicates only
with related SAM.

 Printer
General description
The Printer is equipped in the TVM to issue receipts and reports. It is a Thermal printing type.
Receipts and Reports are printed in English.
LAYOUT
 Maintenance Panel
General description
The Maintenance panel is equipped inside of the TVM. It has a physical lock to open the
maintenance door to use the maintenance panel.
Also, the maintenance panel requires the operator to input his/her ID and password for use
LAYOUT

 Credit/Debit Card Reader

General description
The credit/debit card reader is consist of credit/debit card module and PIN Pad. They are installed on
the front of the TVM for add value payment. The credit/debit card module can accept the credit/debit
card from the passenger and read the data from the credit/debit card. The PIN Pad gets the PIN from
passenger and then tries to receive the approval message from Bank server.
LAYOUT
 CSC Reader
General description
The CSC reader is installed on the front of the TVM for passengers to insert the CSC. The CSC
reader holds the CSC during the add value process. After the CSC add value is completed, the CSC
reader releases the CSC to the passenger by a solenoid inside CSC reader.

LAYOUT

 Power System
General description
The Power system consists of the Power Terminal, Power Supply, UPS, and Fuse Panel. The Power
system is prepared in order to prevent from giving negative effects on the modules inside Ticket
Vending Machine even if electrical power is faced with unexpected problems. The power supply
terminal is specially designed to seriously consider the operator’s safety and risk. Even if any
module faces a sudden electrical problem, only the module will be stopped and others will be
operated with safety Fuse on design.

UPS
The UPS supplies the TVM with electricity to be able to complete current transactions even when
AC 220V~240V is shut down.
 Vibration Detector

General Description
A vibration detector will be located within the TVM to detect severe impacts and motion and
activate the intrusion alarm in such instances to prevent unauthorized entry or removal of the TVM
 LAYOUT

 Temperature Detector
General Description
A vibration detector will be located within the TVM to detect temperature and activate the alarm
over setting temperature.
LAYOUT
 Speaker
General Description
The Speaker is installed in the front of the TVM. The speaker makes a sound for passenger’s
recognition.

LAYOUT

 Buzzer
General Description
The Buzzer makes a string sound for warning. For example, if anyone detaches the cash box without
authentication, TVM will make a warning sound to the operator

AUTOMATIC GATE MACHINE(AGM)

Overview

Automatic Gate (AG) will be installed between the free area and paid area. It will enable passenger to
pass through the passage between the free area and the paid area with a ticket issued by Ticket Office
Machine or Ticket Vending Machine. AG reads, checks, and verifies data on ticket and re-encodes
new data and allows passengers to pass by releasing a barrier when the ticket is valid. AG is
classified into the following four types: Entry, Exit, Reversible, and Wide gate.

Gate type definition.

The AG is categorized into basic 4 types Entry, Exit, Reversible and wide gate according to
function and style.

Entry Gate

The Passenger Entry Gate shall control the entry of passengers into the paid area by
validating the fare media. Entry AG will be able to convert to Exit AG by changing some
modules for exit AG and vice versa.
SE 3 SM 2c SE 1c

ECU ECU

PID PID
G G
C C
U U
C -R /W C -R /W
2.Exit Gate

The Passenger Exit Gate shall control the exit from the paid area by validating the fare media, and
where necessary, processing the fare media, capturing the fare media.
The Exit Gate shall be identical to the Entry Gate except with the addition of a token collection
mechanism and associated equipments.
The gate shall be programmed as an Exit Gate which shall determine the mode of operation and
graphic responses of the top display and end displays.

C - R /W C - R /W

PID PID

SE 3 b SM 2 b SE 1

ECU ECU

G G

C C

U U

3. Reversible Gate
The Reversible Gate shall combine the features of the Entry and Exit gates in one gate enclosure
and can operate in Bi-Directional/Uni-Directional mode depending on the operational
requirements of passenger flow. This can be done from SC, CC or Gate itself.
The Reversible Gate shall be a double ended gate incorporating two passenger display modules,
two CSC targets, barrier mechanism and support electronics.
The Gate mode is also determined by the passenger presenting a ticket on a “first-comefirst-
served’ basis i.e. simultaneously it serves both directions.
 C -R /W C -R /W

PID PID

SE 3b SM 2a SE 1c

ECU ECU

PID PID
G G
C C
U U
C -R /W C -R /W

4.Wide Gate
Wide Gate shall be provided normally adjacent to the Excess Fare office, will allow those
passengers in wheel chairs to validate their ticket and gain access to, or exit from the paid area.
This can also be used as luggage gate.

C -R /W

PID

SE 3 SHW 4 a SEW 1c

ECU ECU

PID PID
G G
C C
U U
C -R /W C -R /W
 GATE TYPE CONVERSION

Entry AG will be able to convert to Exit AG by replacing Entry module with Exit
module and vice versa. Refer to the Table 7 about Entry/Exit module and
Dummy module. Dummy module has only top cover. At the Entry/Exit AG,
there are one Entry/Exit module and one Dummy module. But at the
reversible AG, there are both Entry module and Exit module. AG converting
order (Entry to Exit, vice versa)

In Entry/Exit aisle, replace the Entry module with the Dummy

module.

On coupled AG, replace the Dummy module with the Exit module.
About cable connectivity, refer to the next clause.

Module configuration

The configuration of AG (Automatic Gate) is as follows:

Equipment Control Unit(ECU)

 Gate Controller Unit (GCU)
 Entry Module
 Exit Module
 Sector Door (Normal Type, Wide Type)
 Token capture Unit (TCU)
 Passenger Information Display (PID)
 End Display
 Passenger Detecting Sensor
 Buzzer
 Speaker
 Power Supply Unit (PSU)
 Uninterrupted Power Supply (UPS)
 AC Distributor (AC input ass’y)
 DSM(Data Security Module)
 Alarm Lamp

Equipment Controller Unit (ECU)

Equipment Control Unit (ECU) will control all sub-modules within AG.
Main specification, interface and other parameter of ECU is the following tables.

Item specification
Processor Intel ULV Celeron- 600M CPU

Chipset Intel 852GM+82801DB

Memory slot 1x200 pin SODIMM DDR, 1GB max

BIOS PnP BIOS

Embedded in Intel 852GM chip, support CRT + LVDS display, sharing u

Video

LAN Intel 82562 100M Ethernet controller

Audio AC97 audio

Power Supply 4-pin AT power interface

Item specification

LAN RJ-45 100Mbps

Audio Audio-Out, Mic-IN, Line IN.

IDE 1 * 40-pin ATA100, support two EIDE devices

I/O Interface 4 * USB 2.0 ports,

1 * parallel port,
8 * serial ports
1 * PS/2 Y-cable keyboard/mouse interface, 1 * 115kbps IrDA interface
1 * VGA (for Exit PID)
1 * LVDS (for Entry PID)

Disk Compact Flash socket

Digital I/O 4 channels digital input,

4 channels digital output
Expansion Interface 4 * 30-pin PC104 Plus PCI expansion bus

Gate Controller Unit (GCU)

GCU board is actual controller of Sector door. It performs major functions of gate
controlling and guaranties high performance and reliability of Sector door. GCU
is connected to ECU through RS232 interface physically. Also, all of other
components GCU controls are connected to GCU through digital input/output.

Main Functions

Gate Passage Control for Passenger

Ÿ Gate passage control with passenger detection algorithm

Ÿ Receiving authorization command from host controller like an AG ECU
Ÿ Allowing authorized passenger to pass AG
Ÿ Detecting illegal entrance, wrong way entrance, and tail-gating

Ÿ Inhibiting illegal passenger from passing AG Managing Operation Mode

Ÿ Entry, Exit, Reversible
Ÿ Out of Service, Maintenance, Emergency, Free Pass

Ÿ Normal Open, Normal Close

Features

Flexible Passenger Detection Algorith

Ÿ Passenger safety is best priority of gate function.
Ÿ Adopting 4 safety sensors around the range of sector door operation.
Ÿ Passenger safety algorithm retrieves the barrier when safety sensor is sensed
while barrier is operating.

Passenger Safety

Ÿ Passenger safety is best priority of gate function.

Ÿ Adopting 4 safety sensors around the range of sector door operation.
Ÿ Passenger safety algorithm retrieves the barrier when safety sensor is
sensed while barrier is

operating. Parameterized Control

ŸIt gives a flexibility of operation and user can easily change the rule of gate
operation without a program modification
 Sensor: 24set
- Passenger sensor: 20set
CPU - End sensor: 2set
- ARM7TDM I - Spare sensor: 2set
- 256KB FLASH
- 64KB SRAM Reserved

ECU
- RS232 to ECU Sector door: 2set
- Switch: 3 nos
- Control I/O: rev, stop, open
Reserved
- Emergency interface: 1 nos
- Emergency I/F
End Display : 3set
Sensor link board (Green, Red, Yellow, Blue)
- 24V, GND - Entry, Exit, Dummy
- Rx sensor: 10 nos
Alarm lamp: 2set
(Green, Yellow, Red)
Sensor link board - Entry, Exit
- 24V, GND
- Rx sensor: 10 nos Switch: 10 nos
- Door switch: 8 nos
- Entry, Exit switch: 2 nos

Token box I/F

- Switch : 2 nos

Peripheral I/O
- ECU I/O: 4 In / 4 Out
- Buzzer: 3 nos
 Token capture Unit (TCU)

Token Capture Unit (TCU) will be capable of reading and writing data on
token inserted by passenger. It will return or collect a token after checking
the validity of token. TCU will be mounted at the Exit Gate.

Block diagram

Sensor 1 5VDC Power 12VDC Power

Sensor 2 Electromagnet Coil 1

Sensor 3 Electromagnet Coil 2

Electromagnet Coil 3
CPU
Sensor 4

Sensor 5 Electromagnet Coil 4

Sensor 6 Return Cup LED 2 nos

Return Cup
Sensor 2 set RS-232C
BUZZER
Switch
Watchdog
EEPROM

FEATURES

The Token Capture Unit (TCU) which is used for capturing the token owns
many characteristics as follows

§ Token Slot

Ÿ Under Out of Service mode, the slot is closed to prevent passenger insert
token. The same time, against foreign objects into interior.
 Ÿ A passenger can’t push more than two tokens in the slot, because
width of slot is only 4mm. Ÿ After detecting an object, a shutter of TCU
is opened.

§ Return Cup

Ÿ The return cup of TCU module is mounted under the slot.

Ÿ The return cup faced to the passenger, which is obvious and
convenient for operation
Ÿ The return cup can prevent token form dropping out of return cup.
Ÿ If a token is returned to cup, relatively message will be displayed to
PID for passenger. The PID displays “Remove token from return cup”
message and beep and light in return cup .

§ Token Processing

Ÿ Capture valid CST.

Ÿ Return invalid CST to the passenger.
Ÿ TCU can detect automatically a token jam.
Ÿ Token jam can be easily and quickly resolved by handwork.
Ÿ Single ticket can be processed quickly
Token captured at Exit AG will be counted and recorded in audit register Ÿ
Token count accuracy is more than 99.8% in normal operation

§ Token Container

Ÿ There are two token containers in each Exit AG, which can contain two
types of CST. If there are two different token type of CST (Ex. SJT-A,
SJT-B) adopted by the Jaipur AFC system, then the Card Reader-Writer
of gate will distinguish them and the TCU will direct and properly deposit
the CST into the assigned token container only. Therefore, first container
will contain only SJT-A, and second container will contain only SJT-B. It
can be configurable by local file.
Ÿ If the single type of CST is adopted by the JMRC, AG will deposit the
CST in to the second container when first container becomes full.
Ÿ In case of all token containers full, AG stops to operate CST and
only operates CSC. Ÿ Each token container can keep maximum 2000
token.
Ÿ TCU can detect the token captured in the container.
Ÿ When a container is nearly full, (general 75%, changed by parameter), a
warning message will be sent to SC.
Ÿ When a container is full, token slot will be closed and a warning message
will be sent to SC, AG will stop usage of CST. But in this case, AG can
continue to operate CSC.

Sector Door

General Description

SECTOR DOOR is used in AGM (Automatic Gate Module) and enables to

control passenger in the gate.
It is two kinds of RIGHT and LEFT TYPE, and it is operated by HOST
COMMAND SIGNAL of AGM. HOST COMMAND SIGNAL is 4 kinds of
OPEN, CLOSE, FREE, LOCK, and it is decided to operate and stop as
command of internal three Micro- switches.
Power is supplied AC220V (EXTERNAL AC220V) for driving motor and
+24V(HOST DC POWER) for circuit control from outside.
SECTOR DOOR is convenience to set in AGM by simple mechanism and
to maintenance and control passenger by fast operation. Also, Function
of it is re-operated by AC fail sensor when power breaks by power failure.

Layout of Sector Door

MAIN FUNCTION

q NORMAL OPERATION

Door is opened and closed through rotation of Link by HOST COMMAND

OPEN / CLOSE SIGNAL of AC GEARED MOTOR.
Operation of opening and closing is with BRAKE control by COMMAND
SIGNAL of Host, status of three MICRO switches and AC Power.
(Reference: “HOST COMMAND INTERFACE“ for Command signal and
Interface.)

q AC FAIL OPERATION

AC FAIL DETECTION is checked of Normality operation for EXTERNAL

AC220V to supply the SECTOR DOOR, and if it is AC FAIL(Power failure
or Power instability), it is changed to “FREE status” regardless of external
Command Signal, and if is normally operated, it is operated again by
Command Signal.

q SAFETY AND CONVENIENCE

SECTOR DOOR consists of followings for stability and convenience for
passenger and system.
Ÿ Polyurethane material of non-flammable
Ÿ Internal reinforcement structure of high elastic material

Ÿ The DOOR edge of flexible material for the passenger protection

and safety.

Ÿ Structure design for the convenient maintenance

q MONITORING

It is used RS232C of communication port to monitor the operation of

SECTER DOOR (status of MICRO SWITCH and operation).
Ÿ PARAMETER SETTING

§ PARITY : NO PARITY
§ STOP bit : 1 STOP bit

END DISPLAY

General Description

A purpose of the End Display is to verify entering and no entering by the

eye.
In other words, at a processing state, End Display displays “X” which
means no entering. At a idle state, it displays “↙” which means entering.
Power Supply Unit (PSU)

General Description

Power Supply Unit (PSU) converts AC into DC power. It supplies source

of electricity for module to operate reliability. Following function will be
provided:
Power supply unit (PSU) was designed to a module in order to mount and
maintenance easily.

DSM (Data Security Module)

Specification

DSM is made up of DSM READER and SIM CARD. SIM CARD which is
used in DSM

complies with ISO7816.

DSM READER provides DSM function by inserting SIM TYPE CARD

inside itself and

connecting it to PC or ECU.
 ADD VALUE MACHINE

Overview

• Display:English / Hindi and alphanumeric, Ticket type:,Ticket electronic value /

amount, ZoneTicket sale station/date, Ticket validity duration,Current
Date/Time,Ticket usage status,At least last five transactions for CSC,Reject code
and message.
• No chances of electric shock
• Strong, durable, easily detachable

Components of AVM
1.Card reader and writer
It Consists of:
• SAM interface board
• Antenna Board
 Sam interface board
• 4 SIM sockets for each SAM, ensuring secure storage of key data for RF cards
• Connects to a separate communication channel, allowing independent processing
without interference.
• When a ticket is read, it communicates solely with the relevant SAM, ensuring
seamless operation.
•

Antenna board
Mounting board
The mounting rod houses power and communication cables internally, ensuring
safety and maintaining the fixed height of the AVM. It also features a rubber base
to absorb impacts from patrons.

Touch screen LED

LED

Buzzer
It is a device which makes a sound to clear the user that he properly inserted his
card.
Power adaptor
A power adapter is a device that converts AC power from a wall outlet to
a single DC voltage for electronic devices. It is also called an "AC
adapter", "charger", "power brick", or "wall wart".
 Automatic Fare Collection in Metro System using
QR Code

QR CODE

Abbreviation: Quick Response Code

QR code is one type of barcode (or two-dimensional barcode) first designed for
the automotive industry in Japan. The technology for QR codes was developed by
Densa-Wave, a Toyota subsidiary. A barcode is a machine-readable label it
contains information about the item to which it is attached. The code consists of
black modules arranged in a square pattern on a white background. A QR code
uses four standardized encoding modes (numeric, alphanumeric, byte/binary, and
kanji) to efficiently store data; extensions may also be used.

The initial target for the QR Ticketing System shall be to facilitate the usage of
QR Tickets for all kinds of Urban Transport like Metro rail, City buses, Mono
rail, Suburban rail, etc. Eventually this system shall include and encompass other
industries including, but not limited to, Rail, Air, Museums, Archaeological sites,
Hotel reservation, etc. So the QR Code Dataset should be designed with as much
foresight as is possible on the current date. This has been the primary goal of the
project – to design a specification that can be adopted easily across a large
spectrum of service providers.
SCOPE
Thisfirst part of the specification, Part I – QR Code Dataset defines
the detailed common and PTO specific data structures, their
properties, usage, data types and size. Also described in this part are
properties of QR images, printing specifications and other parameters
such as error correction level, data density, version etc.
Terms and Definitions
Some important definitions used throughout this specification are
described here. These definitions mainly relate to fields of the QR
Code Dataset described in this specification.
QR Code:
A QR code (short for "Quick Response" code) is a type of 2-dimensional barcode
that contains a matrix of square grid arranged in a square over a white
background. It can be read by an imaging device such as a camera, and processed
using an algorithm until the image can be appropriately interpreted. For the QR
Ticketing System, QR codes shall be used to encode single and / or group journey
tickets. These tickets shall be issued either in digital form to users’ mobile phones
or issued as Paper tickets in Station premises.
Presence
: Term used to denote if a particular data element in a Dataset is
mandatory, optional or conditional. Data elements that denote
mandatory functional requirements that must be presented on encoded
QR Code.
Mandatory:
The Presence of these Data elements is required or mandatory.
Optional:
The Presence of these Data elements is not mandatory.
Conditional:
The Presence of these Data elements is not mandatory but must be
present if some condition is satisfied.
QR Code Dataset Details
The figure below shows a diagrammatic representation of the QR
Code Dataset hierarchical data structure
QR Image Properties
QR encoding method

Mode Supported

Numeric No

Alphanumeric No

Binary Yes

Kanji No

QR VERSION NO
Universally standard QR versions run from 1 to 40. Version 1 starts with 21 x 21
= 441 modules and each version increases by 4. Hence, the last version 40 is 177
x 177 = 31329 modules. Higher the version number of a QR image, higher the
content to hold. So a Version 40 QR can hold up to 3KB data, including the
control information.
Ticket Serial Number
This represents the unique identifier allocated for each generated QR.
This identifier is 8 bytes long, where the first 4 most-significant bytes
are used to represent the date of ticket generation and the remaining 4
bytes (or 32 bits) are used to maintain a sequence number. Bits 31 and
30 of the Ticket Serial No. are reserved for the “Requesting Source
Indicator” as described in the table below. The remaining 30 bits (0 –
29) is the actual sequence or counter that has a range from 0 to 230 – 1
= 1073741823. The value 0 is not used. The maximum value of the
sequence number is greater than 100 Crores, a very large number.
Therefore, there is no need to reset it until it gets exhausted. The
sequence number can be stored in persistent storage. But it must be
noted here that only one sequence shall be maintained on the TG
irrespective of the Requesting Source.

QR Ticketing System Workflow

Logical Entities of the QR Ticketing System
User:
This is the customer. It interacts with the Mobile or Web App to avail QR ticket.
In case of a ticket issued by the TOM at the operator premise, the TOM interacts
on behalf of this user. The user’s roles can be summed up with the diagram
above. Note that Steps 2 and 3 may be interchangeable depending on the mode of
transport. For example, in case of Metro it is mandatory to get the ticket scanned
and verified by a Validating Terminal before access is given into the Operator’s
premises.

Ticket Generator (TG):

Ticket Generator is the most sophisticated component of the entire system. All
TGs must have a trusted relationship with the operators they serve and the
Mobile/Web APP Providers that use its services. The function of the TG is that it
generates the ticket based on various inputs received from the requester, employs
security features, and communicates with respective AFC Systems. The TG is
tightly coupled with the Policy DB. The TG must be implemented as a Web
server coupled with an Application Server (REST API). It should accept all
requests like user registration, ticket request, etc. from Smartphone Apps or
Webclients on secure channel HTTP over SSL i.e. HTTPS. It can also cater to
requests from the Ticket Office if the operator supports Paper-based QRs.

Policy Database:
Policy database is a centralized repository tightly coupled with the Ticket
Generator and stores information related to payments, security, fare tables, etc.
for different operators. Only entities trusted by the operator like the TG and
Mobile APP can access the Policy DB. Access to Policy DB is only possible with
the API provided by the TG.
PTO:
Public Transport Operator or PTO is the service provider and executes multiple
roles within the system. One of the most important roles of the PTO is that it
controls the policy parameters including Fares, Security schemes, etc. It can also
choose to implement different product policies like discounts for special days,
determine the validity period of tickets and even denylisting rogue users. So any
updates or changes on those will affect everything from Policy DB to the Mobile
Apps.
The three main components of a PTO when seen as a logical entity are:
1. Ticket Authorizer/Validator: Validates the QR and allows or disallows the
commuter to use the facility. The most important requirement of the validator is
that it performs the security validation which is the fundamental requirement for
offline validation. Please refer to QR Specifications – Part II for details.
 2. AFC System: This is tightly coupled with the AFC DB. As all the tickets (QR)
are pre-paid, the primary job of the validator shall be to validate the QR and to
update the transit data onto the AFC system. The TG also communicates with the
AFC System with information about newly procured QRs. Communication with
the AFC from Validator and TG must take place over a secure TCP channel like
SSL/TLS. Application protocols like HTTPS, SFTP, SCP, TCP/IP Sockets, etc.
are wellknown standard protocols that can be used for the purpose.
3. Ticket Office Machine or Window – An optional entity where a person can go
and physically buy a QR Ticket in paper form. It uses the same REST API Web
service request form as a Mobile APP would when requesting for QR ticket from
the TG.
Mobile (or Webclient) App and App Provider:
The smart phone application or the Webclient application may be provided by the
APP Provider and sometimes synonymously referred to as the merchant. Under
all circumstances, the APP Provider must have a trust relationship with the
TG.APP Provider – TG cardinality relationship described in details in further.

Architecture
In this section we shall discuss the two forms of the QR Ticketing System
architecture – single operator and multi-operator.
The Single Operator Architecture is the basic form that describes the QR
Ticketing Solution. The same architecture is then scaled up to cater to multiple
operators. The fundamental principle of the Single Operator Architecture is as
follows:
1. Single Centralized TG
2. Single Operator
3. Single Policy DB
4. Single PTO Premise - AFC System + AFC DB + Validating terminal + TOM
5. Single Mobile (or Web-client) APP Provider
 The Multi-TG Multi-Operator Architecture is for all practical purposes the actual
form that the QR Ticketing Solution is going to be. With this solution, a user
would be able to buy and avail services for multiple operators, we only show 2
Ticket Generators and 3 Operators:
1. Multiple Centralized Ticket Generators – Fundamentally they operate in the
same way as the Single operator scheme, except here we conveniently illustrate
the possibility that the same TG may associate with multiple operators.
Henceforth, TG ID 23 serves Operators with Operator ID 10 and Operator ID 135,
whereas TG ID 54 serves Operators with Operator ID 135 and Operator ID 45. Of
course there is no restriction on TG ID 23 also serving Operator ID 45, or TG ID
54 also serving Operator ID 10, as shown by the dotted lines.
2. Multiple Operators – Again fundamentally similar to the single operator
architecture, except here we conveniently illustrate the possibility that the same
operator may get associated with multiple TGs. As seen in the diagram below,
Operator ID 135 is associated with both TG ID 23 and TG ID 54. Again there is no
restriction on APP ID 15 associating with TG ID 54 or APP ID 36 associating TG ID
23, as shown by the dotted lines.
3. Single Policy DB integrated with the TG.
4. AFC System, AFC DB, Validator and TOM work in the same way as with the single
operator architecture.
5. Multiple Mobile (or Web-client) APP Providers–Mobile APP1 sells services
related to the “TG ID 23” operator base, and similarly Mobile APP2 caters only to
“TG ID 54” operator base. APP Providers for Mobile APP1 – APP ID 15 and
Mobile APP2 – APP ID 36 are different. Many such combinations of Mobile APP
and Web-clients are also possible.
 Multi-TG Multi-Operator Architecture

Fetch Fare Details

User Makes Payment for QR Ticket

The APP sends the payment details to the Payment Service Provider, which then
facilitates the direct deduction of funds from the user’s bank account or wallet or
any other mode of payment that the payment service provider facilitates.
 TG and AFC System Interface
The AFC is a PTO-specific system so this interface is essentially also an interface
between the AFC and PTO. In this section we describe the interface related to the
‘Purchase QR’ transactions only.

• TG segregates the QR Ticket into operator-specific information and writes it to

separate files
• TG sends files to respective PTOs at an interval of at least 2 minutes
•

QR Watchdog in Validating Terminal

The process of scanning and validating using a watchdog is shown in the figure
below.
QR Verification and Validation in Validating Terminal
Offline Validation and Transaction Updates in AFC:
Although the process of Validation in the QR Ticketing System ideally needs to
be a hybrid of both online as well as offline components, it should still be capable
of performing most of functionality offline so as to facilitate quick throughput of
customers through operators’ premises, especially during rush hours. Once a QR
is successfully verified as having an authentic digital signature, it can be safely
termed as a valid transit ticket. The transaction information generated at terminals
must be updated into the AFC systems so that the PTO can tally it up with the
purchased ticket information it received from the TG. Updating the status into the
local AFC DB may not necessarily be at realtime and can be scheduled to take
place at specified time intervals like every 5 minutes or so.

Transaction Amount –
This parameter holds the amount charged to that transaction. In the case of QR,
for an entry transaction, the amount will be zero; for an exit or ticket transaction
the amount will be the number of people allowed in the ticket

Transaction Type –
The parameter is included in all transit-related information shared between
various entities in the QR ecosystem to qualify the intended nature and use of that
information. A brief explanation of each type is given below –

Transaction Place* –
This parameter is used to indicate the validator type used to perform the QR
transaction. These may include fixed metro gates, mobile ETIMs etc.

Transaction Date and Time* –

This parameter is used to log the date and time when the transaction was
performed i.e. it is generated at run time. The operator is free to use a date format
of its own choice

Individual AFC Systems define these values and they are not required to be part
of ticket information. Interested readers may refer to the NCMC Interface
Specifications – Part V to check how these are defined and used in NCMC-
compliant AFC systems.
Workflow for Refunds and Cancellation

Workflow – Ticket Request and ResponseTG-TOM

QR Validation Rules
For a QR to be asserted as valid for entry or exit, the QR data must be put through
a certain number of tests. These tests or rules are the necessary and sufficient
conditions for a QR to be asserted as valid. Unless explicitly specified these rules
apply to both paper and mobile QR codes. If and only if all the conditions are
satisfied, the QR shall be considered valid. Failure of any of the conditions shall
deem the QR as invalid. These rules are as follows:

Security Validation Test

Check if the QR passes the security conditions – (i) signature is valid;
meaning the source of the data is genuine. (ii)The QR passes the integrity test
(matching hashes); meaning its content has remained intact since it was
created.

Serial Number Test:

Check if the serial number of the QR is a valid supplied one or not. This test can
serve as an effective measure to counter fake QR codes.

Refresh Time Test

This only applies to QR’s scanned from phones. Refer to for details related to QR
Update Time in Dynamic Data element. This is an optional feature but can serve
as an effective measure to counter fake QR codes.

Exit Time Test

Maybe applied on exit terminals. Some Metro Operators implement a business
rule whereby customers that have de-boarded at the destination station must leave
the station premises within the next 20 minutes of de-boarding at the station. This
is a hard rule to implement because the time of arrival of the Metro Car is not
available within the terminals. However, with some careful planning, the duration
of the journey from source to destination can be calculated and is usually a known
quantity. So from the time of entry (QR Entry) to the current time, a good
estimate can be made of the time spent between completion of journey and the
attempt to exit the station. Furthermore, The Dynamic Data Element of the QR
Code Dataset consists of the Operator-specific sub-branch of 19 bytes. Some
operators may choose to use this field in order to implement the Exit Time Test.
But in most other cases, this test is not applicable as a general Business Rule test.

QR State Test
Every QR has a Status field in Dynamic Data to indicate the state of the QR viz.
active, inactive, entry, exit, etc. The state of the QR changes with time so this test
checks at an entry or exit terminal, if the state of the QR does or does not
correspond to an expected state. This test can also serve as an effective measure
to counter fake QR codes
Booking Location Test:
As seen in the example throughout this document, the APP sends the booking
location to the TG. The TG encodes this on the Common Data structure of the
QR, i.e. QR_SVC. These location coordinates maybe effectively used to tackle
misuse of the QR Ticketing System. With certain modifications in the flow of
Fetch Routes to Fetch Fare workflows, the APP may disallow the user if he/she is
attempting to buy a ticket from a restricted access area (geo-fence), like
from inside the Metro Rail. But even if the APP does allow the purchase, then the
Transit Risk Management validations must fail because the algorithm will detect
that the ticket was bought from inside the geo-fence

Copied or Fake QR Tickets

While on one hand QR codes have become ubiquitous around the world and find
its application in almost each and every aspect of modern life, yet on the other
hand copied or counterfeit QRs presents service providers with a humongous
challenge on their hands. Because of the ease with which QR images can be
copied, duplicated, reproduced and printed; service providers that provide QR
code solutions to their customers are now trying to find more and more
innovative methods to keep crooks at bay.
Usage of Different Scanning Media
Scanning QRs using media like NFC, Bluetooth, WiFi, etc
Real-time Status Update on Mobile with Relay Server

Advanced Features in QR Ticketing System

QR Interface Specifications a number of features that have been mentioned
keeping in view of the future of the QR Ticketing System. These are desirable
features that should be taken up to add value to both the customer and PTO.
Applying Machine Learning and Artificial Intelligence to the System that shall be
useful not only to the public but particularly to the PTOs with valuable insights
Different Media scanning not just optical or camera scanning but also Bluetooth,
WiFi, NFC scanning
Designing and developing cost-efficient Android based Validation Terminals that
can be quickly adopted by the transport industry and quite possibly by other
industries as well for e.g. the tourist sites, parking areas etc